Control Circuit, Control Method, Vehicle Controller, and Storage Medium

Abstract

An embodiment of the present application provides a control circuit, a control method, a vehicle controller, and a storage medium. The control circuit includes a charging guidance module and a vehicle controller. The charging guidance module includes a signal transceiver port, a signal acquisition sub-module, a switch control sub-module, a wake-up sub-module, and a power supply sub-module. The vehicle controller is configured to obtain a charging signal from the signal acquisition sub-module, and if the charging signal meets the charging conditions of the in-vehicle battery pack, complete the charging handshake with an external power supply by controlling the switch control sub-module; the vehicle controller is further configured to, if the in-vehicle battery pack meets the charging completion conditions, control the wake-up sub-module to output a low level to the power supply sub-module to cause the vehicle controller to enter a sleep state; the vehicle controller is further configured to, in the scheduled charging mode, if the current time is a preset charging time, switch from the sleep state to the working state. This control circuit improves the intelligence of vehicle control.

Description

Technical Field

[0001] The present application relates to the technical field of vehicles, and in particular, to a control circuit, a control method, a vehicle controller, and a storage medium. Background Art

[0002] With the rapid development of vehicle technology and new energy technology, the control system for the charging and discharging processes of vehicles has developed rapidly. During the charging or discharging process of a vehicle, the control pilot interface (Control Pilot interface, abbreviated as CP interface) at the vehicle end realizes functions such as communication, control, and detection of the vehicle through a control circuit. The signal transmitted by the CP interface at the vehicle end is usually in the form of a pulse width modulation signal (Pulse Width Modulation, abbreviated as PWM signal).

[0003] In some technologies, the wake-up function of the control circuit does not support the active control of the vehicle end, and cannot actively wake up and actively disable wake-up, resulting in poor intelligence of the control circuit. Summary of the Invention

[0004] Embodiments of the present application provide a control circuit, a control method, a vehicle controller, and a storage medium, so as to achieve the effect of improving the intelligence of the vehicle control circuit.

[0005] In a first aspect, an embodiment of the present application provides a control circuit applied to a vehicle, including:

[0006] A charging guidance module and a vehicle controller. The charging guidance module includes a signal transceiver port, a signal acquisition sub-module, a switch control sub-module, a wake-up sub-module, and a power supply sub-module. The signal transceiver port is respectively connected to the signal acquisition sub-module, the switch control sub-module, and the wake-up sub-module. The wake-up sub-module is also respectively connected to the power supply sub-module and the vehicle controller. The vehicle controller is also respectively connected to the signal acquisition sub-module, the switch control sub-module, and the power supply sub-module;

[0007] The signal transceiver port is used to receive a charging signal from an external power supply; the signal acquisition sub-module is used to obtain the charging signal received by the signal transceiver port;

[0008] The vehicle controller is used to obtain the charging signal from the signal acquisition sub-module. If the charging signal meets the charging conditions of the in-vehicle battery pack, it completes the charging handshake with the external power supply by controlling the switch control sub-module;

[0009] The vehicle controller is also used to control the wake-up sub-module to output a low level to the power supply sub-module if the in-vehicle battery pack meets the charging completion conditions, so that the vehicle controller enters a sleep state;

[0010] The vehicle controller is also used to switch from the sleep state to the working state at a preset charging time in the scheduled charging mode.

[0011] In a possible implementation manner, the wake-up sub-module includes: a first wake-up circuit and a second wake-up circuit. The signal transceiver port is connected to the first wake-up circuit through a rectifier diode. The first wake-up circuit is further connected to the second wake-up circuit and the vehicle controller respectively. The second wake-up circuit is further connected to the power supply sub-module and the vehicle controller respectively;

[0012] When the on-vehicle battery pack meets the charging completion condition, if the vehicle controller enters the sleep state in the wake-up enable mode, it controls the first wake-up circuit to output a low level to the second wake-up circuit, and controls the second wake-up circuit to output a low level to the power supply sub-module;

[0013] When the on-vehicle battery pack meets the charging completion condition, if the vehicle controller enters the sleep state in the wake-up disable mode, it controls the first wake-up circuit to output a high level to the second wake-up circuit, and controls the second wake-up circuit to output a low level to the power supply sub-module.

[0014] In a possible implementation manner, when the vehicle is in the reserved charging mode, if the current moment is the preset charging moment, the signal transceiver port is used to receive the charging signal from the external power supply;

[0015] If the vehicle controller enters the sleep state in the wake-up enable mode, the charging signal is used to trigger the first wake-up circuit to output a high level to the second wake-up circuit, and the second wake-up circuit outputs a high level to the power supply sub-module, so that the vehicle controller switches from the sleep state to the working state.

[0016] In a possible implementation manner, when the vehicle controller enters the sleep state in the wake-up disable mode, the vehicle controller is further used for:

[0017] Receiving the wake-up signal from the wake-up source, and in response to the wake-up signal, controlling the first wake-up circuit to output a low level to the second wake-up circuit, so that the vehicle controller switches from the wake-up disable mode to the wake-up enable mode.

[0018] In a possible implementation manner, the first wake-up circuit includes: a preamble sub-circuit, a first trigger, and a first state clearing sub-circuit; the trigger port of the first trigger is connected to the rectifier diode through the preamble sub-circuit, the clear port of the first trigger is connected to the vehicle controller through the first state clearing sub-circuit, the output port of the first trigger is connected to the second wake-up circuit, and the power supply port of the first trigger is connected to the power supply sub-module;

[0019] The second wake-up circuit includes: a pre-order resistor, a second flip-flop, and a second state clearing sub-circuit; the trigger port of the second flip-flop is respectively connected to the output port of the first flip-flop and the pre-order resistor, the clear port of the second flip-flop is connected to the vehicle controller through the second state clearing sub-circuit, the output port of the second flip-flop is respectively connected to the power supply sub-module and the vehicle controller, and the power supply port of the second flip-flop is connected to the power supply sub-module.

[0020] In a possible implementation, the signal acquisition sub-module includes a signal conditioning and acquisition circuit, a positive voltage signal acquisition circuit, and a negative voltage signal acquisition circuit connected in parallel;

[0021] The signal conditioning and acquisition circuit is used to acquire the frequency and duty cycle of the signal at the output end of the rectifier diode;

[0022] The positive voltage signal acquisition circuit is used to acquire the amplitude of the signal at the output end of the rectifier diode according to a preset period;

[0023] The negative voltage signal acquisition circuit is used to acquire the amplitude of the signal at the input end of the rectifier diode according to a preset period.

[0024] In a possible implementation, the positive voltage signal acquisition circuit includes: a positive voltage follower sampling sub-circuit and a first charge latching and filtering sub-circuit; the positive voltage follower sampling sub-circuit is connected to the signal transceiver port through a rectifier diode, and the first charge latching and filtering sub-circuit is respectively connected to the positive voltage follower sampling sub-circuit and the vehicle controller;

[0025] The negative voltage signal acquisition circuit includes: a negative voltage inverse proportional sampling sub-circuit and a second charge latching and filtering sub-circuit; the negative voltage inverse proportional sampling sub-circuit is connected to the signal transceiver port, and the second charge latching and filtering sub-circuit is respectively connected to the negative voltage inverse proportional sampling sub-circuit and the vehicle controller.

[0026] In a possible implementation, the power supply sub-module includes a constant power supply circuit and a non-constant power supply circuit. The non-constant power supply circuit includes an enable interface, and the enable interface is connected to the output end of the wake-up sub-module. The enable interface is used to power on the non-constant power supply circuit when the wake-up sub-module outputs a high level;

[0027] The constant power supply circuit is used to supply power to the devices in the vehicle that need to work continuously, and is also used to supply power to the non-constant power supply circuit. The non-constant power supply circuit is used to supply power to the vehicle controller when the wake-up sub-module outputs a high level.

[0028] In a possible implementation, the control circuit further includes:

[0029] A discharge guiding module, the discharge guiding module is respectively connected to the signal transceiver port and the vehicle controller;

[0030] The vehicle controller is used to, when the vehicle enters the discharging mode, control the output port through the signal control output port of the vehicle controller, and control the discharging guiding module to output a discharging signal through the signal transceiver port. The discharging signal is used to indicate the discharging ability of the vehicle as a power supply.

[0031] In a possible implementation manner, the discharging guiding module includes an output signal control sub-module and a positive voltage signal output sub-module. The output signal control sub-module is respectively connected to the positive voltage signal output sub-module and the vehicle controller, and the positive voltage signal output sub-module is connected to the signal transceiver port;

[0032] The vehicle controller is used to, when the vehicle enters the discharging mode, control the output port through the signal control output port of the vehicle controller, and control the output signal control sub-module to drive the positive voltage signal output sub-module to output a positive voltage signal.

[0033] In a possible implementation manner, the discharging guiding module further includes: a negative voltage signal output sub-module and a negative voltage signal enabling sub-module. The negative voltage signal output sub-module is respectively connected to the signal transceiver port and the output signal control sub-module, and the negative voltage signal enabling sub-module is respectively connected to the output signal control sub-module and the vehicle controller;

[0034] The vehicle controller is used to, when the vehicle enters the discharging mode, through the negative voltage signal output enabling port and the signal control output port of the vehicle controller, control the negative voltage signal enabling sub-module to enable or disable the output signal control sub-module from driving the negative voltage signal output sub-module to output a negative voltage signal.

[0035] In a possible implementation manner, the charging guiding module further includes: a power line communication sub-module; the power line communication sub-module is respectively connected to the signal transceiver port and the vehicle controller;

[0036] The power line communication sub-module is used to obtain the charging signal received by the signal transceiver port, extract the status information of the external power supply from the charging signal, and send it to the vehicle controller.

[0037] In a second aspect, an embodiment of the present application provides a control method, which is applied to the vehicle controller of the control circuit provided in the first aspect above. The method includes: obtaining a charging signal from the signal acquisition sub-module of the control circuit, and if the charging signal meets the charging conditions of the on-vehicle battery pack, completing a charging handshake with the external power supply by controlling the switch control sub-module of the control circuit;

[0038] If the on-vehicle battery pack meets the charging completion condition, then control the wake-up sub-module of the control circuit to output a low level to the power supply sub-module of the control circuit, so that the vehicle controller enters the sleep state;

[0039] In the scheduled charging mode, if the current time is the preset charging time, switch from the sleep state to the working state.

[0040] In a possible implementation, the method further includes:

[0041] When the vehicle-mounted battery pack meets the charging completion condition, if the vehicle controller enters the sleep state in the wake-up enable mode, control the first wake-up circuit to output a low level to the second wake-up circuit, and control the second wake-up circuit to output a low level to the power sub-module;

[0042] When the vehicle-mounted battery pack meets the charging completion condition, if the vehicle controller enters the sleep state in the wake-up prohibited mode, control the first wake-up circuit to output a high level to the second wake-up circuit, and control the second wake-up circuit to output a low level to the power sub-module.

[0043] In a possible implementation, if the vehicle controller enters the sleep state in the wake-up prohibited mode, the method further includes:

[0044] Receive a wake-up signal from a wake-up source, and in response to the wake-up signal, control the first wake-up circuit to output a low level to the second wake-up circuit, so that the vehicle controller switches from the wake-up prohibited mode to the wake-up enable mode.

[0045] In a possible implementation, the method further includes:

[0046] When the vehicle enters the discharge mode, control the discharge guiding module to output a discharge signal through the signal transceiver port through the signal control output port of the vehicle controller, and the discharge signal is used to indicate the discharge capacity of the vehicle as a power supply.

[0047] In a possible implementation, the method further includes:

[0048] When the vehicle enters the discharge mode, control the positive voltage signal output sub-module to output a positive voltage signal by driving the output signal control sub-module through the signal control output port of the vehicle controller.

[0049] In a possible implementation, the method further includes:

[0050] When the vehicle enters the discharge mode, control the negative voltage signal enabling sub-module to enable or disable the output signal control sub-module to drive the negative voltage signal output sub-module to output a negative voltage signal through the negative voltage signal output enabling port and the signal control output port of the vehicle controller.

[0051] In a third aspect, an embodiment of the present application provides a control device, including:

[0052] An acquisition module, configured to acquire a charging signal from a signal acquisition sub-module of a control circuit;

[0053] A control module, configured to, if a charging signal meets the charging conditions of the vehicle battery pack, complete a charging handshake with an external power supply by controlling the switch control sub-module of the control circuit;

[0054] The control module is further configured to, if the vehicle battery pack meets the charging completion conditions, control the wake-up sub-module of the control circuit to output a low level to the power supply sub-module of the control circuit, so that the vehicle controller enters a sleep state;

[0055] The control module is further configured to, in the scheduled charging mode, if the current time is a preset charging time, switch from the sleep state to the working state.

[0056] In a fourth aspect, an embodiment of the present application provides a vehicle controller, including: a processor and a memory;

[0057] The memory is coupled to the processor, and the memory is used to store computer execution instructions;

[0058] The processor calls the computer execution instructions, so that the vehicle controller executes the above second aspect and / or various possible implementation manners of the second aspect.

[0059] In a fifth aspect, an embodiment of the present application provides a computer-readable storage medium, in which computer execution instructions are stored, and when the computer execution instructions are executed by a processor, they are used to implement the above second aspect and / or various possible implementation manners of the second aspect.

[0060] In a sixth aspect, an embodiment of the present application provides a computer program product, including a computer program, and when the computer program is executed by a processor, it implements the above second aspect and / or various possible implementation manners of the second aspect.

[0061] The control circuit, control method, vehicle controller and storage medium provided by the embodiments of the present application configure a charging guidance module and a vehicle controller in the control circuit at the vehicle end, configure a signal transceiver port, a signal acquisition sub-module, a switch control sub-module, a wake-up sub-module and a power supply sub-module in the charging guidance module, and collect the charging signal received from the signal transceiver port through the signal acquisition sub-module. When the charging conditions corresponding to the charging signal meet the charging conditions of the vehicle battery pack, the vehicle controller controls the switch control sub-module to achieve a charging handshake; according to different charging scenarios, the vehicle controller controls the level state of the output port of the wake-up sub-module to achieve control of the sleep or wake-up state of the vehicle controller. By integrating the above technical means, the effect of improving the intelligence of the vehicle control circuit is achieved. Description of the Drawings

[0062] The drawings here are incorporated into the specification and form a part of the specification, showing embodiments consistent with the present application, and are used together with the specification to explain the principles of the present application.

[0063] Figure 1 Schematic diagram of the control circuit provided for this application Figure 1 ;

[0064] Figure 2 Schematic diagram of the wake-up sub-module provided for this application;

[0065] Figure 3 Schematic diagram of the control circuit provided for this application Figure 2 ;

[0066] Figure 4 Schematic diagram of the signal acquisition sub-module provided for this application;

[0067] Figure 5 Schematic diagram of the power supply sub-module provided for this application;

[0068] Figure 6 Schematic diagram of the control circuit provided for this application Figure 3 ;

[0069] Figure 7 Schematic diagram of the control circuit provided for this application Figure 4 ;

[0070] Figure 8 Schematic diagram of the discharge guiding module provided for this application;

[0071] Figure 9 Schematic diagram of the control circuit provided for this application Figure 5 ;

[0072] Figure 10 Schematic diagram of the control circuit provided for this application Figure 6 ;

[0073] Figure 11 Schematic diagram of the structure of the control device provided for this application;

[0074] Figure 12 Schematic diagram of the structure of the vehicle controller provided for this application.

[0075] Through the above-mentioned drawings, specific embodiments of this application have been shown, and there will be more detailed descriptions hereinafter. These drawings and textual descriptions are not intended to limit the scope of the concept of this application in any way, but to illustrate the concept of this application to those skilled in the art by referring to specific embodiments. Detailed implementation manners

[0076] Exemplary embodiments will be described in detail herein, and examples thereof are shown in the accompanying drawings. When the following description refers to the accompanying drawings, unless otherwise indicated, the same numbers in different drawings represent the same or similar elements. The embodiments described in the following exemplary embodiments do not represent all embodiments consistent with the present application. On the contrary, they are merely examples of devices and methods consistent with some aspects of the present application as detailed in the appended claims.

[0077] First, the terms related to the present application are explained:

[0078] Vehicle: The vehicle mentioned in the present application refers to a new energy vehicle, which is a vehicle that uses non-traditional fuels and is driven by a new power system. New energy vehicles can specifically include: battery electric vehicles (BEV), plug-in hybrid electric vehicles (PHEV), and other vehicles that may include control circuits.

[0079] Signal transceiver port: It refers to an important communication interface at the vehicle end to ensure normal connection between the charging pile and the vehicle, or between the vehicle and the device to be charged during the charging and discharging processes. The signal transceiver port mentioned in the present application can also be referred to as the control pilot interface (Control Pilot interface, abbreviated as CP interface). The control circuit connected through the signal transceiver port at the vehicle end can be used for control guidance during the charging and discharging processes, ensuring the safety of the charging and discharging processes, etc.

[0080] Vehicle controller: It refers to the device at the vehicle end that controls and detects the signals received or output by the signal transceiver port during the charging and discharging processes. The vehicle controller mentioned in the present application can also be referred to as the microcontroller unit (MCU). The vehicle controller has different ports, can be connected and communicate with each part of the control circuit through the ports, and controls the control circuit based on the connected ports, or selects different working modes in response to the signals output by the control circuit.

[0081] Charging signal: It refers to the signal used for charging status monitoring and charging information negotiation between the charging pile and the vehicle during the charging process. It is usually sent from the charging pile to the vehicle through the charging gun in the form of a pulse width modulation signal (PWM signal). The PWM signal is a periodic signal, and its average power can be controlled by changing the width of the pulses in the pulse sequence. The width of the pulse can be reflected as the duration of the high level in the time dimension, and the proportion of the duration of the high level in the entire cycle time is the duty cycle.

[0082] With the rapid development of the economy and technology, new energy vehicles, which are powered by green energy, have been rapidly promoted and applied. In this context, significant progress has also been made in the control system for the charging and discharging processes of vehicles. During the charging or discharging process of a vehicle, the signal transceiver port on the vehicle side plays a crucial role. The signal transceiver port on the vehicle side can achieve multiple functions such as communication, control, and detection of new energy vehicles through a control circuit. These functions include, but are not limited to, the transmission of charging pile status information, handshake status information, fault information, etc. When the signal transceiver port on the new energy vehicle side transmits signals, it usually adopts the form of Pulse Width Modulation (PWM) signals to achieve efficient and accurate information transmission and ensure the stability and safety of the charging and discharging processes.

[0083] The specific application scenario of this application is that during the charging or discharging process of a vehicle, the signal transceiver port on the vehicle side detects the charging or discharging status and negotiates charging or discharging information in the form of PWM signals. In some embodiments, the control circuit configures a wake-up circuit to directly wake up the vehicle controller by means of a PWM signal in the form of a hardware circuit. Specifically, the wake-up circuit is triggered by detecting the rising edge of the PWM signal, and the wake-up circuit outputs a stable high-level wake-up signal to the vehicle controller. The solution of this embodiment can wake up the vehicle controller through the PWM signal of the signal transceiver port. However, in some scenarios, even if a PWM signal is received, it is not necessary to wake up the vehicle controller, and the vehicle controller in this embodiment's solution cannot control the wake-up function. Therefore, it can be seen that there is a technical problem of poor intelligence in the control circuit of the vehicle in the solution of the above embodiment.

[0084] The control circuit provided in this application adopts a two-stage wake-up circuit, and a trigger is configured in each stage of the wake-up circuit. The trigger can respond to the rising edge of the input port signal and output a continuous high-level signal at the output port; and the reset port of the trigger is configured to be able to respond to the clear instruction of the main control chip, and the high-level signal at the output port of the trigger can be cleared to a low-level signal according to the clear instruction. By clearing the high-level signals at the output ports of the triggers in different levels of the wake-up circuit in different modes, software control of the wake-up function in the control circuit is achieved, improving the intelligence of the control circuit.

[0085] The following uses specific embodiments to elaborate in detail on the technical solution of this application and how the technical solution of this application solves the above technical problems. These several specific embodiments below can be combined with each other, and the same or similar concepts or processes may not be repeated in some embodiments. The embodiments of this application will be described below in conjunction with the accompanying drawings.

[0086] Figure 1 Schematic diagram of the control circuit provided for this application Figure 1 As shown in Figure 1 Figure [not shown in the original, assumed to be the relevant figure number], the control circuit 1 is applied to a vehicle and specifically includes:

[0087] A charging guidance module 11 and a vehicle controller 12. The charging guidance module 11 includes a signal transceiver port 111, a signal acquisition sub-module 115, a switch control sub-module 114, a wake-up sub-module 113, and a power supply sub-module 112. The signal transceiver port 111 is respectively connected to the signal acquisition sub-module 115, the switch control sub-module 114, and the wake-up sub-module 113. The wake-up sub-module 113 is also respectively connected to the power supply sub-module 112 and the vehicle controller 12. The vehicle controller 12 is also respectively connected to the signal acquisition sub-module 115, the switch control sub-module 114, and the power supply sub-module 112.

[0088] The signal transceiver port 111 is used to receive a charging signal from an external power source; the signal acquisition sub-module 115 is used to obtain the charging signal received by the signal transceiver port.

[0089] The vehicle controller 12 is used to obtain the charging signal from the signal acquisition sub-module 115. If the charging signal meets the charging conditions of the in-vehicle battery pack, it completes the charging handshake with the external power source by controlling the switch control sub-module 114.

[0090] Taking a scenario as an example, the external power source can be a charging pile. The charging signal is the signal sent by the charging pile to the vehicle through the charging gun when the user is about to charge. The charging gun is inserted into the vehicle's charging port, and the charging pile is connected to the vehicle through the charging gun and sent to the vehicle through the signal transceiver port 111 in the charging port. The charging signal is usually in the form of a PWM signal. Exemplarily, the PWM signal as the charging signal has a frequency of 1 kHz, a positive voltage amplitude of 12 V, a negative voltage amplitude of -12 V. The duty cycle of the PWM signal can range from 5% to 95%. Different duty cycles of the PWM signal represent different charging states of the charging pile and the maximum charging current that the charging pile can provide. Exemplarily, when the duty cycle of the PWM signal is greater than or equal to 8% and less than 10%, the maximum charging current is 6 A; when the duty cycle of the PWM signal is greater than or equal to 10% and less than or equal to 85%, the maximum charging current can be calculated by the following formula: I max =(D * 100) * 0.6, where I max represents the maximum charging current, with the unit of ampere (A), and D represents the duty cycle; when the duty cycle of the PWM signal is greater than 90% and less than or equal to 90% (should be greater than 90% and less than or equal to 95% in the original, assumed corrected here), the maximum charging current can be calculated by the following formula: I max =(D * 100 - 64) * 2.5, and I max is less than or equal to 63, where I maxI represents the maximum charging current in amperes (A), and D represents the duty cycle. The above correspondence between the duty cycle and the maximum charging current is only an example. In actual applications, it can be specified according to different standards and actual application situations.

[0091] When a PWM signal is received at the signal transceiver port 111, the signal acquisition sub-module 115 connected to the signal transceiver port 111 acquires the PWM signal, so that the vehicle controller 12 obtains the charging status and charging capacity information of the charging pile represented by the charging signal. The vehicle controller 12 presets the charging conditions allowed for the on-vehicle battery pack of the vehicle itself. The charging conditions are limited according to the different models of the on-vehicle battery pack of the vehicle. Exemplarily, for a vehicle with an on-vehicle battery pack rated voltage of 700V and a rated capacity of 120Ah, the charging conditions can be: when the charging current is greater than or equal to 6A and less than or equal to 63A, charging is allowed. By comparing the obtained charging status and charging capacity information of the charging pile with the charging conditions allowed for the on-vehicle battery pack, if the charging status of the charging pile is normal and the charging capacity matches the charging conditions allowed for the on-vehicle battery pack, the switch control sub-module 114 is controlled by the vehicle controller 12 to complete the charging handshake operation between the vehicle and the charging pile.

[0092] Exemplarily, the positive voltage amplitude of the PWM signal is 12V and the duty cycle is 80%. When the charging gun is successfully connected to the charging port of the vehicle, due to the existence of a resistor at the charging port of the vehicle end, the positive voltage amplitude of the PWM signal becomes 9V. The vehicle controller 12 obtains through the signal acquisition sub-module 115 that the PWM signal received at the current signal transceiver port 111 is 9V and the duty cycle is 80%, determines that a charging gun is successfully connected to the vehicle currently, calculates the maximum charging current corresponding to the current duty cycle as 48A, which meets the charging conditions of the on-vehicle battery pack, and then controls the switch control sub-module 114 connected to the vehicle controller 12 to connect the charging handshake resistor to the circuit, so that the positive voltage amplitude of the PWM signal becomes 6V, completing the handshake between the vehicle and the charging pile.

[0093] Furthermore, in the control circuit provided by the present application, the wake-up circuit is configured for multi-level wake-up. By controlling the level status of the output ports of each level of the wake-up circuit, different charging modes of the vehicle can be realized. As an example, Figure 2 is a schematic diagram of the wake-up sub-module provided by the present application, as Figure 2 shown, the wake-up sub-module includes:

[0094] A first wake-up circuit and a second wake-up circuit. The signal transceiver port is connected to the first wake-up circuit through a rectifier diode. The first wake-up circuit is also respectively connected to the second wake-up circuit and the vehicle controller. The second wake-up circuit is also respectively connected to the power supply sub-module and the vehicle controller.

[0095] Further, as an example, the first wake-up circuit includes: a preamble sub-circuit, a first flip-flop, and a first state clearing sub-circuit; the trigger port of the first flip-flop is connected to a rectifier diode through the preamble sub-circuit, the clear port of the first flip-flop is connected to the vehicle controller through the first state clearing sub-circuit, the output port of the first flip-flop is connected to the second wake-up circuit, and the power supply port of the first flip-flop is connected to the power supply sub-module.

[0096] The circuit connection and working state of the first wake-up circuit will be described below in conjunction with Figure 2 As shown in Figure 2 "CP interface" is the above-mentioned signal transceiver port and can correspond to the signal transceiver port 111 in Figure 1 ; Diode D2 is the above-mentioned rectifier diode, which is used to rectify the PWM signal entering from the "CP interface" and cut off the negative voltage signal in the PWM signal; Figure 2 The "constant power 5V" pin in Figure 2 is connected to the output terminal of the power supply sub-module. The meaning of constant power is that it is always powered on when the low-voltage battery of the vehicle is powered on, and the voltage value is 5V, without being restricted by other switches and states; Figure 2 The "CP" port of "D flip-flop 1" in Figure 2 is the trigger port of the above-mentioned first flip-flop, Figure 2 The "MR" port of "D flip-flop 1" in Figure 2 is the clear port of the above-mentioned first flip-flop, Figure 2 The "Q" port of "D flip-flop 1" in Figure 1 is the output port of the above-mentioned first flip-flop, Figure 2 The "D" port of "D flip-flop 1" in

[0097] is the power supply port of the above-mentioned first flip-flop;

[0098] Among them, resistors R3 and R4 are used for voltage division of the previous sub-circuit, so that the voltage input to NMOS transistor Q2 can turn on Q2 while playing a role in current limiting and protecting the gate of Q2; NMOS transistor Q2 is used to turn on Q2 when the PWM signal entering the previous sub-circuit through the CP interface is at a high level, and the drain voltage of Q2 is 0V. When the PWM signal entering the previous sub-circuit through the CP interface is at a low level, Q2 is turned off; resistors R5 and R6 are used for voltage division of Q1. When Q2 is turned on, the gate of Q1 is voltage-divided through R6 and grounded through R5, so as to generate a voltage drop between the gate and source of Q1; PMOS transistor Q1 is used to ground R5 when Q2 is turned on, and the "constant power 5V" pin is voltage-divided through R6. Therefore, the gate voltage of Q1 is less than 5V, while the source voltage is 5V, generating a voltage drop, so that Q1 is turned on and the drain voltage is 5V. When Q2 is turned off, the "constant power 5V" pin passes through R6. Therefore, the gate voltage of Q1 is 5V and the source voltage is 5V, and Q1 is turned off; resistor R7 is used to make the voltage of the "CP" port of "D flip-flop 1" 0V through R7 when Q1 is turned off; resistor R8 is used to limit the current of the "CP" port of "D flip-flop 1" when Q1 is turned on, so that the voltage of the "CP" port of "D flip-flop 1" changes from 0V to 5V.

[0099] As Figure 2 shown, Figure 2 the "SLP_5V" pin in is connected to the output terminal of the power supply sub-module and is also a constant power supply with a voltage value of 5V, which is not restricted by other switches and states. As Figure 2 shown, further, the first state clearing sub-circuit in the first wake-up circuit specifically includes: resistor R9; NMOS transistor Q3; resistors R10 and R12; resistor R11.

[0100] Among them, resistor R9 is used for voltage division to make the voltage of the "MR" port of "D flip-flop 1" 5V. At this time, the first state clearing sub-circuit is in a non-working state; NMOS transistor Q3 is used to change according to the Figure 2 level state change of the "Clear1" port of the "MCU" in. When the "Clear1" port is at a low level, the gate voltage of Q3 is 0V, the source voltage is 0V, Q3 is turned off, and the voltage of the "MR" port of "D flip-flop 1" is pulled up by the "SLP_5V" pin through R9 to maintain 5V. When the "Clear1" port is at a high level of 5V, the gate voltage of Q3 is pulled up, the source voltage is 0V, Q3 is turned on, and the drain voltage is 0V, so that the voltage of the "MR" port of "D flip-flop 1" changes from 5V to 0V to achieve state clearing. At this time, the first state clearing sub-circuit is in a working state; resistors R10 and R12 are used for current limiting; resistor R11 is used for voltage division.

[0101] The first flip-flop in the first wake-up circuit is connected to Figure 2corresponds to the "D flip-flop 1" therein. The "D flip-flop 1" further includes a ground port, which is connected to the ground to protect the circuit. The "D flip-flop 1" can control the level state of the "Q" port according to the level state of the "CP" port. When the "CP" port changes from low level to high level, a rising edge is generated, and the "D flip-flop 1" triggers according to this rising edge to control the "Q" port to maintain a stable high-level signal output. Exemplarily, this high-level signal is a stable 5V voltage signal. The "D flip-flop 1" can also control the level state of the "Q" port according to the level state of the "MR" port. When the "MR" port changes from high level to low level, it controls the "Q" port to output a low level.

[0102] Further, as an example, the second wake-up circuit includes: a pre-order resistor, a second flip-flop, and a second state clearing sub-circuit; the trigger port of the second flip-flop is respectively connected to the output port of the first flip-flop and the pre-order resistor, the clear port of the second flip-flop is connected to the vehicle controller through the second state clearing sub-circuit, the output port of the second flip-flop is respectively connected to the power supply sub-module and the vehicle controller, and the power supply port of the second flip-flop is connected to the power supply sub-module.

[0103] The following combines Figure 2 to describe the circuit connection and working state of the second wake-up circuit. As Figure 2 shown, the resistor R13 is the above-mentioned pre-order resistor. When the "Q" port of the "D flip-flop 1" outputs a low level, it controls the "CP" port of the "D flip-flop 2" to be at a low level; Figure 2 the "D flip-flop 2" in Figure 2 is the above-mentioned second flip-flop, Figure 2 the "CP" port of the "D flip-flop 2" in Figure 2 is the trigger port of the above-mentioned second flip-flop, Figure 2 the "MR" port of the "D flip-flop 2" in

[0104] is the clear port of the above-mentioned second flip-flop, Figure 2 shown, Figure 2 the "SLP_5V" pin in Figure 2 is connected to the output terminal of the power supply sub-module and is also constant power, with a voltage value of 5V, not restricted by other switches and states. As Figure 2 shown, further, the second state clearing sub-circuit in the second wake-up circuit specifically includes: a resistor R14; an NMOS transistor Q4; resistors R15 and R17; a resistor R16.

[0105] Among them, the resistor R14 is used for voltage division to make the voltage of the "MR" port of the "D flip-flop 2" 5V. At this time, the second state clearing sub-circuit is in a non-working state; the NMOS transistor Q4 is used to according toFigure 2 The level state of the "Clear2" port of the "MCU" changes. When the "Clear2" port is at a low level, the gate voltage of Q4 is 0V, the source voltage is 0V, Q4 is turned off, and the voltage of the "MR" port of the "D flip-flop 2" is pulled up to 5V by the "SLP_5V" pin through R14. When the "Clear2" port is at a high level of 5V, the gate voltage of Q4 is pulled up, the source voltage is 0V, Q4 is turned on, and the drain voltage is 0V, so that the voltage of the "MR" port of the "D flip-flop 2" changes from 5V to 0V to achieve state clearing. At this time, the first state clearing sub-circuit is in a working state; resistors R15 and R17 are used for current limiting; resistor R16 is used for voltage division.

[0106] The second flip-flop in the second wake-up circuit corresponds to Figure 2 the "D flip-flop 2" in, and its structure and function are the same as those of the above-mentioned first flip-flop. The description of the first flip-flop can be referred to, and it will not be repeated here.

[0107] In the wake-up sub-module, the PWM signal enters from the signal transceiver port, passes through the rectifier diode, the first wake-up circuit, and the second wake-up circuit, and the output port of the second flip-flop in the second wake-up circuit is connected to the power supply sub-module; the output port of the second flip-flop in the second wake-up circuit is also connected to the vehicle controller, as Figure 2 shown in, connected to the "wake-up source acquisition" port of the "MCU". When the output port of the second flip-flop in the second wake-up circuit outputs a high level, the power supply sub-module supplies power to the vehicle controller, wakes up the vehicle controller, and determines that this wake-up is a wake-up from the signal transceiver port through the high level state of the "wake-up source acquisition" port.

[0108] Combined with the above description of the wake-up sub-module, the present application includes a first wake-up circuit and a second wake-up circuit in the wake-up sub-module, and the first wake-up circuit and the second wake-up circuit specifically include a first state clearing sub-circuit and a second state clearing sub-circuit. The first state clearing sub-circuit and the second state clearing sub-circuit can control the level states of the output ports of the first flip-flop and the second flip-flop, so as to achieve sleep, and different modes can be set for the sleep state. In one example, the vehicle controller is further configured to control the wake-up sub-module to output a low level to the power supply sub-module if the in-vehicle battery pack meets the charging completion condition, so that the vehicle controller enters a sleep state.

[0109] Combined with a scenario example, when the in-vehicle battery pack meets the charging completion condition, the vehicle controller needs to enter a sleep state to save energy consumption.

[0110] As an example, when the on-vehicle battery pack meets the charging completion condition, if the vehicle controller enters the sleep state in the wake-up enable mode, it controls the first wake-up circuit to output a low level to the second wake-up circuit, and controls the second wake-up circuit to output a low level to the power supply sub-module.

[0111] As another example, when the on-vehicle battery pack meets the charging completion condition, if the vehicle controller enters the sleep state in the wake-up prohibition mode, it controls the first wake-up circuit to output a high level to the second wake-up circuit, and controls the second wake-up circuit to output a low level to the power supply sub-module.

[0112] Among them, the charging completion condition can be defined according to the different models of the on-vehicle battery pack of the vehicle. Exemplarily, the charging completion condition can be that when the power of the on-vehicle battery pack is equal to 100%, it is regarded as charging completed. Further, considering the lifespan of the on-vehicle battery pack, overcharging may reduce the lifespan of the on-vehicle battery pack. Therefore, the user can customize the charging completion condition. Exemplarily, the charging completion condition can be that when the power of the on-vehicle battery pack is greater than or equal to 90%, it is regarded as charging completed.

[0113] In practical applications, when the on-vehicle battery pack meets the charging completion condition, the vehicle can communicate with the charging pile to inform the charging pile that the charging is completed, so that the charging pile stops sending PWM signals to the vehicle through the signal transceiver port. However, due to the different performances of the charging piles, it can be divided into two cases: one case is that the charging pile can stop sending PWM signals to the vehicle through the signal transceiver port; the other case is that the charging pile cannot stop sending PWM signals to the vehicle through the signal transceiver port.

[0114] For the first case, the vehicle controller can enter the sleep state in the wake-up enable mode. In the wake-up enable mode, before the vehicle controller enters the sleep state, it makes the output port of the first flip-flop in the first wake-up circuit be at a low level through the first state clearing sub-circuit, and makes the output port of the second flip-flop in the second wake-up circuit be at a low level through the second state clearing sub-circuit. At this time, the first wake-up circuit outputs a low level to the second wake-up circuit, and the second wake-up circuit outputs a low level to the power supply sub-module. It can be understood that at this time, the power supply sub-module no longer supplies power to the vehicle controller, and the vehicle controller enters the sleep state. Assume that at this time, the signal transceiver port receives a PWM signal again, triggering the first flip-flop, so that the first wake-up circuit outputs a high level to the second wake-up circuit, and then triggering the second flip-flop, so that the second wake-up circuit outputs a high level to the power supply sub-module. At this time, the power supply sub-module starts to supply power to the vehicle controller, and the vehicle controller is woken up.

[0115] For the first case, the vehicle controller can also enter the sleep state in the wake-up inhibition mode. In the wake-up inhibition mode, before entering the sleep state, the vehicle controller only makes the output port of the second flip-flop in the second wake-up circuit be at a low level through the second state clearing sub-circuit. At this time, the first wake-up circuit outputs a high level to the second wake-up circuit, and the second wake-up circuit outputs a low level to the power supply sub-module. Similarly, it can be understood that at this time, the power supply sub-module no longer supplies power to the vehicle controller, and the vehicle controller enters the sleep state. Assume that the signal transceiver port receives a PWM signal again at this time. Since the output port of the first flip-flop in the first wake-up circuit is at a high level and is not cleared, the trigger port of the second flip-flop in the second wake-up circuit is at a low level, and no rising edge will be generated. Therefore, the second flip-flop will not be triggered, the output port of the second flip-flop remains at a low level, the power supply sub-module does not supply power to the vehicle controller, and the vehicle controller remains in the sleep state.

[0116] For the second case, since the charging pile cannot stop sending PWM signals to the vehicle through the signal transceiver port, if the vehicle controller wants to enter the sleep state, it must enter the sleep state in the wake-up inhibition mode. The implementation method can refer to the description of the vehicle controller entering the sleep state in the wake-up inhibition mode for the first case above, and will not be elaborated here.

[0117] In another scenario, if the user selects scheduled charging, the vehicle enters the scheduled charging mode. As an example, the vehicle controller is also used to switch from the sleep state to the working state in the scheduled charging mode if the current time is the preset charging time.

[0118] Scheduled charging can be divided into two cases: In one case, the user selects scheduled charging at the charging pile end. At this time, the user inserts the charging gun into the charging port of the vehicle. Since the preset charging time has not arrived, the charging pile will not send a PWM signal to the vehicle through the signal transceiver port, and at this time, the vehicle controller is in the sleep state.

[0119] As an example, in the scheduled charging mode, if the current time is the preset charging time, the signal transceiver port is used to receive a charging signal from an external power source.

[0120] In the case of scheduled charging from the charging pile end, when the preset charging time arrives, the charging pile determines that the current time is the preset charging time, and then starts to send a charging signal to the vehicle through the signal transceiver port. This charging signal is a PWM signal.

[0121] If the vehicle controller enters the sleep state in the wake-up enable mode, the charging signal is used to trigger the first wake-up circuit to output a high level to the second wake-up circuit, and the second wake-up circuit outputs a high level to the power supply sub-module, so that the vehicle controller switches from the sleep state to the working state.

[0122] When the vehicle controller enters the sleep state in the wake-up enable mode, according to the above description, the first wake-up circuit outputs a low level to the second wake-up circuit, and the second wake-up circuit outputs a low level to the power supply sub-module. When the charging signal enters from the signal transceiver port in the form of a PWM signal and passes through the rectifier diode into the first wake-up circuit. At this time, the level state of the output port of the pre-stage sub-circuit in the first wake-up circuit changes from low level to high level, so as to generate a rising edge at the trigger port of the first flip-flop, thereby triggering the first flip-flop, so that the level state of the output port of the first flip-flop changes from low level to high level, so that the first wake-up circuit outputs a high level to the second wake-up circuit. Further, the level state of the trigger port of the second flip-flop in the second wake-up circuit changes from low level to high level via the pre-stage resistor, generating a rising edge, thereby triggering the second flip-flop, so that the level state of the output port of the second flip-flop changes from low level to high level, so that the second wake-up circuit outputs a high level to the power supply sub-module. At this time, the power supply sub-module starts to supply power to the vehicle controller, so that the vehicle controller switches from the sleep state to the working state.

[0123] Another situation is that the user selects scheduled charging at the vehicle end. At this time, the user inserts the charging gun into the charging port of the vehicle. However, since the charging pile end does not know whether the preset charging time set by the user has arrived at this time, the charging pile will directly start to send a charging signal in the form of a PWM signal to the vehicle through the signal transceiver port. The actual situation is that the preset charging time set by the user has not arrived at this time, and the vehicle controller is in the sleep state. It can be learned from the above description that when the charging pile sends a PWM signal to the vehicle through the signal transceiver port but is not woken up, the vehicle controller should enter the sleep state in the wake-up disable mode.

[0124] It can be understood that when the vehicle controller enters the sleep state in the wake-up disable mode, no matter whether the PWM signal is received at the signal transceiver port, it will not be woken up by the PWM signal. However, the wake-up sources in the vehicle are not limited to the PWM signal received at the signal transceiver port, and can also include other wake-up sources, and the other wake-up sources can be connected to the power supply sub-module and the vehicle controller respectively. For example, the other wake-up sources can include: the vehicle network wake-up source, the key switch wake-up source, the discharge button wake-up source, and the clock wake-up source, etc.

[0125] As an example, if the vehicle controller enters the sleep state in the wake-up disable mode, the vehicle controller is further configured to:

[0126] Receive a wake-up signal from the wake-up source, and in response to the wake-up signal, control the first wake-up circuit to output a low level to the second wake-up circuit, so that the vehicle controller switches from the wake-up disable mode to the wake-up enable mode.

[0127] Taking a scenario as an example, when a user preset a charging time on the vehicle side, when the preset charging time arrives, that is, the current time is the charging time preset by the user on the vehicle side, the clock wake-up source generates a wake-up signal. Exemplarily, the wake-up signal generated by the clock wake-up source can be a 5V high-level voltage signal. The power supply sub-module responds to the wake-up signal, starts to supply power to the vehicle controller, wakes up the vehicle controller, and the vehicle controller determines that this wake-up signal is initiated by other wake-up sources through the port connected to other wake-up sources.

[0128] The vehicle controller also responds to the wake-up signal, and through the first state clearing sub-circuit, makes the output port of the first flip-flop in the first wake-up circuit be at a low level. At this time, the first wake-up circuit outputs a low level to the second wake-up circuit, and the vehicle controller switches from the wake-up prohibited mode to the wake-up enabled mode. It can be understood that at this time, the PWM signal received through the signal transceiver port can make the first wake-up circuit output a high level to the second wake-up circuit, and furthermore, the second wake-up circuit outputs a high level to the vehicle controller. The vehicle controller can determine that the vehicle state is that the preset charging time on the vehicle side has arrived and is ready to charge through the high-level state of the "wake-up source acquisition" port.

[0129] The control circuit provided in the embodiments of the present application configures a charging guidance module and a vehicle controller in the control circuit, and configures a signal transceiver port, a signal acquisition sub-module, a switch control sub-module, a wake-up sub-module, and a power supply sub-module in the charging guidance module. The signal acquisition sub-module acquires the charging signal received from the signal transceiver port. When the charging conditions corresponding to the charging signal meet the charging conditions of the in-vehicle battery pack, the vehicle controller controls the switch control sub-module to achieve charging handshaking; according to different charging scenarios, a two-stage wake-up circuit is adopted, and the vehicle controller controls the level states of the output ports of different-level wake-up circuits to control the sleep or wake-up state of the vehicle controller, realizes different modes of vehicle charging, and can achieve active sleep to save energy consumption and improve the intelligence of the control circuit.

[0130] In some embodiments, the system needs to detect the frequency, duty cycle, and amplitude of the PWM signal, trigger analog-to-digital acquisition (AD acquisition) through the rising edge of the PWM signal to obtain the digital quantity of the voltage amplitude of the PWM signal, and judge the current charging or discharging state. In this solution, there is a lack of hardware filtering, the anti-interference ability is poor, and the accuracy of the digital quantity acquired by AD is low; and there is a rising edge in each cycle of the PWM signal, so the frequency of AD acquisition is the same as the frequency of the PWM signal, the sampling frequency is high, the calculation burden of the system is large, and the energy consumption is large.

[0131] Further, in some embodiments, through diode rectification, the negative voltage of the PWM signal is rectified and cut off, and the positive voltage amplitude of the PWM signal is collected by AD. In this solution, the negative voltage of the PWM signal is rectified and cut off by the diode, lacking the digital quantity collection of the negative voltage amplitude of the PWM signal. However, under some regional standards, there are detection requirements for the negative voltage amplitude of the PWM signal. Therefore, this solution cannot be compatible with the above regional standards, and the compatibility of the system is poor.

[0132] Figure 3 Schematic diagram of the control circuit provided by this application Figure 2 , such as Figure 3 shown, the signal acquisition sub-module 115 in the control circuit 1 includes a signal conditioning and acquisition circuit 1151, a positive voltage signal acquisition circuit 1152, and a negative voltage signal acquisition circuit 1153 connected in parallel.

[0133] As Figure 3 shown, the input end of the signal conditioning and acquisition circuit 1151 is connected to the output end of the rectifier diode, and the output end is connected to the vehicle controller 12; the input end of the positive voltage signal acquisition circuit 1152 is connected to the output end of the rectifier diode, and the output end is connected to the vehicle controller 12; the input end of the negative voltage signal acquisition circuit 1153 is directly connected to the signal transceiver port 111 without passing through the rectifier diode, and the output end is connected to the vehicle controller 12.

[0134] To further explain the acquisition process and working principle of the signal acquisition sub-module 115 for the charging signal, as an example, Figure 4 is the schematic diagram of the signal acquisition sub-module provided by this application. As Figure 4 shown, the "CP interface" is the above-mentioned signal transceiver port, which can correspond to Figure 3 the signal transceiver port 111 in; "D2" is the above-mentioned rectifier diode, which can correspond to Figure 3 the rectifier diode in; "MCU" is the above-mentioned vehicle controller, which can correspond to Figure 3 the vehicle controller 12 in.

[0135] Among them, the signal conditioning and acquisition circuit 1151 is used to collect the frequency and duty cycle of the signal at the output end of the rectifier diode. As Figure 4 shown, further, the signal conditioning and acquisition circuit 1151 specifically includes: resistor R24; capacitor C5.

[0136] Among them, the resistor R24 is used for current limiting to protect the vehicle controller; the capacitor C5 and the resistor R24 together form a low-pass filter for filtering potential high-frequency signals of the signal at the output end of the rectifier diode. As Figure 4As shown in the figure, the "PWM IN" port on the "MCU" is connected to the signal conditioning and acquisition circuit 1151. The "MCU" detects the frequency and duty cycle of the signal passing through the signal conditioning and acquisition circuit 1151 through this port. The method for detecting the frequency and duty cycle of the signal is not limited. Exemplarily, through the timer module in the "MCU", by capturing the edges (rising edge or falling edge) of the input signal and timing, calculating the time difference between adjacent rising edges or adjacent falling edges, the period of the input signal can be obtained, and thus the frequency of the input signal can be calculated; calculating the time difference between the rising edge and the first falling edge that appears after this rising edge, obtaining the time when the input signal is at a high level, and calculating the ratio of it to the period of the input signal, the duty cycle of the input signal can be obtained.

[0137] Continue to describe other circuits in the signal acquisition sub-module 115. The positive voltage signal acquisition circuit 1152 is used to collect the amplitude of the signal at the output end of the rectifier diode according to a preset period. As Figure 4 shown, further, the positive voltage signal acquisition circuit 1152 specifically includes: a positive voltage follower sampling sub-circuit and a first charge latch filtering sub-circuit; the positive voltage follower sampling sub-circuit is connected to the signal transceiver port through a rectifier diode, and the first charge latch filtering sub-circuit is respectively connected to the positive voltage follower sampling sub-circuit and the vehicle controller.

[0138] After the PWM signal passes through the rectifier diode from the signal transceiver port, due to the unidirectional conduction characteristic of the rectifier diode, at this time, the negative half-axis voltage signal of the PWM signal is cut off by the rectifier diode, and only the positive half-axis voltage signal is retained and enters the positive voltage follower sampling sub-circuit. Exemplarily, the positive voltage amplitude of the original PWM signal is 12V, and the negative voltage amplitude is -12V. After passing through the rectifier diode, the PWM signal becomes a positive voltage amplitude of 12V and has no negative voltage amplitude.

[0139] As Figure 4 shown, further, the positive voltage follower sub-sampling circuit specifically includes: resistors R18 and R19; operational amplifier U1. Among them, resistors R18 and R19 are used to divide the voltage input through the rectifier diode. Exemplarily, the impedance magnitude of resistors R18 and R19 should be in the order of ten thousand ohms or above; for the operational amplifier U1, as Figure 4 shown, there are two input terminals on the left side of U1. The one marked with "+" is the non-inverting input terminal, and the other is the inverting input terminal; its non-inverting input terminal is connected to the output terminal of the rectifier diode through R18 and is also connected to the ground through R19, and its inverting input terminal is connected to its output terminal. U1, R18, and R19 together form a voltage follower to make the voltage output at the output terminal of U1 equal to or approximately equal to the voltage input at the non-inverting input terminal of U1, reducing the output impedance to match the first charge latch filtering sub-circuit connected later.

[0140] The PWM signal passing through the rectifying diode enters the first charge latching and filtering sub-circuit after passing through the positive voltage follower sampling sub-circuit. As Figure 4 shown, further, the first charge latching and filtering sub-circuit specifically includes: diode D3; resistor R21; capacitor C2; resistors R22 and R23; capacitors C3 and C4; resistor R20.

[0141] Among them, diode D3 is used for unidirectional rectification; resistor R21 is used for current limiting; capacitor C2 is used for charge storage. Exemplarily, when the PWM signal enters the first charge latching and filtering sub-circuit, if the PWM signal is at a high level, the charge flows through D3 and R21 into C2 for charging; if the PWM signal is at a low level, due to the unidirectional conduction characteristic of D3, the charge stored in C2 cannot pass through D3, achieving the purpose of charge latching.

[0142] Among them, R22, R23, C3 and C4 together form a second-order filtering circuit, which is used to filter the voltage signal latched by C2 of the PWM signal to form a stable and smooth level signal, and the voltage amplitude of this level signal is the same as or approximately the same as the voltage amplitude output from the output terminal of U1 in the positive voltage follower sampling sub-circuit; resistor R20 is used to release the charge in C2 at an appropriate speed to form a voltage signal when C2 discharges. Exemplarily, the impedance magnitude of this resistor should be in the order of ten thousand ohms to one megohm.

[0143] It should be noted that in the ideal state, the time required for capacitor C2 to complete charge storage should be the time corresponding to one cycle of the PWM signal, that is, a stable and smooth level signal is output via the first charge latching and filtering sub-circuit within one cycle of the PWM signal, and the voltage amplitude of this level signal is the same as or approximately the same as the voltage amplitude of the in-phase input terminal of U1 in the positive voltage follower sampling sub-circuit. However, in actual applications, due to the duty cycle of the PWM signal and the fact that the process of capacitor C2 storing charge requires a response time, usually, it takes several cycles of the PWM signal for capacitor C2 to complete charge storage. Therefore, when the preset cycle is reached, the AD acquisition of the voltage signal output by the first charge latching and filtering sub-circuit is started. Exemplarily, the preset cycle can be an integer multiple of the PWM signal cycle. For example, if the cycle of the PWM signal is 1 ms, the preset cycle can be 10 ms.

[0144] After the PWM signal passes through the first charge latching and filtering sub-circuit, it enters the vehicle controller. As Figure 4As shown in the figure, "ADC" on the "MCU" means that after the PWM signal passes through the first charge latching and filtering sub-circuit, it enters the analog-to-digital converter (ADC) of the vehicle controller. When the preset cycle is reached, the stable and smooth level signal is subjected to AD acquisition to obtain the positive voltage amplitude information of the current PWM signal, so that the vehicle controller can judge the charging state of the current vehicle through this positive voltage amplitude information.

[0145] Continue to describe other circuits in the signal acquisition sub-module 115. The negative voltage signal acquisition circuit 1153 is used to acquire the amplitude of the signal at the input end of the rectifier diode according to a preset cycle. As Figure 4 shown, further, the negative voltage signal acquisition circuit 1153 specifically includes: a negative voltage inverse proportion sampling sub-circuit and a second charge latching and filtering sub-circuit; the negative voltage inverse proportion sampling sub-circuit is connected to the signal transceiver port, and the second charge latching and filtering sub-circuit is respectively connected to the negative voltage inverse proportion sampling sub-circuit and the vehicle controller.

[0146] Since the negative voltage signal acquisition circuit 1153 is directly connected to the signal transceiver port and does not pass through the rectifier diode, the PWM signal directly enters the negative voltage inverse proportion sampling sub-circuit. As Figure 4 shown, further, the negative voltage inverse proportion sampling sub-circuit specifically includes: an operational amplifier U2; a resistor R25; resistors R26 and R27.

[0147] Among them, the operational amplifier U2 is as Figure 4 shown. There are two input terminals on the left side of U2. The one marked with "+" is the non-inverting input terminal, and the other is the inverting input terminal; the resistor R25 is used to ground the non-inverting input terminal of U2; one end of the resistor R26 is connected to the signal transceiver port, and the other end is connected to the inverting input terminal of U2; the resistor R27 is used as a negative feedback proportional resistor, one end of which is connected to the inverting input terminal of U2, and the other end is connected to the output terminal of U2. U2, R25, R26, and R27 together form an inverse proportion amplifier, so that the voltage output at the output terminal of U2 is in a proportional relationship with the voltage input at the inverting input terminal of U2. Exemplarily, the voltage output at the output terminal of U2 can be calculated by the following formula: u o =-(R27 / R26)*u i , where, u o represents the voltage output at the output terminal of U2, and u i represents the voltage input at the inverting input terminal of U2. For example, if the positive voltage amplitude of the PWM signal entering through the signal transceiver port is 9V and the negative voltage amplitude is -12V, and the ratio of R27 to R26 is 1 / 3, the positive voltage amplitude of the signal passing through the negative voltage inverse proportion sampling sub-circuit is 4V and the negative voltage amplitude is -3V.

[0148] The PWM signal entering through the signal transceiver port enters the second charge latching and filtering sub-circuit after passing through the negative voltage inverse proportional sampling sub-circuit. The composition and function of the second charge latching and filtering sub-circuit are similar to those of the first charge latching and filtering sub-circuit. As Figure 4 shown, further, the second charge latching and filtering sub-circuit specifically includes: diode D4; resistor R29; capacitor C6; resistors R30 and R31; capacitors C7 and C8; resistor R28.

[0149] Among them, diode D4 is used for unidirectional rectification; resistor R29 is used for current limiting; capacitor C6 is used for charge storage. Exemplarily, when the PWM signal enters the second charge latching and filtering sub-circuit, if the PWM signal is at a high level, the charge flows through D4 and R29 into C6 for charging; if the PWM signal is at a low level, due to the unidirectional conduction characteristic of D4, the charge stored in C6 cannot pass through D4, achieving the purpose of charge latching. On the other hand, since there is still a negative half-axis voltage signal at the output end of U2, diode D4 can also cut off this negative half-axis voltage signal.

[0150] Among them, R30, R31, C7 and C8 together form a second-order filtering circuit, which is used to filter the voltage signal latched by C6 of the PWM signal to form a stable and smooth level signal, and the voltage amplitude of this level signal is the same as or approximately the same as the voltage amplitude output at the output end of U2 in the negative voltage inverse proportional sampling sub-circuit; resistor R28 is used to release the charge in C6 at an appropriate speed to form a voltage signal when C6 discharges. Exemplarily, the impedance magnitude of this resistor should be in the order of ten thousand ohms to one million ohms.

[0151] Similar to the first charge latching and filtering sub-circuit, the process of capacitor C6 storing charge requires a response time. Usually, it takes several cycles of the PWM signal for capacitor C6 to complete charge storage. Therefore, when the preset cycle is reached, the AD acquisition of the voltage signal output by the second charge latching and filtering sub-circuit is started. Exemplarily, the preset cycle can be an integer multiple of the PWM signal cycle. For example, if the cycle of the PWM signal is 1 ms, the preset cycle can be 10 ms.

[0152] After passing through the second charge latching and filtering sub-circuit, the PWM signal enters the vehicle controller. As Figure 4As shown, the "ADC" on the "MCU" means that after the PWM signal passes through the second charge latching filter sub-circuit, it enters the ADC of the vehicle controller. When the preset cycle is reached, the stable and smooth level signal is subjected to AD acquisition to obtain the negative voltage amplitude information of the current PWM signal, so that the vehicle controller can judge the charging state of the current vehicle based on this negative voltage amplitude information. It should be noted that when the PWM signal passes through the negative voltage inverse sampling sub-circuit, the negative half-axis voltage signal of the original PWM signal is converted into a positive half-axis voltage signal by U2, and the amplitude changes. Therefore, when the vehicle controller performs AD acquisition, it is necessary to perform reverse calculation on the voltage value obtained by AD acquisition according to the ratio of R26 to R27. Exemplarily, the positive voltage amplitude of the signal passing through the negative voltage inverse sampling sub-circuit is 4V, which is converted into a stable level signal with an amplitude of 4V through the second charge latching filter sub-circuit, and is subjected to AD acquisition by the vehicle controller. The voltage amplitude of the current level signal is obtained as 4V, and through reverse calculation by the vehicle controller, the negative voltage signal amplitude of the original PWM signal entering from the signal transceiver port is obtained as -12V.

[0153] On the other hand, it should be noted that in Figure 4 , the two "ADCs" marked on the "MCU" do not mean that the first charge latching filter sub-circuit and the second charge latching filter sub-circuit are connected to the "MCU" through the same port, but only mean that the signal passing through the first charge latching filter sub-circuit and the signal passing through the second charge latching filter sub-circuit enter the "MCU" for analog-to-digital acquisition. In practical applications, the first charge latching filter sub-circuit and the second charge latching filter sub-circuit are respectively connected to the "MCU" through different ports and enter the analog-to-digital acquisition converter (ADC) respectively.

[0154] Optionally, voltage compensation can also be performed on the voltage drop generated by the diode in the signal acquisition sub-module through the instruction of the vehicle controller. Exemplarily, first measure the voltage drop of the diode in the actual circuit through an external measurement tool; according to the measured voltage drop data, establish a compensation model, and the compensation model can be linear correction or calibration curve correction; during AD acquisition, correct the digital quantity obtained by AD acquisition according to the compensation model.

[0155] The control circuit provided by the embodiment of the present application realizes the acquisition of the duty cycle and frequency of the PWM signal by setting a signal conditioning and acquisition circuit; by setting a first charge latching and filtering sub-circuit in the positive voltage signal acquisition circuit to perform AD acquisition on the signal at the output end of the rectifier diode in a preset period, replacing the AD acquisition triggered by the rising edge, and filtering the signal, reducing the frequency of AD acquisition and improving the accuracy of AD acquisition. On the other hand, a negative voltage signal acquisition circuit is set, and the rectifier diode input signal is subjected to AD acquisition through a negative voltage inverse sampling sub-circuit and a second charge latching and filtering sub-circuit to meet the detection requirements for the negative voltage amplitude of the PWM signal under some regional standards, improving the compatibility of the control circuit with multi-regional standards and further improving the intelligence of the control circuit.

[0156] Combined with the description of the above embodiments, in the control circuit provided by the present application, the power supply sub-module can supply power to the vehicle controller; on the other hand, the power supply sub-module can also respond to the signal output by the wake-up sub-module, thereby controlling whether to supply power to the vehicle controller, so as to realize the sleep and wake-up of the vehicle controller, etc. As an example, Figure 5 is a schematic diagram of the power supply sub-module provided by the present application, as Figure 5 shown, the power supply sub-module 112 includes a constant power supply circuit 1121 and a non-constant power supply circuit 1122. The non-constant power supply circuit 1122 includes an enable interface, and the enable interface is connected to the output end of the wake-up sub-module 113. The enable interface is used to power on the non-constant power supply circuit 1122 when the wake-up sub-module 113 outputs a high level.

[0157] The constant power supply circuit 1121 is used to supply power to the devices that need to work continuously in the vehicle, and is also used to supply power to the non-constant power supply circuit 1122. The non-constant power supply circuit 1122 is used to supply power to the vehicle controller 12 when the wake-up sub-module 113 outputs a high level.

[0158] As Figure 5 shown, exemplarily, the constant power supply circuit 1121 is connected to the non-constant power supply circuit 1122 and is responsible for supplying power to the non-constant power supply circuit 1122. The output port of the constant power supply circuit 1121 is responsible for supplying power to other devices that need to work continuously in the vehicle. For example, the "constant power 5V" pin and the "SLP_5V" pin mentioned in the embodiment of the present application are both connected to the output port of the constant power supply circuit 1121 to receive continuous power supply. Further, the non-constant power supply circuit 1122 includes an enable interface, as Figure 5 shown, the enable interface of the non-constant power supply circuit 1122 is connected to Figure 5The "EN" interface in [it] corresponds, and this enabling interface is connected to the output port of the wake-up sub-module 113. When the output port of the wake-up sub-module 113 outputs a high level, the non-constant power supply circuit 1122 receives power supply from the constant power supply circuit 1121, so that the non-constant power supply circuit 1122 is powered on and starts to supply power to the vehicle controller 12.

[0159] Combined with the description of the above embodiments, it can be seen that in addition to the output port of the wake-up sub-module 113 being connected to the enabling interface of the non-constant power supply circuit 1122, there are other wake-up sources connected to the enabling interface of the non-constant power supply circuit 1122, so that when the vehicle controller 12 enters the sleep state in the wake-up prohibition mode, the enabling interface of the non-constant power supply circuit 1122 responds to the wake-up signal of other wake-up sources, and the non-constant power supply circuit 1122 receives power supply from the constant power supply circuit 1121, so that the non-constant power supply circuit 1122 is powered on and starts to supply power to the vehicle controller 12, realizing the wake-up of the vehicle controller 12 by other wake-up sources.

[0160] The control circuit provided by the embodiment of the present application, by setting a constant power supply circuit in the power sub-module, enables the devices that require continuous power supply in the control circuit to continuously receive power supply; by setting a non-constant power circuit in the power sub-module and setting an enabling interface in the non-constant power supply circuit, the non-constant power supply circuit can respond to the wake-up signal initiated by the wake-up sub-module or other wake-up sources and supply power to the vehicle controller, thereby realizing the wake-up of the vehicle controller. Thus, power is supplied to different power-consuming devices in the control circuit respectively, and can be linked with the wake-up signals sent by the wake-up sub-module and other wake-up sources, thereby further improving the intelligence of the control circuit.

[0161] In some scenarios, it is necessary for the vehicle to discharge externally. Therefore, some vehicles are configured to be able to discharge externally through the on-vehicle battery pack. For example, it may include: the vehicle supplying power to a load (Vehicle-to-Load, abbreviated as V2L), the vehicle supplying power to another vehicle (Vehicle-to-Vehicle, abbreviated as V2V), and the vehicle supplying power to the grid (Vehicle-to-Grid, abbreviated as V2G), etc. Therefore, the CP interface at the vehicle end needs to simulate the CP interface at the charging pile end to output a PWM signal.

[0162] Therefore, as an example, the control circuit further includes: a discharge guiding module, and the discharge guiding module is respectively connected to the signal transceiver port and the vehicle controller.

[0163] Among them, when the vehicle enters the discharge mode, the vehicle controller is used to control, through the signal control output port of the vehicle controller, the discharge guiding module to output a discharge signal through the signal transceiver port, and the discharge signal is used to indicate the discharge capacity of the vehicle as a power supply.

[0164] Taking the scenario as an example, when the user selects to enter the discharge mode on the vehicle side, the vehicle controller controls the discharge guiding module through the signal control output port and outputs a discharge signal to the external device through the signal transceiver port. The discharge signal can be a PWM signal, which is used to indicate the discharge capacity of the vehicle side as a power supply. Exemplarily, the vehicle controller outputs a positive voltage PWM signal with a frequency of 1 kHz and a positive voltage amplitude of 5 V through the control output port. After passing through the discharge guiding module, a discharge signal is output to the signal transceiver port. The discharge signal can be a positive voltage PWM signal with a frequency of 1 kHz and a positive voltage amplitude of 12 V.

[0165] Further, Figure 6 is a schematic diagram of the control circuit provided by this application Figure 3 , as Figure 6 shown, as an example, the discharge guiding module 13 includes an output signal control sub-module 132 and a positive voltage signal output sub-module 131. The output signal control sub-module 132 is respectively connected to the positive voltage signal output sub-module 131 and the vehicle controller 12, and the positive voltage signal output sub-module 131 is connected to the signal transceiver port 111.

[0166] Among them, when the vehicle enters the discharge mode, the vehicle controller 12 is used to control the output signal control sub-module 132 to drive the positive voltage signal output sub-module 131 to output a positive voltage signal through the signal control output port of the vehicle controller 12.

[0167] Taking the scenario as an example, when the user selects to enter the discharge mode on the vehicle side, the vehicle controller 12 controls the output signal control sub-module 132 through the signal control output port, so that the output signal control sub-module 132 drives the positive voltage signal output sub-module 131 to output a positive voltage signal to the signal transceiver port 111. Exemplarily, the vehicle controller 12 outputs a positive voltage PWM signal with a frequency of 1 kHz and a positive voltage amplitude of 5 V through the signal control output port; when the signal control output port of the vehicle controller 12 outputs a high level, the output signal control sub-module 132 drives the positive voltage signal output sub-module 131 to output a high level signal with a positive voltage amplitude of 12 V to the signal transceiver port 111; when the signal control output port of the vehicle controller 12 outputs a low level, the output signal control sub-module 132 controls the positive voltage signal output sub-module 131 to output a low level signal with a voltage amplitude of 0 V to the signal transceiver port 111. So that a positive voltage PWM signal with a frequency of 1 kHz and a positive voltage amplitude of 12 V is output at the signal transceiver port 111.

[0168] In addition, since the discharge signal is used to indicate the discharge capacity of the vehicle as a power supply, and the discharge signal is a PWM signal. Similar to the PWM signal sent by the charging pile to the vehicle in the charging mode, the discharge signal reflects the maximum discharge current that the current vehicle can discharge through the duty cycle of the PWM signal. Therefore, optionally, the vehicle controller 12 controls the duty cycle of the PWM signal output from the control output port so that the duty cycle of the discharge signal corresponds to the discharge capacity of the current vehicle as a power supply. Exemplarily, the duty cycle of the PWM signal output from the control output port of the vehicle controller 12 can be 10%, and the corresponding maximum discharge current is 6A. The above correspondence between the duty cycle and the maximum discharge current is only an example. In actual applications, it can be specified according to different standards and the specifications of the vehicle's on-board battery pack.

[0169] Based on the description of the above embodiment, the control circuit 1 at the vehicle end can control the output signal control sub-module 132 in the discharge guiding module 13 to drive the positive voltage signal output sub-module 131 to convert the PWM signal with a low level of 0V and a high level of 5V output from the signal control output port into a PWM signal with a low level of 0V and a high level of 12V, which is output from the signal transceiver port 111 of the vehicle end. In this solution, during the discharge process, the output of the negative voltage signal is missing, so it cannot be compatible with the requirements for the output and amplitude detection of the negative voltage signal of the PWM signal in some regional standards, and the compatibility of the system is poor.

[0170] In response to this, furthermore, Figure 7 is a schematic diagram of the control circuit provided by this application Figure 4 , as Figure 7 shown, as an example, the discharge guiding module 13 further includes: a negative voltage signal output sub-module 133 and a negative voltage signal enabling sub-module 134. The negative voltage signal output sub-module 133 is respectively connected to the signal transceiver port 111 and the output signal control sub-module 132, and the negative voltage signal enabling sub-module 134 is respectively connected to the output signal control sub-module 132 and the vehicle controller 12.

[0171] The vehicle controller 12 is configured to, when the vehicle enters the discharge mode, control the negative voltage signal enabling sub-module 134 to enable or disable the output signal control sub-module 132 to drive the negative voltage signal output sub-module 133 to output a negative voltage signal through the negative voltage signal output enabling port and the signal control output port of the vehicle controller 12.

[0172] Taking a scenario as an example, when the user selects to enter the discharge mode on the vehicle side, the negative pressure signal output enabling port of the vehicle controller 12 outputs a high level, so that the output signal control sub-module 132 controls the PWM signal of the output port according to the signal of the vehicle controller 12, and the low-level signal in the PWM signal drives the negative voltage signal output sub-module 133 to output a negative voltage signal. Combining the description in the above embodiment about the output signal control sub-module 132 driving the positive voltage signal output sub-module 131 to output a positive voltage signal, it can be obtained that when the signal control output port of the vehicle controller 12 outputs a high-level signal of 5V, the output signal control sub-module 132 drives the positive voltage signal output sub-module 131 to output a positive voltage high-level signal of 12V; when the signal control output port of the vehicle controller 12 outputs a low-level signal of 0V, if the negative pressure signal output enabling port outputs a high-level signal of 5V at this time, the output signal control sub-module 132 drives the negative voltage signal output sub-module 133 to output a negative voltage high-level signal of -12V, and if the negative pressure signal output enabling port outputs a low-level signal of 0V at this time, the output signal control sub-module 132 is prohibited from driving the negative voltage signal output sub-module 133 to output a negative voltage high-level signal. Exemplarily, when the negative pressure signal output enabling port of the vehicle controller 12 outputs a high-level signal of 5V, the signal control output port of the vehicle controller 12 outputs a PWM signal with a frequency of 1kHz, a high-level voltage amplitude of 5V, a low-level voltage amplitude of 0V, and a duty cycle of 10%. At this time, a discharge signal with a frequency of 1kHz, a positive voltage amplitude of 12V, a negative voltage amplitude of -12V, and a duty cycle of 10% is output from the signal transceiver port 111 to an external device. When the negative pressure signal output enabling port of the vehicle controller 12 outputs a low-level signal, the negative voltage signal enabling sub-module 134 prohibits the output signal control sub-module 132 from driving the negative voltage signal output sub-module 133 to output a negative voltage signal. At this time, the correspondence between the PWM signal of the signal control output port of the vehicle controller 12 and the discharge signal is the same as the description in the above embodiment about the output signal control sub-module 132 driving the positive voltage signal output sub-module 131 to output a positive voltage signal.

[0173] Optionally, as Figure 7 shown, the discharge guiding module 13 may further include a signal acquisition sub-module 115, which acquires the output discharge signal through the signal acquisition sub-module 115, so that the vehicle controller 12 can judge the current discharge state of the vehicle by acquiring parameters such as the frequency, duty cycle, positive voltage amplitude, and negative voltage amplitude of the discharge signal through the signal acquisition sub-module 115. The acquisition process of the discharge signal of the discharge guiding module 13 may refer to the acquisition process of the charging signal of the charging guiding module 11, which will not be elaborated here.

[0174] Next, the specific construction of the positive voltage signal output sub-module 131, the output signal control sub-module 132, the negative voltage signal output sub-module 133, and the negative voltage signal enable sub-module 134 in the discharge guiding module 13 will be described. Figure 8 is a schematic diagram of the discharge guiding module provided by this application, as Figure 8 shown, the "CP interface" is the above signal transceiver port, which can correspond to Figure 7 the signal transceiver port 111 in; the "MCU" is the above vehicle controller, which can correspond to Figure 7 the vehicle controller 12 in; Figure 8 the "PWM control output" port on the "MCU" in is the above signal control output port, which is connected to the output signal control sub-module 132; Figure 8 the "negative voltage output enable" port on the "MCU" in is the above negative voltage signal output enable port, which is connected to the negative voltage signal enable sub-module 134.

[0175] Furthermore, as Figure 8 shown, the output signal control sub-module 132 specifically includes: resistors R35 and R36; NMOS transistor Q7; resistors R37 and R38. Among them, resistors R35 and R36 are used for voltage division; resistors R37 and R38 are used for current limiting and voltage division. When the PWM signal output by the "PWM control output" port of the "MCU" is 5V high level, the source voltage of Q7 is 0V, the gate voltage is 5V, Q7 is turned on, the drain voltage is 0V, and the voltage division at the node between R35 and R36 is about 8V. At this time, the positive voltage signal output sub-module 131 is driven to output a positive voltage signal with an amplitude of 12V; when the PWM signal output by the "PWM control output" port of the "MCU" is 0V low level, the source voltage of Q7 is 0V, the gate voltage is 0V, Q7 is turned off, and at this time, the positive voltage signal output sub-module 131 stops outputting a positive voltage signal with an amplitude of 12V, and the voltage division at the node between R35 and R36 is about 12V.

[0176] As Figure 8 shown, the output signal control sub-module 132 further includes: resistors R41 and R42; PMOS transistor Q10; resistors R43 and R44. Among them, resistors R41 and R42 are used for voltage division; resistors R43 and R44 are used for current limiting and voltage division. To better understand the output signal control sub-module 132, the negative voltage signal enable sub-module 134 will be introduced together with Figure 8 As Figure 8As shown, the negative voltage signal enabling sub-module 134 includes: resistors R47 and R48; NMOS transistor Q12; resistors R45 and R46; PMOS transistor Q11. Among them, resistor R47 is used for voltage division of Q12; R48 is used for current limiting of Q12; resistor R45 is used for voltage division of Q11; R46 is used for current limiting of Q11. The gate of Q12 is connected to the "negative voltage output enable" port of the "MCU" through R48, and the gate of Q12 is also connected to the ground through R47, and the source of Q12 is connected to the ground; the gate of Q11 is connected to the drain of Q12 through R46 and also connected to the "abnormal power 5V" pin through R45, the source of Q11 is connected to the "abnormal power 5V" pin, and the drain of Q11 is connected to the source of Q10. The "abnormal power 5V" pin is connected to the abnormal power supply circuit 1122 in the power supply sub-module 112, and can receive 5V power supply provided by the abnormal power supply circuit 1122 when the abnormal power supply circuit 1122 is powered on.

[0177] When the PWM signal output by the "PWM control output" port of the "MCU" is 0V low level and the "negative voltage output enable" port outputs 5V high level, the gate voltage of Q12 is pulled up through resistor R48, the source voltage is 0V, so that Q12 is turned on, the drain voltage is 0V, thereby making the gate voltage of Q11 pulled down through voltage division by resistors R45 and R46, the source voltage is 5V, so that Q11 is turned on, the drain voltage is 5V, thereby making the source voltage of Q10 5V, the gate voltage 0V, Q10 is turned on, the drain voltage is 0V, and the voltage division at the node between R41 and R42 is about -8V. At this time, the negative voltage signal output sub-module 133 is driven to output a negative voltage signal with an amplitude of -12V; when the PWM signal output by the "PWM control output" port of the "MCU" is 5V high level and the "negative voltage output enable" port outputs 5V high level, the source voltage of Q10 remains 5V unchanged, but the gate voltage is 5V, Q10 is turned off. At this time, the negative voltage signal output sub-module 133 stops outputting a negative voltage signal with an amplitude of -12V, and the voltage division at the node between R41 and R42 is about -12V.

[0178] However, when the "negative voltage output enable" port outputs 0V low level, the gate voltage of Q12 is 0V, the source voltage is 0V, Q12 is turned off, thereby making the gate voltage of Q11 pulled up to 5V through R45, the source voltage is 5V, Q11 is turned off, thereby making the source voltage of Q10 0V. Whether the "PWM control output" port outputs a 0V low level signal or a 5V high level signal, Q10 is in the off state, and the output signal control sub-module 132 cannot drive the negative voltage signal output sub-module 133. At this time, the negative voltage signal output sub-module 133 stops outputting a negative voltage signal with an amplitude of -12V.

[0179] Next, continue to combine Figure 8Describe the positive voltage signal output sub-module 131, as follows Figure 8 As shown, the positive voltage signal output sub-module 131 includes: capacitor C9; resistors R32 and R33; resistor R34; diode D5; PMOS transistors Q5 and Q6. Among them, resistors R32 and R33 are used for current limiting protection. R32 and R33 are connected in series to form a pull-up resistor with a resistance value of 1 kΩ required by the discharge standard. The PMOS transistors Q5 and Q6 together form an electronic switch. When Q5 and Q6 are turned on, a 12V positive voltage signal is output to the "CP interface". When Q5 and Q6 are turned off, the output of the 12V positive voltage signal to the "CP interface" stops, which is regarded as a high-impedance open circuit state. The capacitor C9, resistor R34 and diode D5 together form a filter control circuit. When the Q7 of the output signal control sub-module 132 is turned on, C9 is charged. During this process, the gate voltages of Q5 and Q6 gradually change from 12V to 8V, and the source voltages are always 12V. Q5 and Q6 are slowly turned on, so that the 12V voltage signal of the "+12V cp" pin passes through the turned-on Q5 and Q6, and is output as a 12V positive voltage signal by the "CP interface" through R33 and R32. When the Q7 of the output signal control sub-module 132 is turned off, the gate voltages of Q5 and Q6 are changed to 12V by the "+12V cp" pin through D5, which is equal to the source voltages of Q5 and Q6. Q5 and Q6 are turned off, so that the positive voltage signal output sub-module 131 stops outputting a 12V positive voltage signal to the "CP interface". The "+12V cp" pin is powered by a regulated power supply with a voltage value of 12V, and the method of realizing the 12V regulated power supply is not limited.

[0180] Next, continue to combine with Figure 8 Describe the negative voltage signal output sub-module 133, as follows Figure 8As shown in the figure, the negative voltage signal output sub-module 133 includes: capacitor C10; resistors R32 and R39; resistor R40; diode D6; NMOS transistors Q8 and Q9. Among them, resistors R32 and R39 are used for current limiting protection, and R32 and R39 are connected in series to form a pull-down resistor with a resistance value of 1 kΩ required by the discharge standard; NMOS transistors Q8 and Q9 together form an electronic switch. When Q8 and Q9 are turned on, a -12V negative voltage signal is output to the "CP interface", and when Q8 and Q9 are turned off, the output of the -12V negative voltage signal to the "CP interface" is stopped, regarded as a high-impedance open circuit state; capacitor C10, resistor R40, and diode D6 together form a filter control circuit. When Q10 of the output signal control sub-module 132 is turned on, C10 is charged. During this process, the gate voltages of Q8 and Q9 gradually change from -12V to -8V, and the source voltages are always -12V. Q8 and Q9 are slowly turned on, so that the -12V voltage signal of the "-12V cp" pin passes through the turned-on Q8 and Q9, and a -12V negative voltage signal is output through R39 and R32 to the "CP interface"; when Q10 of the output signal control sub-module 132 is turned off, the gate voltages of Q8 and Q9 are changed to -12V by the "-12V cp" pin through D6, which is equal to the source voltages of Q8 and Q9, and Q8 and Q9 are turned off, so that the negative voltage signal output sub-module 133 stops outputting the -12V negative voltage signal to the "CP interface". The "-12V cp" pin is powered by a regulated power supply with a voltage value of -12V, and the method of implementing the -12V regulated power supply is not limited.

[0181] When exiting the discharge mode, the signal control output port of the vehicle controller outputs a low-level signal, so that the positive voltage signal output sub-module 131 stops outputting the 12V positive voltage signal, and controls the negative voltage signal output enable port of the vehicle controller to output a low-level signal, so that the negative voltage signal output sub-module 133 stops outputting the -12V negative voltage signal.

[0182] The control circuit provided by the embodiment of the present application, by setting a discharge guiding module, and setting a positive voltage signal output sub-module, an output signal control sub-module, a negative voltage signal output sub-module, and a negative voltage signal enable sub-module in the discharge guiding module, realizes controlling the output signal of the signal control output port of the vehicle controller, controlling the output signal control sub-module to drive the positive voltage signal output sub-module to output a 12V positive voltage signal, and controlling the output signal control sub-module to drive or prohibit the negative voltage signal output sub-module from outputting a -12V negative voltage signal according to the level state of the negative voltage signal output enable port of the vehicle controller. The output control of the discharge signal at the vehicle end is realized, and the requirements for the output and amplitude detection of the negative voltage signal in the discharge signal under some regional standards are met, improving the compatibility of the control circuit, and further improving the intelligence of the control circuit.

[0183] Under the charging standards in some regions, the charging pile end is equipped with a Power Line Communication (PLC) circuit to enable communication of the charging status between the charging pile end and the vehicle end through a signal transceiver port. The communication content may include: charging power, charging current, handshake status, fault status information, etc.

[0184] In some embodiments, the charging guidance module may further include a PLC communication circuit. As an example, Figure 9 Schematic diagram of the control circuit provided by this application Figure 5 , such as Figure 9 As shown, the charging guidance module further includes: a power line communication sub-module; the power line communication sub-module is respectively connected to the signal transceiver port and the vehicle controller.

[0185] Combined with Figure 9 to illustrate the power line communication sub-module. As shown in Figure 9 , the "CP interface" is the above-mentioned signal transceiver port and can correspond to the signal transceiver port 111 in Figure 6 ; the "MCU" is the above-mentioned vehicle controller and can correspond to the vehicle controller 12 in Figure 6 ; the "CP charging guidance circuit" marked on the left is the above-mentioned charging guidance module and can correspond to the charging guidance module 11 in Figure 6 ; the "CP discharge guidance circuit" marked on the left is the above-mentioned discharge guidance module and can correspond to the discharge guidance module 13 in Figure 6 ; the "PLC communication circuit" is the above-mentioned power line communication sub-module. The "PLC communication circuit" is connected to the "CP interface" through C1 and is also connected to the "MCU". C1, a capacitor, is the coupling capacitor for power line communication signals.

[0186] The power line communication sub-module is used to obtain the charging signal received by the signal transceiver port, extract the status information of the external power supply from the charging signal, and send it to the vehicle controller.

[0187] Taking the scenario as an example, in some regional standards, the charging signal entering from the signal transceiver port is usually in the form of a PWM signal. If a power line communication circuit is provided at the charging pile end, a high-frequency signal will be superimposed on the PWM signal entering from the signal transceiver port. This high-frequency signal is the communication signal between the power line communication circuit at the charging pile end and the power line communication sub-module at the vehicle end. By extracting the high-frequency signal superimposed on the PWM signal entering from the signal transceiver port through the power line communication sub-module at the vehicle end, the status information of the external power supply can be obtained and sent by the power line communication sub-module at the vehicle end to the vehicle controller, so that the vehicle controller can read the status information of the external power supply. Among them, for the case where the external power supply is a charging pile, the status information of the external power supply may include: the maximum charging power of the charging pile, the maximum charging current of the charging pile, the current handshake status of the charging pile, the current fault information of the charging pile, etc.

[0188] On the other hand, as Figure 9 shown, the control circuit may further include a diode D1. The diode D1 is a transient voltage suppressor diode (abbreviated as TVS diode). The input end of D1 is connected to the ground, and the output end is connected to the "CP interface". When there is a voltage or current exceeding the safe range of the circuit components in the charging signal entering the "CP interface", D1 conducts reversely, introducing the large voltage or large current entering the "CP interface" to the ground to protect the subsequent circuit components.

[0189] As Figure 9 shown, the "constant power 12V" pin, the "constant power 5V power supply", the "constant power 5V" pin, the "non-constant power supply circuit", and the "non-constant power 5V" pin together form the above-mentioned power supply sub-module, which can correspond to Figure 5 the power supply sub-module 112 in Figure 5 wherein the "constant power 12V" pin, the "constant power 5V power supply", and the "constant power 5V" pin together form the above-mentioned constant power supply circuit, which can correspond to Figure 5 the constant power supply circuit 1121 in

[0190] As Figure 9 shown, the "wake-up circuit" is the above-mentioned wake-up sub-module, which can correspond to Figure 1 the wake-up sub-module 113 in Figure 9In the figure, the "wake-up circuit" is connected to the "emergency power supply circuit". The "Wake up" instruction is a high-level signal sent by the above-mentioned wake-up sub-module 113 to the emergency power supply circuit 1122, so that the "emergency power supply circuit" can receive the power supply of the "normal 5V power supply". The resistor R2, the "S2 switch and control circuit", the resistor R1, and the "S1 switch and control circuit" together form the above-mentioned switch control sub-module, which can be connected to Figure 1 the switch control sub-module 114 in Figure 3 The "PWM conditioning and sampling circuit" is the above-mentioned signal conditioning and acquisition circuit, which can be connected to Figure 4 the positive voltage following sampling sub-circuit in the above-mentioned positive voltage signal acquisition circuit. The "PWM conditioning and sampling circuit" is used to collect the frequency and duty cycle of the charging signal entering through the "CP interface". The "positive voltage following sampling circuit" is the positive voltage following sampling sub-circuit in the above-mentioned positive voltage signal acquisition circuit, which can be connected to Figure 9 the positive voltage following sampling sub-circuit in

[0191] As Figure 9 shown, the "DCDC boost power supply circuit", the "+12V regulated output power supply circuit", the "+12V cp" pin, the "CPPWM output control circuit", the "CP PWM +12V output circuit", the "PWM output conditioning and feedback circuit", and the "output positive voltage following feedback circuit" together form the above-mentioned discharge guidance module. Among them, the "CP PWM output control circuit" is the above-mentioned output signal control sub-module, which can be connected to Figure 6corresponds to the output signal control sub-module 132 therein. The "CP PWM + 12V output circuit" is the above-mentioned positive voltage signal output sub-module and can be connected to Figure 6 the positive voltage signal output sub-module 131 therein. Among them, the "PWM output conditioning and feedback circuit" and the "output positive voltage follower and feedback circuit" are composed in the same way as the "PWM conditioning and sampling circuit" and the "positive voltage follower and sampling circuit". However, the difference is that the "PWM output conditioning and feedback circuit" and the "output positive voltage follower and feedback circuit" collect the PWM signals output by the "CP PWM + 12V output circuit" and are connected to the "MCU" to perform AD sampling to obtain the frequency, duty cycle, and positive voltage amplitude of the output discharge signal. The "DCDC boost power supply circuit" and the "+12V regulated output power supply circuit" are used to boost the 5V power supply output by the constant power supply circuit 1121 to obtain a 12V regulated output power supply. Among them, the output port of the "+12V regulated output power supply circuit" is connected to the "CP PWM + 12V output circuit", and the obtained 12V regulated output power supply is supplied to the "CPPWM + 12V output circuit" through the "+12V cp" pin.

[0192] As another example, Figure 10 is a schematic diagram of the control circuit provided by this application Figure 6 , such as Figure 10 shown, the "CP interface" is the above-mentioned signal transceiver port and can be connected to Figure 7 the signal transceiver port 111 therein; the "MCU" is the above-mentioned vehicle controller and can be connected to Figure 7 the vehicle controller 12 therein; the "CP charging guidance circuit" marked on the left is the above-mentioned charging guidance module and can be connected to Figure 7 the charging guidance module 11 therein; the "CP discharge guidance circuit" marked on the left is the above-mentioned discharge guidance module and can be connected to Figure 7 the discharge guidance module 13 therein. The "wake-up circuit 1" is the above-mentioned first wake-up circuit and can be connected to Figure 2 the first wake-up circuit therein, and the "wake-up circuit 2" is the above-mentioned second wake-up circuit and can be connected to Figure 2 the second wake-up circuit therein. Figure 10 The "Clear1" instruction sent from the "MCU" to the "wake-up circuit 1" in Figure 2 corresponds to the instruction issued from the "Clear1" port of the "MCU" in Figure 2corresponds to the instruction issued from the "Clear2" port of the "MCU". As an example, when the "MCU" enters the sleep state in the wake-up enable mode, high-level signals are sent to the "Wake-up Circuit 1" and the "Wake-up Circuit 2" respectively through the "Clear1" port and the "Clear2" port of the "MCU". For example, the "Clear1" instruction and the "Clear2" instruction can be 5V high-level voltage signals to make Figure 2 The first state clearing sub-circuit and the second state clearing sub-circuit in are in the working state, clearing the high-level signals at the "Q" ports of the "D Flip-Flop 1" and the "D Flip-Flop 2". The "CP charging guide detection and discharge guide detection shared circuit" marked on the left side of the figure is the above-mentioned signal acquisition sub-module, which can be connected to Figure 7 The signal acquisition sub-module 115 in. Further, the "positive voltage follower sampling circuit" and the "charge latching and filtering circuit" connected thereto together form the positive voltage signal acquisition circuit in the above-mentioned signal acquisition sub-module, which can be connected to Figure 3 The positive voltage signal acquisition circuit 1152 in. Further, the "positive voltage follower sampling circuit" can be connected to Figure 4 The positive voltage follower sampling sub-circuit in, and the "charge latching and filtering circuit" connected to the "positive voltage follower sampling circuit" is the above-mentioned first charge latching and filtering sub-circuit, which can be connected to Figure 4 The first charge latching and filtering sub-circuit in. The "negative voltage inverse proportional sampling circuit" and the "charge latching and filtering circuit" connected thereto together form the negative voltage signal acquisition circuit in the above-mentioned signal acquisition sub-module, which can be connected to Figure 3 The negative voltage signal acquisition circuit 1153 in. Further, the "negative voltage inverse proportional sampling circuit" can be connected to Figure 4 The negative voltage inverse proportional sampling sub-circuit in, and the "charge latching and filtering circuit" connected to the "negative voltage inverse proportional sampling circuit" is the above-mentioned second charge latching and filtering sub-circuit, which can be connected to Figure 4 The second charge latching and filtering sub-circuit in.

[0193] As Figure 10 shown, the "DCDC boost power supply circuit", the "+12V regulated output power supply circuit", the "-12V regulated output power supply circuit", the "+12V cp" pin, the "-12V cp" pin, the "CP PWM output control circuit", the "CP PWM +12V output circuit", the "CP PWM -12V enable circuit", and the "CP PWM -12V output circuit" together form the above-mentioned discharge guide module. Among them, the "CP PWM -12V enable circuit" is the above-mentioned negative voltage signal enable sub-module, which can be connected to Figure 7 The negative voltage signal enable sub-module 134 in. The "CP PWM -12V output circuit" is the above-mentioned negative voltage signal output sub-module, which can be connected to Figure 7It corresponds to the negative voltage signal output sub-module 133. Optionally, the "-12V regulated output power supply circuit" may include a negative voltage charge-coupled boost circuit, and utilize the switching chopper circuit in the "DCDC boost power supply circuit" to achieve reverse voltage conversion, so as to obtain a -12V regulated output power supply to supply power to the "CP PWM-12V output circuit" through the "-12V cp" pin.

[0194] It should be noted that the above descriptions regarding the implementation of the 12V regulated output power supply and the -12V regulated output power supply are only examples. In actual applications, the methods for implementing the 12V regulated output power supply and the -12V regulated output power supply are not limited.

[0195] Optionally, the "+12V regulated output power supply circuit" and the "-12V regulated output power supply circuit" can also be connected to the "MCU" to perform AD acquisition on the 12V voltage signal and the -12V voltage signal output by the "+12V regulated output power supply circuit" and the "-12V regulated output power supply circuit", so that the "MCU" can know whether the current working states of the "+12V regulated output power supply circuit" and the "-12V regulated output power supply circuit" are normal. If the error between the voltage amplitude obtained by collecting the voltage output by the "+12V regulated output power supply circuit" and 12V exceeds the threshold, or the error between the voltage amplitude obtained by collecting the voltage output by the "-12V regulated output power supply circuit" and -12V exceeds the threshold, it is determined that the current "+12V regulated output power supply circuit" and "-12V regulated output power supply circuit" are in an abnormal working state, and by controlling the duty cycle of the PWM signal output from the signal control output port of the vehicle controller, it is informed to the external device that the current vehicle cannot supply power normally as a power supply.

[0196] This application also provides a control method, which is applied to the vehicle controller of the control circuit in the above embodiment. The method includes:

[0197] Obtain a charging signal from the signal acquisition sub-module of the control circuit. If the charging signal meets the charging conditions of the in-vehicle battery pack, complete the charging handshake with the external power supply by controlling the switch control sub-module of the control circuit;

[0198] If the in-vehicle battery pack meets the charging completion conditions, then control the wake-up sub-module of the control circuit to output a low level to the power supply sub-module of the control circuit, so that the vehicle controller enters the sleep state;

[0199] In the scheduled charging mode, if the current time is the preset charging time, switch from the sleep state to the working state.

[0200] In a possible implementation manner, the method further includes:

[0201] When the vehicle-mounted battery pack meets the charging completion condition, if the vehicle controller enters the sleep state in the wake-up enable mode, control the first wake-up circuit to output a low level to the second wake-up circuit, and control the second wake-up circuit to output a low level to the power sub-module;

[0202] When the vehicle-mounted battery pack meets the charging completion condition, if the vehicle controller enters the sleep state in the wake-up prohibited mode, control the first wake-up circuit to output a high level to the second wake-up circuit, and control the second wake-up circuit to output a low level to the power sub-module.

[0203] In a possible implementation manner, if the vehicle controller enters the sleep state in the wake-up prohibited mode, the method further includes: receiving a wake-up signal from a wake-up source, and in response to the wake-up signal, controlling the first wake-up circuit to output a low level to the second wake-up circuit, so that the vehicle controller switches from the wake-up prohibited mode to the wake-up enable mode.

[0204] In a possible implementation manner, the method further includes: when the vehicle enters the discharge mode, through the signal control output port of the vehicle controller, controlling the discharge guiding module to output a discharge signal through the signal transceiver port, and the discharge signal is used to indicate the discharge capacity of the vehicle as a power supply.

[0205] In a possible implementation manner, the method further includes: when the vehicle enters the discharge mode, through the signal control output port of the vehicle controller, controlling the output signal control sub-module to drive the positive voltage signal output sub-module to output a positive voltage signal.

[0206] In a possible implementation manner, the method further includes: when the vehicle enters the discharge mode, through the negative voltage signal output enable port and the signal control output port of the vehicle controller, controlling the negative voltage signal enable sub-module to enable or disable the output signal control sub-module to drive the negative voltage signal output sub-module to output a negative voltage signal.

[0207] The control method provided by the embodiments of the present application can be applied to the vehicle controller of the control circuit provided in the above embodiments, and its implementation principle and technical effects are similar, and will not be elaborated here in this embodiment.

[0208] The present application also provides a control device, and this device is used to execute the control method in the above method embodiments. Figure 11 For the structural schematic diagram of the control device provided by the present application, as Figure 11 shown, the control device 20 provided in this embodiment includes:

[0209] An acquisition module 201, configured to acquire a charging signal from the signal acquisition sub-module of the control circuit;

[0210] The control module 202 is configured to, if the charging signal meets the charging conditions of the vehicle battery pack, complete the charging handshake with the external power supply by controlling the switch control sub-module of the control circuit;

[0211] The control module 202 is further configured to, if the vehicle battery pack meets the charging completion condition, control the wake-up sub-module of the control circuit to output a low level to the power supply sub-module of the control circuit, so that the vehicle controller enters the sleep state;

[0212] The control module 202 is further configured to, in the scheduled charging mode, if the current time is the preset charging time, switch from the sleep state to the working state.

[0213] In a possible implementation manner, the control module 202 is further configured to: when the vehicle battery pack meets the charging completion condition, if the vehicle controller enters the sleep state in the wake-up enable mode, control the first wake-up circuit to output a low level to the second wake-up circuit, and control the second wake-up circuit to output a low level to the power supply sub-module;

[0214] When the vehicle battery pack meets the charging completion condition, if the vehicle controller enters the sleep state in the wake-up disable mode, control the first wake-up circuit to output a high level to the second wake-up circuit, and control the second wake-up circuit to output a low level to the power supply sub-module.

[0215] In a possible implementation manner, if the vehicle controller enters the sleep state in the wake-up disable mode, the control module 202 is further configured to: receive the wake-up signal from the wake-up source, and in response to the wake-up signal, control the first wake-up circuit to output a low level to the second wake-up circuit, so that the vehicle controller switches from the wake-up disable mode to the wake-up enable mode.

[0216] In a possible implementation manner, the control module 202 is further configured to: when the vehicle enters the discharge mode, control the discharge guiding module to output a discharge signal through the signal transceiver port via the signal control output port of the vehicle controller, and the discharge signal is used to indicate the discharge capacity of the vehicle as a power supply.

[0217] In a possible implementation manner, the control module 202 is further configured to: when the vehicle enters the discharge mode, control the positive voltage signal output sub-module to output a positive voltage signal by driving the positive voltage signal output sub-module via the signal control output port of the vehicle controller.

[0218] In a possible implementation manner, the control module 202 is further configured to: when the vehicle enters the discharge mode, control the negative voltage signal enable sub-module to enable or disable the output signal control sub-module to drive the negative voltage signal output sub-module to output a negative voltage signal via the negative voltage signal output enable port and the signal control output port of the vehicle controller.

[0219] The control device provided in the embodiment of the present application can execute the control method in the above method embodiment, and its implementation principle and technical effect are similar, which will not be elaborated here in this embodiment.

[0220] Figure 12 It is a schematic structural diagram of the vehicle controller provided in the present application. As Figure 12 shown, the vehicle controller 12 provided in this embodiment includes: at least one processor 121 and a memory 122. The memory 122 can be coupled to the processor 121, and the memory 121 is used to store computer-executable instructions.

[0221] Optionally, the vehicle controller 12 further includes a communication component 123. Among them, the processor 121, the memory 122, and the communication component 123 are connected through a bus 124.

[0222] In the specific implementation process, at least one processor 121 calls the computer-executable instructions stored in the memory 122, so that at least one processor 121 executes the above method.

[0223] For the specific implementation process of the processor 121, reference can be made to the above method embodiment, and its implementation principle and technical effect are similar, which will not be elaborated here in this embodiment.

[0224] In the above embodiment, it should be understood that the processor may be a central processing unit (English: Central Processing Unit, abbreviated as: CPU), or other general-purpose processors, digital signal processors (English: Digital Signal Processor, abbreviated as: DSP), application-specific integrated circuits (English: Application Specific Integrated Circuit, abbreviated as: ASIC), etc. The general-purpose processor may be a microprocessor or the processor may also be any conventional processor, etc. The steps of the method disclosed in combination with the invention can be directly embodied as being executed by a hardware processor, or executed by a combination of hardware and software modules in the processor.

[0225] The memory may include a high-speed memory (Random Access Memory, RAM), and may also include a non-volatile memory (Non-volatile Memory, NVM), such as at least one disk memory.

[0226] The bus can be an Industry Standard Architecture (ISA) bus, a Peripheral Component Interconnect (PCI) bus, an Extended Industry Standard Architecture (EISA) bus, etc. The bus can be divided into an address bus, a data bus, a control bus, etc. For the sake of convenience in representation, the buses in the drawings of this application are not limited to only one bus or one type of bus.

[0227] This application also provides a computer program product, including a computer program which, when executed by a processor, implements the above method.

[0228] This application also provides a computer-readable storage medium storing computer-executable instructions, which, when executed by a processor, implement the above method.

[0229] The above-mentioned readable storage medium can be implemented by any type of volatile or non-volatile storage device or a combination thereof, such as a static random access memory (SRAM), an electrically erasable programmable read-only memory (EEPROM), an erasable programmable read-only memory (EPROM), a programmable read-only memory (PROM), a read-only memory (ROM), a magnetic memory, a flash memory, a magnetic disk or an optical disc. The readable storage medium can be any available medium accessible by a general-purpose or special-purpose computer.

[0230] An exemplary readable storage medium is coupled to the processor, enabling the processor to read information from and write information to the readable storage medium. Of course, the readable storage medium can also be a component of the processor. The processor and the readable storage medium can be located in an Application Specific Integrated Circuit (ASIC). Of course, the processor and the readable storage medium can also exist as discrete components in a device.

[0231] The division of units and modules is only a logical function division. In actual implementation, there can be other division methods. For example, multiple units or modules can be combined or integrated into another system, or some features can be ignored or not executed. Another point is that the displayed or discussed coupling or direct coupling or communication connection to each other can be through some interfaces. The indirect coupling or communication connection of devices or units can be in electrical, mechanical or other forms.

[0232] The unit described as a separation component may or may not be physically separated. The component displayed as a unit may or may not be a physical unit, that is, it may be located in one place or distributed across multiple network units. Some or all of the units can be selected according to actual needs to achieve the purpose of the solution of this embodiment.

[0233] In addition, in each embodiment of the present invention, each functional unit can be integrated in a processing unit, or each unit can exist physically alone, or two or more units can be integrated in one unit.

[0234] If the function is implemented in the form of a software functional unit and sold or used as an independent product, it can be stored in a computer-readable storage medium. Based on such an understanding, the technical solution of the present invention, in essence, or the part that contributes to the prior art or part of the technical solution can be embodied in the form of a software product. The computer software product is stored in a storage medium and includes several instructions for causing a computer device (which can be a personal computer, a server, or a network device, etc.) to execute all or part of the steps of the methods in each embodiment of the present invention. The aforementioned storage medium includes: various media such as USB flash drives, mobile hard disks, read-only memories (ROM, Read-Only Memory), random access memories (RAM, Random Access Memory), magnetic disks, or optical discs that can store program codes.

[0235] Those of ordinary skill in the art can understand that all or part of the steps of implementing the above method embodiments can be completed by hardware related to program instructions. The aforementioned program can be stored in a computer-readable storage medium. When the program is executed, it executes the steps including the above method embodiments; and the aforementioned storage medium includes: various media such as ROM, RAM, magnetic disks, or optical discs that can store program codes.

[0236] Finally, it should be noted that: after considering the specification and practicing the invention disclosed herein, those skilled in the art will easily think of other implementation schemes of the present invention. The present invention aims to cover any variations, uses, or adaptive changes of the present invention. These variations, uses, or adaptive changes follow the general principles of the present invention and include common general knowledge or conventional technical means in the technical field not disclosed in the present invention. It is not limited to the precise structures described above and shown in the drawings, and various modifications and changes can be made without departing from its scope. The scope of the present invention is only limited by the appended claims.

Claims

1. A control circuit, characterized in that, Applied to a vehicle, the control circuit includes: A charging guidance module and a vehicle controller. The charging guidance module includes a signal transceiver port, a signal acquisition sub-module, a switch control sub-module, a wake-up sub-module, and a power supply sub-module. The signal transceiver port is respectively connected to the signal acquisition sub-module, the switch control sub-module, and the wake-up sub-module. The wake-up sub-module is also respectively connected to the power supply sub-module and the vehicle controller. The vehicle controller is also respectively connected to the signal acquisition sub-module, the switch control sub-module, and the power supply sub-module; The signal transceiver port is used to receive a charging signal from an external power supply; the signal acquisition sub-module is used to obtain the charging signal received by the signal transceiver port; The vehicle controller is used to obtain the charging signal from the signal acquisition sub-module. If the charging signal meets the charging conditions of the in-vehicle battery pack, it completes the charging handshake with the external power supply by controlling the switch control sub-module; The vehicle controller is further used to control the wake-up sub-module to output a low level to the power supply sub-module if the in-vehicle battery pack meets the charging completion condition, so that the vehicle controller enters the sleep state; The vehicle controller is further used to switch from the sleep state to the working state at a preset charging time in the scheduled charging mode; The wake-up sub-module includes: a first wake-up circuit and a second wake-up circuit. The signal transceiver port is connected to the first wake-up circuit through a rectifier diode. The first wake-up circuit is also respectively connected to the second wake-up circuit and the vehicle controller. The second wake-up circuit is also respectively connected to the power supply sub-module and the vehicle controller; When the in-vehicle battery pack meets the charging completion condition, if the vehicle controller enters the sleep state in the wake-up enable mode, it controls the first wake-up circuit to output a low level to the second wake-up circuit, and controls the second wake-up circuit to output a low level to the power supply sub-module; When the in-vehicle battery pack meets the charging completion condition, if the vehicle controller enters the sleep state in the wake-up prohibited mode, it controls the first wake-up circuit to output a high level to the second wake-up circuit, and controls the second wake-up circuit to output a low level to the power supply sub-module.

2. The control circuit according to claim 1, wherein In the scheduled charging mode of the vehicle, if the current time is the preset charging time, the signal transceiver port is used to receive a charging signal from the external power supply; If the vehicle controller enters the sleep state in the wake-up enable mode, the charging signal is used to trigger the first wake-up circuit to output a high level to the second wake-up circuit, and the second wake-up circuit to output a high level to the power supply sub-module, so that the vehicle controller switches from the sleep state to the working state.

3. The control circuit according to claim 1, characterized in that, If the vehicle controller enters the sleep state in the wake-up prohibited mode, the vehicle controller is further used to: Receive a wake-up signal from a wake-up source, and in response to the wake-up signal, control the first wake-up circuit to output a low level to the second wake-up circuit, so that the vehicle controller switches from the wake-up prohibition mode to the wake-up enable mode.

4. The control circuit according to any one of claims 1 to 3, wherein the first wake-up circuit includes: a preamble sub-circuit, a first flip-flop, and a first state clearing sub-circuit; the trigger port of the first flip-flop is connected to the rectifier diode through the preamble sub-circuit, and the clear port of the first flip-flop is connected to the vehicle controller through the first state clearing sub-circuit, the output port of the first flip-flop is connected to the second wake-up circuit, and the power supply port of the first flip-flop is connected to the power supply sub-module; the second wake-up circuit includes: a preamble resistor, a second flip-flop, and a second state clearing sub-circuit; the trigger port of the second flip-flop is respectively connected to the output port of the first flip-flop and the preamble resistor, the clear port of the second flip-flop is connected to the vehicle controller through the second state clearing sub-circuit, the output port of the second flip-flop is respectively connected to the power supply sub-module and the vehicle controller, and the power supply port of the second flip-flop is connected to the power supply sub-module.

5. The control circuit according to any one of claims 1 to 3, characterized in that, The signal acquisition sub-module includes a signal conditioning and acquisition circuit, a positive voltage signal acquisition circuit, and a negative voltage signal acquisition circuit connected in parallel; the signal conditioning and acquisition circuit is used to acquire the frequency and duty cycle of the signal at the output end of the rectifier diode; the positive voltage signal acquisition circuit is used to acquire the amplitude of the signal at the output end of the rectifier diode according to a preset period; the negative voltage signal acquisition circuit is used to acquire the amplitude of the signal at the input end of the rectifier diode according to a preset period.

6. The control circuit according to claim 5, wherein the positive voltage signal acquisition circuit includes: a positive voltage follower sampling sub-circuit and a first charge latching and filtering sub-circuit; the positive voltage follower sampling sub-circuit is connected to the signal transceiver port through the rectifier diode, and the first charge latching and filtering sub-circuit is respectively connected to the positive voltage follower sampling sub-circuit and the vehicle controller; the negative voltage signal acquisition circuit includes: a negative voltage inverse sampling sub-circuit and a second charge latching and filtering sub-circuit; the negative voltage inverse sampling sub-circuit is connected to the signal transceiver port, and the second charge latching and filtering sub-circuit is respectively connected to the negative voltage inverse sampling sub-circuit and the vehicle controller.

7. The control circuit according to any one of claims 1 to 3 and 6, characterized in that, The power supply sub-module includes a constant power supply circuit and a non-constant power supply circuit. The non-constant power supply circuit includes an enable interface, and the enable interface is connected to the output end of the wake-up sub-module. The enable interface is used to power on the non-constant power supply circuit when the wake-up sub-module outputs a high level; the constant power supply circuit is used to supply power to the devices that need to work continuously in the vehicle, and is also used to supply power to the non-constant power supply circuit. The non-constant power supply circuit is used to supply power to the vehicle controller when the wake-up sub-module outputs a high level.

8. The control circuit according to any one of claims 1 to 3 and 6, characterized in that, The control circuit further includes: A discharge guiding module, which is respectively connected to the signal transceiver port and the vehicle controller; When the vehicle enters the discharge mode, the vehicle controller controls the output port of the vehicle controller to control the discharge guiding module to output a discharge signal through the signal transceiver port. The discharge signal is used to indicate the discharge capacity of the vehicle as a power supply.

9. The control circuit according to claim 8, wherein The discharge guiding module includes an output signal control sub-module and a positive voltage signal output sub-module. The output signal control sub-module is respectively connected to the positive voltage signal output sub-module and the vehicle controller, and the positive voltage signal output sub-module is connected to the signal transceiver port; When the vehicle enters the discharge mode, the vehicle controller controls the output port of the vehicle controller to control the output signal control sub-module to drive the positive voltage signal output sub-module to output a positive voltage signal.

10. The control circuit according to claim 9, wherein The discharge guiding module further includes: a negative voltage signal output sub-module and a negative voltage signal enabling sub-module. The negative voltage signal output sub-module is respectively connected to the signal transceiver port and the output signal control sub-module, and the negative voltage signal enabling sub-module is respectively connected to the output signal control sub-module and the vehicle controller; When the vehicle enters the discharge mode, the vehicle controller controls the negative voltage signal enabling sub-module to enable or disable the output signal control sub-module to drive the negative voltage signal output sub-module to output a negative voltage signal through the negative voltage signal output enabling port and the signal control output port of the vehicle controller.

11. The control circuit according to any one of claims 1 to 3, 6, 9 to 10, characterized in that, The charging guiding module further includes: a power line communication sub-module; the power line communication sub-module is respectively connected to the signal transceiver port and the vehicle controller; The power line communication sub-module is used to obtain the charging signal received by the signal transceiver port, extract the status information of the external power supply from the charging signal, and send it to the vehicle controller.

12. A control method, characterized in that, A vehicle controller applied to the control circuit according to any one of claims 1 to 11, the method includes: Obtain a charging signal from the signal acquisition sub-module of the control circuit. If the charging signal meets the charging conditions of the in-vehicle battery pack, complete the charging handshake with the external power supply by controlling the switch control sub-module of the control circuit; If the in-vehicle battery pack meets the charging completion condition, control the wake-up sub-module of the control circuit to output a low level to the power supply sub-module of the control circuit, so that the vehicle controller enters the sleep state; In the scheduled charging mode, if the current time is the preset charging time, switch from the sleep state to the working state; The method further includes: When the in-vehicle battery pack meets the charging completion condition, if the vehicle controller enters the sleep state in the wake-up enable mode, control the first wake-up circuit to output a low level to the second wake-up circuit, and control the second wake-up circuit to output a low level to the power supply sub-module; When the vehicle-mounted battery pack meets the charging completion condition, if the vehicle controller enters the sleep state in the wake-up prohibition mode, then control the first wake-up circuit to output a high level to the second wake-up circuit, and control the second wake-up circuit to output a low level to the power sub-module.

13. The control method according to claim 12, wherein If the vehicle controller enters the sleep state in the wake-up prohibition mode, the method further includes: Receiving a wake-up signal from a wake-up source, and in response to the wake-up signal, controlling the first wake-up circuit to output a low level to the second wake-up circuit, so that the vehicle controller switches from the wake-up prohibition mode to the wake-up enable mode.

14. The control method according to claim 12 or 13, characterized in that, The method further includes: When the vehicle enters the discharge mode, through the signal control output port of the vehicle controller, controlling the discharge guiding module to output a discharge signal through the signal transceiver port, and the discharge signal is used to indicate the discharge capacity of the vehicle as a power supply.

15. The control method according to claim 14, characterized in that, The method further includes: When the vehicle enters the discharge mode, through the signal control output port of the vehicle controller, controlling the output signal control sub-module to drive the positive voltage signal output sub-module to output a positive voltage signal.

16. The control method according to claim 15, characterized in that, The method further includes: When the vehicle enters the discharge mode, through the negative voltage signal output enable port and the signal control output port of the vehicle controller, controlling the negative voltage signal enable sub-module to enable or disable the output signal control sub-module to drive the negative voltage signal output sub-module to output a negative voltage signal.

17. A vehicle controller, characterized in that, Including: A processor and a memory; The memory is coupled to the processor, the memory is used to store computer execution instructions, and the processor calls the computer execution instructions to enable the vehicle controller to execute the method according to any one of claims 12 to 16.

18. A computer-readable storage medium, characterized in that, Computer execution instructions are stored in the computer-readable storage medium, and when the computer execution instructions are executed by a processor, they are used to implement the method according to any one of claims 12 to 16.

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