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

Abstract

The application 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 voltage-boosting charging module, a voltage-lowering charging module, a control module and a battery module. The control module is configured to determine a battery charging mode according to an output voltage of a charging pile and a battery charging voltage of the battery module, enable the voltage-boosting charging module to boost the output voltage to the battery charging voltage and then provide the battery module with the battery charging voltage when the battery charging mode is a voltage-boosting charging mode, or enable the voltage-lowering charging module to lower the output voltage to the battery charging voltage and then provide the battery module with the battery charging voltage when the battery charging mode is a voltage-lowering charging mode. The application aims to improve the adaptability of the electric vehicle charging system to the charging pile to improve the charging efficiency.

Description

TECHNICAL FIELD

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

[0002] With the vigorous rise of the electric vehicle industry, the innovation and perfection of charging technology have become the core elements restricting the further popularization and development of electric vehicles.

[0003] Currently, the traditional electric vehicle charging system generally faces the problem of diversity of charging pile output voltage specifications. Due to the differences in output voltage of charging piles of different manufacturers and different models, while the charging voltage range of electric vehicle batteries is relatively fixed, which makes it difficult for the traditional electric vehicle charging system to flexibly adapt to charging piles of different voltage levels, resulting in low charging efficiency or even inability to charge.

[0004] Therefore, how to improve the adaptability of the electric vehicle charging system and the charging pile to improve the charging efficiency is a technical problem to be solved at present. SUMMARY

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

[0006] To achieve the above-mentioned purpose, the present application provides a charging circuit, which comprises a charging interface, a boost charging module, a buck charging module, a control module and a battery module;

[0007] The control module is in communication connection with the battery module, the charging interface, the boost charging module and the buck charging module respectively, the charging interface is in electrical connection with a charging pile, the boost charging module is in electrical connection with the charging interface and the battery module respectively, and the buck charging module is in electrical connection with the charging interface and the battery module respectively;

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

[0009] In an embodiment, the boost charging module comprises 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 with the positive end of the charging interface, the first end of the rear-drive multiphase motor is electrically connected with the fixed end of the first switch, the second end of the rear-drive multiphase motor is electrically connected with the bridge arm midpoint end of the rear-drive multiphase inverter, the upper bridge arm end of the rear-drive multiphase inverter is connected with the positive end of the battery module, the lower bridge arm end of the rear-drive multiphase inverter is connected with the negative end of the battery module through the negative end of the charging interface, and the electric control end of the rear-drive multiphase inverter is electrically connected with the control module.

[0011] In an embodiment, the rear-drive multiphase motor comprises a multiphase rear-drive inductor, and the rear-drive multiphase inverter comprises a rear-drive bridge arm assembly corresponding to the rear-drive inductor of each phase.

[0012] The first end of each rear-drive inductor constitutes the electric connection between the first end of the rear-drive multiphase motor and the fixed end of the first switch, the second end of each rear-drive inductor is electrically connected with the bridge arm midpoint of the corresponding rear-drive bridge arm assembly, the upper bridge arm point of each rear-drive bridge arm assembly constitutes the connection between the upper bridge arm end of the rear-drive multiphase inverter and the positive end of the battery module, the lower bridge arm point of each rear-drive bridge arm assembly constitutes the connection between the lower bridge arm end of the rear-drive multiphase inverter and the negative end of the battery module through the negative end of the charging interface, and the control end of each rear-drive bridge arm assembly constitutes the electric connection between the electric control end of the rear-drive multiphase inverter and the control module.

[0013] The bridge arm midpoint of each rear-drive bridge arm assembly constitutes the bridge arm midpoint end of the rear-drive multiphase inverter.

[0014] In an embodiment, the rear-drive bridge arm assembly comprises 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 connection between the upper bridge arm point of the rear-drive bridge arm assembly and the positive end of the battery module, and the second passage end of the rear-drive lower bridge arm unit constitutes the connection between the lower bridge arm point of the rear-drive bridge arm assembly and the negative end of the battery module through the negative end of the charging interface.

[0016] The second passage end of the rear-drive upper bridge arm unit is electrically connected with the first passage end of the rear-drive lower bridge arm unit, and the connection node of the electric connection between the second passage end of the rear-drive upper bridge arm unit and 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 with 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 with the control module.

[0018] In an embodiment, the step-down charging module comprises a second switch, a third switch, a fourth switch, a precursor multiphase motor and a precursor multiphase inverter;

[0019] The active end of the second switch is electrically connected with the positive end of the charging interface, the upper bridge arm end of the precursor multiphase inverter is electrically connected with the fixed end of the second switch, the bridge arm midpoint end of the precursor multiphase inverter is electrically connected with the first end of the precursor multiphase motor, the second end of the precursor multiphase motor is electrically connected with the active end of the third switch, the fixed end of the third switch is connected with the positive end of the battery module, the lower bridge arm end of the precursor multiphase inverter is electrically connected with the active end of the fourth switch, the fixed end of the fourth switch is connected with the negative end of the battery module, and the electric control end of the precursor multiphase inverter is electrically connected with the control module.

[0020] In an embodiment, the precursor multiphase motor comprises a multiphase precursor inductor, and the precursor multiphase inverter comprises a precursor bridge arm assembly corresponding to each phase of the precursor inductor;

[0021] The upper bridge arm point of each precursor bridge arm assembly is electrically connected with the fixed end of the second switch, and the lower bridge arm point of each precursor bridge arm assembly is electrically connected with the active end of the fourth switch;

[0022] The bridge arm midpoint of each precursor bridge arm assembly is respectively electrically connected with the first end of the corresponding phase precursor inductor, wherein the bridge arm midpoint of each precursor bridge arm assembly constitutes the bridge arm midpoint end of the precursor multiphase inverter, and the first end of each precursor inductor constitutes the first end of the precursor multiphase motor;

[0023] The second end of each precursor inductor constitutes the second end of the precursor multiphase motor and the active end of the third switch.

[0024] In an embodiment, the precursor bridge arm assembly comprises a precursor upper bridge arm unit and a precursor lower bridge arm unit;

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

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

[0027] The control end of the precursor upper bridge arm unit and the control end of the precursor lower bridge arm unit constitute a control end of the precursor bridge arm assembly, and are electrically connected with the control module.

[0028] In addition, to achieve the above object, the application further provides a driving method of the charging circuit, which is applied to any one of the charging circuits, and the driving method comprises:

[0029] The control module acquires the output voltage of the charging pile and the battery charging voltage of the battery module, and determines the battery charging mode according to the output voltage and the battery charging voltage;

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

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

[0032] In addition, to achieve the above object, the application further provides an electric vehicle charging system, which comprises any one of the charging circuits.

[0033] In addition, to achieve the above object, the application further provides a vehicle, which comprises the electric vehicle charging system described above; or,

[0034] The vehicle comprises 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 described above.

[0035] In order to improve the adaptability of the electric vehicle charging system and the charging pile to improve the charging efficiency, the charging circuit integrated with the charging interface, the boost charging module, the buck charging module, the control module and the battery module is arranged, and the difference between the output voltage of the charging pile and the battery charging voltage of the battery module is effectively adapted. Specifically, the control module arranged in the 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 the output voltage connected to the charging interface through the boost charging module to the battery charging voltage required by the battery module, so as to ensure that the battery module can normally and efficiently receive electric energy; when the battery charging mode is the buck charging mode, the control module selects the output voltage connected to the charging interface through the buck charging module to the battery charging voltage required by the battery module, which effectively avoids the low charging efficiency or battery damage phenomenon caused by voltage mismatch. That is, the control module arranged in the application automatically selects the driving boost charging module or buck charging module to adjust the output voltage to be consistent with the battery charging voltage and then provides it to the battery module, which greatly enhances the adaptability of the electric vehicle charging system applied to the charging circuit to different specifications of charging piles, and further significantly improves the charging efficiency of the electric vehicle charging system. BRIEF DESCRIPTION OF DRAWINGS

[0036] The accompanying drawings, which are incorporated into and form part of the specification, illustrate embodiments consistent with the present application and, together with the specification, serve to explain the principles of the application.

[0037] In order to more clearly illustrate the technical solutions in the embodiments of the application or the prior art, the drawings needed to be used in the embodiments or prior art description will be briefly introduced as follows. Obviously, those skilled in the art can obtain other drawings according to these drawings without any creative effort.

[0038] Figure 1 is a charging circuit block diagram related to the embodiment of the application;

[0039] Figure 2 is a charging circuit schematic diagram related to the embodiment of the application;

[0040] Figure 3 is a second embodiment flowchart related to the embodiment of the application;

[0041] Figure 4 is a block diagram of an electric vehicle charging system related to the embodiment of the application;

[0042] Figure 5 Fig. 1 is a structural schematic diagram of a vehicle involved in an embodiment of the present application.

[0043] Brief Description of the Drawings

[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 multiphase motor; 22, rear-drive multiphase 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 multiphase motor; 32, front-drive multiphase inverter; 321, front-drive upper bridge arm unit; 322, front-drive lower bridge arm unit.

[0045] The implementation, functional features and advantages of the present application will be further described with reference to the embodiments and the accompanying drawings. DETAILED DESCRIPTION

[0046] The technical solutions in the embodiments of the present application will be clearly and completely described below with reference to the drawings in the embodiments of the present application. Obviously, the described embodiments are only part of the embodiments of the present application, rather than all the embodiments of the present application. Based on the embodiments in the present application, all other embodiments obtained by those skilled in the art without creative work fall within the scope of protection of the present 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, etc.), the directional indications are only used to explain the relative position relationship, movement condition, etc. between components in a certain posture (as shown in the drawings), and if the certain posture changes, the directional indications also change accordingly.

[0048] In addition, if the embodiments of the present application involve descriptions of “first”, “second”, etc., the descriptions of “first”, “second”, etc. are only for description purposes, and cannot be understood as indicating or implying the relative importance of the indicated technical features or implicitly indicating the number of the indicated technical features. Therefore, the features limited by “first” and “second” can explicitly or implicitly include at least one of the features. In addition, the technical solutions of each embodiment can be combined with each other, but it must be based on the fact that a person skilled in the art can realize it, and when the combination of technical solutions appears to be contradictory or unachievable, it should be considered that the combination of technical solutions does not exist, and is also not within the scope of protection claimed by the present application.

[0049] The exemplary embodiments will be described in detail herein with reference to the accompanying drawings. In the following description, like reference numerals refer to like elements, unless the context clearly dictates otherwise. The following description of exemplary embodiments is not representative of all embodiments 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 vehicle batteries is relatively fixed. The traditional charging system is difficult to flexibly adapt to charging piles of different voltage levels, resulting in low charging efficiency or even inability to charge. On the other hand, the conversion and control of electric energy during charging are not accurate enough, and the vehicle's own electric drive and electric control resources cannot be fully utilized to achieve efficient voltage boosting or voltage reduction operation. Moreover, the energy recovery function is not perfect, causing energy waste. In addition, the complex structure of the charging system increases the cost and failure rate, which is not conducive to the widespread application and promotion of electric vehicle charging technology.

[0051] The above content is only used to assist in understanding the technical solutions of the present application, and does not represent the acknowledgement of the above content as prior art.

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

[0053] The present application provides a charging circuit 200, referring to Figure 1 Figure 1 The charging circuit 200 is a block diagram related to the present application. The charging circuit 200 includes a charging interface 10, a voltage boosting charging module 20, a voltage reducing charging module 30, a control module 40 and a battery module 50. The control module 40 is respectively connected with the battery module 50, the charging interface 10, the voltage boosting charging module 20 and the voltage reducing charging module 30. The charging interface 10 is electrically connected with the charging pile 100. The voltage boosting charging module 20 is respectively electrically connected with the charging interface 10 and the battery module 50. The voltage reducing charging module 30 is respectively electrically connected with the charging interface 10 and the battery module 50. The control module 40 is set to determine the battery charging mode according to the output voltage of the charging pile 100 and the battery charging voltage of the battery module 50. According to the battery charging mode as the voltage boosting charging mode, the voltage boosting charging module 20 is enabled to boost the output voltage to the battery charging voltage and then provide it to the battery module 50. Or according to the battery charging mode as the voltage reducing charging mode, the voltage reducing charging module 30 is enabled to reduce the output voltage to the battery charging voltage and then provide it to the battery module 50.

[0054] ​In the embodiment, when the charging interface 10 is in handshaking with the charging pile 100 (i.e. when the charging interface 10 is electrically connected with the charging pile 100), according to the communication connection between the control module 40 and the charging interface 10, the control module 40 can acquire the output voltage of the charging pile 100 and the battery charging voltage of the battery module 50 in real time, and intelligently select the battery charging mode as the boost charging mode or the buck charging mode by comparing the size of the output voltage and the battery charging voltage, thereby realizing the 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, it is determined that the battery charging mode is the boost charging mode, and the control module 40 automatically activates the boost charging module 20 to boost the output voltage to be consistent with the battery charging voltage and then provides 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, it is determined that the battery charging mode is the buck charging mode, and the control module 40 selects the output voltage connected by the charging interface 10 to be bucked to the battery charging voltage required by the battery module 50 through the buck charging module 30 and then provided to the battery module 50, thereby effectively avoiding the low charging efficiency or battery damage phenomenon caused by voltage mismatch, and ensuring the safe and stable charging current input to the battery pack. That is to say, the control module 40 provided in the application automatically selects to drive the boost charging module 20 or the buck charging module 30 to adjust the output voltage to be consistent with the battery charging voltage and then provide the battery module 50, which greatly enhances the adaptation ability of the electric vehicle charging system applied to the charging circuit 200 to different specifications of the charging pile 100, and further significantly improves 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 pack.

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

[0057] In the embodiment, the rear drive multiphase motor 21 provided by the application can be understood as the electric drive resource of the vehicle itself, and the rear drive multiphase inverter 22 provided by the application can be understood as the electric control resource of the vehicle itself. Specifically, when the output voltage of the charging pile 100 is less than the battery charging voltage of the battery module 50, it is determined that the battery charging mode is 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 work in the boost charging mode. That is, the application utilizes the electric drive resource of the vehicle itself, i.e. the rear drive multiphase motor 21, and the electric control resource, i.e. the rear drive multiphase motor 21, to realize the efficient boost charging mode when the output voltage of the charging pile 100 is lower than the required battery charging voltage of the battery module 50, which not only avoids the need to additionally increase the boost device, 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 multiphase motor 21 and the inverter to work cooperatively to form an efficient boost charging module 20, ensuring that the battery module 50 can stably and quickly receive charging electric energy, effectively shortening the charging time.

[0058] It should be noted that the positive end of the charging interface 10 can be represented by the circular A mark shown in Figure 2 The negative end of the charging interface 10 can be represented by the circular B mark shown in Figure 2

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

[0060] In the embodiment, after it is determined 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 via the rear-drive multiphase 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 conductive and the rear-drive upper bridge arm unit 221 to be non-conductive, at this time, the output voltage boosted via the rear-drive multiphase motor 21 reaches the negative electrode end of the battery module 50 after passing through the path of the negative electrode end of the charging interface 10 electrically connected to the rear-drive lower bridge arm unit 222, so as to charge the battery module 50.

[0061] For example, after determining that the battery charging mode is boost charging mode, the first switch S1 automatically closes. The control module 40 drives the rear drive lower bridge arm unit 222 from the off state to the on state, and enables the rear drive upper bridge arm unit 221 to remain in the 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 multiphase motor 21. Since the current on the multiphase rear drive inductor cannot change abruptly, when the charging current flows into the multiphase rear drive inductor, the multiphase rear drive inductor will impede the change in current, generating an inductor current opposite to that of the charging pile 100. The inductor current on the multiphase rear drive inductor increases linearly at a certain ratio. As the inductor current increases, some voltage is stored in the multiphase rear drive inductor until the stored voltage of the battery module 50 reaches the preset charging peak voltage (i.e., the second boost timing corresponding to the boost charging mode). Then, 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 multiphase motor 21. Due to the inductance current holding characteristic of the multiphase rear drive inductor, the inductance current flowing through the multiphase rear drive inductor will not immediately become zero, but will slowly decrease from the current value when charging is completed to zero. That is to say, under the second boost timing corresponding to the boost charging mode, the voltage stored in the multiphase rear drive inductor flows through the rear drive upper bridge arm unit 221 to the negative terminal of the battery module 50 to charge the battery module 50.

[0062] It should be noted that multiphase rear-drive inductors can be used Figure 2 The inductor windings L1-1, L1-2, and L1-3 shown represent the multiphase drive inductor's winding structure and electromagnetic characteristics, which can store and release electrical energy, providing a basis for voltage conversion.

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

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

[0065] In the present 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), and the rear-drive upper bridge arm unit 221 can be represented by an IGBT Q1-1, an IGBT Q1-2, and an IGBT Q1-3 as shown in FIG. 1. Figure 2 The rear-drive lower bridge arm unit 222 can be represented by an IGBT Q2-1, an IGBT Q2-2, and an IGBT Q2-3 as shown in FIG. 1. Figure 2 The rear-drive lower bridge arm unit 222 can be represented by an IGBT Q2-1, an IGBT Q2-2, and an IGBT Q2-3 as shown in FIG. 1.

[0066] Further, in some possible 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; a first passage end of the rear-drive upper bridge arm unit 221 is connected to a positive electrode end of the battery module 50 to form an upper bridge arm point of the rear-drive bridge arm assembly, and a second passage end of the rear-drive lower bridge arm unit 222 is connected to a negative electrode end of the battery module 50 through a negative electrode end of the charging interface 10 to form a lower bridge arm point of the rear-drive bridge arm assembly; a second passage end of the rear-drive upper bridge arm unit 221 is electrically connected to a first passage end of the rear-drive lower bridge arm unit 222, and a connection point of the second passage end of the rear-drive upper bridge arm unit 221 and the first passage end of the rear-drive lower bridge arm unit 222 forms a bridge arm midpoint of the rear-drive bridge arm assembly and is electrically connected to a second end of the corresponding rear-drive inductor; a control end of the rear-drive upper bridge arm unit 221 and a control end of the rear-drive lower bridge arm unit 222 form a control end of the rear-drive bridge arm assembly and are electrically connected to the control module 40.

[0067] In the embodiment, the front-drive multiphase motor 31 can be understood as the electric drive resource of the vehicle itself, and the front-drive multiphase inverter 32 can be understood as the electric control resource of the vehicle itself. Specifically, when the output voltage of the charging pile 100 is greater than the battery charging voltage of the battery module 50, it is determined that the battery charging mode is the step-down 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 step-down charging mode. That is, the application utilizes the electric drive resource of the vehicle itself, i.e., the front-drive multiphase motor 31, and the electric control resource, i.e., the front-drive multiphase motor 31, so that the step-down charging operation can be performed immediately when the output voltage of the charging pile 100 is higher than the required battery charging voltage of the battery module 50. This not only avoids the need to additionally increase the step-down device, but also reduces the cost of the charging circuit 200, ensures the safe and stable charging current input to the battery module 50, 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 possible embodiments, the front-drive multiphase motor 31 includes a multiphase front-drive inductor, and the front-drive multiphase inverter 32 includes a front-drive bridge arm assembly corresponding to each phase of the front-drive inductor; the upper bridge arm point of each front-drive bridge arm assembly is electrically connected to the fixed end of the second switch S2 to constitute the upper bridge arm end of the front-drive multiphase inverter 32; the lower bridge arm point of each front-drive bridge arm assembly is electrically connected to the movable end of the fourth switch S4 to constitute the lower bridge arm end of the front-drive multiphase inverter 32; the bridge arm midpoint of each front-drive bridge arm assembly is electrically connected to the first end of the corresponding phase front-drive inductor, wherein the bridge arm midpoint of each front-drive bridge arm assembly constitutes the bridge arm midpoint end of the front-drive multiphase inverter 32, and the first end of each front-drive inductor constitutes the first end of the front-drive multiphase motor 31; the second end of each front-drive inductor constitutes the second end of the front-drive multiphase motor 31 and is electrically connected to the movable end of the third switch S3.

[0069] In the present embodiment, after determining that the battery charging mode is the step-down charging mode, the second switch S2 is automatically closed. At this time, under the first step-down voltage time sequence corresponding to the step-down charging mode, 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 to be 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 motor 31 through the front-drive upper bridge arm unit 321. Since the current on the multi-phase front-drive inductor cannot change abruptly, when the charging current flows into the multi-phase front-drive inductor, the multi-phase front-drive inductor will hinder the change of the current to generate an inductive current opposite to 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 inductive current on the motor winding, thereby charging the battery module 50. The charging current 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 increases to the preset charging peak voltage (i.e., the second step-down time sequence corresponding to the step-down 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 the second switch S2 is disconnected. Since the current on the multi-phase front-drive inductor cannot change abruptly, the multi-phase front-drive inductor induces a current (i.e., an induced current) to hinder the disappearance of the charging current, thereby charging the battery module 50. For example, the induced current flows out of the negative terminal of the battery module 50 through the fourth switch S4 back 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 voltage for charging the battery module 50 under the first time sequence and the second time sequence corresponding to the step-down charging mode is the battery charging voltage.

[0070] In a specific embodiment, the control module 40 hands with the charging pile 100, obtains the output voltage U1 of the charging pile 100, and obtains the charging voltage (i.e. battery charging voltage U2) specified by the battery module 50. It can be understood that the duty ratio = battery charging voltage U2 / output voltage U1. In a charging period T, (U2 / U1)T, the upper arm unit of the multi-phase front-end inductor is turned on, and the battery module 50 is charged by the charging pile 100; in (1-U2 / U1)T, the upper arm unit of the multi-phase front-end inductor is switched from the on state to the off state, at which 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, and the duty ratio = 200 / 1000 = 0.2, in T / 5, the upper arm unit of the multi-phase front-end inductor is turned on, and in 4T / 5, the upper arm unit of the multi-phase front-end inductor is switched from the on state to the off state; that is, the upper arm unit of the multi-phase front-end inductor is turned on for 20% of the time, and the upper arm unit of the multi-phase front-end inductor is turned off for 80% of the time, so that the average voltage received by the battery module 50 is 200V.

[0071] For example, after determining that the battery charging mode is the step-down charging mode, the first step-down timing and the second step-down timing corresponding to the step-down charging mode are executed in a cycle to achieve charging of the battery module 50.

[0072] In another embodiment, during vehicle braking or deceleration, the dual electric drive unit (i.e. front-drive multi-phase motor 31 and rear-drive multi-phase motor 21) can generate regenerative electric energy from the motor windings, which is converted by the dual electric control unit (i.e. front-drive multi-phase inverter 32 and rear-drive multi-phase inverter 22) and then charged back to the battery module 50 to achieve energy recovery function.

[0073] Further, in some possible 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 is electrically connected to the fixed end of the second switch S2 to form an upper bridge arm point of the front-drive bridge arm assembly; the second passage end of the front-drive lower bridge arm unit 322 is electrically connected to the movable end of the fourth switch S4 to form a lower bridge arm point of the front-drive bridge arm assembly; 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; the connection point of the second passage end of the front-drive upper bridge arm unit 321 and the first passage end of the front-drive lower bridge arm unit 322 forms a bridge arm midpoint of the front-drive bridge arm assembly and is electrically connected to the first end of the corresponding phase front-end inductor; and 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 form a 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 Transistors), and the rear-drive upper bridge arm unit 221 can be used as... Figure 2 The insulated-gate bipolar transistors Q3-1, Q3-2, and Q3-3 shown are used to represent the front-end lower bridge arm unit 322. Figure 2 The insulated gate bipolar transistors Q4-1, Q4-2, and Q4-3 are shown in the diagram.

[0075] In summary, in order to improve the compatibility between the electric vehicle charging system and the charging pile 100 and thus enhance charging efficiency, this 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 this 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 boost charging mode, the control module 40 selects to boost the output voltage connected to the charging interface 10 to the battery charging voltage required by the battery module 50 through the boost charging module 20, thereby ensuring that the battery module 50 can receive power normally and efficiently. When the battery charging mode is buck charging mode, the control module 40 selects to buck the output voltage connected to the charging interface 10 to the battery charging voltage required by the battery module 50 through the buck charging module 30, thereby effectively avoiding the phenomenon of low charging efficiency or battery damage that may be caused by voltage mismatch. In other words, the control module 40 provided in this application automatically selects to drive either the boost charging module 20 or the buck charging module 30 to adjust the output voltage to match the battery charging voltage and then supply it to the battery module 50 by comparing the output voltage of the charging pile 100 and the battery charging voltage of the battery module 50. This greatly enhances 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 this application, a second embodiment of the driving method of this application is proposed.

[0077] The driving method of this application is applied to the charging circuit of any of the above claims. The driving method of this application is executed by a terminal device that drives and controls the charging circuit. (Refer to...) Figure 3 ,Figure 3 is a second embodiment process schematic diagram involved in the embodiments of the present application. The driving method of the present application comprises the following implementation steps S10 to S30.

[0078] Step S10: The output voltage of the charging pile and the battery charging voltage of the battery module are obtained by the control module, and the battery charging mode is determined according to the output voltage and the battery charging voltage.

[0079] In this embodiment, when the charging interface and the charging pile handshake (i.e. when the charging interface and the charging pile are electrically connected), according to the communication connection of the control module with the charging interface, the control module can obtain the output voltage of the charging pile and the battery charging voltage of the battery module in real time, and intelligently select the battery charging mode as the boost charging mode or the buck charging mode by comparing the size of the output voltage and the battery charging voltage, thereby realizing the effective adaptation of the difference between the output voltage of the charging pile and the battery charging voltage of the battery module.

[0080] Step S20: According to the battery charging mode as the boost charging mode, the boost charging module is enabled to boost the output voltage to the battery charging voltage and then provide it to the battery module.

[0081] When the output voltage of the charging pile is less than the battery charging voltage of the battery module, the battery charging mode is determined as the boost charging mode, and the control module automatically activates the boost charging module to boost the output voltage to be consistent with 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 electric energy provided by the charging pile.

[0082] Step S30: According to the battery charging mode as the buck charging mode, the buck charging module is enabled 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 as the buck charging mode, and the control module selects the buck charging module to buck the output voltage connected by 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 phenomenon caused by voltage mismatch, and ensuring the safe and stable charging current input to the battery pack.

[0084] In summary, the control module provided in the present application automatically selects the driving boost charging module or buck charging module to adjust the output voltage of the charging pile to be consistent with the battery charging voltage of the battery module, which greatly enhances the adaptation ability of the electric vehicle charging system applied to the charging circuit to different specifications of charging piles, and further significantly improves the charging efficiency of the electric vehicle charging system.

[0085] In addition, to achieve the above object, the application further provides an electric vehicle charging system, which comprises the charging circuit according to any one of the above.

[0086] The electric vehicle charging system provided by the application can automatically adapt to charging piles of different voltage levels, and can accurately convert the voltage into a level suitable for battery charging, whether it is high-voltage fast charging or low-voltage slow charging, thereby greatly improving the charging efficiency and the universality of the electric vehicle charging system. In addition, during the braking and deceleration of the vehicle, energy can be effectively recovered and charged to the battery module, thereby prolonging the cruising range of the electric vehicle, improving the energy utilization rate, and meeting the development trend of energy saving and environmental protection. In addition, the electric vehicle charging system provided by the application reduces the manufacturing cost and failure rate of the electric vehicle charging system through the reuse of double electric drives and the simplification of the circuit structure, thereby improving the overall reliability and stability of the electric vehicle charging system, and facilitating the large-scale application and industrial development of electric vehicle charging technology.

[0087] In addition, the application further provides a vehicle. Please refer to Figure 5 , Figure 5 The application embodiment relates to the structure of the vehicle. The vehicle of the application embodiment can be a device for local operation driving method.

[0088] As Figure 5 shown, the vehicle of the application embodiment can include the electric vehicle charging system described above, or a processor 1001 such as a CPU, a communication bus 1002, a user interface 1003, a network interface 1004, and a memory 1005. The communication bus 1002 is used to realize the connection and communication between the components. The user interface 1003 can include a display screen (Display) and an input unit such as a keyboard (Keyboard). The optional user interface 1003 can also include a standard wired interface and a wireless interface. The network interface 1004 can 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 the memory 1005 stores a program. When the program is executed by the processor 1001, the corresponding operation is realized. 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 an independent storage device from the aforementioned processor 1001.

[0090] Those skilled in the art can understand, Figure 5The vehicle structure shown does not constitute a limitation on the vehicle and may include more or fewer components than shown, or combine certain components, or have different component arrangements.

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

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

[0093] It should be noted that, in this document, the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or system that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such a process, method, article, or system. Unless otherwise specified, an element defined by the phrase "comprising one..." does not exclude the presence of other identical elements in the process, method, article, or system that includes that element.

[0094] The sequence numbers of the embodiments in this application are for descriptive purposes only and do not represent the superiority or inferiority of the embodiments.

[0095] Through the above description of the embodiments, those skilled in the art can clearly understand that the methods of the above embodiments can be implemented by means of software plus necessary general-purpose hardware platforms. Of course, they can also be implemented by hardware, but in many cases the former is a better implementation method. Based on this understanding, the technical solution of this application, in essence, or the part that contributes to the prior art, can be embodied in the form of a software product. This computer software product is stored in a storage medium (such as ROM / RAM, magnetic disk, optical disk) as described above, and includes several instructions to cause a vehicle (which may be a mobile phone, computer, server, or network device, etc.) to execute the methods described in the various embodiments of this application.

[0096] The above are merely preferred embodiments of this application and do not limit the patent scope of this application. Any equivalent structural or procedural transformations made using the content of this application's specification and drawings, or direct or indirect applications in other related technical fields, are similarly included within the patent protection scope of this application.

Claims

1. A charging circuit, characterized by, The charging circuit comprises a charging interface, a boost charging module, a buck charging module, a control module and a battery module; The control module is in communication connection with the battery module, the charging interface, the boost charging module and the buck charging module respectively, the charging interface is in electrical connection with a charging pile, the boost charging module is in electrical connection with the charging interface and the battery module respectively, and the buck charging module is in electrical connection with the charging interface and the battery module respectively; The control module is configured to determine a battery charging mode according to an output voltage of the charging pile and a battery charging voltage of the battery module, enable the boost charging module to boost the output voltage to the battery charging voltage and then provide the battery module with the battery charging voltage according to the battery charging mode being a boost charging mode, or enable the buck charging module to buck the output voltage to the battery charging voltage and then provide the battery module with the battery charging voltage according to the battery charging mode being a buck charging mode; wherein The boost charging module comprises a first switch, a rear-drive multi-phase motor and a rear-drive multi-phase inverter, the active end of the first switch is in electrical connection with the positive end of the charging interface, the first end of the rear-drive multi-phase motor is in electrical connection with the fixed end of the first switch, the second end of the rear-drive multi-phase motor is in electrical connection with the bridge arm midpoint end of the rear-drive multi-phase inverter, the upper bridge arm end of the rear-drive multi-phase inverter is in connection with the positive end of the battery module, the lower bridge arm end of the rear-drive multi-phase inverter is in connection with the negative end of the battery module through the negative end of the charging interface, and the electric control end of the rear-drive multi-phase inverter is in electrical connection with the control module; The buck charging module comprises 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 in electrical connection with the positive end of the charging interface, the upper bridge arm end of the front-drive multi-phase inverter is in electrical connection with the fixed end of the second switch, the bridge arm midpoint end of the front-drive multi-phase inverter is in electrical connection with the first end of the front-drive multi-phase motor, the second end of the front-drive multi-phase motor is in electrical connection with the active end of the third switch, the fixed end of the third switch is in connection with the positive end of the battery module, the lower bridge arm end of the front-drive multi-phase inverter is in electrical connection with the active end of the fourth switch, the fixed end of the fourth switch is in connection with the negative end of the battery module, and the electric control end of the front-drive multi-phase inverter is in electrical connection with the control module.

2. The charging circuit of claim 1, wherein, The rear-drive multi-phase motor comprises a multi-phase rear-drive inductor, and the rear-drive multi-phase inverter comprises 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 is electrically connected to the first end of the rear-drive multiphase motor and the fixed end of the first switch, the second end of each phase of the rear-drive inductor is electrically connected to the bridge arm midpoint of the corresponding rear-drive bridge arm assembly, the upper bridge arm point of each rear-drive bridge arm assembly is electrically connected to the upper bridge arm end of the rear-drive multiphase inverter and the positive end of the battery module, the lower bridge arm point of each rear-drive bridge arm assembly is electrically connected to the lower bridge arm end of the rear-drive multiphase inverter, the negative end of the charging interface and the negative end of the battery module, the control end of each rear-drive bridge arm assembly is electrically connected to the control end of the rear-drive multiphase inverter and the control module, and The bridge arm midpoint of each rear-drive bridge arm assembly is electrically connected to the bridge arm midpoint end of the rear-drive multiphase inverter.

3. The charging circuit of claim 2, wherein, The rear-drive bridge arm assembly comprises 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 is electrically connected to the upper bridge arm point of the rear-drive bridge arm assembly and the positive end of the battery module, and the second passage end of the rear-drive lower bridge arm unit is electrically connected to the lower bridge arm point of the rear-drive bridge arm assembly, the negative end of the charging interface and the negative end of the battery module. 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 point of the second passage end of the rear-drive upper bridge arm unit and the first passage end of the rear-drive lower bridge arm unit is electrically connected to the bridge arm midpoint of the rear-drive bridge arm assembly and 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 are electrically connected to the control end of the rear-drive bridge arm assembly and the control module.

4. The charging circuit of claim 1, wherein, The front-drive multiphase motor comprises a multiphase front-drive inductor, and the front-drive multiphase inverter comprises a front-drive bridge arm assembly corresponding to each phase of the front-drive inductor. The upper bridge arm point of each front-drive bridge arm assembly is electrically connected to the upper bridge arm end of the front-drive multiphase inverter and the fixed end of the second switch, and the lower bridge arm point of each front-drive bridge arm assembly is electrically connected to the lower bridge arm end of the front-drive multiphase inverter and the movable end of the fourth switch. The bridge arm midpoint of each front-drive bridge arm assembly is electrically connected to the first end of the corresponding phase front-drive inductor, and the bridge arm midpoint of each front-drive bridge arm assembly is electrically connected to the bridge arm midpoint end of the front-drive multiphase inverter, and the first end of each front-drive inductor is electrically connected to the first end of the front-drive multiphase motor. The second end of each front-drive inductor is electrically connected to the second end of the front-drive multiphase motor and the movable end of the third switch.

5. The charging circuit of claim 4, wherein, The front-drive bridge arm assembly comprises 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 is electrically connected to the upper bridge arm point of the front-drive bridge arm assembly and the fixed end of the second switch, and the second passage end of the front-drive lower bridge arm unit is electrically connected to the lower bridge arm point of the front-drive bridge arm assembly and the movable end of the fourth switch. The second passage end of the front driver upper bridge arm unit is electrically connected with the first passage end of the front driver lower bridge arm unit, and a connection node of the second passage end of the front driver upper bridge arm unit and the first passage end of the front driver lower bridge arm unit constitutes a bridge arm midpoint of the front driver bridge arm assembly and is electrically connected with a first end of a corresponding front driver inductor; The control end of the front driver upper bridge arm unit and the control end of the front driver lower bridge arm unit constitute a control end of the front driver bridge arm assembly and are electrically connected with the control module.

6. A driving method of a charging circuit, characterized by, The driving method is applied to the charging circuit in any one of claims 1 to 5, and the driving method comprises: The control module acquires an output voltage of a charging pile and a battery charging voltage of a battery module, and determines a battery charging mode according to the output voltage and the battery charging voltage; According to the battery charging mode being a boost charging mode, the boost charging module is enabled to boost the output voltage to the battery charging voltage and then provide the battery charging voltage to the battery module; or According to the battery charging mode being a buck charging mode, the buck charging module is enabled to buck the output voltage to the battery charging voltage and then provide the battery charging voltage to the battery module.

7. An electric vehicle charging system, comprising the charging circuit in any one of claims 1 to 5.

8. A vehicle characterized by comprising: The vehicle comprises the electric vehicle charging system in claim 7; or The vehicle comprises a processor, a memory, and a driver stored on the memory and executable by the processor, wherein the driver, when executed by the processor, implements the steps of the driving method in claim 6.

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