Charging circuit and driving method thereof, electric vehicle charging system and vehicle

Abstract

The invention discloses a charging circuit and a driving method thereof, an electric vehicle charging system and a vehicle, and relates to the technical field of charging, the circuit comprises a charging interface, a boost charging module, a buck charging module, a control module and a battery module; the control module is set to determine a battery charging mode according to the output voltage of the charging pile and the battery charging voltage of the battery module, and enable the boost charging module to boost the output voltage into the battery charging voltage according to the battery charging mode as a boost charging mode and then provide the battery charging voltage to the battery module; or the step-down charging module is enabled to step down the output voltage into the battery charging voltage according to the battery charging mode as the step-down charging mode and then provide the battery charging voltage to the battery module. The invention aims to improve the adaptability of the electric vehicle charging system and the charging pile so as to improve the charging efficiency.

Description

Technical Field

[0001] The present application relates to the field of charging technology, and in particular to a charging circuit and a driving method thereof, an electric vehicle charging system and a vehicle. Background Art

[0002] With the vigorous development of the electric vehicle industry, the innovation and improvement of charging technology has become a core factor restricting the further popularization and development of electric vehicles.

[0003] At present, traditional electric vehicle charging systems generally face the problem of diverse output voltage specifications of charging piles. Since charging piles of different manufacturers and models have different output voltages, while the charging voltage range of electric vehicle batteries is relatively fixed, it is difficult for traditional electric vehicle charging systems to flexibly adapt to charging piles of different voltage levels, resulting in low charging efficiency or even failure to charge.

[0004] Therefore, how to improve the compatibility of electric vehicle charging systems and charging piles to improve charging efficiency is a technical problem that needs to be solved urgently. Summary of the invention

[0005] The main purpose of the present application is to provide a charging circuit and a driving method thereof, an electric vehicle charging system and a vehicle, aiming to improve the compatibility of the electric vehicle charging system and the charging pile to improve the charging efficiency.

[0006] To achieve the above object, the present application provides a charging circuit, which includes a charging interface, a boost charging module, a buck charging module, a control module and a battery module;

[0007] The control module is respectively connected to the battery module, the charging interface, the boost charging module and the buck charging module, the charging interface is electrically connected to the charging pile, the boost charging module is respectively electrically connected to the charging interface and the battery module, and the buck charging module is respectively electrically connected to the charging interface and the battery module;

[0008] The control module is configured to determine a battery charging mode based on the output voltage of the charging pile and the battery charging voltage of the battery module, and to enable the boost charging module to boost the output voltage to the battery charging voltage and then provide it to the battery module based on the battery charging mode being a boost charging mode, or to enable the buck charging module to buck the output voltage to the battery charging voltage and then provide it to the battery module based on the battery charging mode being a buck charging mode.

[0009] In one embodiment, the boost charging module includes a first switch, a rear-drive multi-phase motor, and a rear-drive multi-phase inverter;

[0010] The active end of the first switch is electrically connected to the positive end of the charging interface, the first end of the rear-drive multi-phase motor is electrically connected to the fixed end of the first switch, the second end of the rear-drive multi-phase motor is electrically connected to the midpoint end of the bridge arm of the rear-drive multi-phase inverter, the upper bridge arm end of the rear-drive multi-phase inverter is connected to the positive end of the battery module, the lower bridge arm end of the rear-drive multi-phase inverter is connected to the negative end of the battery module through the negative end of the charging interface, and the electrical control end of the rear-drive multi-phase inverter is electrically connected to the control module.

[0011] In one embodiment, the rear-drive multi-phase motor includes a multi-phase rear-drive inductor, and the rear-drive multi-phase inverter includes a rear-drive bridge arm component corresponding to each phase of the rear-drive inductor;

[0012] The first end of the rear-drive inductor of each phase constitutes the first end of the rear-drive multi-phase motor and is electrically connected to the fixed end of the first switch, the second end of the rear-drive inductor of each phase is respectively electrically connected to the midpoint of the bridge arm of the corresponding rear-drive bridge arm assembly, the upper bridge arm point of each rear-drive bridge arm assembly constitutes the upper bridge arm end of the rear-drive multi-phase inverter and is connected to the positive terminal of the battery module, the lower bridge arm point of each rear-drive bridge arm assembly constitutes the lower bridge arm end of the rear-drive multi-phase inverter and is connected to the negative terminal of the battery module through the negative terminal of the charging interface, and the control end of each rear-drive bridge arm assembly constitutes the electric control end of the rear-drive multi-phase inverter and is electrically connected to the control module; wherein,

[0013] The bridge arm midpoint of each of the rear-drive bridge arm assemblies constitutes the bridge arm midpoint end of the rear-drive multi-phase inverter.

[0014] In one embodiment, the rear-drive bridge arm assembly includes a rear-drive upper bridge arm unit and a rear-drive lower bridge arm unit;

[0015] The first passage end of the rear drive upper bridge arm unit constitutes the upper bridge arm point of the rear drive bridge arm assembly and is connected to the positive terminal of the battery module, and the second passage end of the rear drive lower bridge arm unit constitutes the lower bridge arm point of the rear drive bridge arm assembly and is connected to the negative terminal of the battery module through the negative terminal of the charging interface;

[0016] The second passage end of the rear drive upper bridge arm unit is electrically connected to the first passage end of the rear drive lower bridge arm unit, and the connection node of the second passage end of the rear drive upper bridge arm unit electrically connected to the first passage end of the rear drive lower bridge arm unit constitutes the bridge arm midpoint of the rear drive bridge arm assembly, and is electrically connected to the second end of the corresponding phase rear drive inductor;

[0017] The control end of the rear-drive upper bridge arm unit and the control end of the rear-drive lower bridge arm unit constitute the control end of the rear-drive bridge arm assembly and are electrically connected to the control module.

[0018] In one embodiment, the step-down charging module includes a second switch, a third switch, a fourth switch, a front-drive multi-phase motor, and a front-drive multi-phase inverter;

[0019] The active end of the second switch is electrically connected to the positive end of the charging interface, the upper bridge arm end of the front-drive multi-phase inverter is electrically connected to the fixed end of the second switch, the midpoint end of the bridge arm of the front-drive multi-phase inverter is electrically connected to the first end of the front-drive multi-phase motor, the second end of the front-drive multi-phase motor is electrically connected to the active end of the third switch, the fixed end of the third switch is connected to the positive end of the battery module, the lower bridge arm end of the front-drive multi-phase inverter is electrically connected to the active end of the fourth switch, the fixed end of the fourth switch is connected to the negative end of the battery module, and the electrical control end of the front-drive multi-phase inverter is electrically connected to the control module.

[0020] In one embodiment, the front-drive multi-phase motor includes a multi-phase front-drive inductor, and the front-drive multi-phase inverter includes a front-drive bridge arm component corresponding to each phase of the front-drive inductor;

[0021] The upper bridge arm point of each of the front-drive bridge arm components constitutes the upper bridge arm end of the front-drive multi-phase inverter and is electrically connected to the fixed end of the second switch, and the lower bridge arm point of each of the front-drive bridge arm components constitutes the lower bridge arm end of the front-drive multi-phase inverter and is electrically connected to the active end of the fourth switch;

[0022] The bridge arm midpoint of each of the front-drive bridge arm components is electrically connected to the first end of the corresponding phase front-drive inductor, wherein the bridge arm midpoint of each of the front-drive bridge arm components constitutes the bridge arm midpoint end of the front-drive multi-phase inverter, and the first end of each of the front-drive inductors constitutes the first end of the front-drive multi-phase motor;

[0023] The second end of each of the front-drive inductors constitutes the second end of the front-drive multi-phase motor and is electrically connected to the active end of the third switch.

[0024] In one embodiment, the front drive bridge arm assembly includes a front drive upper bridge arm unit and a front drive lower bridge arm unit;

[0025] The first passage end of the front drive upper bridge arm unit constitutes the upper bridge arm point of the front drive bridge arm assembly and is electrically connected to the fixed end of the second switch, and the second passage end of the front drive lower bridge arm unit constitutes the lower bridge arm point of the front drive bridge arm assembly and is electrically connected to the active end of the fourth switch;

[0026] The second passage end of the front drive upper bridge arm unit is electrically connected to the first passage end of the front drive lower bridge arm unit, and the connection node of the second passage end of the front drive upper bridge arm unit electrically connected to the first passage end of the front drive lower bridge arm unit constitutes the bridge arm midpoint of the front drive bridge arm assembly, and is electrically connected to the first end of the corresponding phase front drive inductor;

[0027] The control end of the front-drive upper bridge arm unit and the control end of the front-drive lower bridge arm unit constitute the control end of the front-drive bridge arm assembly, and are electrically connected to the control module.

[0028] In addition, to achieve the above object, the present application also provides a driving method of a charging circuit, the driving method is applied to any of the above charging circuits, and the driving method includes:

[0029] Obtaining the output voltage of the charging pile and the battery charging voltage of the battery module through the control module, and determining the battery charging mode according to the output voltage and the battery charging voltage;

[0030] According to the battery charging mode being the boost charging mode, enabling the boost charging module to boost the output voltage to the battery charging voltage and then provide it to the battery module; or,

[0031] According to the battery charging mode being the buck charging mode, the buck charging module is enabled to buck the output voltage to the battery charging voltage and then provide the voltage to the battery module.

[0032] In addition, to achieve the above-mentioned purpose, the present application also provides an electric vehicle charging system, which includes the charging circuit described in any one of the above items.

[0033] In addition, to achieve the above-mentioned purpose, the present application also provides a vehicle, the vehicle comprising the above-mentioned electric vehicle charging system; or,

[0034] The vehicle includes a processor, a memory, and a driving program stored in the memory and executable by the processor, wherein the driving program implements the steps of the above-mentioned driving method when executed by the processor.

[0035] In order to improve the compatibility of the electric vehicle charging system and the charging pile to improve the charging efficiency, the present application sets up a charging circuit that integrates a charging interface, a boost charging module, a buck charging module, a control module and a battery module, and realizes effective adaptation to the difference between the output voltage of the charging pile and the battery charging voltage of the battery module. Specifically, the control module set in the present application can detect the output voltage of the charging pile and the battery charging voltage of the battery module in real time, and determine the appropriate battery charging mode according to the output voltage and the battery charging voltage; next, when the battery charging mode is the boost charging mode, the control module selects to boost the output voltage connected to the charging interface to the battery charging voltage required by the battery module through the boost charging module and then provides it to the battery module, thereby ensuring that the battery module can receive electrical energy normally and efficiently; when the battery charging mode is the buck charging mode, the control module selects to buck the output voltage connected to the charging interface to the battery charging voltage required by the battery module through the buck charging module and then provides it to the battery module, effectively avoiding the low charging efficiency or battery damage that may be caused by voltage mismatch. That is to say, the control module provided in the present application automatically selects to drive the boost charging module or the buck charging module by comparing the output voltage of the charging pile and the battery charging voltage of the battery module, and then adjusts the output voltage to be consistent with the battery charging voltage and provides it to the battery module, thereby greatly enhancing the adaptability of the electric vehicle charging system applied to the charging circuit to charging piles of different specifications, thereby significantly improving the charging efficiency of the electric vehicle charging system. BRIEF DESCRIPTION OF THE DRAWINGS

[0036] The accompanying drawings, which are incorporated in and constitute a part of this specification, illustrate embodiments consistent with the present application and, together with the description, serve to explain the principles of the present application.

[0037] In order to more clearly illustrate the embodiments of the present application or the technical solutions in the prior art, the drawings required for use in the embodiments or the description of the prior art will be briefly introduced below. Obviously, for ordinary technicians in this field, other drawings can be obtained based on these drawings without paying any creative labor.

[0038] Figure 1 It is a block diagram of a charging circuit involved in an embodiment of the present application;

[0039] Figure 2 It is a schematic diagram of a charging circuit involved in an embodiment of the present application;

[0040] Figure 3 It is a schematic diagram of the second embodiment process involved in the embodiment of the present application;

[0041] Figure 4 is a block diagram of an electric vehicle charging system involved in an embodiment of the present application;

[0042] Figure 5 This is a schematic diagram of the structure of a vehicle involved in an embodiment of the present application.

[0043] Description of Figure Numbers:

[0044] 100. Charging pile; 200. Charging circuit; 10. Charging interface; 20. Boost charging module; 30. Buck charging module; 40. Control module; 50. Battery module; S1. First switch; 21. Rear-drive multi-phase motor; 22. Rear-drive multi-phase inverter; 221. Rear-drive upper bridge arm unit; 222. Rear-drive lower bridge arm unit; S2. Second switch; S3. Third switch; S4. Fourth switch; 31. Front-drive multi-phase motor; 32. Front-drive multi-phase inverter; 321. Front-drive upper bridge arm unit; 322. Front-drive lower bridge arm unit.

[0045] The realization of the purpose, functional features and advantages of this application will be further explained in conjunction with embodiments and with reference to the accompanying drawings. DETAILED DESCRIPTION

[0046] The following will be combined with the drawings in the embodiments of the present application to clearly and completely describe the technical solutions in the embodiments of the present application. Obviously, the described embodiments are only part of the embodiments of the present application, not all of the embodiments. Based on the embodiments in the present application, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of this application.

[0047] It should be noted that if the embodiments of the present application involve directional indications (such as up, down, left, right, front, back...), the directional indications are only used to explain the relative position relationship, movement status, etc. between the components under a certain specific posture (as shown in the accompanying drawings). If the specific posture changes, the directional indication will also change accordingly.

[0048] In addition, if there are descriptions involving "first", "second", etc. in the embodiments of the present application, the descriptions of "first", "second", etc. are only used for descriptive purposes and cannot be understood as indicating or suggesting their relative importance or implicitly indicating the number of technical features indicated. Therefore, the features defined as "first" and "second" may explicitly or implicitly include at least one of the features. In addition, the technical solutions between the various embodiments can be combined with each other, but they must be based on the ability of ordinary technicians in the field to implement them. When the combination of technical solutions is contradictory or cannot be implemented, it should be deemed that such combination of technical solutions does not exist and is not within the scope of protection required by this application.

[0049] Here, exemplary embodiments are described in detail, and examples thereof are shown in the accompanying drawings. When the following description refers to the drawings, unless otherwise indicated, the same numbers in different drawings represent the same or similar elements. The implementations described in the following exemplary embodiments do not represent all implementations consistent with the present application.

[0050] With the rapid development of the electric vehicle industry, the improvement of charging technology has become a key link. The existing electric vehicle charging system faces many challenges. On the one hand, the output voltage specifications of charging piles are diverse, while the charging voltage range of car batteries is relatively fixed. It is difficult for traditional charging systems to flexibly adapt to charging piles of different voltage levels, resulting in low charging efficiency or even failure to charge. On the other hand, the conversion and control of electric energy during the charging process is not accurate enough, and it is impossible to fully utilize the car's own electric drive and electronic control resources to achieve efficient boost or buck operations. The energy recovery function is not perfect, resulting in energy waste. In addition, the complex charging system structure increases costs and failure rates, which is not conducive to the widespread application and promotion of electric vehicle charging technology.

[0051] The above contents are only used to assist in understanding the technical solution of the present application and do not constitute an admission that the above contents are prior art.

[0052] In order to improve the compatibility of an electric vehicle charging system and a charging pile to enhance charging efficiency, the present application provides a charging circuit and a driving method thereof, an electric vehicle charging system, and a vehicle.

[0053] The present application embodiment provides a charging circuit 200, referring to Figure 1 As shown, Figure 1 It is a block diagram of a charging circuit 200 involved in an embodiment of the present application. The charging circuit 200 includes a charging interface 10, a boost charging module 20, a buck charging module 30, a control module 40 and a battery module 50; the control module 40 is respectively connected to the battery module 50, the charging interface 10, the boost charging module 20 and the buck charging module 30 for communication; the charging interface 10 is electrically connected to the charging pile 100; the boost charging module 20 is respectively electrically connected to the charging interface 10 and the battery module 50; the buck charging module 30 is respectively electrically connected to the charging interface 10 and the battery module 50; the control module 40 is configured to determine a battery charging mode according to the output voltage of the charging pile 100 and the battery charging voltage of the battery module 50, and enables the boost charging module 20 to boost the output voltage to the battery charging voltage and then provide it to the battery module 50 according to the battery charging mode being the boost charging mode, or enables the buck charging module 30 to buck the output voltage to the battery charging voltage and then provide it to the battery module 50 according to the battery charging mode being the buck charging mode.

[0054] In this embodiment, when the charging interface 10 shakes hands with the charging pile 100 (that is, when the charging interface 10 is electrically connected to the charging pile 100), the control module 40 can obtain the output voltage of the charging pile 100 and the battery charging voltage of the battery module 50 in real time according to the communication connection between the control module 40 and the charging interface 10, and intelligently select the battery charging mode as the boost charging mode or the buck charging mode by comparing the output voltage and the battery charging voltage, thereby achieving effective adaptation to the difference between the output voltage of the charging pile 100 and the battery charging voltage of the battery module 50. Specifically, when the output voltage of the charging pile 100 is less than the battery charging voltage of the battery module 50, the battery charging mode is determined to be the boost charging mode. The control module 40 automatically activates the boost charging module 20 according to the boost charging mode to boost the output voltage to the same as the battery charging voltage and then provide it to the battery module 50 for charging, thereby ensuring that the battery module 50 can normally and efficiently receive the electric energy provided by the charging pile 100; when the output voltage of the charging pile 100 is greater than the battery charging voltage of the battery module 50, the battery charging mode is determined to be the buck charging mode. The control module 40 selects the buck charging module 30 to step down the output voltage connected to the charging interface 10 to the battery charging voltage required by the battery module 50 and then provide it to the battery module 50, effectively avoiding the low charging efficiency or battery damage that may be caused by voltage mismatch, and ensuring safe and stable charging current input to the battery pack. That is to say, the control module 40 provided in the present application automatically selects to drive the boost charging module 20 or the buck charging module 30 by comparing the output voltage of the charging pile 100 and the battery charging voltage of the battery module 50, and then adjusts the output voltage to be consistent with the battery charging voltage and provides it to the battery module 50, thereby greatly enhancing the adaptability of the electric vehicle charging system applied to the charging circuit 200 to charging piles 100 of different specifications, thereby significantly improving the charging efficiency of the electric vehicle charging system.

[0055] It should be noted that the battery charging voltage can be understood as the charging voltage required by the battery module 50, and the battery module 50 can be a battery pack or a battery group.

[0056] Further, in some feasible embodiments, referring to Figure 2 , Figure 2It is a schematic diagram of a charging circuit 200 involved in the embodiment of the present application. The boost charging module 20 includes a first switch S1, a rear-drive multi-phase motor 21 and a rear-drive multi-phase inverter 22; the active end of the first switch S1 is electrically connected to the positive end of the charging interface 10, the first end of the rear-drive multi-phase motor 21 is electrically connected to the fixed end of the first switch S1, the second end of the rear-drive multi-phase motor 21 is electrically connected to the bridge arm midpoint end of the rear-drive multi-phase inverter 22, the upper bridge arm end of the rear-drive multi-phase inverter 22 is connected to the positive end of the battery module 50, the lower bridge arm end of the rear-drive multi-phase inverter 22 is connected to the negative end of the battery module 50 through the negative end of the charging interface 10, and the electric control end of the rear-drive multi-phase inverter 22 is electrically connected to the control module 40.

[0057] In this embodiment, the rear-drive multiphase motor 21 provided in this application can be understood as the vehicle's own electric drive resource, and the rear-drive multiphase inverter 22 provided in this application can be understood as the vehicle's own electric control resource. Specifically, when the output voltage of the charging pile 100 is less than the battery charging voltage of the battery module 50, the battery charging mode is determined to be the boost charging mode, and the control module 40 automatically triggers the rear-drive multiphase motor 21 and the rear-drive multiphase inverter 22 to operate in the boost charging mode. In other words, this application utilizes the vehicle's own electric drive resources-the rear-drive multiphase motor 21, and the electric control resources-the rear-drive multiphase motor 21, to achieve an efficient boost charging mode when the output voltage of the charging pile 100 is lower than the battery charging voltage required by the battery module 50, which not only avoids the need for additional boost equipment, reduces the cost of the charging circuit 200, but also greatly improves the efficiency of energy conversion and utilization. In the boost charging mode, the control module 40 intelligently triggers the rear-drive multi-phase motor 21 to work in conjunction with the inverter to form an efficient boost charging module 20, ensuring that the battery module 50 can stably and quickly receive charging power, effectively shortening the charging time.

[0058] It should be noted that the positive terminal of the charging interface 10 can be used Figure 2 The circular A mark shown indicates that the negative terminal of the charging interface 10 can be Figure 2 The circular B logo shown indicates.

[0059] Further, in some other feasible embodiments, referring to Figure 2The rear-drive multi-phase motor 21 includes a multi-phase rear-drive inductor, and the rear-drive multi-phase inverter 22 includes a rear-drive bridge arm assembly corresponding to each phase of the rear-drive inductor; the first end of each phase of the rear-drive inductor constitutes the first end of the rear-drive multi-phase motor 21 and is electrically connected to the fixed end of the first switch S1, and the second end of each phase of the rear-drive inductor is respectively electrically connected to the midpoint of the bridge arm of the corresponding rear-drive bridge arm assembly, and the upper bridge arm point of each rear-drive bridge arm assembly constitutes the upper bridge arm of the rear-drive multi-phase inverter 22. The end is connected to the positive end of the battery module 50, the lower bridge arm point of each rear-drive bridge arm assembly constitutes the lower bridge arm end of the rear-drive multi-phase inverter 22, which is connected to the negative end of the battery module 50 through the negative end of the charging interface 10, and the control end of each rear-drive bridge arm assembly constitutes the electric control end of the rear-drive multi-phase inverter 22 and is electrically connected to the control module 40; wherein, the bridge arm midpoint of each rear-drive bridge arm assembly constitutes the bridge arm midpoint end of the rear-drive multi-phase inverter 22.

[0060] In this embodiment, after determining that the battery charging mode is the boost charging mode, the first switch S1 is automatically closed. At this time, under the first boost timing corresponding to the boost charging mode, the output voltage of the charging pile 100 is boosted to the battery charging voltage through the rear-drive multi-phase motor 21. Since the control module 40 enables the rear-drive lower bridge arm unit 222 in the rear-drive bridge arm assembly to be turned on and the rear-drive upper bridge arm unit 221 to be turned off, at this time, the output voltage boosted by the rear-drive multi-phase motor 21 passes through the path of the negative end of the charging interface 10 electrically connected to the rear-drive lower bridge arm unit 222 and reaches the negative end of the battery module 50 to charge the battery module 50.

[0061] Exemplarily, after determining that the battery charging mode is the boost charging mode, the first switch S1 is automatically closed. And the control module 40 drives the rear-drive lower bridge arm unit 222 to switch from the cut-off state to the on state, and enables the rear-drive upper bridge arm unit 221 to maintain the cut-off state. At this time, the charging current of the charging pile 100 flows into the rear-drive lower bridge arm unit 222 through the rear-drive multi-phase motor 21. Since the current on the multi-phase rear-drive inductor cannot change suddenly, when the charging current flows into the multi-phase rear-drive inductor, the multi-phase rear-drive inductor will hinder the change of current and generate an inductor current opposite to that of the charging pile 100, and the inductor current on the multi-phase rear-drive inductor increases linearly at a certain ratio. As the inductor current increases, some voltage is stored in the multi-phase rear-drive inductor until the storage voltage of the battery module 50 reaches the preset charging peak voltage (that is, the second boost timing corresponding to the boost charging mode), and the control module 40 enables the rear-drive lower bridge arm unit 222 switches from the on state to the off state, and enables the rear-drive upper bridge arm unit 221 to switch from the off state to the on state. At this time, the charging current of the charging pile 100 flows into the rear-drive upper bridge arm unit 221 through the rear-drive multi-phase motor 21. Due to the inductor current holding characteristics of the multi-phase rear-drive inductor, the inductor current flowing through the multi-phase rear-drive inductor does not immediately become zero, but slowly decreases from the current value when charging is completed to zero; that is, under the second boost timing corresponding to the boost charging mode, the voltage stored in the multi-phase rear-drive inductor flows through the rear-drive upper bridge arm unit 221 to reach the negative terminal of the battery module 50 to charge the battery module 50.

[0062] It should be noted that the multi-phase rear drive inductor can be used Figure 2 The inductor winding L1 - 1 , the inductor winding L1 - 2 , and the inductor winding L1 - 3 shown in the figure represent that the winding structure and electromagnetic characteristics of the multi-phase rear-drive inductor can store and release electrical energy, providing a basis for voltage conversion.

[0063] The first switch S1 is configured to control the on / off of the boost circuit in the charging circuit 200 , that is, to control the on / off between the charging pile 100 connected to the charging interface 10 and the boost circuit formed by connecting the rear-drive multi-phase motor 21 in series with the rear-drive multi-phase inverter 22 and then the battery module 50 in parallel.

[0064] Further, in some feasible embodiments, the rear-drive bridge arm assembly includes a rear-drive upper bridge arm unit 221 and a rear-drive lower bridge arm unit 222; the first passage end of the rear-drive upper bridge arm unit 221 constitutes the upper bridge arm point of the rear-drive bridge arm assembly connected to the positive end of the battery module 50, and the second passage end of the rear-drive lower bridge arm unit 222 constitutes the lower bridge arm point of the rear-drive bridge arm assembly connected to the negative end of the battery module 50 through the negative end of the charging interface 10; the second passage end of the rear-drive upper bridge arm unit 221 is electrically connected to the first passage end of the rear-drive lower bridge arm unit 222, and the connection node of the second passage end of the rear-drive upper bridge arm unit 221 electrically connected to the first passage end of the rear-drive lower bridge arm unit 222 constitutes the bridge arm midpoint of the rear-drive bridge arm assembly, and is electrically connected to the second end of the corresponding phase rear-drive inductor; the control end of the rear-drive upper bridge arm unit 221 and the control end of the rear-drive lower bridge arm unit 222 constitute the control end of the rear-drive bridge arm assembly, and are electrically connected to the control module 40.

[0065] In this embodiment, the rear-drive upper bridge arm unit 221 and the rear-drive lower bridge arm unit 222 can be understood as IGBTs (Insulated Gate Bipolar Transistor, insulated gate bipolar transistors), and the rear-drive upper bridge arm unit 221 can be used Figure 2 The insulated gate bipolar transistor Q1-1, the insulated gate bipolar transistor Q1-2 and the insulated gate bipolar transistor Q1-3 are shown, and the rear drive lower bridge arm unit 222 can be used Figure 2 The insulated gate bipolar transistor Q2-1, the insulated gate bipolar transistor Q2-2 and the insulated gate bipolar transistor Q2-3 are shown.

[0066] Furthermore, in some other feasible embodiments, the step-down charging module 30 includes a second switch S2, a third switch S3, a fourth switch S4, a front-drive multi-phase motor 31 and a front-drive multi-phase inverter 32; the active end of the second switch S2 is electrically connected to the positive end of the charging interface 10, the upper bridge arm end of the front-drive multi-phase inverter 32 is electrically connected to the fixed end of the second switch S2, the midpoint end of the bridge arm of the front-drive multi-phase inverter 32 is electrically connected to the first end of the front-drive multi-phase motor 31, the second end of the front-drive multi-phase motor 31 is electrically connected to the active end of the third switch S3, the fixed end of the third switch S3 is connected to the positive end of the battery module 50, the lower bridge arm end of the front-drive multi-phase inverter 32 is electrically connected to the active end of the fourth switch S4, the fixed end of the fourth switch S4 is connected to the negative end of the battery module 50, and the electrical control end of the front-drive multi-phase inverter 32 is electrically connected to the control module 40.

[0067] In this embodiment, the front-drive multiphase motor 31 provided in this application can be understood as the vehicle's own electric drive resource, and the front-drive multiphase inverter 32 provided in this application can be understood as the vehicle's own electric control resource. Specifically, when the output voltage of the charging pile 100 is greater than the battery charging voltage of the battery module 50, the battery charging mode is determined to be a buck charging mode, and the control module 40 automatically triggers the front-drive multiphase motor 31 and the front-drive multiphase inverter 32 to work in the buck charging mode. In other words, the present application utilizes the vehicle's own electric drive resources-the front-drive multiphase motor 31, and the electric control resources-the front-drive multiphase motor 31, that is, the buck charging operation can be performed immediately when the output voltage of the charging pile 100 is higher than the battery charging voltage required by the battery module 50, which not only avoids the need for additional buck equipment, but also reduces the cost of the charging circuit 200, ensuring safe and stable charging current input to the battery module 50, which helps to prevent damage to the battery due to excessive voltage or unstable current, and prolongs the service life of the battery.

[0068] Further, in some feasible embodiments, the front-drive multi-phase motor 31 includes a multi-phase front-drive inductor, and the front-drive multi-phase inverter 32 includes a front-drive bridge arm component corresponding to each phase of the front-drive inductor; the upper bridge arm point of each front-drive bridge arm component constitutes the upper bridge arm end of the front-drive multi-phase inverter 32 and is electrically connected to the fixed end of the second switch S2, and the lower bridge arm point of each front-drive bridge arm component constitutes the lower bridge arm end of the front-drive multi-phase inverter 32 and is electrically connected to the active end of the fourth switch S4; the bridge arm midpoint of each front-drive bridge arm component is respectively electrically connected to the first end of the corresponding phase front-drive inductor, wherein the bridge arm midpoint of each front-drive bridge arm component constitutes the bridge arm midpoint end of the front-drive multi-phase inverter 32, and the first end of each front-drive inductor constitutes the first end of the front-drive multi-phase motor 31; the second end of each front-drive inductor constitutes the second end of the front-drive multi-phase motor 31 and is electrically connected to the active end of the third switch S3.

[0069] In this embodiment, after determining that the battery charging mode is the buck charging mode, the second switch S2 is automatically closed. At this time, under the first buck timing corresponding to the buck charging mode, since the control module 40 enables the front-drive upper bridge arm unit 321 in the front-drive bridge arm assembly to be turned on, and the front-drive lower bridge arm unit 322 in the front-drive bridge arm assembly is turned off, at this time, the charging current of the charging pile 100 flows into the multi-phase front-drive inductor in the front-drive multi-phase motor 31 through the front-drive upper bridge arm unit 321. Since the current on the multi-phase front-drive inductor cannot change suddenly, when the charging current flows into the multi-phase front-drive inductor, the multi-phase front-drive inductor will hinder the current change and generate an inductor current opposite to that of the charging pile 100. According to Ohm's law U=IR, the voltage of the battery module 50 will gradually increase with the increase of the inductor current on the motor winding, thereby realizing charging of the battery module 50, and the charging current then returns to the negative terminal of the charging pile 100 through the fourth switch S4. Next, when the storage voltage of the battery module 50 rises to the preset charging peak voltage (i.e., the second buck timing corresponding to the buck charging mode), the control module 40 enables the front drive upper bridge arm unit 321 in the front drive bridge arm assembly to switch from the on state to the off state, and the front drive lower bridge arm unit 322 in the front drive bridge arm assembly to switch from the off state to the on state, and disconnects the second switch S2. Since the current on the multi-phase front drive inductor cannot change suddenly, the multi-phase front drive inductor induces a current (i.e., an induced current) to prevent the disappearance of the charging current, and charges the battery module 50. Exemplarily, the induced current flows out from the negative terminal of the battery module 50 through the fourth switch S4 and returns to the multi-phase front drive inductor. As the induced current induced by the multi-phase front drive inductor gradually decreases, the voltage for charging the battery module 50 also gradually decreases. The average value of the voltage for charging the battery module 50 under the first timing and the second timing corresponding to the buck charging mode is the battery charging voltage.

[0070] In a specific embodiment, the control module 40 shakes hands with the charging pile 100, obtains the output voltage U1 of the charging pile 100, and obtains the charging voltage specified by the battery module 50 (i.e., the battery charging voltage U2). It can be understood that the duty cycle = battery charging voltage U2 / output voltage U1. Within a charging cycle T, within (U2 / U1)T, the upper bridge arm unit of the multi-phase precursor inductor is turned on, and the battery module 50 is charged by the charging pile 100; within (1-U2 / U1)T, the upper bridge arm unit of the multi-phase precursor inductor is switched from the on state to the off state, and at this time the charging current stops flowing from the charging pile 100 to the battery module 50. For example, when the output voltage U1 is 1000V, the output voltage U1 is 200V, the duty cycle = 200 / 1000 = 0.2, within T / 5, the upper bridge arm unit of the multi-phase precursor inductor is turned on, and within 4T / 5, the upper bridge arm unit of the multi-phase precursor inductor is switched from the on state to the off state; that is, the upper bridge arm unit of the multi-phase precursor inductor is turned on for 20% of the time, and the upper bridge arm unit of the multi-phase precursor inductor is turned off for 80% of the time, so that the average voltage received by the battery module 50 is 200V.

[0071] Exemplarily, after determining that the battery charging mode is the buck charging mode, the first buck timing sequence and the second buck timing sequence corresponding to the buck charging mode are cyclically executed to realize charging of the battery module 50 .

[0072] In another embodiment, during vehicle braking or deceleration, the dual electric drive units (i.e., the front-drive multi-phase motor 31 and the rear-drive multi-phase motor 21) can, with the cooperation of the dual electronic control units (i.e., the front-drive multi-phase inverter 32 and the rear-drive multi-phase inverter 22), regenerative electrical energy generated by their respective motor windings can be recharged back to the battery module 50 after appropriate conversion, thereby realizing an energy recovery function.

[0073] Further, in some other feasible embodiments, the front-drive bridge arm assembly includes a front-drive upper bridge arm unit 321 and a front-drive lower bridge arm unit 322; the first passage end of the front-drive upper bridge arm unit 321 constitutes the upper bridge arm point of the front-drive bridge arm assembly and is electrically connected to the fixed end of the second switch S2, and the second passage end of the front-drive lower bridge arm unit 322 constitutes the lower bridge arm point of the front-drive bridge arm assembly and is electrically connected to the active end of the fourth switch S4; the second passage end of the front-drive upper bridge arm unit 321 is electrically connected to the first passage end of the front-drive lower bridge arm unit 322, and the connection node of the second passage end of the front-drive upper bridge arm unit 321 electrically connected to the first passage end of the front-drive lower bridge arm unit 322 constitutes the bridge arm midpoint of the front-drive bridge arm assembly, and is electrically connected to the first end of the corresponding phase front-drive inductor; the control end of the front-drive upper bridge arm unit 321 and the control end of the front-drive lower bridge arm unit 322 constitute the control end of the front-drive bridge arm assembly, and are electrically connected to the control module 40.

[0074] In this embodiment, the front drive upper bridge arm unit 321 and the front drive lower bridge arm unit 322 can be understood as IGBTs (Insulated Gate Bipolar Transistor, insulated gate bipolar transistors), and the rear drive upper bridge arm unit 221 can be used Figure 2 The insulated gate bipolar transistor Q3-1, the insulated gate bipolar transistor Q3-2 and the insulated gate bipolar transistor Q3-3 are shown, and the front drive lower bridge arm unit 322 can be used Figure 2 The insulated gate bipolar transistor Q4-1, the insulated gate bipolar transistor Q4-2 and the insulated gate bipolar transistor Q4-3 are shown.

[0075] In summary, in order to improve the compatibility of the electric vehicle charging system and the charging pile 100 to improve the charging efficiency, the present application provides a charging circuit 200 that integrates a charging interface 10, a boost charging module 20, a buck charging module 30, a control module 40 and a battery module 50, thereby effectively adapting to the difference between the output voltage of the charging pile 100 and the battery charging voltage of the battery module 50. Specifically, the control module 40 provided in the present application can detect the output voltage of the charging pile 100 and the battery charging voltage of the battery module 50 in real time, and determine the appropriate battery charging mode based on the output voltage and the battery charging voltage; next, when the battery charging mode is the boost charging mode, the control module 40 chooses to boost the output voltage connected to the charging interface 10 through the boost charging module 20 to the battery charging voltage required by the battery module 50 and then provide it to the battery module 50, thereby ensuring that the battery module 50 can receive electrical energy normally and efficiently; when the battery charging mode is the buck charging mode, the control module 40 chooses to buck the output voltage connected to the charging interface 10 through the buck charging module 30 to the battery charging voltage required by the battery module 50 and then provide it to the battery module 50, effectively avoiding the low charging efficiency or battery damage that may be caused by voltage mismatch. That is to say, the control module 40 provided in the present application automatically selects to drive the boost charging module 20 or the buck charging module 30 by comparing the output voltage of the charging pile 100 and the battery charging voltage of the battery module 50, and then adjusts the output voltage to be consistent with the battery charging voltage and provides it to the battery module 50, thereby greatly enhancing the adaptability of the electric vehicle charging system applied to the charging circuit 200 to charging piles 100 of different specifications, thereby significantly improving the charging efficiency of the electric vehicle charging system.

[0076] Furthermore, based on the first embodiment of the charging circuit of the present application, a second embodiment of the driving method of the present application is proposed.

[0077] The driving method of the present application is applied to any of the above-mentioned charging circuits. The driving method of the present application is executed by a terminal device that drives and controls the charging circuit. Figure 3 , Figure 3 The driving method of the present application includes the following implementation steps S10 to S30.

[0078] Step S10: obtaining the output voltage of the charging pile and the battery charging voltage of the battery module through the control module, and determining the battery charging mode according to the output voltage and the battery charging voltage.

[0079] In this embodiment, when the charging interface shakes hands with the charging pile (that is, when the charging interface is electrically connected to the charging pile), the control module can obtain the output voltage of the charging pile and the battery charging voltage of the battery module in real time based on the communication connection between the control module and the charging interface, and intelligently select the battery charging mode as the boost charging mode or the buck charging mode by comparing the output voltage and the battery charging voltage, thereby achieving effective adaptation to the difference between the output voltage of the charging pile and the battery charging voltage of the battery module.

[0080] Step S20: enabling the boost charging module to boost the output voltage to the battery charging voltage and then provide the boost charging voltage to the battery module according to the battery charging mode being the boost charging mode.

[0081] When the output voltage of the charging pile is lower than the battery charging voltage of the battery module, the battery charging mode is determined to be the boost charging mode. The control module automatically activates the boost charging module according to the boost charging mode to boost the output voltage to the same level as the battery charging voltage and then provides it to the battery module for charging, thereby ensuring that the battery module can normally and efficiently receive the electrical energy provided by the charging pile.

[0082] Step S30: according to the battery charging mode being the buck charging mode, enabling the buck charging module to buck the output voltage to the battery charging voltage and then provide it to the battery module.

[0083] When the output voltage of the charging pile is greater than the battery charging voltage of the battery module, the battery charging mode is determined to be the buck charging mode. The control module selects to use the buck charging module to step down the output voltage connected to the charging interface to the battery charging voltage required by the battery module and then provide it to the battery module, effectively avoiding the low charging efficiency or battery damage that may be caused by voltage mismatch, and ensuring safe and stable charging current input to the battery pack.

[0084] In summary, the control module provided in the present application automatically selects to drive the boost charging module or the buck charging module by comparing the output voltage of the charging pile and the battery charging voltage of the battery module, and then adjusts the output voltage to be consistent with the battery charging voltage and provides it to the battery module, thereby greatly enhancing the adaptability of the electric vehicle charging system applied to the charging circuit to charging piles of different specifications, thereby significantly improving the charging efficiency of the electric vehicle charging system.

[0085] In addition, to achieve the above-mentioned purpose, the present application also provides an electric vehicle charging system, which includes the charging circuit described in any one of the above items.

[0086] The electric vehicle charging system provided in the present application can automatically adapt to charging piles of different voltage levels. Whether it is high-voltage fast charging or low-voltage slow charging, it can accurately convert the voltage into a level suitable for charging the battery pack, greatly improving the charging efficiency and versatility of the electric vehicle charging system. And during the braking and deceleration of the vehicle, energy can be effectively recovered and recharged to the battery module, extending the cruising range of the electric vehicle, improving energy utilization, and complying with the development trend of energy conservation and environmental protection. In addition, the electric vehicle charging system provided in the present application reduces the manufacturing cost and failure rate of the electric vehicle charging system through the reuse of dual electric drives and simplified circuit structure, improves the overall reliability and stability of the electric vehicle charging system, and is conducive to the large-scale application and industrial development of electric vehicle charging technology.

[0087] In addition, the present application also provides a vehicle. Figure 5 , Figure 5 The schematic diagram of the structure of the vehicle involved in the embodiment of the present application is shown in FIG. The vehicle in the embodiment of the present application may be a device for locally running the driving method.

[0088] like Figure 5 As shown, the vehicle of the embodiment of the present application may include: the above-mentioned electric vehicle charging system; or, a processor 1001, such as a CPU, a communication bus 1002, a user interface 1003, a network interface 1004, and a memory 1005. Among them, the communication bus 1002 is used to realize the connection and communication between these components. The user interface 1003 may include a display screen (Display), an input unit such as a keyboard (Keyboard), and the optional user interface 1003 may also include a standard wired interface and a wireless interface. The network interface 1004 may optionally include a standard wired interface and a wireless interface (such as a Wi-Fi interface).

[0089] The memory 1005 is arranged on the vehicle body, and a program is stored in the memory 1005, and the program is executed by the processor 1001 to implement the corresponding operation. The memory 1005 is also used to store parameters for use by the vehicle. The memory 1005 can be a high-speed RAM memory, or a stable memory (non-volatile memory), such as a disk memory. The memory 1005 can also be a storage device independent of the aforementioned processor 1001.

[0090] Those skilled in the art will understand that Figure 5The vehicle structure shown in the figure does not constitute a limitation on the vehicle, and may include more or less components than shown in the figure, or combine certain components, or arrange the components differently.

[0091] like Figure 5 As shown, the memory 1005 as a storage medium may include an operating system, a network communication module, a user interface module, and a vehicle driver.

[0092] exist Figure 5 In the vehicle shown, the processor 1001 can be used to call the vehicle driving program stored in the memory 1005 and execute the steps of the driving method as described above.

[0093] It should be noted that, in this article, the terms "include", "comprises" or any other variations thereof are intended to cover non-exclusive inclusion, so that a process, method, article or system including a series of elements includes not only those elements, but also other elements not explicitly listed, or also includes elements inherent to such process, method, article or system. In the absence of further restrictions, an element defined by the sentence "comprises a ..." does not exclude the existence of other identical elements in the process, method, article or system including the element.

[0094] The serial numbers of the above-mentioned embodiments of the present application are for description only and do not represent the advantages or disadvantages of the embodiments.

[0095] Through the description of the above implementation methods, those skilled in the art can clearly understand that the above-mentioned embodiment methods can be implemented by means of software plus a necessary general hardware platform, and of course by hardware, but in many cases the former is a better implementation method. Based on this understanding, the technical solution of the present application, or the part that contributes to the prior art, can be embodied in the form of a software product, which is stored in a storage medium such as ROM / RAM, a disk, or an optical disk as described above, and includes a number of instructions for a vehicle (which can be a mobile phone, a computer, a server, or a network device, etc.) to execute the methods described in each embodiment of the present application.

[0096] The above are only preferred embodiments of the present application, and are not intended to limit the patent scope of the present application. Any equivalent structure or equivalent process transformation made using the contents of the present application specification and drawings, or directly or indirectly applied in other related technical fields, are also included in the patent protection scope of the present application.

Claims

1. A charging circuit, characterized in that: The charging circuit includes a charging interface, a boost charging module, a buck charging module, a control module and a battery module; The control module is respectively connected to the battery module, the charging interface, the boost charging module and the buck charging module, the charging interface is electrically connected to the charging pile, the boost charging module is respectively electrically connected to the charging interface and the battery module, and the buck charging module is respectively electrically connected to the charging interface and the battery module; The control module is configured to determine a battery charging mode based on the output voltage of the charging pile and the battery charging voltage of the battery module, and to enable the boost charging module to boost the output voltage to the battery charging voltage and then provide it to the battery module based on the battery charging mode being a boost charging mode, or to enable the buck charging module to buck the output voltage to the battery charging voltage and then provide it to the battery module based on the battery charging mode being a buck charging mode.

2. The charging circuit according to claim 1, characterized in that: The boost charging module includes a first switch, a rear-drive multi-phase motor and a rear-drive multi-phase inverter; The active end of the first switch is electrically connected to the positive end of the charging interface, the first end of the rear-drive multi-phase motor is electrically connected to the fixed end of the first switch, the second end of the rear-drive multi-phase motor is electrically connected to the midpoint end of the bridge arm of the rear-drive multi-phase inverter, the upper bridge arm end of the rear-drive multi-phase inverter is connected to the positive end of the battery module, the lower bridge arm end of the rear-drive multi-phase inverter is connected to the negative end of the battery module through the negative end of the charging interface, and the electrical control end of the rear-drive multi-phase inverter is electrically connected to the control module.

3. The charging circuit according to claim 2, characterized in that: The rear-drive multi-phase motor includes a multi-phase rear-drive inductor, and the rear-drive multi-phase inverter includes a rear-drive bridge arm component corresponding to each phase of the rear-drive inductor; The first end of the rear-drive inductor of each phase constitutes the first end of the rear-drive multi-phase motor and is electrically connected to the fixed end of the first switch, the second end of the rear-drive inductor of each phase is respectively electrically connected to the midpoint of the bridge arm of the corresponding rear-drive bridge arm assembly, the upper bridge arm point of each rear-drive bridge arm assembly constitutes the upper bridge arm end of the rear-drive multi-phase inverter and is connected to the positive terminal of the battery module, the lower bridge arm point of each rear-drive bridge arm assembly constitutes the lower bridge arm end of the rear-drive multi-phase inverter and is connected to the negative terminal of the battery module through the negative terminal of the charging interface, and the control end of each rear-drive bridge arm assembly constitutes the electric control end of the rear-drive multi-phase inverter and is electrically connected to the control module; wherein, The bridge arm midpoint of each of the rear-drive bridge arm assemblies constitutes the bridge arm midpoint end of the rear-drive multi-phase inverter.

4. The charging circuit according to claim 3, characterized in that: The rear-drive bridge arm assembly includes a rear-drive upper bridge arm unit and a rear-drive lower bridge arm unit; The first passage end of the rear drive upper bridge arm unit constitutes the upper bridge arm point of the rear drive bridge arm assembly and is connected to the positive terminal of the battery module, and the second passage end of the rear drive lower bridge arm unit constitutes the lower bridge arm point of the rear drive bridge arm assembly and is connected to the negative terminal of the battery module through the negative terminal of the charging interface; The second passage end of the rear drive upper bridge arm unit is electrically connected to the first passage end of the rear drive lower bridge arm unit, and the connection node of the second passage end of the rear drive upper bridge arm unit electrically connected to the first passage end of the rear drive lower bridge arm unit constitutes the bridge arm midpoint of the rear drive bridge arm assembly, and is electrically connected to the second end of the corresponding phase rear drive inductor; The control end of the rear-drive upper bridge arm unit and the control end of the rear-drive lower bridge arm unit constitute the control end of the rear-drive bridge arm assembly and are electrically connected to the control module.

5. The charging circuit according to claim 1, characterized in that: The step-down charging module includes a second switch, a third switch, a fourth switch, a front-drive multi-phase motor and a front-drive multi-phase inverter; The active end of the second switch is electrically connected to the positive end of the charging interface, the upper bridge arm end of the front-drive multi-phase inverter is electrically connected to the fixed end of the second switch, the midpoint end of the bridge arm of the front-drive multi-phase inverter is electrically connected to the first end of the front-drive multi-phase motor, the second end of the front-drive multi-phase motor is electrically connected to the active end of the third switch, the fixed end of the third switch is connected to the positive end of the battery module, the lower bridge arm end of the front-drive multi-phase inverter is electrically connected to the active end of the fourth switch, the fixed end of the fourth switch is connected to the negative end of the battery module, and the electrical control end of the front-drive multi-phase inverter is electrically connected to the control module.

6. The charging circuit according to claim 5, characterized in that: The front-drive multi-phase motor includes a multi-phase front-drive inductor, and the front-drive multi-phase inverter includes a front-drive bridge arm component corresponding to each phase of the front-drive inductor; The upper bridge arm point of each of the front-drive bridge arm components constitutes the upper bridge arm end of the front-drive multi-phase inverter and is electrically connected to the fixed end of the second switch, and the lower bridge arm point of each of the front-drive bridge arm components constitutes the lower bridge arm end of the front-drive multi-phase inverter and is electrically connected to the active end of the fourth switch; The bridge arm midpoint of each of the front-drive bridge arm components is electrically connected to the first end of the corresponding phase front-drive inductor, wherein the bridge arm midpoint of each of the front-drive bridge arm components constitutes the bridge arm midpoint end of the front-drive multi-phase inverter, and the first end of each of the front-drive inductors constitutes the first end of the front-drive multi-phase motor; The second end of each of the front-drive inductors constitutes the second end of the front-drive multi-phase motor and is electrically connected to the active end of the third switch.

7. The charging circuit according to claim 6, characterized in that: The front drive bridge arm assembly includes a front drive upper bridge arm unit and a front drive lower bridge arm unit; The first passage end of the front drive upper bridge arm unit constitutes the upper bridge arm point of the front drive bridge arm assembly and is electrically connected to the fixed end of the second switch, and the second passage end of the front drive lower bridge arm unit constitutes the lower bridge arm point of the front drive bridge arm assembly and is electrically connected to the active end of the fourth switch; The second passage end of the front drive upper bridge arm unit is electrically connected to the first passage end of the front drive lower bridge arm unit, and the connection node of the second passage end of the front drive upper bridge arm unit electrically connected to the first passage end of the front drive lower bridge arm unit constitutes the bridge arm midpoint of the front drive bridge arm assembly, and is electrically connected to the first end of the corresponding phase front drive inductor; The control end of the front-drive upper bridge arm unit and the control end of the front-drive lower bridge arm unit constitute the control end of the front-drive bridge arm assembly, and are electrically connected to the control module.

8. A driving method of a charging circuit, characterized in that: The driving method is applied to the charging circuit according to any one of claims 1 to 7, and the driving method comprises: Obtaining the output voltage of the charging pile and the battery charging voltage of the battery module through the control module, and determining the battery charging mode according to the output voltage and the battery charging voltage; According to the battery charging mode being the boost charging mode, enabling the boost charging module to boost the output voltage to the battery charging voltage and then provide it to the battery module; or, According to the battery charging mode being the buck charging mode, the buck charging module is enabled to buck the output voltage to the battery charging voltage and then provide the voltage to the battery module.

9. An electric vehicle charging system, comprising the charging circuit according to any one of claims 1 to 7.

10. A vehicle, characterized in that: The vehicle comprises the electric vehicle charging system according to claim 9; or, The vehicle includes a processor, a memory, and a driving program stored in the memory and executable by the processor, wherein the driving program, when executed by the processor, implements the steps of the driving method according to claim 8.

Images