On-board charger, controller, powertrain, electric vehicle

Abstract

The present application provides an on-vehicle charger, a controller, a powertrain, and an electric vehicle, which can reduce the redundancy of heating devices in the electric vehicle and improve the energy utilization efficiency of the electric vehicle. The on-vehicle charger includes a bidirectional DC conversion circuit, a switching module, and a heating module. The bidirectional DC conversion circuit includes a transformer, a first switching circuit, and a second switching circuit. The midpoints of the two arms of the second switching circuit are used to connect to the heating module through the switching module. When the on-vehicle charger operates in the charging mode, the bidirectional DC conversion circuit is used to convert the first direct current into the second direct current to charge the power battery. When the on-vehicle charger operates in the heating mode, the switching module conducts the connection between the midpoints of the two arms of the second switching circuit and the heating module. The second switching circuit is used to receive power supply from the power battery and supply power to the heating module through the midpoints of the two arms, and the heating module generates heat.

Description

Technical Field

[0001] The present invention relates to the field of electric vehicle thermal management, and particularly to an on-vehicle charger, a controller, a powertrain, and an electric vehicle. Background Art

[0002] During the operation of an electric vehicle, it is necessary to heat parts such as the battery and the cockpit. Since an electric vehicle cannot obtain heat from an internal combustion engine like a fuel vehicle, electric heating devices are required to provide heat. Currently, the electric heating devices of electric devices are generally positive temperature coefficient thermistors (PTCs). However, using too many positive temperature coefficient thermistors as electric heating devices consumes a high amount of power. Moreover, independent electric heating devices require separate power circuits and control circuits, which leads to redundancy of the electronic devices of the electric vehicle. Summary of the Invention

[0003] The present application provides an on-vehicle charger, a controller, a powertrain, and an electric vehicle, which can solve the problems of redundancy of electric vehicle heating devices and low heating efficiency.

[0004] In a first aspect, the present application proposes an on-vehicle charger. The on-vehicle charger includes an insulating housing, a bidirectional DC conversion circuit, and a switch module. The insulating housing is used to accommodate the bidirectional DC conversion circuit. The bidirectional DC conversion circuit includes a transformer, a first switch circuit, and a second switch circuit. Both the first switch circuit and the second switch circuit include two parallel bridge arms. The two ends of the primary winding of the transformer are respectively used to connect to the midpoints of the two bridge arms of the first switch circuit, and the two ends of the secondary winding of the transformer are respectively used to connect to the midpoints of the two bridge arms of the second switch circuit. The midpoints of the two bridge arms of the second switch circuit are used to connect to a heating module through the switch module.

[0005] The operating modes of the on-vehicle charger include a charging mode and a heating mode. The first switch circuit, the transformer, and the second switch circuit are used to convert a first direct current into a second direct current to charge the power battery. The switch module disconnects the connection between the midpoints of the two bridge arms of the second switch circuit and the heating module, and the on-vehicle charger operates in the charging mode. The switch module conducts the connection between the midpoints of the two bridge arms of the second switch circuit and the heating module. The second switch circuit is used to receive power supply from the power battery and supply power to the heating module through the midpoints of the two bridge arms of the second switch circuit, and the heating module generates heat, and the on-vehicle charger operates in the heating mode.

[0006] The on-vehicle charger proposed in this application has a heating function by connecting a heating module to the midpoints of the two arms of the second switching circuit. The heating module draws power from the power battery through the second switching circuit of the on-vehicle charger to generate heat. Compared with using a separate heater, the heating module in the embodiment of this application does not require a separate power circuit and control circuit, reducing device redundancy and the manufacturing cost of the electric vehicle thermal management system.

[0007] In one implementation, the heating module is located inside or outside the insulating housing.

[0008] In one implementation, the heating module includes a positive temperature coefficient resistor. When the heating module is located inside the insulating housing, the heating module exchanges heat with the thermal loop pipeline of the on-vehicle charger through a heat conducting member. When the heating module is located outside the insulating housing, the heating module exchanges heat with the thermal loop pipeline of the electric vehicle through a heat conducting member. When the on-vehicle charger operates in the heating mode, direct current is output at the midpoints of the two arms of the second switching circuit, and the direct current causes the positive temperature coefficient resistor to generate heat.

[0009] The on-vehicle charger proposed in this application connects the positive temperature coefficient resistor to the midpoints of the two arms of the second switching circuit, and the positive temperature coefficient resistor draws power from the power battery to generate heat. The second switching circuit is used to control the heating power of the positive temperature coefficient resistor. Compared with the positive temperature coefficient resistor heating element of traditional electric vehicles, the on-vehicle charger proposed in this application reduces device redundancy and simplifies the structure of the electric vehicle heating device.

[0010] The on-vehicle charger proposed in this application is provided with a heat conducting member between the thermal loop pipeline of the electric vehicle and the positive temperature coefficient resistor or between the thermal loop pipeline of the insulating housing and the positive temperature coefficient resistor. The heat conducting member can enhance the heat exchange between the thermal loop pipeline of the electric vehicle and the positive temperature coefficient resistor or between the thermal loop pipeline and the positive temperature coefficient resistor, improving the heating efficiency of the on-vehicle charger.

[0011] In one implementation, the heating module includes a first-order resonant circuit and a heating pipeline. The heating pipeline includes a metal surface layer, and the resistivity of the metal surface layer is less than that of the body of the heating pipeline. When the heating module is located inside the insulating housing, the heating pipeline is used to connect the thermal loop pipeline of the on-vehicle charger. When the heating module is located outside the insulating housing, the heating pipeline is used to connect the thermal loop pipeline of the electric vehicle. When the on-vehicle charger operates in the heating mode, high-frequency alternating current is output at the midpoints of the two arms of the second switching circuit, and the high-frequency alternating current generates an alternating magnetic field in the inductor of the first-order resonant circuit. The alternating magnetic field generates eddy currents in the metal surface layer to heat the heating pipeline.

[0012] The heating module of the on-vehicle charger proposed in this application can improve the heating efficiency of the heating module by setting a metal surface with a relatively small resistivity on the heating pipeline. High-frequency current is output at the midpoints of the two arms of the second switch circuit. The high-frequency current generates an alternating magnetic field in the inductor of the first-order resonance circuit, and the alternating magnetic field causes eddy currents in the heating pipeline, thereby generating heat. The smaller the resistivity of the metal, the stronger the eddy currents generated. Therefore, the heating pipeline including the metal surface layer has stronger eddy current effects and heating capabilities compared to the heating pipeline without the metal surface layer.

[0013] In a second aspect, this application proposes a controller for an on-vehicle charger. The operating modes of the on-vehicle charger include a charging mode and a heating mode, and the controller is used to switch the operating mode of the on-vehicle charger. The on-vehicle charger includes a bidirectional DC conversion circuit and a switch module. The bidirectional DC conversion circuit includes a transformer, a first switch circuit, and a second switch circuit. Both the first switch circuit and the second switch circuit include two parallel arms, and each arm includes an upper switch tube and a lower switch tube. The two ends of the primary winding of the transformer are respectively used to connect the midpoints of the two arms of the first switch circuit, and the two ends of the secondary winding of the transformer are respectively used to connect the midpoints of the two arms of the second switch circuit. The midpoints of the two arms of the second switch circuit are used to connect to the heating module through the switch module.

[0014] In one implementation, the on-vehicle charger operates in the charging mode. The controller controls the upper switch tube of one arm and the lower switch tube of the other arm of the first switch circuit to conduct or turn off simultaneously and controls the upper switch tube and the lower switch tube of each arm of the first switch circuit to conduct alternately. The first switch circuit operates in the inverter mode. The controller controls the upper switch tube and the lower switch tube of each arm of the second switch circuit to conduct or turn off simultaneously and controls the two upper switch tubes of the second switch circuit to conduct alternately and the two lower switch tubes to conduct alternately. The second switch circuit operates in the rectifier mode. The controller controls the switch module to disconnect the connection between the midpoints of the two arms of the second switch circuit and the heating module. When the on-vehicle charger operates in the charging mode, the bidirectional DC conversion circuit is used to convert the first direct current from the power factor correction circuit into the second direct current for charging the power battery.

[0015] In one implementation, the on-vehicle charger operates in the heating mode. The controller controls at least one arm midpoint of the second switch circuit to output current and controls the switch module to conduct the connection between the midpoints of the two arms of the second switch circuit and the heating module, and the on-vehicle charger operates in the heating mode.

[0016] In one embodiment, the heating module is a first-order resonant circuit. The on-vehicle charger operates in the heating mode. The controller is configured to control the second switching circuit to operate in the inverter mode and control the switching module to conduct the connection between the midpoints of the two arms of the second switching circuit and the heating module. High-frequency current is output at the midpoints of the two arms of the second switching circuit, and the high-frequency current generates an alternating magnetic field in the inductor of the first-order resonant circuit.

[0017] In one embodiment, the heating module is a positive temperature coefficient resistor. The on-vehicle charger operates in the heating mode. The controller is configured to control the upper switch tube of one arm and the lower switch tube of the other arm of the second switching circuit to conduct and the other two switch tubes to turn off, and control the switching module to conduct the connection between the midpoints of the two arms of the second switching circuit and the heating module.

[0018] In one embodiment, the heating module is a first-order resonant circuit and the on-vehicle charger operates in the heating mode. The controller adjusts the heating power of the heating module by controlling the conduction frequency of each switch tube of the second switching circuit. In one embodiment, the controller increases the alternating conduction frequency of the upper switch tube and the lower switch tube of each arm of the second switching circuit to increase the heating power of the heating module. In one embodiment, the controller decreases the alternating conduction frequency of the upper switch tube and the lower switch tube of each arm of the two arms of the second switching circuit to decrease the heating power of the heating module.

[0019] The controller proposed in this application for the on-vehicle charger can enable the on-vehicle charger to operate in different modes, so that the on-vehicle charger can not only charge the power battery but also generate heat for heating. Therefore, the controller proposed in this application can control the on-vehicle charger to operate in the heating mode to replace the heating devices on the electric vehicle, thereby reducing device redundancy and improving the energy utilization efficiency of the electric vehicle.

[0020] In one embodiment, the heating module is a first-order resonant circuit. The controller increases the alternating conduction frequency of the upper switch tube and the lower switch tube of each arm of the two arms of the second switching circuit to increase the heating power of the heating module. The controller decreases the alternating conduction frequency of the upper switch tube and the lower switch tube of each arm of the two arms of the second switching circuit to decrease the heating power of the heating module.

[0021] The controller proposed in the embodiments of this application is used to switch the operating mode of the on-vehicle charger. When the on-vehicle charger operates in the heating mode, the controller is used to adjust the heating power of the heating module so that the heating module generates heat at an appropriate heating power, so as to improve the heating efficiency and energy utilization efficiency of the on-vehicle charger.

[0022] In a third aspect, this application proposes a powertrain. The powertrain includes the on-vehicle charger as described in the first aspect.

[0023] In one embodiment, the powertrain includes an on-vehicle charger and a controller as described in the second aspect. The on-vehicle charger includes a bidirectional DC conversion circuit and a switching circuit, and the controller is used to switch the operating mode of the on-vehicle charger.

[0024] In a fourth aspect, the present application provides an electric vehicle. The electric vehicle includes the on-vehicle charger as described in the first aspect.

[0025] In one embodiment, the electric vehicle includes an on-vehicle charger and a controller as described in the second aspect. The on-vehicle charger includes a bidirectional DC conversion circuit and a switching circuit, and the controller is used to switch the operating mode of the on-vehicle charger.

[0026] In one embodiment, the electric vehicle includes the powertrain as described in the third aspect.

[0027] For the technical effects achievable by any possible design in the third aspect, please refer to the description of the technical effects achievable by any possible design in the first aspect and the second aspect above. For the technical effects achievable by any possible design in the fourth aspect, please refer to the description of the technical effects achievable by any possible design in the first aspect, the second aspect, and the third aspect above, and will not be repeated here. BRIEF DESCRIPTION OF THE DRAWINGS

[0028] In order to more clearly illustrate the technical solutions in the embodiments of the present application, the drawings required for use in the embodiments of the present application will be described below.

[0029] Figure 1 is a schematic diagram of an electric vehicle provided by an embodiment of the present application;

[0030] Figure 2 is a schematic diagram of an on-vehicle charger provided by an embodiment of the present application;

[0031] Figure 3 is another schematic diagram of an on-vehicle charger provided by an embodiment of the present application;

[0032] Figure 4 is another schematic diagram of an on-vehicle charger provided by an embodiment of the present application;

[0033] Figure 5 is another schematic diagram of an on-vehicle charger provided by an embodiment of the present application;

[0034] Figure 6 is another schematic diagram of an on-vehicle charger provided by an embodiment of the present application;

[0035] Figure 7 is another schematic diagram of an on-vehicle charger provided by an embodiment of the present application;

[0036] Figure 8It is a schematic diagram of another on-vehicle charger provided by an embodiment of the present application;

[0037] Figure 9 It is a schematic diagram of another on-vehicle charger provided by an embodiment of the present application;

[0038] Figure 10 It is a schematic diagram of another on-vehicle charger provided by an embodiment of the present application;

[0039] Figure 11 It is a schematic diagram of another on-vehicle charger provided by an embodiment of the present application;

[0040] Figure 12 It is a schematic diagram of another on-vehicle charger provided by an embodiment of the present application;

[0041] Figure 13 It is a schematic diagram of another on-vehicle charger provided by an embodiment of the present application;

[0042] Figure 14 It is a schematic diagram of an electric vehicle thermal management system provided by an embodiment of the present application; Detailed implementation manners

[0043] For a better understanding of the technical solutions of the present application, the embodiments of the present application will be described in detail below with reference to the accompanying drawings.

[0044] It should be clear that the described embodiments are only a part of the embodiments of the present application, rather than all of the embodiments. All other embodiments obtained by those of ordinary skill in the art based on the embodiments in the present application without creative efforts shall fall within the protection scope of the present application.

[0045] The terms used in the embodiments of the present application are only for the purpose of describing specific embodiments, and are not intended to limit the present application. The singular forms of "a", "the" and "said" used in the embodiments of the present application and the appended claims are also intended to include the plural forms unless the context clearly indicates otherwise.

[0046] It should be understood that the term " / and" used herein is only a description of the association relationship of associated objects, indicating that there can be three relationships. For example, a and / or b can represent: a exists alone, a and b exist simultaneously, and b exists alone. In addition, the character " / " herein generally represents an "or" relationship between the associated objects before and after.

[0047] With the gradual maturity of electric vehicle technology development, users' requirements for the performance of electric vehicles are also getting higher and higher. In electric vehicles, there are many components that need to be heated, such as power batteries, cockpits, etc. In order to ensure the normal operation of components such as power batteries and cockpits, a large amount of energy is required to heat these components to keep their temperatures within an optimal range. Currently, independent electric heaters are generally used for heating, but too many electric heating devices will lead to component redundancy in the electric vehicle thermal management system and an increase in costs. Therefore, how to reduce component redundancy is also an important aspect. Based on this, this application proposes an on-board charger with an electric heating function, a controller for the on-board charger, an electric vehicle heater, and an electric vehicle thermal management system, aiming to solve the problems of redundant heating devices in electric vehicles and low energy utilization efficiency of electric vehicles.

[0048] As Figure 1 shown, Figure 1 is a schematic diagram of the on-board charger 20 connecting to the AC charging pile 10 to charge the power battery 30 of the electric vehicle. The on-board charger 20 (On Broad Charger, OBC) is a charger installed on the electric vehicle. The on-board charger 20 is used to convert the alternating current from the AC charging pile 10 into a second direct current and then charge the power battery 30 on the electric vehicle.

[0049] Figure 2 is a schematic diagram of an on-board charger. The on-board charger 20 includes a power factor correction circuit 201, a bidirectional DC conversion circuit 202, an insulating housing 200, and a thermal loop pipeline 204. The power factor correction circuit 201, the bidirectional DC conversion circuit 202, and the thermal loop pipeline 204 are all located inside the insulating housing 200.

[0050] The surface of the insulating housing 200 includes an AC power input port 2001 and a power battery connection port 2002. The AC power input port 2001 is used to receive the alternating current from the AC charging pile 10, and the power battery connection port 2002 is used to output the second direct current to charge the power battery 30.

[0051] The input end of the power factor correction (Power Factor Cor rect ion, PFC) circuit 201 is connected to the AC charging pile 10. The power factor correction circuit 201 has a rectifying function and an inverting function. The power factor correction circuit 201 converts the alternating current from the power grid into a first direct current or converts the first direct current from the bidirectional DC conversion circuit 202 into an alternating current.

[0052] The bidirectional DC conversion circuit 202 is a bidirectional isolated converter, which is used to achieve bidirectional DC conversion. The bidirectional DC conversion circuit 202 can not only perform DC-DC conversion on the first direct current obtained from the power factor correction circuit 201 side to charge the power battery 30, but also perform DC-DC conversion on the second direct current obtained from the power battery 30 to feed power outwards. The bidirectional DC conversion circuit 202 can be a bidirectional resonant conversion (capacitor-inductor-inductor-Capacitor, CLLC) circuit, a bidirectional active full-bridge (DAB) circuit, or other types of bidirectional isolated DC-DC converters, etc., which are not limited here. It should be understood that the embodiments of the present application are only described by taking the bidirectional DC conversion circuit 202 as an LLC bidirectional DC conversion circuit as an example. When the bidirectional DC conversion circuit 202 is other types of isolated conversion circuits, the solutions in this embodiment can be referred to, and will not be introduced one by one here.

[0053] Figure 3 It is a schematic diagram of the circuit topology of an on-vehicle charger 20. The bidirectional DC conversion circuit 202 is an LLC bidirectional DC conversion circuit. The bidirectional DC conversion circuit 202 includes a first switch circuit 2021, a transformer T1, a second switch circuit 2022, a capacitor C1, an inductor L1, and a capacitor C2. Among them, the capacitor C1 is a resonant capacitor, and the inductors L1 and L2 are resonant inductors. Both the first switch circuit 2021 and the second switch circuit 2022 include two parallel bridge arms. Each bridge arm includes a series-connected upper switch tube and a lower switch tube, and the connection point of the two switch tubes of each bridge arm forms the midpoint of the bridge arm.

[0054] The operating modes of the power factor correction circuit 201, the first switch circuit 2021, and the second switch circuit 2022 include an inversion mode and a rectification mode. In one embodiment, when the on-vehicle charger 20 is used to convert the alternating current from an AC charging pile into the second direct current to supply power to the power battery 30, the power factor correction circuit 201 operates in the rectification mode, the first switch circuit 2021 operates in the inversion mode, and the second switch circuit 2022 operates in the rectification mode. In one embodiment, when the on-vehicle charger 20 is used to convert the second direct current from the power battery 30 into alternating current and output it outwards, the power factor correction circuit 201 operates in the inversion mode, the first switch circuit 2021 operates in the rectification mode, and the second switch circuit 2022 operates in the inversion mode.

[0055] The heat circuit pipeline 204 is located inside the insulating housing 200. There is a heat-carrying fluid in the heat circuit pipeline 204, and the heat-carrying fluid is used to heat or cool the on-vehicle charger 20.

[0056] The above has introduced the structure and functions of the on-vehicle charger 20 in detail. To solve the problems of redundancy of electric vehicle heating devices and low energy utilization efficiency of electric vehicles, based on Figure 3 the on-vehicle charger 20 shown, an on-vehicle charger with an electric heating function is proposed in an embodiment of the present application. Next, the on-vehicle charger 21 with an electric heating function proposed in the embodiment of the present application will be introduced in detail.

[0057] Figure 4 FIG. is a circuit topology schematic diagram of an on-vehicle charger 21 with an electric heating function proposed in an embodiment of the present application. The on-vehicle charger 21 includes an insulating housing 205, a power factor correction circuit 201, a bidirectional DC conversion circuit 202, a heating module 203, a heat circuit pipeline 204, and a switch module K1. The insulating housing 205 is used to accommodate the power factor correction circuit 201, the bidirectional DC conversion circuit 202, and the heat circuit pipeline 204. The bidirectional DC conversion circuit 202 includes a transformer T1, a first switch circuit 2021, and a second switch circuit 2022. Both the first switch circuit 2021 and the second switch circuit 2022 include two parallel bridge arms. The two ends of the primary winding of the transformer T1 are respectively used to connect the midpoints of the two bridge arms of the first switch circuit 2021, and the two ends of the secondary winding of the transformer T1 are respectively used to connect the midpoints of the two bridge arms of the second switch circuit 2022. The midpoints of the two bridge arms of the second switch circuit 2022 are used to connect to the heating module 203 through the switch module K1.

[0058] The operation modes of the on-vehicle charger 21 include a charging mode and a heating mode. The first switch circuit 2021, the transformer T1, and the second switch circuit 2022 are used to convert the first direct current into the second direct current to charge the power battery 30, and the switch module K1 disconnects the connection between the midpoints of the two bridge arms of the second switch circuit 2022 and the heating module, and the on-vehicle charger 21 operates in the charging mode. The switch module K1 conducts the connection between the midpoints of the two bridge arms of the second switch circuit 2022 and the heating module. The second switch circuit 2022 is used to receive power supply from the power battery 30 and supply power to the heating module 203 through the midpoints of the two bridge arms of the second switch circuit 2022, and the heating module 203 generates heat, and the on-vehicle charger 21 operates in the heating mode.

[0059] Specifically, the on-vehicle charger 21 is connected to the AC charging pile 10 to charge the power battery 30. The on-vehicle charger 21 converts the alternating current from the AC charging pile 10 into the second direct current for charging the power battery 30, and the on-vehicle charger 21 operates in the charging mode. During the driving process of the electric vehicle or during the starting process of the electric vehicle, when the temperature of the power battery or the temperature of the motor is lower than the preset value, the switch module K1 conducts the connection between the midpoints of the two arms of the second switch circuit 2022 and the heating module. The heating module 203 draws power from the power battery 30 to generate heat for heating the power battery 30 or the motor, and the on-vehicle charger 21 operates in the heating mode.

[0060] In the embodiment of the present application, the on-vehicle charger 21 proposed has the heating function by connecting the heating module 203 to the midpoints of the two arms of the second switch circuit 2022. The heating module 203 draws power from the power battery 30 through the second switch circuit 2022 to generate heat. Compared with using a separate heater, the heating module 203 in the embodiment of the present application does not need to set up a separate electric heater power circuit and control circuit, reducing the redundancy of electronic components and the manufacturing cost of the electric vehicle thermal management system.

[0061] The overall structure and function of the on-vehicle charger 21 have been introduced above. Next, the structure, position, operating principle, etc. of the heating module will be introduced in detail in combination with specific embodiments.

[0062] In one embodiment, the heating module 203 is located inside the insulating housing 205. As Figure 5 shown, the heating module 203 is located inside the insulating housing 205. The heating module 203 generates heat in response to the on-vehicle charger 21 operating in the heating mode, and the heat generated by the heating module is conducted to the heat-carrying fluid in the heat circuit pipe 204 through the heat circuit pipe 204.

[0063] In one embodiment, the heat circuit pipe 204 is connected to the power battery heating pipe. The heat in the heat-carrying fluid of the heat circuit pipe 204 is conducted to the power battery 30 to heat the power battery 30. In one embodiment, the heat circuit pipe 204 is connected to the motor heating pipe. The heat in the heat-carrying fluid of the heat circuit pipe 204 is conducted to the motor to heat the motor.

[0064] Arranging the heating module 203 inside the insulating housing 205 can make full use of the internal space of the insulating housing 205, making the structure of the on-vehicle charger 21 more compact and occupying less space.

[0065] In one embodiment, the heating module 203 is located outside the insulating housing 205. As Figure 6As shown, the surface of the insulating housing 205 includes a power supply interface 2003 for the heating module. The power supply interface 2003 for the heating module is used to connect the two ends of the heating module 203. The heating module 203 is connected to the midpoints of the two arms of the second switching circuit 2022 through the power supply interface 2003 for the heating module. The heating module 203 exchanges heat with the electric vehicle thermal circuit pipeline 50.

[0066] In one embodiment, the electric vehicle thermal circuit pipeline 50 is a power battery heating pipeline. The heating module 203 conducts the generated heat to the power battery heating pipeline to heat the power battery 30. In one embodiment, the electric vehicle thermal circuit pipeline 50 is a motor heating pipeline. The heating module 203 conducts the generated heat to the motor heating pipeline to heat the motor.

[0067] Arranging the heating module 203 outside the insulating housing 205 can make the position of the heating module 203 more flexible, and at the same time, the heating module 203 is convenient for disassembly and installation. At the same time, arranging the heating module 203 outside the insulating housing 205 can directly use the heat generated by the heating module 203 to heat the power battery 30 or the motor, so that the heat transfer path becomes shorter and the heating efficiency is improved.

[0068] The above introduces the spatial layout of the heating module 203 proposed in the embodiments of the present application. The heating module 203 can be located inside or outside the insulating housing 205. The heating module 203 can generate heat through different heating elements. The following will introduce in detail the cases where the heating module 203 generates heat through different heating elements in combination with specific embodiments.

[0069] As Figure 7 shown, the heating module 203 generates heat through a positive temperature coefficient resistor (PTC). When the on-vehicle charger 21 operates in the heating mode, the on-vehicle charger 21 receives power supply from the power battery 30. The on-vehicle charger 21 outputs direct current through the midpoints of the two arms of the second switching circuit 2022. The switch module K1 conducts the connection between the positive temperature coefficient resistor and the second switching circuit 2033. The direct current passes through the positive temperature coefficient resistor and generates ohmic heat on the positive temperature coefficient resistor.

[0070] In one embodiment, the positive temperature coefficient resistor is located inside the insulating housing 205. The heating module 203 further includes a heat conducting member 2031. The positive temperature coefficient resistor exchanges heat with the thermal circuit pipeline 204 through the heat conducting member 2031. The thermal circuit pipeline 204 conducts the heat from the positive temperature coefficient resistor to the power battery 30 or the motor. Specifically, as Figure 8As shown, there is a heat conducting member 2031 on the surface of the heat circuit pipe 204. The heat conducting member 2031 is used to enhance the heat exchange between the positive temperature coefficient resistor and the heat circuit pipe 204. The positive temperature coefficient resistor is placed against the heat conducting member 2031.

[0071] In one embodiment, the positive temperature coefficient resistor is located outside the insulating housing 205. As Figure 9 shown, the heating module 203 further includes a heat conducting member 2031. The positive temperature coefficient resistor exchanges heat with the electric vehicle heat circuit pipe 50 through the heat conducting member 2031. In one embodiment, the electric vehicle heat circuit pipe 50 is a power battery heating pipe, and the heat generated by the positive temperature coefficient resistor is conducted to the heat carrier fluid in the power battery heating pipe to heat the power battery 30. In one embodiment, the electric vehicle heat circuit pipe 50 is a motor heating pipe, and the heat generated by the positive temperature coefficient resistor is conducted to the heat carrier fluid in the motor heating pipe to heat the motor.

[0072] As Figure 10 shown, the heating module 203 generates heat through a first-order resonance circuit. The heating module 203 includes a first-order resonance circuit and a pipe 2035. The first-order resonance circuit includes a capacitor C3 and an inductor L3. The power battery 30 outputs a high-frequency current at the midpoints of the two arms of the second switching circuit 2022 through the second switching circuit 2022, and the high-frequency current generates an alternating magnetic field in the inductor L3 of the first-order resonance circuit. The alternating magnetic field generated by the inductor L3 is used to generate eddy currents in the metal to heat the metal. In one embodiment, the heating module 203 is a series first-order resonance circuit, and the capacitor C3 and the inductor L3 are connected in series. In one embodiment, the heating module 203 is a parallel first-order resonance circuit, and the capacitor C3 and the inductor L3 are connected in parallel. The heating pipe 2035 includes a metal surface layer 2033, and the resistivity of the metal surface layer 2033 is less than the resistivity of the body of the heating pipe 2035.

[0073] As Figure 11 shown, the heating module 203 is located inside the insulating housing 205, and the heating pipe 2035 is used to connect to the heat circuit pipe of the on-vehicle charger 21. The second switching circuit 2022 outputs a high-frequency current at the midpoints of the two arms of the second switching circuit 2022, and the high-frequency current generates an alternating magnetic field in the inductor L3 of the first-order resonance circuit. The alternating magnetic field generated by the inductor L3 causes eddy currents to be generated in the metal surface layer 2033 to generate heat to heat the heat carrier fluid in the heat circuit pipe 204.

[0074] In one embodiment, the heat circuit pipe 204 is connected to the power battery heat circuit pipe, and the heat carrier fluid in the heat circuit pipe 204 is used to heat the power battery 30. In one embodiment, the heat circuit pipe 204 is connected to the motor heat circuit pipe, and the heat carrier fluid in the on-vehicle charger heat circuit pipe 204 is used to heat the motor.

[0075] In one embodiment, the heating module 203 is located outside the insulating housing 205. As Figure 12 shown, the heating pipeline 2035 is used to connect the electric vehicle thermal circuit pipeline 50. The on-vehicle charger 21 operates in the heating mode, and high-frequency current is output at the midpoints of the two arms of the second switching circuit 2022. The high-frequency current generates an alternating magnetic field in the inductor L3 of the first-order resonance circuit. The alternating magnetic field generated by the inductor L3 causes eddy currents to be generated in the metal surface layer 2033, thereby generating heat. The metal surface layer 2033 conducts the heat to the heat-carrying fluid in the heating pipeline 2035. In one embodiment, the electric vehicle thermal circuit pipeline 50 is a power battery thermal circuit pipeline, and the heating pipeline 2035 is connected to the power battery thermal circuit pipeline. The heat carried by the heat-carrying fluid in the heating pipeline 2035 is used to heat the power battery 30. In one embodiment, the electric vehicle thermal circuit pipeline 50 is a motor thermal circuit pipeline, and the heating pipeline 2035 is connected to the motor thermal circuit pipeline. The heat carried by the heat-carrying fluid in the heating pipeline 2035 is used to heat the motor.

[0076] Since the resistivity of the metal surface layer is less than that of the body of the heating pipeline 2035, the metal surface layer has a stronger eddy current effect than the heating pipeline 2035. That is, after adding the metal surface layer to the heating pipeline 2035, a larger eddy current can be generated, so that more heat can be generated and the heating efficiency can be improved.

[0077] The structure and working principle of the on-vehicle charger 21 proposed in this application are introduced in detail above. Based on the on-vehicle charger 21, a controller for the on-vehicle charger is proposed in this application. The working process of this controller is introduced below.

[0078] An embodiment of this application proposes a controller for the on-vehicle charger 21. Figure 13Schematic diagram of the controller 206 proposed in this application. The operating modes of the on-vehicle charger 21 include a charging mode and a heating mode. The controller is used to switch the operating mode of the on-vehicle charger 21. The on-vehicle charger 21 includes a bidirectional DC conversion circuit 202 and a switch module K1. The bidirectional DC conversion circuit 202 includes a transformer T1, a first switch circuit 2021, and a first switch circuit 2022. Both the first switch circuit 2021 and the second switch circuit 2022 include two parallel bridge arms, and each bridge arm includes an upper switch tube and a lower switch tube. The two ends of the primary winding of the transformer T1 are respectively used to connect the midpoints of the two bridge arms of the first switch circuit 2021, and the two ends of the secondary winding of the transformer T1 are respectively used to connect the midpoints of the two bridge arms of the first switch circuit 2022. The midpoints of the two bridge arms of the first switch circuit 2022 are used to connect to the heating module through the switch module K1. The controller 206 makes the on-vehicle charger 21 operate in different operating modes by controlling the on-off of each switch tube of the first switch circuit 2021 and each switch tube of the second switch circuit 2023.

[0079] In an embodiment, the on-vehicle charger 21 operates in the charging mode. The controller 206 controls the upper switch tube of one bridge arm and the lower switch tube of the other bridge arm of the first switch circuit 2021 to conduct or turn off simultaneously and controls the upper switch tube and the lower switch tube of each bridge arm of the first switch circuit 2021 to conduct alternately. The first switch circuit 2021 operates in the inverter mode. The controller 206 controls the upper switch tube and the lower switch tube of each bridge arm of the second switch circuit 2022 to conduct or turn off simultaneously and controls the two upper switch tubes of the second switch circuit 2022 to conduct alternately and the two lower switch tubes to conduct alternately. The second switch circuit 2022 operates in the rectifier mode. The controller 206 controls the switch module K1 to disconnect the connection between the midpoints of the two bridge arms of the second switch circuit 2022 and the heating module. When the on-vehicle charger 21 operates in the charging mode, the bidirectional DC conversion circuit 202 is used to convert the first direct current from the power factor correction circuit 201 into the second direct current for charging the power battery 30.

[0080] In an embodiment, the heating module 203 is a first-order resonant circuit. The on-vehicle charger 21 operates in the heating mode. The controller 206 controls the upper switch tube of one bridge arm and the lower switch tube of the other bridge arm of the two bridge arms of the second switch circuit 2022 to conduct or turn off simultaneously and controls the upper switch tube and the lower switch tube of each bridge arm of the two bridge arms of the second switch circuit 2022 to conduct alternately. The controller 206 controls the switch module K1 to conduct the connection between the midpoints of the two bridge arms of the second switch circuit 2022 and the heating module 203. The midpoints of the two bridge arms of the second switch circuit 2022 output high-frequency current, and the high-frequency current generates an alternating magnetic field in the inductor L3 of the first-order resonant circuit.

[0081] In one embodiment, the heating module 203 is a positive temperature coefficient resistor. The on-vehicle charger 21 operates in the heating mode. The controller 206 controls the upper switch tube of one arm and the lower switch tube of the other arm of the second switching circuit 2022 to conduct, and the other two switch tubes to turn off. The controller 206 controls the switch module K1 to conduct the connection between the midpoints of the two arms of the second switching circuit 2022 and the heating module 203. The midpoints of the two arms of the second switching circuit 2022 output direct current, and the direct current generates heat on the positive temperature coefficient resistor.

[0082] In one embodiment, the heating module 203 is a first-order resonant circuit and the on-vehicle charger 21 operates in the heating mode. The controller 206 adjusts the heating power of the heating module 203 by controlling the conduction frequency of each switch tube of the second switching circuit 2022. In one embodiment, the controller 206 increases the alternating conduction frequency of the upper and lower switch tubes of each arm of the second switching circuit 2022 to increase the heating power of the heating module 203. In one embodiment, the controller 206 decreases the alternating conduction frequency of the upper and lower switch tubes of each arm of the two arms of the second switching circuit 2022 to decrease the heating power of the heating module 203.

[0083] The controller 206 proposed in the embodiment of the present application for the on-vehicle charger 21 is used to switch the operating mode of the on-vehicle charger 21. When the on-vehicle charger 21 operates in the heating mode, the controller 206 is used to adjust the heating power of the heating module 203 so that the heating module generates heat at an appropriate heating power to improve the heating efficiency and energy utilization efficiency.

[0084] The on-vehicle charger 21 and the controller 206 are introduced in detail above. Next, a thermal management system for an electric vehicle proposed by the present application will be introduced in combination with specific embodiments.

[0085] As Figure 14 shown, Figure 14 is a schematic structural diagram of a thermal management system for an electric vehicle proposed by the present application. Figure 14 The dotted part in

[0086] In one embodiment, the electric vehicle thermal management system is used to heat the power battery 30. When the electric vehicle thermal management system is used to heat the power battery 30, the motor controller 42, the electric motor 41, the on-vehicle charger 20, the water pump 52, the four-way valve 51, the battery pack 30, the water pump 43, the cooler 53, the four-way valve 51, and the three-way valve 49 form a power battery heating circuit. When the electric vehicle thermal management system is used to heat the power battery 30, the valve 44 is closed, and the hot fluid circuit and the air-conditioning refrigerant circuit are isolated from each other. At this time, the cooler 53 only functions as a conductor. The valve 54 is closed, and the hot fluid flows through the motor controller 42 and the electric motor 41. The heat generated by the motor controller 42 and the electric motor 41 is conducted to the hot fluid in the hot fluid circuit. When the heat generated by the motor controller 42 and the electric motor 41 is not sufficient to heat the battery pack to the set temperature, the on-vehicle charger 21 operates in the heating mode. The heat generated by the heating module 23 of the on-vehicle charger 21 is conducted to the hot fluid in the hot fluid circuit, and the hot fluid carries the heat generated by the motor controller 42, the electric motor 41, and the on-vehicle charger 21 to heat the power battery 30.

[0087] In one embodiment, the electric vehicle thermal management system is used to cool the power battery 30. When the electric vehicle thermal management system is used to cool the power battery 30, the power battery 30, the four-way valve 51, the three-way valve 49, the radiator 50, the valve 54, the on-vehicle charger 21, the pump 52, the four-way valve 51, the cooler 52, and the pump 43 form a power battery cooling circuit. When the electric vehicle thermal management system is used to cool the power battery 30, the valve 44 is opened, and the hot fluid circuit and the air-conditioning refrigerant circuit exchange heat to reduce the temperature of the hot fluid. The valve 55 is closed, and the valve 54 is opened. The hot fluid does not flow through the motor controller 42 and the electric motor 41 but only through its bypass. After the hot fluid is cooled in the cooler 53, it flows through the power battery 30 to cool the power battery 30. Subsequently, the hot fluid flows through the radiator 50, and its own temperature decreases when flowing through the radiator 50. Then the hot fluid returns to the cooler 53 and the power battery 30 again, and the temperature of the power battery 30 continues to drop until it reaches the preset temperature. When the electric vehicle thermal management system is used to cool the power battery 30, the switch module K1 disconnects the connection between the midpoints of the two arms of the second switch circuit 2022 and the heating module 203.

[0088] The electric vehicle thermal management system provided by the embodiments of the present application makes full use of the waste heat generated by the electric motor 41 and the on-vehicle charger 20 to heat the power battery 30, improving the energy utilization efficiency of the electric vehicle.

[0089] In summary, the embodiments of the present application provide an on-vehicle charger, an on-vehicle charger controller, and an electric vehicle. The on-vehicle charger, the on-vehicle charger controller, and the electric vehicle provided by the embodiments of the present application can reduce the redundancy of electronic devices in the electric vehicle, reduce the manufacturing cost of the electric vehicle, and improve the energy utilization efficiency of the electric vehicle.

[0090] The above are the preferred embodiments of the present application. It should be noted that for those of ordinary skill in the art, without departing from the principle of the present application, several improvements and refinements can be made, and these improvements and refinements are also regarded as the protection scope of the present application.

Claims

1. A vehicle-mounted charger, characterized in that, The on-vehicle charger includes an insulating housing, a bidirectional DC conversion circuit, and a switch module. The insulating housing is used to accommodate the bidirectional DC conversion circuit. The bidirectional DC conversion circuit includes a transformer, a first switch circuit, and a second switch circuit. Both the first switch circuit and the second switch circuit include two parallel bridge arms. The two ends of the primary winding of the transformer are respectively used to connect the midpoints of the two bridge arms of the first switch circuit. The two ends of the secondary winding of the transformer are respectively used to connect the midpoints of the two bridge arms of the second switch circuit. The midpoints of the two bridge arms of the second switch circuit are used to connect to a heating module through the switch module. The operating modes of the on-vehicle charger include a charging mode and a heating mode, where: The first switch circuit, the transformer, and the second switch circuit are used to convert a first direct current into a second direct current to charge a power battery. The switch module disconnects the connection between the midpoints of the two bridge arms of the second switch circuit and the heating module. The on-vehicle charger operates in the charging mode; The switch module conducts the connection between the midpoints of the two bridge arms of the second switch circuit and the heating module. The second switch circuit is used to receive power supply from the power battery and supply power to the heating module through the midpoints of the two bridge arms of the second switch circuit. The heating module generates heat. The on-vehicle charger operates in the heating mode.

2. The on-vehicle charger according to claim 1, characterized in that, The heating module includes a positive temperature coefficient resistor; The heating module is located inside the insulating housing, and the heating module exchanges heat with the heat circuit pipeline of the on-vehicle charger through a heat conducting member; or, The heating module is located outside the insulating housing, and the heating module exchanges heat with the heat circuit pipeline of the electric vehicle through a heat conducting member; In response to the on-vehicle charger operating in the heating mode, direct current is output at the midpoints of the two bridge arms of the second switch circuit, and the direct current causes the positive temperature coefficient resistor to generate heat.

3. The on-vehicle charger according to claim 1, wherein The heating module includes a first-order resonance circuit and a heating pipeline. The heating pipeline includes a metal surface layer, and the resistivity of the metal surface layer is less than the resistivity of the body of the heating pipeline; The heating module is located inside the insulating housing, and the heating pipeline is used to connect to the heat circuit pipeline of the on-vehicle charger; or, the heating module is located outside the insulating housing, and the heating pipeline is used to connect to the heat circuit pipeline of the electric vehicle; In response to the on-vehicle charger operating in the heating mode, high-frequency alternating current is output at the midpoints of the two bridge arms of the second switch circuit. The high-frequency alternating current generates an alternating magnetic field in the inductor of the first-order resonance circuit, and the alternating magnetic field generates eddy currents in the metal surface layer to heat the heating pipeline.

4. The on-vehicle charger according to any one of claims 1-3, characterized in that, The heating module is located outside the insulating housing, and a heating module power supply interface is provided on the surface of the insulating housing. The heating module power supply interface is used to connect the two ends of the heating module located outside the insulating housing.

5. A controller for an on-vehicle charger, characterized in that, The operating modes of the on-vehicle charger include a charging mode and a heating mode. The controller is used to switch the operating mode of the on-vehicle charger. The on-vehicle charger includes a bidirectional DC conversion circuit and a switch module. The bidirectional DC conversion circuit includes a transformer, a first switch circuit, and a second switch circuit. Both the first switch circuit and the second switch circuit include two parallel bridge arms, and each bridge arm includes an upper switch tube and a lower switch tube. The two ends of the primary winding of the transformer are respectively used to connect the midpoints of the two bridge arms of the first switch circuit. The two ends of the secondary winding of the transformer are respectively used to connect the midpoints of the two bridge arms of the second switch circuit. The midpoints of the two bridge arms of the second switch circuit are used to connect to a heating module through the switch module. The controller is used for: Controlling the first switch circuit to operate in an inverter mode, controlling the second switch circuit to operate in a rectifier mode, and controlling the switch module to disconnect the connection between the midpoints of the two bridge arms of the second switch circuit and the heating module. The on-vehicle charger operates in the charging mode. Controlling at least one midpoint of the bridge arm of the second switch circuit to output current, and controlling the switch module to conduct the connection between the midpoints of the two bridge arms of the second switch circuit and the heating module. The on-vehicle charger operates in the heating mode.

6. The controller according to claim 5, wherein, The heating module is a first-order resonant circuit. The controller is used for: Controlling the second switch circuit to operate in an inverter mode, controlling the switch module to conduct the connection between the midpoints of the two bridge arms of the second switch circuit and the heating module. The on-vehicle charger operates in the heating mode.

7. The controller according to claim 5, characterized in that, The heating module is a positive temperature coefficient resistor. The controller is used for: Controlling the upper switch tube of one bridge arm and the lower switch tube of the other bridge arm of the second switch circuit to conduct and the other two switch tubes to turn off, controlling the switch module to conduct the connection between the midpoints of the two bridge arms of the second switch circuit and the heating module. The on-vehicle charger operates in the heating mode.

8. The controller according to claim 6, wherein, The controller is used for: Increasing the alternating conduction frequency of the upper switch tube and the lower switch tube of each bridge arm of the second switch circuit to increase the heating power of the heating module; or, Decreasing the alternating conduction frequency of the upper switch tube and the lower switch tube of each bridge arm of the second switch circuit to decrease the heating power of the heating module.

9. A powertrain, characterized in that, The powertrain includes: The on-vehicle charger as described in claims 1-4; or, An on-vehicle charger and the controller as described in any one of claims 6-8. The on-vehicle charger includes a bidirectional DC conversion circuit and a switch circuit. The controller is used to switch the operating mode of the on-vehicle charger.

10. An electric vehicle, characterized in that, The electric vehicle includes: The on-vehicle charger as described in any one of claims 1-4; or, An on-vehicle charger and the controller as described in any one of claims 6-8. The on-vehicle charger includes a bidirectional DC conversion circuit and a switch circuit. The controller is used to switch the operating mode of the on-vehicle charger; or, The powertrain as described in claim 9.

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