Charging control system, method, and vehicle for a vehicle

Abstract

The application provides a charging control system and method of a vehicle and the vehicle, and relates to the technical field of vehicles.The charging control system of the vehicle comprises a generator and a vehicle-mounted charger, and the vehicle-mounted charger comprises a control circuit and a generator control end connected with the control circuit; wherein the generator control end is connected with the generator through a three-phase circuit; three output lines for connecting the three-phase circuit are respectively arranged on the generator control end; and the control circuit is used for controlling the switches on the three output lines to be all closed, providing an electric drive signal to the generator through the three-phase circuit, and driving the generator to start and / or generate electricity.In this way, the vehicle-mounted charger is multiplexed, an additional generator controller is no longer needed, the equipment in the extended-range vehicle is reduced, the integration of the vehicle is improved, and the weight, cost, power consumption and space occupancy of the vehicle are reduced.

Description

TECHNICAL FIELD

[0001] The present application relates to the technical field of vehicles, in particular to a charging control system and method of a vehicle and the vehicle. BACKGROUND

[0002] At present, the market share of new energy electric vehicles is increasing, and the driving range and charging convenience of electric vehicles are key factors affecting vehicle selection. In the prior art, some use large-capacity battery packs to increase the upper limit of pure electric endurance, some use range extenders / hybrid machines to increase fuel endurance, and some use super-fast charging to greatly increase charging power or use battery replacement technology to reduce charging waiting time.

[0003] The range extender / hybrid machine converts mechanical energy generated by burning fuel into electrical energy when the pure electric endurance is low, which can solve the range anxiety of people. However, the range extender / hybrid machine is heavy, and compared with a vehicle without a range extender, it actually increases the power consumption of the vehicle in short-distance driving scenarios. In addition, the range extender / hybrid machine occupies a large space, which reduces the storage space available to users.

[0004] Therefore, it is urgent to improve the integration of the range extension technology to reduce the weight, cost, power consumption and space occupancy of the vehicle. SUMMARY

[0005] The present application provides a charging control system and method of a vehicle and the vehicle to solve the problem of large space occupied by the range extender / hybrid machine of the range extended vehicle in the prior art, and to improve the integration of the range extension technology to reduce the weight, cost, power consumption and space occupancy of the vehicle.

[0006] In a first aspect, the present application provides a charging control system of a vehicle, which comprises:

[0007] a generator and an on-board charger;

[0008] The on-board charger comprises a control circuit and a generator control end connected to the control circuit, wherein the generator control end is connected to the generator through a three-phase circuit.

[0009] Three output lines for connecting the three-phase circuit are respectively provided with switches in the generator control end.

[0010] The control circuit is configured to control the switches on the three output lines to be all closed, to provide an electric drive signal to the generator through the three-phase circuit to drive the generator to start and generate electricity.

[0011] Optionally, the control circuit is further configured to control all switches on the three output lines to be turned off, so that the on-board charger performs AC charging or AC discharging.

[0012] Optionally, the on-board charger further comprises a power factor correction circuit connected to the control circuit, and a DC-DC isolation converter connected to the power factor correction circuit.

[0013] The positive and negative poles of the DC-DC isolation converter are respectively provided with short-circuit switches.

[0014] The control circuit is further configured to control the short-circuit switches of the positive and negative poles of the DC-DC isolation converter to be turned on when the control circuit drives the generator to start, or to be turned off when the on-board charger performs AC charging or AC discharging.

[0015] Optionally, the switches on the three output lines are any one of a semiconductor switch, a relay, and a contactor.

[0016] Optionally, the short-circuit switches provided at the positive and negative poles of the DC-DC isolation converter are any one of a semiconductor switch, a relay, and a contactor.

[0017] Optionally, the switches on the three output lines are single-pole double-throw switches.

[0018] The other ends of the single-pole double-throw switches on the three output lines are respectively provided on three live lines in the AC charging input end.

[0019] The control circuit controls the single-pole double-throw switches on the three output lines to connect the contacts on the three output lines and disconnect the contacts on the three live lines in the AC charging input end when the control circuit drives the generator to start through the on-board charger.

[0020] Optionally, the on-board charger further comprises an AC charging input end connected to the control circuit, and the AC charging input end is configured to be connected to an AC charging port.

[0021] Three live lines in the AC charging input end are respectively provided with switches.

[0022] The control circuit controls all switches on the three live lines in the AC charging input end to be turned off when the control circuit drives the generator to start through the on-board charger.

[0023] Optionally, the system further comprises a battery pack.

[0024] The on-board charger further comprises a charging output end connected to the battery pack.

[0025] Optionally, the system further comprises a range-extending engine, an electric drive system, and an AC charging port.

[0026] The generator is further connected with the range-extending engine, and is configured to convert mechanical energy provided by the range-extending engine into electrical energy.

[0027] The battery pack is further connected with the electric drive system, and is configured to supply power to the electric drive system.

[0028] In a second aspect, the application further provides a vehicle, comprising a vehicle body and a charging control system as described in any one of the first aspect arranged inside the vehicle body.

[0029] In a third aspect, the application further provides a charging control method of a vehicle, applied to an on-board charger in the charging control system of the vehicle as described in any one of the first aspect, the method comprising:

[0030] In response to a range-extending function starting instruction sent by a vehicle controller, controlling all switches on three output lines connected with the generator of the on-board charger to be closed, and sending an electric drive signal to the generator, the electric drive signal being configured to drive the generator to start and / or generate electricity.

[0031] Optionally, the method further comprises:

[0032] In response to detecting that the on-board charger enters an AC charging or AC discharging state, controlling all switches on the three output lines to be opened.

[0033] Optionally, the method further comprises:

[0034] Controlling a short-circuit switch of a positive electrode and a negative electrode of a DC-DC isolation converter in the on-board charger to be closed.

[0035] Optionally, the method further comprises:

[0036] Controlling a short-circuit switch of a positive electrode and a negative electrode of a DC-DC isolation converter in the on-board charger to be opened.

[0037] Optionally, the switches on the three output lines are single-pole double-throw switches, and the other ends of the single-pole double-throw switches on the three output lines are respectively arranged on three live lines of an AC charging input end of the on-board charger.

[0038] The controlling all switches on the three output lines connected with the generator of the on-board charger to be closed comprises:

[0039] Control the single-pole double-throw switches on the three output lines to connect the contacts on the three output lines, and disconnect the contacts on the three live lines in the AC charging input.

[0040] Optionally, three live lines of the AC charging input of the on-board charger are respectively provided with switches.

[0041] The control of the switches on the three output lines of the on-board charger connected with the generator includes:

[0042] Control the switches on the three live lines in the AC charging input to be all disconnected.

[0043] In a fourth aspect, the present application further provides an on-board charger, which comprises:

[0044] A processor, a memory connected with the processor in communication, and a communication interface for interacting with other devices;

[0045] The memory stores computer execution instructions;

[0046] The processor executes the computer execution instructions stored in the memory to implement the charging control method of the vehicle according to any one of the second aspect.

[0047] In a fifth aspect, the present application further provides a computer readable storage medium, which stores computer execution instructions, and the computer execution instructions are executed by a processor to implement the charging control method of the vehicle according to any one of the second aspect.

[0048] In a sixth aspect, the present application further provides a computer program product, which comprises a computer program stored in a computer readable storage medium, and at least one processor can read the computer program from the computer readable storage medium, and the at least one processor executes the computer program to implement the charging control method of the vehicle according to any one of the second aspect.

[0049] The application provides a charging control system and method of a vehicle and the vehicle, wherein the control system comprises a generator and an on-board charger, the on-board charger comprises a control circuit and a generator control end connected with the control circuit; the generator control end is connected with the generator through a three-phase circuit; three output lines for connecting the three-phase circuit are respectively arranged on the generator control end; the control circuit is used for controlling the switches on the three output lines to be all closed, providing an electric drive signal to the generator through the three-phase circuit, and driving the generator to start and / or generate electricity. In this way, the on-board charger is reused, an additional generator controller is no longer needed, the equipment in the extended-range vehicle is reduced, the integration of the vehicle is improved, and the weight, cost, power consumption and space occupancy of the vehicle are reduced. BRIEF DESCRIPTION OF DRAWINGS

[0050] The accompanying drawings, which are incorporated herein and constitute part of the specification, illustrate embodiments consistent with the application and, together with the description, serve to explain the principles of the application.

[0051] Figure 1 A structure schematic diagram of a charging control system of a vehicle according to an embodiment one of the application;

[0052] Figure 2 A structure schematic diagram of a charging control system of a vehicle according to an embodiment two of the application;

[0053] Figure 3 A structure schematic diagram of a charging control system of a vehicle according to an embodiment three of the application;

[0054] Figure 4 A structure schematic diagram of a charging control system of a vehicle according to an embodiment four of the application;

[0055] Figure 5 A structure schematic diagram of a charging control system of a vehicle according to an embodiment five of the application;

[0056] Figure 6 A structure schematic diagram of a charging control system of a vehicle according to an embodiment six of the application;

[0057] Figure 7 A structure schematic diagram of a charging control system of a vehicle according to an embodiment seven of the application;

[0058] Figure 8 A structure schematic diagram of a charging control system of a vehicle according to an embodiment eight of the application;

[0059] Figure 9 A flow schematic diagram of a charging control method of a vehicle according to an embodiment one of the application;

[0060] Figure 10 Figure 2 is a flowchart of a second embodiment of a charging control method of a vehicle according to the present application;

[0061] Figure 11 Figure 3 is a schematic diagram of a structure of an on-board charger according to the present application.

[0062] Legend of reference signs:

[0063] 11 - generator, 12 - on-board charger, 121 - control circuit, 122 - generator control terminal, 123 - switch, 124 - AC charging input terminal, 125 - charging output terminal, 126 - power factor correction circuit, DC-DC isolation converter 127, 13 - battery pack, 14 - range-extending engine, 15 - electric drive system, 16 - AC charging port, 17 - fuel tank.

[0064] The specific embodiments of the present application have been shown and described in the above-described drawings, and will be described in more detail hereinafter. These drawings and the written description are not intended to restrict the scope of the present application concept in any way, but to illustrate the present application concept to those skilled in the art by reference to a particular embodiment. DETAILED DESCRIPTION

[0065] The exemplary embodiments will be described in detail herein with reference to the attached drawings. In the following description, like reference numerals refer to like elements, unless the context clearly dictates otherwise. The following exemplary embodiments described herein are not meant to represent all embodiments consistent with the present application. Rather, they are merely examples of apparatus and methods consistent with some aspects of the present application as detailed in the appended claims.

[0066] First, the terms related to the present application are explained:

[0067] Range-extended vehicle: refers to a range-extended vehicle that is based on a pure electric vehicle and includes an internal combustion engine (range-extending engine), a generator, and a fuel tank for charging a battery pack. The fuel tank is used to store fuel to provide a continuous fuel supply for the engine, the range-extending engine is used to convert the chemical energy of the fuel into mechanical energy to drive the generator, the generator converts the mechanical energy into electrical energy to charge the battery pack of the vehicle.

[0068] At present, the market share of new energy electric vehicles is increasing, and solutions to the problems of range anxiety and charging pile resource crowding are also diverse. Some use large-capacity battery packs to increase the upper limit of pure electric endurance; some use range extenders / hybrid engines to increase fuel endurance; some use super-fast charging to greatly increase charging power or use battery replacement technology to reduce charging waiting time; some use external power banks to increase the total available power of the vehicle; each technology has its advantages and problems.

[0069] Prior art one: use large-capacity battery pack to improve the upper limit of pure electric endurance.

[0070] Disadvantages: increasing the capacity also increases the vehicle weight, the heavier the vehicle body, the higher the power consumption, and the increase in endurance is smaller and smaller under the same capacity increment; large capacity is not needed in most travel situations, reducing resource utilization; due to the increase in vehicle weight, power consumption increases, compared to vehicles with medium and low capacity, the vehicle power consumption is actually increased in most short-distance driving scenarios.

[0071] Prior art two: use range extender or hybrid motor to increase fuel endurance.

[0072] Disadvantages: range extender / hybrid motor is heavy, compared to vehicles without range extender, it actually increases vehicle power consumption in most short-distance driving scenarios; range extender / hybrid motor is high in cost, increasing the cost of the vehicle but with low utilization rate; range extender / hybrid motor occupies a large space, reducing the storage space available to users.

[0073] Prior art three: use super-fast charging to greatly increase charging power.

[0074] Disadvantages: super-fast charging requires high battery technology, which significantly increases cost while also causing more product life and reliability issues; super-fast charging requires high charging facilities, with few super-charging stations and piles, increasing the difficulty for users to access super-charging services.

[0075] Prior art four: use battery replacement technology to reduce charging waiting time.

[0076] Disadvantages: because the battery pack is highly customized for vehicle models, it can currently only provide battery replacement services for some models, and cannot be widely applied; battery replacement stations always have battery packs ready for replacement, and the system design of battery replacement stations is complex, which can currently only be set up in densely populated urban areas, making it difficult to be applied to highways and underdeveloped areas.

[0077] Prior art five: use external power banks to increase the total available capacity of the vehicle.

[0078] Disadvantages: power bank system is complex and heavy, increasing endurance while significantly increasing power consumption; power bank needs to be charged and maintained after the power is used, which is not convenient to use; power bank has limited capacity and cannot provide continuous power supply.

[0079] Based on the above existing scheme of the electric vehicle, the range extender can completely solve the user's range anxiety problem. However, the range extender vehicle increases the oil tank, the range extender engine, the generator, the on-board charger, the generator controller, the engine controller and other devices on the basis of the existing pure electric vehicle. When the battery pack is lower than a certain power, the generator controller controls the generator to work, and then drives the range extender engine to work to convert the chemical energy of the fuel into mechanical energy. The generator converts the mechanical energy into electrical energy to power the battery pack of the vehicle through the on-board charger. However, the generator controller, the engine controller and other devices are heavy, which increases the power consumption cost of the vehicle. In addition, the range extender / mixed motor occupies a large space, which compresses the storage space provided to the user.

[0080] Therefore, the inventor found in the research process that the essence of the range extender vehicle is to drive the generator to drive the engine to work, and output the generated power to the battery pack. The driving method of the generator can not only be driven by an external controller, but also the same effect can be achieved by using the power in the battery pack. Therefore, the on-board charger is reused as a generator controller. When the generator needs to be driven, the power in the battery pack is switched by a switch, and the power is transmitted to the generator through the on-board charger to drive the generator to work. In this way, the utilization rate of components is improved, and the generator controller, the engine controller and other devices are no longer needed, thereby reducing the cost, weight, power consumption and space occupation. Based on this, the application provides a charging control system and method of a vehicle and the vehicle.

[0081] The technical solutions of the application and how the technical solutions solve the above technical problems will be described in detail below with specific embodiments. The following specific embodiments can be combined with each other, and the same or similar concepts or processes may not be described again in some embodiments. The embodiments of the application will be described below with reference to the drawings.

[0082] Figure 1 A connection diagram of a charging control system of a vehicle according to an embodiment of the application is shown in FIG. 1. The system includes: Figure 1

[0083] a generator 11 and an on-board charger 12;

[0084] The on-board charger 12 includes a control circuit 121 and a generator control end 122 connected to the control circuit, respectively. The generator control end 122 is connected to the generator through a three-phase circuit.

[0085] ​The three output lines for connecting the three-phase circuit in the generator control end 122 are respectively provided with switches 123. The switches provided on the three output lines can be any one of a semiconductor switch, a relay, and a contactor. Regardless of the type of switch, the switch needs to be controlled to be closed or turned off by a control signal.

[0086] The switches 123 provided on the three output lines can be arranged in the circuit outside the generator control end 122 or in the circuit inside the generator control end 122. The connection between the on-board charger and the generator can be controlled by the switches 123.

[0087] The control circuit 121 can be, but is not limited to, a single-chip microcomputer, a digital signal processor (DSP), and a field programmable gate array (FPGA). The control signal output by the control circuit 121 can control the interruption of the three switches in the generator control end and can also control the rectifier circuit inside the on-board charger to achieve the effect of current rectification in different modes.

[0088] The control circuit 121 is used to control the switches 123 on the three output lines to be all closed. After the switches 123 on the three output lines are all closed, the control circuit 12 can provide an electric drive signal to the generator 11 through the three-phase circuit to drive the generator 11 to start and / or generate electricity. After the generator 11 works, the generated three-phase electricity is transmitted to the on-board charger through the switches on the three output lines, and the on-board charger converts the three-phase electricity into direct current after rectification and outputs the direct current.

[0089] The control circuit 121 provides an electric drive signal to the generator 11 through the three-phase circuit to drive the generator 11 to start and / or generate electricity, including the following three implementation manners:

[0090] In the first implementation manner, the on-board charger 12 drives the generator to start and generate electricity through the control circuit 121 therein. Specifically, after the switches on the three output lines are closed, the battery pack connected with the on-board charger 12 is in a high-voltage communication state, the control circuit 121 controls the switch state in the line topology inside the on-board charger 12 to generate a drive signal output to the generator 11, thereby driving the generator 11 to start. After the generator 11 starts, the control circuit 121 can control the power generation time and power generation amount of the generator by controlling the switches in the line inside the on-board charger 12. The control circuit 121 can control the switch state of the line inside the on-board charger according to the power demand or a preset control mode, thereby controlling the power generation time and power generation amount of the generator to generate the required charging power.

[0091] In this way, the on-board charger can start the generator and implement the generator control, which has the same effect as the generator controller.

[0092] In the second implementation, the topology of the internal circuit of the on-board charger 12 cannot implement the output drive signal, so it cannot implement the start control of the generator, but the same generator control can be implemented by controlling the switch state in the circuit topology through the control circuit 121.

[0093] In this way, the control circuit can only control the process of generating electricity by the generator, and an additional starting device is needed for starting.

[0094] In the third implementation, the on-board charger 12 can implement the output drive signal to drive the generator to start through the circuit topology, and the control function of the generator or the extended-range engine can be controlled by other controllers, so as to release the function of the control circuit in the on-board charger.

[0095] The specific circuit switch topology of the above three implementations is described in detail in the subsequent embodiments.

[0096] Optionally, the on-board charger outputs the rectified direct current to the battery pack of the vehicle.

[0097] Optionally, the control circuit 121 is further configured to control all the switches 123 on the three output lines to be disconnected, so that the on-board charger performs AC charging or AC discharging. After all the switches 123 on the three output lines are disconnected, the external high-voltage alternating current will not affect the generator. When external AC charging is performed through the AC charging input end 122, the AC power is converted into DC power by the on-board charger and transmitted to the battery pack, and the AC discharging process is opposite to the AC charging process.

[0098] The embodiment provides a charging control system of a vehicle, which comprises a generator and an on-board charger. The on-board charger comprises a control circuit and a generator control end connected with the control circuit. The generator control end is connected with the generator through a three-phase circuit. Three switches are arranged on three output lines for connecting the three-phase circuit, respectively. The control circuit is configured to control all the switches on the three output lines to be closed, so as to provide an electric drive signal to the generator through the three-phase circuit and drive the generator to start and / or generate electricity. In this way, the on-board charger is multiplexed, and an additional generator controller is no longer needed, so that the equipment in the extended-range vehicle is reduced, the integration of the vehicle is improved, and the weight, cost, power consumption and space occupancy of the vehicle are reduced.

[0099] Figure 2 Figure 2 is a structural schematic diagram of a charging control system of a vehicle according to an embodiment of the present application. Figure 2As shown, based on Embodiment 1, the on-board charger 12 further includes: an AC charging input terminal 124 and a charging output terminal 125, which are respectively connected to the control circuit 121;

[0100] The AC charging input terminal 124 is used to connect to the AC charging port, and the charging output terminal 125 is used to connect to the battery pack.

[0101] During AC charging, current enters the on-board charger from the AC charging input terminal 124 and is output from the on-board charger to the battery pack through the charging output terminal 125.

[0102] When the on-board charger 12 enters the power generation control state, the three-phase circuit, the closed switch 123, the generator control terminal, and the charging output terminal form a current path. The power generation control state includes two states: driving the generator and the generator continuously generating electricity.

[0103] In this embodiment, the control circuit is connected to the three input / output ports of the on-board charger: the generator motor control terminal, the AC charging input terminal, and the charging output terminal. The direction of the current can be controlled by switch 123.

[0104] Figure 3 This is a schematic diagram of the structure of a vehicle charging control system according to a third embodiment of the present application. Based on the first embodiment, the on-board charger further includes a power factor correction circuit 126 connected to the control circuit 121 and a DC-DC isolation converter 127 connected to the power factor correction circuit.

[0105] like Figure 3 As shown, the Power Factor Correction (PFC) circuit 123 includes: L11, L12, and L12 are boost inductors; Q1 to Q12 are PFC circuit semiconductor switches; and C1 and C2 are PFC bus capacitors. Figure 3 In the diagram, L1, L2, and L3 are external charging ports, and C3 is the high-voltage bus capacitor at the battery end.

[0106] The DC-DC isolation converter 127 has short-circuit switches K4 and K5 at its positive and negative terminals, respectively. Short-circuit switch K4 is connected to the positive terminal of the battery pack, and short-circuit switch K5 is connected to the negative terminal of the battery pack. Short-circuit switches K4 and K5 can be, but are not limited to, semiconductor switches, relays, and contactors, and can change their switching states according to control signals.

[0107] The control circuit 121 is also used to control the short-circuit switch of the positive and negative terminals of the DC-DC isolation converter 127 to close when the drive generator motor 11 starts, or to control the short-circuit switch of the positive and negative terminals of the DC-DC isolation converter to open when the on-board charger 12 is performing AC charging or AC discharging.

[0108] In order to prevent the battery pack from being directly connected to the high-voltage AC power from the outside when the on-board charger 12 is performing AC charging or AC discharging, the current needs to be modulated by the DC-DC isolation converter, so the switches K4 and K5 need to be turned off to make the current pass through the DC-DC isolation converter.

[0109] In Figure 3 The driving generator starting and power generation can be achieved in the topology of the switch circuit shown in the figure.

[0110] When the on-board charger 12 needs to enter the power generation control state, the switches K4 and K5 need to be turned on to reduce the energy conversion loss of the DC-DC isolation converter. Specifically, the control circuit 121 controls the switches K1, K2, K3, K4, and K5 to be in the closed state, at which time the battery pack is in a high-voltage connection state, Ulink1+, Ulink2+ is connected to the positive electrode of the battery pack, Ulink1-, Ulink2- is connected to the negative electrode of the battery pack, the control circuit 121 controls the semiconductor switches Q7-Q12 in the power factor correction circuit 123 to be turned off, and controls the semiconductor switches Q1-Q6 to be in a high-frequency switching state to output a three-phase two-level driving signal. The three-phase two-level driving signal is provided to the driving generator 11 through the U, V, and W three-phase connections of the generator control terminal 122, i.e., the driving generator 11 can be driven to rotate.

[0111] In one implementation, after the engine is started, the control circuit 121 can continue to control the driving generator 11 to work in the above-mentioned three-phase two-level driving mode, and the current generated by the driving generator is charged to the battery pack through the on-board charger. The control circuit 121 controls the switching state of the semiconductor switches Q1-Q6 to control the power generation process, so as to achieve the effect of adjusting the power generation time, power generation amount, power generation power, etc.

[0112] In another implementation, after the engine is started, the control circuit 121 can control the Q7-Q12 switches to work in a three-phase three-level state to achieve energy conversion to charge the battery pack, at which time the Q1-Q6 switches can be in a passive rectification state after being turned off, or can be in a synchronous rectification state with the switches Q7-Q12 to further reduce the loss and improve the efficiency. Similarly, the control circuit 121 controls the switching state of the semiconductor switches Q7-Q12 to control the power generation process, so as to achieve the effect of adjusting the power generation time, power generation amount, power generation power, etc.

[0113] The embodiment provides a charging control system of a vehicle, and the on-board charger comprises a power factor correction circuit connected with a control circuit, and the positive pole and the negative pole of a DC-DC isolation converter of the power factor correction circuit are respectively provided with short-circuit switches K4 and K5; the control circuit can disconnect the K4 and K5 switches when AC charging or AC discharging; the K4 and K5 switches are controlled to be connected during driving of the generator motor and power generation, and the energy conversion loss of the DC-DC isolation converter is avoided after the K4 and K5 switches are connected, and the comprehensive power generation efficiency is improved.

[0114] Figure 4 An embodiment four of the charging control system of the vehicle provided in the application is shown in a structural schematic diagram as shown in the figure, Figure 4 The three output lines of the generator motor control end 122 are single-pole double-throw switches 123 (K1, K2 and K3).

[0115] The on-board charger 12 comprises an AC charging input end 124 connected with the control circuit 121, and the AC charging input end 124 is used for being connected with AC charging ports L1, L2 and L3 of the vehicle.

[0116] One end of the single-pole double-throw switches on the three output lines is arranged in the three-phase circuit of the generator motor control end 122, and the other end is arranged on three live wires in the AC charging input end 124.

[0117] When the control circuit 121 controls driving of the generator motor through the on-board charger, the single-pole double-throw switches on the three output lines are controlled to connect the contacts on the three output lines, and the contacts on the three live wires in the AC charging input end 124 are disconnected.

[0118] After the generator motor is started, the single-pole double-throw switches on the three output lines still connect the contacts on the three output lines, the on-board charger works in a power generation control state, and the current output of the generator motor is output to the battery pack, at this time, the PFC boost inductor and the internal circuit are disconnected, that is, the external connection points L1, L2 and L3 are disconnected with the high-voltage connection, and it is relatively safer.

[0119] When AC charging or discharging is needed, one end of the single-pole double-throw switches connects the contacts on the three live wires in the AC charging input end. At this time, the internal circuit of the on-board charger is disconnected with the generator motor, and the normal charging function of the vehicle is realized.

[0120] In a possible manner, the positive and negative poles of the DC-DC isolation converter in the power factor correction circuit 126 of the on-board charger are respectively provided with short-circuit switches K4 and K5, the short-circuit switch K4 side is connected with the positive pole of the battery pack, and the short-circuit switch K5 side is connected with the negative pole of the battery pack. The short-circuit switches K4 and K5 can be selected from, but are not limited to, semiconductor switches, relays, contactors, and can change the switching state according to the control signal. The control circuit 121 is further configured to control the short-circuit switches of the positive and negative poles of the DC-DC isolation converter to be closed when the generator is started to be driven, or to control the short-circuit switches of the positive and negative poles of the DC-DC isolation converter to be opened when the on-board charger is performing AC charging or AC discharging. The energy conversion loss of the DC-DC isolation converter can be avoided through the short-circuit switches, and the overall power generation efficiency is improved.

[0121] In another possible manner, the positive and negative poles of the DC-DC isolation converter in the power factor correction circuit 123 of the on-board charger are not respectively provided with short-circuit switches K4 and K5, and the current generated by the generator needs to pass through the DC-DC isolation converter, which can reduce the cost of devices, but the overall power generation efficiency will be reduced due to the energy conversion loss of the DC-DC.

[0122] The embodiment provides a charging control system of a vehicle, and the switch on the three output lines of the generator control end is a single-pole double-throw switch, and the other end of the single-pole double-throw switch is connected to the three live wires in the AC charging input end 124. Through the connection structure of the present manner, when the on-board charger is reused as a generator controller to control the starting and continuous power generation process of the generator, the internal current will not pass through the external connection point, no electromagnetic radiation will be generated at the external connection point, there is no risk of electric leakage, and the safety of the charging process through the generator is improved.

[0123] Figure 5 A structure diagram of a charging control system of a vehicle according to an embodiment five of the present application is shown in FIG. 5. Figure 5 As shown in the above embodiment one, the three live wires in the AC charging input end 124 are respectively provided with switches (K4, K5, K6).

[0124] The switches (K4, K5, K6) can be arranged on one side of the connection line between the boost inductor and the AC charging port L1, L2, L3, or can be arranged on one side of the connection between the boost inductor and the internal circuit of the on-board charger. Figure 5 The connection mode in which the switches (K4, K5, K6) are arranged on one side of the connection between the boost inductor and the internal circuit of the on-board charger is shown in FIG. 5.

[0125] The control circuit 121 controls the switches on the three live lines in the AC charging input to be all open when the vehicle charger drives the generator to start or when the generator is continuously generating electricity. When AC charging or AC discharging, the switches on the three live lines in the AC charging input are all closed. The switches can be selected from, but not limited to, semiconductor switches, relays, contactors, and switches capable of changing the switch state according to the control signal of the control circuit.

[0126] In one possible implementation, the positive and negative poles of the DC-DC isolation converter 127 of the vehicle charger are respectively provided with short-circuit switches K4 and K5. The short-circuit switches can avoid the energy conversion loss of the DC-DC isolation converter, and improve the overall power generation efficiency.

[0127] In another possible implementation, the positive and negative poles of the DC-DC isolation converter 127 of the vehicle charger are not respectively provided with short-circuit switches K4 and K5, and the current generated by the generator needs to pass through the DC-DC isolation converter, which can reduce the cost of devices, but the overall power generation efficiency will be reduced due to the energy conversion loss of the DC-DC converter.

[0128] The charging control system of the vehicle provided in the embodiment can achieve the same technical effects as those in Embodiment Three by respectively providing switches on the three live lines in the AC charging input, without using single-pole double-throw switches. Different switches can be used to control different lines, so that the line current can be more flexibly controlled.

[0129] On the basis of Embodiment Three, the power factor correction circuit can use other common PFC circuit semiconductor switch topologies to improve the voltage and current of the power supply, Figure 6 and Figure 7 Two possible implementations are shown, Figure 6 a structural schematic diagram of a charging control system of a vehicle according to Embodiment Six of the application, Figure 7 a structural schematic diagram of a charging control system of a vehicle according to Embodiment Seven of the application. As shown in Figure 6 and Figure 7 Compared with Figure 3 , the two circuits lack semiconductor switches Q1-Q6, so the control circuit cannot control the output of three-phase two-level drive signals. Therefore, the start control of the generator cannot be achieved in these two topologies, and an additional starting motor is required. However, the same charging control as in the above embodiments can be achieved in these two topologies, i.e., after the generator works, K1, K2, and K3 are closed, and the control circuit 121 can control the power generation process to rectify the three-phase current and transmit it to the battery pack. The closing of the short-circuit switches K4 and K5 can reduce the energy conversion loss of the DC-DC isolation converter and improve the power generation efficiency.

[0130] In a possible implementation, in the two topologies Figure 6 and Figure 7 In the two topologies, the switches K1, K2, and K3 can still adopt the single-pole double-throw switch mode in Embodiment Three, no electromagnetic radiation is generated during the range-extending charging, and there is no risk of electric leakage, and the system safety is improved.

[0131] In a possible implementation, in the two topologies Figure 6 and Figure 7 In the two topologies, the switches K1, K2, and K3 can still adopt the single-pole double-throw switch mode in Embodiment Three, no electromagnetic radiation is generated during the range-extending charging, and there is no risk of electric leakage, and the system safety is improved.

[0132] Figure 8 Embodiment Eight of a charging control system of a vehicle provided in the present application is a structural schematic diagram, as shown in Figure 8 The system further includes: a range-extending engine 14, an electric drive system 15, an alternating current charging port 16, an oil tank 17, and a battery pack 13.

[0133] The generator 11 is further connected with the range-extending engine 14, for converting mechanical energy provided by the range-extending engine 14 into electrical energy.

[0134] The battery pack 13 is further connected with the electric drive system 15, for supplying power to the electric drive system.

[0135] The oil tank 17 is used for storing fuel to provide continuous running fuel for the engine. The range-extending engine is used for converting chemical energy of the fuel into mechanical energy to drive the generator to rotate, and the generator converts the mechanical energy into electrical energy. The electrical energy output by the generator is three-phase alternating current, which is provided to the on-board charger to charge the battery pack 13.

[0136] The inverter output function of the on-board charger 12 can drive the generator 11 and the range-extending engine 14 to start.

[0137] When charging through the alternating current charging port 16, the range-extending engine and the generator do not need to start, the on-board charger works in the alternating current charging state, and the alternating current electrical energy is obtained from the outside to charge the battery pack of the electric vehicle; when discharging in alternating current in parking, the range-extending engine and the generator do not need to start, the on-board charger works in the alternating current discharging state, and the electrical energy of the battery pack of the vehicle is inverter output to the external alternating current load of the vehicle.

[0138] When the range is not started, the on-board charger 12 is not working, the battery pack supplies power to the electric drive system, and the vehicle works and runs.

[0139] When the vehicle starts the range extending, the on-board charger 12 works in the power generation control state, controls the alternating current output by the generator to be rectified and output to the vehicle battery pack after the range extending engine is started, to realize the charging and range extending function.

[0140] The charging control system of the vehicle provided in the embodiment has non-overlapping working states of the on-board charger in each working stage, realizes component reuse, and reduces cost, vehicle weight, power consumption, and occupied space.

[0141] The application also provides a vehicle, which comprises a vehicle body and the charging control system of the vehicle according to any one of the above embodiments arranged inside the vehicle body.

[0142] Figure 9 As shown in a flowchart of an embodiment of a charging control method of a vehicle provided in the application, Figure 9 the on-board charger in the charging control system of the vehicle, the method comprises the following steps.

[0143] S801, in response to the range extending function starting instruction sent by the vehicle controller, controlling the switches on the three output lines connected with the generator to be all closed, sending the electric drive signal to the generator, and the drive signal is used to drive the generator to start and / or generate power.

[0144] In this step, the internal control circuit of the on-board charger is provided with related programs, which can output control signals to control the closing and opening of the switches in the on-board charger.

[0145] In one implementation mode, when the vehicle controller detects that the power of the battery pack is lower than the preset value, the range extending function is triggered to start, and the vehicle controller sends the starting instruction to the control circuit of the on-board charger.

[0146] In another implementation mode, the user checks the power of the battery pack, the user can manually control to start the range extending function, and the vehicle controller sends the starting instruction to the control circuit of the on-board charger.

[0147] The control circuit of the on-board charger is a controller of the vehicle charger, such as a single-chip microcomputer, a DSP, an FPGA, etc.

[0148] In one implementation mode, after receiving the starting instruction, the on-board charger controls the switches on the three output lines (three-phase circuit) connected with the generator to be all closed in response to the starting instruction. After the three switches are all closed, the battery pack is in a high-voltage communication state, the current of the battery pack passes through the on-board charger, the on-board charger outputs the direct current as the three-phase two-level electric drive signal through the high-frequency switching of the switches in the internal power factor correction circuit. The electric drive signal reaches the generator through the three output lines (three-phase connection circuit), so as to drive the generator to rotate.

[0149] The generator rotates to drive the engine to rotate, and after reaching a proper rotating speed, fuel injection and ignition are implemented, so that smooth starting without a starting motor can be realized. After the generator is started, the control circuit controls the switch state of the line topology structure of the on-board charger through a preset control mode to realize power generation control.

[0150] The on-board charger is used to control the starting of the generator, or to control the power generation of the generator, or to control the power generation of the generator after the generator is started, which is determined by the line topology in the foregoing embodiments, and thus will not be described herein.

[0151] Optionally, when the generator is driven, the minimum driving current required for the starting of the generator is determined by factors such as the power of the generator, and after the generator is designed, the minimum value of the driving current is determined. Therefore, it is necessary to ensure that the current generated by the battery pack through the on-board charger is greater than the minimum driving current. When the driving current is insufficient, the short-circuit switch of the positive electrode and the negative electrode of the DC-DC isolation converter in the on-board charger can be closed to short-circuit the DC-DC isolation converter, so that the driving current can be improved without passing through the DC-DC isolation converter. Of course, when the generator is normally driven to start, the short-circuit switch of the positive electrode and the negative electrode of the DC-DC isolation converter in the on-board charger can also be closed to short-circuit the DC-DC isolation converter. However, the short-circuit switch of the positive electrode and the negative electrode of the DC-DC isolation converter in the on-board charger needs to be closed to short-circuit the DC-DC isolation converter to ensure that the generated driving current is less than the maximum load of the generator. If the generated driving current is greater than the maximum load of the generator, the short-circuit switch of the positive electrode and the negative electrode of the DC-DC isolation converter needs to be opened to reduce the driving current value through the loss of the DC-DC isolation converter. After the generator is driven, the short-circuit switch of the positive electrode and the negative electrode of the DC-DC isolation converter needs to be closed to improve the efficiency of the power generation process.

[0152] It should be noted that the range of the driving current is measured by experiments when the battery pack and the on-board charger are connected. When the driving current is less than the lower limit of the driving current of the generator or greater than the upper limit of the driving current of the generator, the above strategy needs to be adopted.

[0153] After the generator is started, the on-board charger can continue to control the generator in a three-phase two-level driving mode, and the generator charges the battery pack through the on-board charger; in another mode, the on-board charger can also control the high-frequency switching of the semiconductor switch of the internal power factor correction circuit, so that the on-board charger works in a three-phase three-level mode to realize energy conversion to charge the battery pack.

[0154] Optionally, when the on-board charger enters the AC charging or AC discharging state, the switches on the three output lines are all controlled to be open.

[0155] In an implementation, when the user directly inserts the external charging device into the charging AC interface, the on-board charger detects the high-voltage charging current, determines that the on-board charger enters the AC charging state, and controls the line between the on-board charger and the generator to be disconnected, that is, the three switches in the three-phase line are in the open state. If the switches are already in the open state, the state of the switches needs to be confirmed again.

[0156] In a possible implementation, the user needs to operate the vehicle controller to enable the charging function. After the user operates, the vehicle controller sends a command to the on-board charger in response to the user operation. The on-board charger controls the switches on the three output lines to be all open, or checks whether the switches on the three output lines are in the open state, and controls the switches to be open again if they are not in the open state.

[0157] In a possible implementation, after detecting that the vehicle is turned off, the on-board charger controls the switches on the three output lines between the on-board charger and the generator to be all open.

[0158] When the on-board charger enters the AC charging state, the on-board charger also needs to control the short-circuit switches of the positive and negative poles of the DC-DC isolation converter in the on-board charger to be open. The AC current passes through the DC-DC isolation converter to avoid direct connection of the battery pack to the external high voltage.

[0159] The process of AC discharging is similar to that of AC charging. When the user starts the AC discharging function, the on-board charger controls the three switches in the three-phase line to be open, and controls the short-circuit switches of the positive and negative poles of the DC-DC isolation converter in the on-board charger to be open.

[0160] The charging control method of the vehicle provided in this embodiment responds to the range extending function starting instruction sent by the vehicle controller, controls the switches on the three output lines connected between the on-board charger and the generator to be all closed, and sends an electric drive signal to the generator. By this method, the on-board charger is reused as a controller of the generator, and the controller of the generator is no longer needed, reducing the devices in the vehicle and improving the integration of the vehicle.

[0161] Figure 10 A flowchart of a second embodiment of a charging control method of a vehicle provided in this application is shown in FIG. 2. Based on the first embodiment, the switches on the three output lines are single-pole double-throw switches, and the other ends of the single-pole double-throw switches on the three output lines are respectively arranged on the three live lines of the AC charging input end of the on-board charger. The method comprises the following steps. Figure 10 ​

[0162] S901, when the generator is started, the single-pole double-throw switch on the three output lines is controlled to connect the contacts on the three output lines, and the contacts on the three live lines in the AC charging input end are disconnected.

[0163] In this step, when the vehicle controller detects that the battery pack is below a preset value or the user operates to start the range extension function, the vehicle controller sends a start instruction to the control circuit of the on-board charger. The on-board charger controls the single-pole double-throw switch to connect the contacts of the generator, so that the contacts on the three live lines in the AC charging input end are disconnected.

[0164] S902, during the continuous power supply of the generator, the single-pole double-throw switch on the three output lines is controlled to keep connecting the contacts of the generator until a range extension end signal is received.

[0165] The range extension end signal can be generated by the vehicle being turned off or the user manually operating to turn off the range extension function.

[0166] S903, when the range extension end signal is received, the on-board charger can control the power factor correction circuit to disconnect and / or change the single-pole double-throw switch to connect the contacts of the generator to the contacts on the three live lines in the AC charging input end.

[0167] S904, when AC charging or AC discharging, the single-pole double-throw switch on the three output lines is controlled to connect the contacts on the three live lines in the AC charging input end.

[0168] In this step, when the user starts the AC charging or AC discharging function through the user graphical interface, the on-board charger will control the single-pole double-throw switch on the three output lines to connect the contacts on the three output lines.

[0169] The embodiment provides a charging control method of a vehicle. When it is detected that the range extension function needs to be started, the single-pole double-throw switch on the three output lines is connected to the contacts on the three output lines, the power supply circuit can be disconnected from the AC charging input end, and the situation that the vehicle external interface has a potential difference and is easy to cause electromagnetic radiation and electric leakage is avoided, so that the safety of the charging system is improved.

[0170] Further, on the basis of the method embodiment one, switches are respectively arranged on the three live lines of the AC charging input end of the on-board charger, and the on-board charger can separately control the closing and opening of the switches arranged on the three live lines. When it is detected that the extended range function needs to be started (i.e. the generator motor is driven by the on-board charger), the switches on the three live lines of the AC charging input end are all opened. During the generation control process, the switches on the three live lines of the AC charging input end are kept all opened. When AC charging or AC discharging is needed, the switches on the three live lines of the AC charging input end are all closed.

[0171] In this way, by arranging switches on the three live lines of the AC charging input end, the same technical effects as the method embodiment two can be achieved, and the energized circuit is disconnected from the AC charging input end during the generation process, thereby avoiding the situation that the potential difference of the external interface of the vehicle easily causes electromagnetic radiation and electric leakage, and improving the safety of the charging system.

[0172] Figure 11 A structural schematic diagram of an on-board charger provided in the present application is shown in FIG. 1, which comprises: Figure 11

[0173] a processor 1011, a memory 1012 in communication connection with the processor, and a communication interface 1013 for interacting with other devices;

[0174] The memory 1012 stores computer execution instructions.

[0175] The processor 1011 executes the computer execution instructions stored in the memory to implement the charging control method of the vehicle according to any one of the method embodiments.

[0176] Optionally, the above-mentioned various devices of the on-board charger 1000 can be connected through a system bus.

[0177] The memory 1012 can be a separate storage unit or a storage unit integrated in the processor 611. The number of the processor 1011 is one or more. The memory 1012 stores operation instructions and program software.

[0178] ​It should be understood that the processor 1011 can be a central processing unit (CPU), and can also be other general-purpose processors, single-chip microcomputers, digital signal processors (DSP), application specific integrated circuits (ASIC), etc. The general-purpose processor can be a microprocessor or the processor can also be any conventional processor, etc. The steps of the method disclosed in the present application can be directly embodied as execution completed by a hardware processor, or executed by a combination of hardware and software modules in the processor.

[0179] The system bus can be a peripheral component interconnect (PCI) bus or an extended industry standard architecture (EISA) bus, etc. The system bus can be divided into an address bus, a data bus, a control bus, etc. For the sake of representation, only one thick line is shown in the figure, but it does not mean that there is only one bus or only one type of bus. The memory can include a random access memory (RAM), and can also include a non-volatile memory (NVM), such as at least one disk memory.

[0180] All or part of the steps of the above-mentioned method embodiments can be completed by program instruction related hardware. The foregoing program can be stored in a readable memory. When the program is executed, the steps of the above-mentioned method embodiments are executed; and the foregoing memory (storage medium) includes a read-only memory (ROM), a RAM, a flash memory, a hard disk, a solid state disk, a magnetic tape, a floppy disk, an optical disc, and any combination thereof.

[0181] The vehicle charger provided by the embodiments of the present application is used to implement the charging control method of the vehicle in any of the foregoing method embodiments, and has similar implementation principles and technical effects, which will not be described here.

[0182] The present application also provides a computer readable storage medium, the computer readable storage medium stores computer execution instructions, and the computer execution instructions are executed by a processor to implement the charging control method of the vehicle in any of the foregoing method embodiments.

[0183] It is to be understood that the memory in the embodiments of the present application can be a volatile memory or a nonvolatile memory, or can include both volatile and nonvolatile memory. Among them, the nonvolatile memory can be a read-only memory (ROM), a programmable read-only memory (PROM), an erasable programmable read-only memory (EPROM), an electrically EPROM (EEPROM), or a flash memory. The volatile memory can be a random access memory (RAM) used as an external cache. By way of example, and not limitation, many forms of RAM can be used, such as static random access memory (SRAM), dynamic random access memory (DRAM), synchronous dynamic random access memory (SDRAM), double data rate SDRAM (DDR SDRAM), enhanced SDRAM (ESDRAM), synchlink DRAM (SLDRAM), and direct Rambus RAM (DR RAM). It should be noted that the memory referred to above is intended to include, but is not limited to, these and any other suitable types of memory.

[0184] The embodiments of the present application also provide a computer program product, which comprises a computer program stored in a computer readable storage medium, at least one processor can read the computer program from the computer readable storage medium, and the at least one processor executes the computer program to implement the charging control method of the vehicle in any one of the foregoing method embodiments.

[0185] Other embodiments of the present application will be apparent to those skilled in the art from consideration of the specification and practice of the application disclosed herein. The specification and examples given are intended as illustrative only and not limiting of the true scope and spirit of the application. What is claimed is:

[0186] It is to be understood that the application is not limited to the precise construction already described above and shown in the drawings, and that various modifications and changes can be made by those skilled in the art without departing from the scope of the application. The scope of the application should only be limited by the claims appended hereto.

Claims

1. A vehicle charging control system, characterized in that, The system includes: Generator motors, on-board chargers, and battery packs; The on-board charger includes: a control circuit, a generator motor control terminal connected to the control circuit, an AC charging input terminal and a charging output terminal respectively connected to the control circuit; wherein, the generator motor control terminal is connected to the generator motor through a three-phase circuit, the AC charging input terminal is used to connect to an AC charging port, and the charging output terminal is used to connect to the battery pack. The generator control terminal is equipped with switches on the three output lines that are respectively used to connect to the three-phase circuit; the control circuit is used to control all the switches on the three output lines to close, so that the power inside the battery pack is transmitted to the generator through the on-board charger and the three-phase circuit, so as to provide an electric drive signal to the generator and drive the generator to start. The control circuit is also used to control all the switches on the three output lines to be turned off, so that the current enters the on-board charger from the AC charging input terminal and is output from the on-board charger to the battery pack through the charging output terminal for AC charging; The control circuit is also used to control the switching state of the internal circuit of the on-board charger according to the power demand or the preset control mode, so as to control the power generation time and power generation of the generator motor. The on-board charger also includes a power factor correction circuit connected to the control circuit, and a DC-DC isolation converter connected to the power factor correction circuit. The positive and negative terminals of the DC-DC isolation converter are respectively equipped with short-circuit switches; The control circuit is also used to close the short-circuit switch between the positive and negative terminals of the DC-DC isolation converter when the generator motor is started, so that a direct-connection circuit without isolation conversion is formed between the battery pack and the generator motor, or to open the short-circuit switch between the positive and negative terminals of the DC-DC isolation converter when the on-board charger is AC charging or AC discharging, so as to achieve voltage isolation conversion through the DC-DC isolation converter; The power factor correction circuit includes PFC circuit semiconductor switches Q1~Q12; The positive and negative terminals of the DC-DC isolation converter are respectively equipped with short-circuit switches K4 and K5. The short-circuit switch K4 side is connected to the positive terminal of the battery pack, and the short-circuit switch K5 side is connected to the negative terminal of the battery pack. The control circuit is used to control the switches on the three output lines, as well as K4 and K5, to close to drive the generator motor to start. It controls Q7~Q12 to open and Q1~Q6 to be in a high-frequency switching state to output a three-phase two-level drive signal. The three-phase two-level drive signal is provided to the generator motor through the U, V, and W three-phase connection of the generator motor control terminal to drive the generator motor to rotate. After the generator motor rotates, it drives the range extender engine to rotate. After reaching a suitable speed, it injects fuel and ignites to achieve a smooth start without a starter motor. After the engine starts, the control circuit continues to drive the generator motor in a three-phase two-level drive mode. The current generated by the generator motor charges the battery pack through the on-board charger. The control circuit controls the switching states of semiconductor switches Q1~Q6 to control the power generation process, thereby adjusting the power generation time, power generation amount and power output.

2. The system according to claim 1, characterized in that, The switches on the three output lines are any one of semiconductor switches, relays, and contactors.

3. The system according to claim 1, characterized in that, The short-circuit switches on the positive and negative terminals of the DC-DC isolation converter are any one of semiconductor switches, relays, and contactors.

4. The system according to claim 1, characterized in that, The switches on the three output lines are single-pole double-throw switches; The other ends of the single-pole double-throw switches on the three output lines are respectively set on the three live wires in the AC charging input terminal; When the control circuit controls the generator motor to start via the on-board charger, it controls the single-pole double-throw switches on the three output lines to connect the contacts on the three output lines and disconnect the contacts on the three live wires in the AC charging input terminal.

5. The system according to claim 1, characterized in that, A switch is installed on each of the three live wires in the AC charging input terminal; When the control circuit controls the generator motor to start via the on-board charger, it controls all the switches on the three live wires of the AC charging input terminal to be disconnected.

6. The system according to claim 1, characterized in that, The system also includes a range extender engine, an electric drive system, and an AC charging port; The generator is also connected to the extended-range engine and is used to convert the mechanical energy provided by the extended-range engine into electrical energy. The battery pack is also connected to the electric drive system to supply power to the electric drive system.

7. A vehicle, characterized in that, include: The vehicle body and the charging control system of any one of claims 1 to 6 disposed inside the vehicle body.

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