Vehicle-mounted charging and discharging circuit and related device

Abstract

The invention provides a vehicle-mounted charging and discharging circuit and a related device. The vehicle-mounted charging and discharging circuit comprises a master control unit, a slave control unit and a power unit, when the main control unit receives a non-inversion work instruction sent by the vehicle-mounted terminal through the first bidirectional communication end, a control signal is sent to the power unit through the first control end, so that an inversion loop of the power unit is cut off or the power unit is controlled to stop working; when the master control unit receives an inversion work instruction sent by the vehicle-mounted terminal through the first bidirectional communication end, the inversion work instruction is transmitted to the slave control unit, and the slave control unit outputs a pulse signal to the power unit according to the inversion work instruction so as to control the power unit to execute inversion work. Therefore, when the main control unit receives the non-inversion work instruction, the inversion loop of the power unit is directly cut off, so that the probability of entering inversion work by mistake no matter the vehicle-mounted terminal issues any non-inversion work instruction is extremely low.

Description

Technical Field

[0001] The present application belongs to the field of charging technology, and specifically relates to a vehicle-mounted charging and discharging circuit and related devices. Background Art

[0002] At present, with the increasing demand for discharge functions of on-board chargers, users will issue corresponding instructions to the on-board chargers through the on-board application of the on-board terminal through human-computer interaction. Since there are multiple chips inside the existing on-board chargers to control the discharge work, and the path of one instruction processing involves multiple chips, each path may have a wrong recognition of the instruction, which will increase the risk of mistakenly entering the inverter work and mistakenly outputting AC voltage to cause harm to people. Summary of the invention

[0003] The present application provides a vehicle-mounted charging and discharging circuit and related devices, in order to reduce the probability of misidentifying control instructions.

[0004] In a first aspect, the present application provides a vehicle-mounted charging and discharging circuit, the vehicle-mounted charging and discharging circuit comprising a master control unit, a slave control unit and a power unit;

[0005] The first bidirectional communication terminal of the master control unit is connected to the second bidirectional communication terminal of the vehicle-mounted terminal, the third bidirectional communication terminal of the master control unit is connected to the fourth bidirectional communication terminal of the slave control unit, the first control terminal of the master control unit is connected to the power unit; the pulse output terminal of the slave control unit is connected to the power unit;

[0006] When the main control unit receives a non-inverting working instruction sent by the vehicle-mounted terminal through the first two-way communication terminal, it sends a control signal to the power unit through the first control terminal to cut off the inverter circuit of the power unit or control the power unit to stop working;

[0007] When the main control unit receives the inverter working instruction sent by the vehicle terminal through the first two-way communication terminal, the inverter working instruction is transmitted to the slave control unit, and the slave control unit outputs a pulse signal to the power unit according to the inverter working instruction to control the power unit to perform the inverter work.

[0008] In combination with the first aspect, in some implementations of the first aspect, the power unit includes a first power tube, a second power tube, a third power tube, a fourth power tube, a first inductor, and a bus capacitor;

[0009] The first control end of the main control unit is connected to the controlled ends of at least two power tubes among the first power tube, the second power tube, the third power tube and the fourth power tube;

[0010] The pulse output end of the slave control unit is respectively connected to the first controlled end of the first power tube, the second controlled end of the second power tube, the third controlled end of the third power tube and the fourth controlled end of the fourth power tube;

[0011] The source of the first power tube and the drain of the second power tube are connected to one end of the first inductor, the other end of the first inductor is used to be connected to the live wire, the drain of the first power tube and the drain of the third power tube are both connected to the positive electrode of the bus capacitor, the source of the third power tube and the drain of the fourth power tube are both used to be connected to the neutral line, and the source of the second power tube, the source of the fourth power tube and the negative electrode of the bus capacitor are all grounded.

[0012] In combination with the first aspect, in certain implementations of the first aspect, when the main control unit receives a non-inversion working instruction sent by the vehicle terminal through the first two-way communication end, a control signal is sent through the first control end to the controlled ends of at least two power tubes among the first power tube, the second power tube, the third power tube and the fourth power tube to cut off the inverter circuit of the power unit or control the power unit to stop working.

[0013] In combination with the first aspect, in some implementations of the first aspect, the first control end includes a first sub-control end, and the first sub-control end is respectively connected to a first controlled end of the first power tube and a second controlled end of the second power tube;

[0014] When the non-inversion working instruction is a shutdown instruction, the first control signal and the second control signal are output to the first controlled end and the second controlled end respectively through the first sub-control end to control the first power tube and the second power tube to be turned off.

[0015] In combination with the first aspect, in some implementations of the first aspect, the first control end includes a second sub-control end, and the second sub-control end is respectively connected to the third controlled end of the third power tube and the fourth controlled end of the fourth power tube;

[0016] When the main control unit receives a non-inversion working instruction sent by the vehicle terminal through the first bidirectional communication terminal, it outputs a third control signal and a fourth control signal to the third controlled terminal and the fourth controlled terminal respectively through the second sub-control terminal to control the third power tube and the fourth power tube to shut down.

[0017] In combination with the first aspect, in some implementations of the first aspect, the second sub-control end includes a third control interface, and the third control interface is connected to a third controlled end of the third power tube;

[0018] When the main control unit receives a non-inversion working instruction sent by the vehicle terminal through the first bidirectional communication terminal, if the non-inversion working instruction is a forward charging instruction and is in the negative half of the charging cycle, the third control signal is output to the third controlled terminal through the third control interface to control the third power tube to shut down.

[0019] In combination with the first aspect, in some implementations of the first aspect, the second sub-control end includes a fourth control interface, and the fourth control interface is connected to a fourth controlled end of the fourth power tube;

[0020] When the main control unit receives a non-inversion working instruction sent by the vehicle terminal through the first bidirectional communication terminal, if the non-inversion working instruction is a forward charging instruction and is in the positive half of the charging cycle, the fourth control signal is output to the fourth controlled terminal through the fourth control interface to control the fourth power tube to shut down.

[0021] In combination with the first aspect, in some implementations of the first aspect, the first control end includes a first sub-control end and a second sub-control end, the first sub-control end is respectively connected to a first controlled end of the first power tube and a second controlled end of the second power tube, and the second sub-control end is respectively connected to a third controlled end of the third power tube and a fourth controlled end of the fourth power tube;

[0022] When the non-inversion working instruction is a shutdown instruction, the first control signal and the second control signal are respectively output to the first controlled end and the second controlled end through the first sub-control end, and the third control signal and the fourth control signal are respectively output to the third controlled end and the fourth controlled end through the second sub-control end to control the first power tube, the second power tube, the third power tube and the fourth power tube to shut down.

[0023] In a second aspect, the present application provides a vehicle-mounted charger, comprising the vehicle-mounted charging and discharging circuit as described in the first aspect, and the vehicle-mounted charger is applied to an electric vehicle.

[0024] In a third aspect, the present application provides an electric vehicle, comprising the on-board charging and discharging circuit as described in the first aspect, or comprising the on-board charger as described in the second aspect.

[0025] It can be seen that in the present application, when the main control unit receives a non-inverting working instruction sent by the vehicle-mounted terminal through the first two-way communication terminal, it sends a control signal to the power unit through the first control terminal to cut off the inverter circuit of the power unit or control the power unit to stop working; when the main control unit receives an inverter working instruction sent by the vehicle-mounted terminal through the first two-way communication terminal, it transmits an inverter working instruction to the slave control unit, and the slave control unit outputs a pulse signal to the power unit according to the inverter working instruction to control the power unit to perform the inverter work. In this way, when the main control unit receives a non-inverting working instruction, it directly cuts off the inverter circuit of the power unit, avoiding the vehicle-mounted terminal from mistakenly entering the inverter work when sending a non-inverting working instruction, and also avoiding mistakenly entering the inverter work due to communication errors between the main control unit and the slave control unit or misjudgment of the slave control unit. BRIEF DESCRIPTION OF THE DRAWINGS

[0026] 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, the drawings described below are only some embodiments of the present application. For ordinary technicians in this field, other drawings can be obtained based on these drawings without paying creative work.

[0027] Figure 1 It is a structural schematic diagram of a first vehicle-mounted charging and discharging circuit provided in an embodiment of the present application;

[0028] Figure 2 It is a schematic diagram of the circuit structure of the first power unit provided in the embodiment of the present application;

[0029] Figure 3 It is a schematic diagram of the voltage flow direction of the positive half cycle of the inverter circuit of the power unit provided in an embodiment of the present application;

[0030] Figure 4 It is a schematic diagram of the voltage flow direction of the negative half cycle of the inverter circuit of the power unit provided in an embodiment of the present application;

[0031] Figure 5 It is a schematic diagram of the voltage flow direction of the positive half cycle of the forward charging circuit of the power unit provided in an embodiment of the present application;

[0032] Figure 6 is a structural schematic diagram of a second vehicle-mounted charging and discharging circuit provided in an embodiment of the present application;

[0033] Figure 7 It is a structural schematic diagram of a third vehicle-mounted charging and discharging circuit provided in an embodiment of the present application;

[0034] Figure 8 It is a power tube control diagram of the positive half cycle of the forward charging circuit of the power unit under the forward charging instruction provided in the embodiment of the present application;

[0035] Fig. 9 It is a power tube control diagram of the negative half cycle of the positive charging circuit of the power unit under the positive charging instruction provided in the embodiment of the present application;

[0036] Fig.10 is a structural schematic diagram of a fourth vehicle-mounted charging and discharging circuit provided in an embodiment of the present application;

[0037] Fig.11 This is a first power tube control diagram for a power unit under a shutdown instruction provided in an embodiment of the present application;

[0038] Fig.12 It is a power tube control diagram of a power unit under a forward charging instruction provided in an embodiment of the present application;

[0039] Fig.13 This is a second power tube control diagram for a power unit under a shutdown instruction provided in an embodiment of the present application. DETAILED DESCRIPTION

[0040] In order to enable those skilled in the art to better understand the solution of the present application, the technical solution in the embodiments of the present application will be clearly and completely described below in conjunction with the drawings 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.

[0041] The terms "first", "second", etc. in the specification and claims of this application and the above-mentioned drawings are used to distinguish different objects, rather than to describe a specific order. In addition, the terms "including" and "having" and any variations thereof are intended to cover non-exclusive inclusions. For example, a process, method, system, product or device that includes a series of steps or units is not limited to the listed steps or units, but optionally includes steps or units that are not listed, or optionally includes other steps or units inherent to these processes, methods, systems, products or devices.

[0042] Reference to "embodiments" herein means that a particular feature, structure, or characteristic described in conjunction with the embodiments may be included in at least one embodiment of the present application. The appearance of the phrase in various locations in the specification does not necessarily refer to the same embodiment, nor is it an independent or alternative embodiment that is mutually exclusive with other embodiments. It is explicitly and implicitly understood by those skilled in the art that the embodiments described herein may be combined with other embodiments.

[0043] At present, with the increasing demand for the discharge function of on-board chargers, users will issue corresponding instructions to the on-board chargers through the on-board application of the on-board terminal operated by human-computer interaction. Since there are multiple chips inside the existing on-board chargers to control the discharge work, and the path of a command processing involves multiple chips, there may be incorrect recognition of the command in each path, which will increase the risk of mistakenly entering the inverter work and the mistaken output of AC voltage will cause harm to people. At the same time, in order to ensure the recognition and verification of the vehicle instructions by the entire link, the internal software control of the on-board charger will become complicated, increasing the development cost, and data transmission and verification will increase the software processing time, and it will not be possible to quickly identify the command error and shut down the mistakenly entered inverter work.

[0044] To solve the above problems, an embodiment of the present application provides a vehicle-mounted charging and discharging circuit. The vehicle-mounted charging and discharging circuit can be applied to the scenario of vehicle-mounted charging. When the main control unit receives a non-inverting working instruction sent by the vehicle-mounted terminal through the first two-way communication terminal, a control signal is sent to the power unit through the first control terminal to cut off the inverter circuit of the power unit or control the power unit to stop working; when the main control unit receives an inverter working instruction sent by the vehicle-mounted terminal through the first two-way communication terminal, the inverter working instruction is transmitted to the slave control unit, and the slave control unit outputs a pulse signal to the power unit according to the inverter working instruction to control the power unit to perform the inverter work. In this way, when the main control unit receives a non-inverting working instruction, the inverter circuit of the power unit is directly cut off, so that the probability of mistakenly entering the inverter work regardless of any non-inverting working instruction issued by the vehicle-mounted terminal becomes extremely low. This solution can be applied to a variety of scenarios, including but not limited to the application scenarios mentioned above.

[0045] The specific circuit is introduced in detail below.

[0046] See also Figure 1 and Figure 2The present application provides a vehicle-mounted charging and discharging circuit, which includes a main control unit 10, a slave control unit 20 and a power unit 30; the power unit 30 includes a first power tube Q1, a second power tube Q2, a third power tube Q3 and a fourth power tube Q4, a first inductor L1 and a bus capacitor C1; the first bidirectional communication terminal CAN1 of the main control unit 10 is connected to the first bidirectional communication terminal CAN2 of the vehicle terminal 40, the third bidirectional communication terminal CAN3 of the main control unit 10 is connected to the fourth bidirectional communication terminal CAN4 of the slave control unit 20, and the first control terminal of the main control unit 10 is connected to at least two power tubes among the first power tube Q1, the second power tube Q2, the third power tube Q3 and the fourth power tube Q4 The controlled end of the slave control unit 20 is connected; the pulse output end PWM of the slave control unit 20 is respectively connected to the first controlled end of the first power tube Q1, the second controlled end of the second power tube Q2, the third controlled end of the third power tube Q3 and the fourth controlled end of the fourth power tube Q4; the source of the first power tube Q1 and the drain of the second power tube Q2 are connected to one end of the first inductor L1, the other end of the first inductor L1 is used to be connected to the live wire, the drain of the first power tube Q1 and the drain of the third power tube Q3 are both connected to the positive electrode of the bus capacitor C1, the source of the third power tube Q3 and the drain of the fourth power tube Q4 are both used to be connected to the neutral line, and the source of the second power tube Q2, the source of the fourth power tube Q4 and the negative electrode of the bus capacitor C1 are all grounded.

[0047] When the main control unit receives a non-inverting working instruction sent by the vehicle-mounted terminal through the first two-way communication terminal, the main control unit sends a control signal to the power unit through the first control terminal to cut off the inverter circuit of the power unit or control the power unit to stop working;

[0048] When the main control unit receives the inverter working instruction sent by the vehicle terminal through the first two-way communication terminal, the inverter working instruction is transmitted to the slave control unit, and the slave control unit outputs a pulse signal to the power unit according to the inverter working instruction to control the power unit to perform the inverter work.

[0049] For further information, please refer to Figure 1The first bidirectional communication terminal CAN1 includes a first forward communication terminal X1 and a first reverse communication terminal Y1, the second bidirectional communication terminal CAN2 includes a second forward communication terminal X2 and a second reverse communication terminal Y2, the third bidirectional communication terminal CAN3 includes a third forward communication terminal X3 and a third reverse communication terminal Y3, and the fourth bidirectional communication terminal CAN4 includes a fourth forward communication terminal X4 and a fourth reverse communication terminal Y4; the first forward communication terminal X1 is connected to the second forward communication terminal X2, and the second forward communication terminal X2 transmits a signal to the first forward communication terminal X1; the first reverse communication terminal Y1 is connected to the second reverse communication terminal Y2, and the first reverse communication terminal Y1 transmits a signal to the second reverse communication terminal Y2; the third forward communication terminal X3 is connected to the fourth forward communication terminal X4, and the third forward communication terminal X3 transmits a signal to the fourth forward communication terminal X4; the third reverse communication terminal Y3 is connected to the fourth reverse communication terminal Y4, and the fourth reverse communication terminal Y4 transmits a signal to the third reverse communication terminal Y3.

[0050] In the specific implementation, when the user needs to use the charging and discharging function of the vehicle charger, the user needs to perform the corresponding human-computer interaction operation on the screen of the vehicle terminal 40, such as opening the vehicle application, selecting the corresponding charging and discharging function, and starting the corresponding charging and discharging function. Among them, the main control unit 10 receives the working instruction (including shutdown instruction, forward charging instruction or inversion instruction) sent by the vehicle terminal 40 through the second forward communication terminal X2 through the first forward communication terminal X1, and then sends the working instruction to the corresponding slave control unit through the third forward communication terminal X3, which is received by the slave control unit through the fourth forward communication terminal X4, and then the slave control unit outputs the corresponding PWM signal to control the power unit, thereby realizing the corresponding shutdown, forward charging or inversion operation. The feedback information for the working instruction is transmitted to the vehicle terminal in the order of the fourth reverse communication terminal Y4→the third reverse communication terminal Y3→the first reverse communication terminal Y1→the second reverse communication terminal Y2.

[0051] Specifically, when the master control unit 10 receives an inverter operation instruction, it is no longer necessary to control the power tube to be turned off, and it is only necessary to control the power tube in the power circuit through the corresponding slave control unit 20 to realize the inverter operation.

[0052] See also Figure 3, when the main control unit 10 receives the inverter working instruction sent by the vehicle terminal 40 through the first two-way communication terminal CAN1, the inverter working instruction is normally output to the slave control unit 20; if it is in the positive half cycle of the inverter cycle, the slave control unit 20 outputs the first pulse signal and the fourth pulse signal to the first power tube Q1 and the fourth power tube Q4 respectively to control the first power tube Q1 and the fourth power tube Q4 to be turned on. In this way, the bus capacitor C1 can charge the external device through the inverter circuit of the positive half cycle. When the inverter working instruction is mistakenly identified as a non-inverter working instruction, the shutdown mechanism will be triggered, that is, the main control unit controls the second sub-control terminal IO2 to output the second control signal Disab le2 to the third power tube Q3 and the fourth power tube Q4, thereby shutting down the third power tube and the fourth power tube, so that the power unit cannot output AC voltage. The specific positive half-cycle inverter circuit is as follows: bus capacitor C1→first power tube Q1→first inductor L1→live wire L→neutral wire N→fourth power tube Q4→bus capacitor C1.

[0053] See also Figure 4 , when the main control unit 10 receives the inverter working instruction sent by the vehicle terminal 40 through the first two-way communication terminal CAN1, it normally outputs the transmission inverter working instruction to the slave control unit 20; if it is in the negative half cycle of the inverter cycle, the slave control unit 20 outputs the second pulse signal and the third pulse signal to the second power tube Q2 and the third power tube Q3 respectively according to the inverter working instruction to control the second power tube Q2 and the third power tube Q3 to be turned on. In this way, the bus capacitor C1 can charge the external device through the inverter circuit of the negative half cycle. The principle is the same as that of the positive half cycle. When it is mistakenly identified as a non-inverter working instruction, Q3 and Q4 are turned off, so that the power unit cannot output AC voltage. The specific negative half cycle inverter circuit is as follows: bus capacitor C1→third power tube Q3→neutral line N→live line L→first inductor L1→second power tube Q2→bus capacitor C1.

[0054] In this embodiment, when an inverter working instruction is received, the first control end does not actively shut down the third power tube Q3 and the fourth power tube Q4, and enters the inverter working normally, thereby avoiding affecting the normal inverter working; and when the inverter instruction is mistakenly identified as a non-inverter working instruction, the inverter circuit cut-off mechanism will be triggered, shutting down Q3 and Q4, so that the power unit cannot output AC voltage.

[0055] In addition, the vehicle terminal 40 is controlled by the vehicle application to send the corresponding non-inversion working instructions to the main control unit 10. When the main control unit 10 receives the non-inversion working instructions sent by the vehicle terminal 40 through the first two-way communication terminal CAN1, a control signal is sent through the first control terminal to the controlled ends of at least two power tubes among the first power tube Q1, the second power tube Q2, the third power tube Q3 and the fourth power tube Q4 to control at least two power tubes to shut down.

[0056] For example, the main control unit 10 may include a main control chip, the slave control unit 20 may include a slave control chip, and the main control unit 10 is connected to the vehicle terminal 40, the slave control chip, and each power tube in the power unit 30 through the main control chip. It can be understood that the main control unit 10 can also be a main control circuit, and the slave control unit 20 can also be a slave control circuit, as long as the functions described in the embodiments of the present application can be realized, and no limitation is made here.

[0057] It can be seen that in this embodiment, when the main control unit 10 receives the non-inverting working instruction sent by the vehicle terminal 40 through the first two-way communication terminal CAN1, a control signal is sent to the controlled end of at least two power tubes among the first power tube Q1, the second power tube Q2, the third power tube Q3 and the fourth power tube Q4 through the first control end to control the at least two power tubes to be turned off. In this way, when the main control unit 10 receives the non-inverting working instruction, the corresponding power tube is directly controlled to be turned off to block the inverter function, so that the probability of mistakenly entering the inverter operation regardless of any non-inverting working instruction sent by the vehicle terminal 40 becomes extremely low.

[0058] In one possible embodiment, please refer to Figure 1 and Figure 5 , the main control unit 10 can control two power tubes at the same time through one control terminal. Specifically, the first control terminal includes a first sub-control terminal IO1 and a second sub-control terminal IO2, and the main control unit 10 is connected to the first controlled terminal of the first power tube Q1 and the second controlled terminal of the second power tube Q2 through the first sub-control terminal IO1, and the second sub-control terminal IO2 is connected to the third controlled terminal of the third power tube Q3 and the fourth controlled terminal of the fourth power tube Q4 respectively; in this embodiment, when the main control unit 10 receives the non-inverting working instruction sent by the vehicle terminal 40 through the first two-way communication terminal CAN1, the third control signal and the fourth control signal are output to the third controlled terminal and the fourth controlled terminal respectively through the second sub-control terminal IO2 to control the third power tube Q3 and the fourth power tube Q4 to turn off.

[0059] In a specific implementation, this embodiment sets two ports, a first sub-control terminal IO1 and a second sub-control terminal IO2, in the main control unit 10, and the first sub-control terminal IO1 controls the first power tube Q1 and the second power tube Q2, and the second sub-control terminal IO2 controls the third power tube Q3 and the fourth power tube Q4 in the power circuit. Among them, the third power tube Q3 and the fourth power tube Q4 are both power tubes mainly used for inverter work. The main control unit 10 establishes a shortest control path with the third power tube Q3 and the fourth power tube Q4 through the second sub-control terminal IO2, so that the main control unit 10 can directly control the shutdown of the third power tube Q3 and the fourth power tube Q4. When the vehicle sends a non-inverting working instruction, the main control unit 10 enables the second sub-control terminal IO2 to shut down the third power tube Q3 and the fourth power tube Q4 in the power circuit, so that the inverter circuit of the bus capacitor C1 is disconnected. In this way, no matter whether a shutdown instruction or a charging instruction is sent, the inverter operation will not be entered by mistake, avoiding the inverter operation output AC voltage due to communication errors between the main control unit 10 and the slave control unit or misjudgment of the slave control unit, reducing personal safety risks, and there is no need to verify the data transmission between the master and slave control units, thereby reducing the workload of software development.

[0060] At the same time, when receiving the normal charging instruction, Q3 and Q4 are not actively driven, and only the body diodes of Q3 and Q4 are used. Therefore, if the drive of Q3 and Q4 is turned off, only the corresponding body diodes are used, and the forward charging function is not affected. Its charging circuit is as follows: (1) live wire L→first inductor L1→first power tube Q1→bus capacitor C1→body diode of fourth power tube Q4→neutral wire N→live wire L; (2) neutral wire N→body diode of third power tube Q3→bus capacitor C1→second power tube Q2→inductor L1→live wire L→neutral wire N.

[0061] It can be seen that in this embodiment, two power tubes are controlled simultaneously by one control terminal, which improves the control efficiency and reduces the data processing amount of the main control unit 10.

[0062] In one possible embodiment, Figure 6As shown, the main control unit 10 can be provided with two control interfaces at the first sub-control terminal IO1 and the second sub-control terminal IO2, that is, the first sub-control terminal IO1 includes the first control interface A1 and the second control interface A2, and the second sub-control terminal IO2 includes the third control interface B1 and the fourth control interface B2. Among them, the first control interface A1 is connected to the first controlled end of the first power tube Q1, and outputs the first control signal to the first controlled end to control the first power tube Q1 to be turned off; the second control interface A2 is connected to the second controlled end of the second power tube Q2, and outputs the second control signal to the second controlled end to control the second power tube Q2 to be turned off; the third control interface B1 is connected to the third controlled end of the third power tube Q3, and outputs the third control signal to the third controlled end to control the third power tube Q3 to be turned off; the fourth control interface B2 is connected to the fourth controlled end of the fourth power tube Q4, and outputs the fourth control signal to the fourth controlled end to control the fourth power tube Q4 to be turned off.

[0063] It can be understood that only two control interfaces can be set at the first sub-control end, while the second sub-control end has one output end, that is, different control signals are output through the two control interfaces of the first sub-control end to respectively control the first power tube Q1 and the second power tube Q2, and one control signal is output through the second sub-control end to simultaneously control the third power tube Q3 and the fourth power tube Q4; similarly, only a control port can be set at the second sub-control end, while the first sub-control end has one output end, that is, different control signals are output through the two control interfaces of the second sub-control end to respectively control the third power tube Q3 and the fourth power tube Q4, and one control signal is output through the first sub-control end to simultaneously control the first power tube Q1 and the second power tube Q2, which is not limited here.

[0064] like Figure 7 As shown, the first control terminal may also include four sub-control terminals (respectively, the first sub-control terminal, the second sub-control terminal, the third sub-control terminal and the fourth sub-control terminal), and each sub-control terminal controls a corresponding power tube. Among them, the first sub-control terminal IO1 is connected to the first controlled terminal of the first power tube Q1, and outputs a first control signal to the first controlled terminal to control the first power tube Q1 to be turned off; the second sub-control terminal IO2 is connected to the second controlled terminal of the second power tube Q2, and outputs a second control signal to the second controlled terminal to control the second power tube Q2 to be turned off; the third sub-control terminal IO3 is connected to the third controlled terminal of the third power tube Q3, and outputs a third control signal to the third controlled terminal to control the third power tube Q3 to be turned off; the fourth sub-control terminal IO4 is connected to the fourth controlled terminal of the fourth power tube Q4, and outputs a fourth control signal to the fourth controlled terminal to control the fourth power tube Q4 to be turned off.

[0065] Based on this circuit connection relationship, when the main control unit 10 receives the non-inversion working instruction sent by the vehicle terminal 40 through the first bidirectional communication terminal CAN1, since the charging cycle is divided into a positive half-cycle and a negative half-cycle, and because the power unit 30 is a bidirectional PFC circuit, the power tubes that need to be turned on in the positive half-cycle and the negative half-cycle are different.

[0066] See also Figure 8 When the main control unit 10 receives the non-inverting working instruction sent by the vehicle terminal 40 through the first bidirectional communication terminal CAN1, if the non-inverting working instruction is a forward charging instruction and is in the positive half cycle of the charging cycle, the fourth control signal is output to the fourth controlled terminal through the fourth control interface to control the fourth power tube Q4 to turn off ( Figure 8 The × on the fourth power tube Q4 is used to indicate that the fourth power tube Q4 is turned off), cutting off the inverter circuit of the bus capacitor C1. At the same time, the following charging circuit for the bus capacitor C1 is formed: live wire L→first inductor L1→first power tube Q1→bus capacitor C1→body diode of the fourth power tube Q4→neutral wire N→live wire L.

[0067] See also Fig. 9 When the main control unit 10 receives the non-inverting working instruction sent by the vehicle terminal 40 through the first bidirectional communication terminal CAN1, if the non-inverting working instruction is a positive charging instruction and is in the negative half cycle of the charging cycle, the third control signal is output to the third controlled terminal through the third control interface to control the third power tube Q3 to be turned off ( Fig. 9 The × on the third power tube Q3 is used to indicate that the third power tube Q3 is turned off), cutting off the inverter circuit of the bus capacitor C1. At the same time, the following charging circuit for the bus capacitor C1 is formed: neutral line N→body diode of the third power tube Q3→bus capacitor C1→second power tube Q2→inductor L1→live line L→neutral line N.

[0068] It can be seen that in this embodiment, two power tubes are controlled respectively through two control interfaces, which improves the control accuracy and only blocks the inverter circuit without affecting the charging circuit of each half cycle.

[0069] In the embodiment of the present application, if the vehicle terminal 40 issues a shutdown command, both the forward charging operation and the reverse discharging operation need to be prohibited. Based on this, the present application also provides a corresponding control method for the shutdown command. Figure 10-13 The control method of the shutdown command is described.

[0070] In a possible embodiment, please also refer to Fig.10 and Fig.11The first control end includes a first sub-control end IO1, and the first sub-control end IO1 is respectively connected to the first controlled end of the first power tube Q1 and the second controlled end of the second power tube Q2; when the non-inversion working instruction is a shutdown instruction, a fifth control signal Disab le5 is output to the first controlled end and the second controlled end through the first sub-control end IO1, so as to control the first power tube Q1 and the second power tube Q2 to be turned off.

[0071] In a specific implementation, since the first power tube Q1 and the second power tube Q2 can be used for forward operation or reverse operation, after the first power tube Q1 and the second power tube Q2 are turned off simultaneously through the first sub-control terminal IO1, the forward charging circuit and the reverse discharging circuit can be blocked together. In this way, the power unit 30 cannot work. At this time, even if the shutdown command is misidentified by the slave control unit 20, the power unit 30 cannot be driven, and the on-board charger can enter the shutdown state normally.

[0072] In a possible embodiment, please also refer to Fig.10 and Fig.12 The first control end includes a second sub-control end IO2, and the second sub-control end IO2 is respectively connected to the third controlled end of the third power tube Q3 and the fourth controlled end of the fourth power tube Q4; when the non-inversion working instruction is a shutdown instruction, the sixth control signal Disab le6 is output to the third controlled end and the fourth controlled end through the second sub-control end IO2 to control the third power tube Q3 and the fourth power tube Q4 to be turned off.

[0073] In a specific implementation, since the third power tube Q3 and the fourth power tube Q4 are mainly used for inversion work, if a shutdown command is received, after the third power tube Q3 and the fourth power tube Q4 are turned off simultaneously through the second sub-control terminal IO2, since the power unit 30 cannot perform inversion work, even if the shutdown command is mistakenly identified as other commands, no AC voltage will be output. In this way, it is possible to avoid mistakenly entering the inverter work and outputting AC voltage due to communication errors between the master control unit 10 and the slave control unit 20 or misjudgment of the slave control unit, reduce personal safety risks, and do not need to verify the data transmission between the master and slave control units, thereby reducing the workload of software development.

[0074] In a possible embodiment, please also refer to Fig.10 and Fig.13The first control end includes a first sub-control end IO1 and a second sub-control end IO2, the first sub-control end IO1 is respectively connected to the first controlled end of the first power tube Q1 and the second controlled end of the second power tube Q2, and the second sub-control end IO2 is respectively connected to the third controlled end of the third power tube Q3 and the fourth controlled end of the fourth power tube Q4; when the non-inversion working instruction is a shutdown instruction, the fifth control signal Di sab le5 is output to the first controlled end and the second controlled end respectively through the first sub-control end IO1, and the sixth control signal Di sab le6 is output to the third controlled end and the fourth controlled end respectively through the second sub-control end IO2, so as to control the first power tube Q1, the second power tube Q2, the third power tube Q3 and the fourth power tube Q4 to be turned off.

[0075] In a specific implementation, the first power tube Q1, the second power tube Q2, the third power tube Q3 and the fourth power tube Q4 in the power unit 30 can be directly turned off through the main control unit 10. In this way, it is possible to avoid the inverter outputting AC voltage due to communication errors between the main control unit 10 and the slave control unit 20 or misjudgment of the slave control unit, thereby reducing personal safety risks, and there is no need to verify the data transmission between the master and slave control units, thereby reducing the workload of software development.

[0076] It can be understood that in this embodiment, four power tubes can be controlled simultaneously through one control end. For example, a control signal is output through the first control end and simultaneously output to the first power tube Q1, the second power tube Q2, the third power tube Q3 and the fourth power tube Q4, so that the first power tube Q1, the second power tube Q2, the third power tube Q3 and the fourth power tube Q4 are turned off at the same time.

[0077] The two power tubes can also be controlled separately through the two control terminals. For example, the first sub-control terminal IO1 outputs the fifth control signal Disab le5 to turn off the first power tube Q1 and the second power tube Q2 at the same time, and then the second sub-control terminal IO2 outputs the sixth control signal Disab le6 to turn off the third power tube Q3 and the fourth power tube Q4 at the same time.

[0078] Also, please see Figure 6 , the four power tubes can also be controlled separately through the four control terminals. For example, the first control signal Di sab le1, the second control signal Di sab le2, the third control signal Di sab le3 and the fourth control signal Di sab le4 are output to the first power tube Q1, the second power tube Q2, the third power tube Q3 and the fourth power tube Q4 respectively through the first control interface, the second control interface, the third control interface and the fourth control interface to turn off the first power tube Q1, the second power tube Q2, the third power tube Q3 and the fourth power tube Q4 at the same time.

[0079] It can be seen that in the present embodiment, the four power tubes in the power unit 30 are controlled by different control methods, so that the main control unit 10 can force the power unit 30 to shut down when receiving the shutdown command, thereby avoiding the inverter output AC voltage due to communication errors between the main control unit 10 and the slave control unit 20 or misjudgment of the slave control unit, reducing personal safety risks, and eliminating the need to verify the data transmission between the master and slave control units, thereby reducing the workload of software development.

[0080] The embodiment of the present application also provides a vehicle-mounted charger, which includes the vehicle-mounted charging and discharging circuit described in the embodiment of the present application. The specific structure of the vehicle-mounted charging and discharging circuit refers to the above embodiment. Since the vehicle-mounted charger adopts all the technical solutions of all the above embodiments, it at least has all the beneficial effects brought by the technical solutions of the above embodiments, which will not be described one by one here. The vehicle-mounted charger is applied to electric vehicles.

[0081] The embodiment of the present application also provides an electric vehicle, which includes the on-board charger described in the above embodiment of the present application. The specific structure of the electric vehicle refers to the above embodiment. Since the electric vehicle adopts all the technical solutions of all the above embodiments, it has at least all the beneficial effects brought by the technical solutions of the above embodiments, which will not be repeated here one by one.

[0082] Although the present invention is disclosed as above, the present invention is not limited thereto. Any person skilled in the art can easily think of changes or substitutions without departing from the spirit and scope of the present invention, and can make various changes and modifications, including the combination of the above-mentioned different functions and implementation steps, including software and hardware implementation methods, all of which are within the scope of protection of the present invention.

Claims

1. A vehicle-mounted charging and discharging circuit, characterized in that: The vehicle-mounted charging and discharging circuit includes a main control unit, a slave control unit and a power unit; The first bidirectional communication terminal of the master control unit is connected to the second bidirectional communication terminal of the vehicle-mounted terminal, the third bidirectional communication terminal of the master control unit is connected to the fourth bidirectional communication terminal of the slave control unit, the first control terminal of the master control unit is connected to the power unit; the pulse output terminal of the slave control unit is connected to the power unit; When the main control unit receives a non-inverting working instruction sent by the vehicle-mounted terminal through the first two-way communication terminal, it sends a control signal to the power unit through the first control terminal to cut off the inverter circuit of the power unit or control the power unit to stop working; When the main control unit receives the inverter working instruction sent by the vehicle terminal through the first two-way communication terminal, the inverter working instruction is transmitted to the slave control unit, and the slave control unit outputs a pulse signal to the power unit according to the inverter working instruction to control the power unit to perform the inverter work.

2. The vehicle-mounted charging and discharging circuit according to claim 1, characterized in that: The power unit includes a first power tube, a second power tube, a third power tube, a fourth power tube, a first inductor and a bus capacitor; The first control end of the main control unit is connected to the controlled ends of at least two power tubes among the first power tube, the second power tube, the third power tube and the fourth power tube; The pulse output end of the slave control unit is respectively connected to the first controlled end of the first power tube, the second controlled end of the second power tube, the third controlled end of the third power tube and the fourth controlled end of the fourth power tube; The source of the first power tube and the drain of the second power tube are connected to one end of the first inductor, the other end of the first inductor is used to be connected to the live wire, the drain of the first power tube and the drain of the third power tube are both connected to the positive electrode of the bus capacitor, the source of the third power tube and the drain of the fourth power tube are both used to be connected to the neutral line, and the source of the second power tube, the source of the fourth power tube and the negative electrode of the bus capacitor are all grounded.

3. The vehicle-mounted charging and discharging circuit according to claim 2, characterized in that: When the main control unit receives a non-inversion working instruction sent by the vehicle terminal through the first two-way communication end, a control signal is sent to the controlled ends of at least two power tubes among the first power tube, the second power tube, the third power tube and the fourth power tube through the first control end to cut off the inverter circuit of the power unit or control the power unit to stop working.

4. The vehicle-mounted charging and discharging circuit according to claim 3, characterized in that: The first control end includes a first sub-control end, and the first sub-control end is respectively connected to a first controlled end of the first power tube and a second controlled end of the second power tube; When the non-inversion working instruction is a shutdown instruction, the first control signal and the second control signal are output to the first controlled end and the second controlled end respectively through the first sub-control end to control the first power tube and the second power tube to be turned off.

5. The vehicle-mounted charging and discharging circuit according to claim 3, characterized in that: The first control end includes a first sub-control end and a second sub-control end, the first sub-control end is respectively connected to the first controlled end of the first power tube and the second controlled end of the second power tube, and the second sub-control end is respectively connected to the third controlled end of the third power tube and the fourth controlled end of the fourth power tube; When the non-inversion working instruction is a shutdown instruction, the first control signal and the second control signal are respectively output to the first controlled end and the second controlled end through the first sub-control end, and the third control signal and the fourth control signal are respectively output to the third controlled end and the fourth controlled end through the second sub-control end to control the first power tube, the second power tube, the third power tube and the fourth power tube to shut down.

6. The vehicle-mounted charging and discharging circuit according to any one of claims 3 to 5, characterized in that: The first control end includes a second sub-control end, and the second sub-control end is respectively connected to the third controlled end of the third power tube and the fourth controlled end of the fourth power tube; When the main control unit receives a non-inversion working instruction sent by the vehicle terminal through the first bidirectional communication terminal, it outputs a third control signal and a fourth control signal to the third controlled terminal and the fourth controlled terminal respectively through the second sub-control terminal to control the third power tube and the fourth power tube to shut down.

7. The vehicle-mounted charging and discharging circuit according to claim 6, characterized in that: The second sub-control end includes a third control interface, and the third control interface is connected to the third controlled end of the third power tube; When the main control unit receives a non-inversion working instruction sent by the vehicle terminal through the first bidirectional communication terminal, if the non-inversion working instruction is a forward charging instruction and is in the negative half of the charging cycle, the third control signal is output to the third controlled terminal through the third control interface to control the third power tube to shut down.

8. The vehicle-mounted charging and discharging circuit according to claim 6, characterized in that: The second sub-control end includes a fourth control interface, and the fourth control interface is connected to the fourth controlled end of the fourth power tube; When the main control unit receives a non-inversion working instruction sent by the vehicle terminal through the first bidirectional communication terminal, if the non-inversion working instruction is a forward charging instruction and is in the positive half of the charging cycle, the fourth control signal is output to the fourth controlled terminal through the fourth control interface to control the fourth power tube to shut down.

9. A vehicle-mounted charger, characterized in that: It comprises the on-board charging and discharging circuit as described in any one of claims 1 to 8, and the on-board charger is applied to an electric vehicle.

10. An electric vehicle, characterized in that: It includes the on-vehicle charging and discharging circuit as described in any one of claims 1 to 8, or includes the on-vehicle charger as described in claim 9.

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