Vehicle charging method and vehicle charging system

Abstract

The embodiment of the invention discloses a vehicle charging method and a vehicle charging system, an integrated circuit is obtained by integrating a controller, a multiplexing circuit and a first filter, and a first impedance matching network and a receiving coil are arranged in a wireless electric energy receiving end. The receiving coil is arranged at the position, with the preset height, of the vehicle, the receiving coil has a preset inductance value, and the first impedance matching network is designed to have a preset capacitance value corresponding to the preset height and the preset inductance value of the receiving coil. Impedance conversion is carried out on the input impedance of the receiving coil through the first impedance matching network, and a first alternating current signal transmitted by the wireless electric energy transmitting end is obtained through the receiving coil, so that the first alternating current signal is transmitted to the multiplexing circuit through the first impedance matching network for wireless charging. Therefore, the vehicle space can be saved while the charging efficiency and the charging safety are ensured, and the vehicle charging device can adapt to vehicles with different chassis heights and has high universality.

Description

[0001] This application is a divisional application of the Chinese invention patent application with the application date of June 29, 2023, application number 202310787544.6, and invention name “Vehicle Charging Method, Vehicle Charging System and Vehicle”. Technical Field

[0002] The present invention relates to the technical field of vehicle charging, and in particular to a vehicle charging method and a vehicle charging system. Background Art

[0003] With the continuous development of new energy technology and the increasingly prominent problems of environmental pollution and energy consumption caused by traditional fuel vehicles, in order to save energy and protect the environment, new energy vehicles have gradually become the mainstream way of daily travel for people. Therefore, people have put forward higher requirements for various functions of new energy vehicles, among which the charging function is more important. At present, how to design a charging system that can adapt to different vehicles and can accommodate car space while ensuring charging efficiency and charging safety has become an urgent problem to be solved.

[0004] In the prior art, new energy vehicles are usually equipped with independent wired charging systems (On Board Charger, OBC) and wireless charging systems (Wireless Power Transfer, WPT), so that the vehicle can be charged by wire through the wired charging system, or wirelessly through the wireless charging system. For the wireless charging system, it usually includes a receiving coil, which is set at a predetermined height of the vehicle chassis to obtain the AC signal transmitted by the wireless power transmitter (such as a wireless charging pile and a wireless charging pad, etc.).

[0005] On the one hand, since different vehicles may have different chassis heights, the height of the receiving coil changes, and thus the input impedance of the receiving coil changes, resulting in the wireless charging system in the prior art being unable to adapt to different vehicles and having great limitations. On the other hand, in the prior art, independently setting up a wired charging system and a wireless charging system is not conducive to saving vehicle space, and is costly, resulting in a poor user experience. Summary of the invention

[0006] In view of this, the purpose of the embodiments of the present invention is to provide a vehicle charging method and a vehicle charging system, which can save vehicle space while ensuring charging efficiency and charging safety, can be adapted to vehicles with different chassis heights, and have high universality.

[0007] In a first aspect, an embodiment of the present invention provides a vehicle charging system, the vehicle charging system comprising a wireless power receiving end and an integrated circuit, the wireless power receiving end comprising:

[0008] a first impedance matching network;

[0009] A receiving coil connected to the first impedance matching network, the receiving coil is disposed at a position of the vehicle having a predetermined height, and the receiving coil has a predetermined inductance value, and is configured to wirelessly acquire a first alternating current signal transmitted by the wireless power transmitting end, so as to transmit the first alternating current signal to the integrated circuit through the first impedance matching network for wireless charging;

[0010] Among them, the integrated circuit includes a multiplexing circuit, a first filter, a controlled switch group, a controller and a second impedance matching network. The controlled switch group is connected to the multiplexing circuit, the first filter, the controller and the second impedance matching network. The second impedance matching network is connected between the controlled switch group and the wireless power receiving end. The first impedance matching network has a predetermined capacitance value corresponding to a predetermined height and a predetermined inductance value, and is configured to perform impedance transformation on the input impedance of the receiving coil.

[0011] In some embodiments, the first impedance matching network includes:

[0012] A first capacitor module, comprising a plurality of first capacitor sub-modules connected in series, wherein the first capacitor module is connected between one side of the receiving coil and the integrated circuit;

[0013] A second capacitor module, comprising a plurality of second capacitor sub-modules connected in series, the second capacitor module being connected between the other side of the receiving coil and the integrated circuit;

[0014] A third capacitor module, one end of the third capacitor module is connected to a node between the first capacitor module and the integrated circuit, and the other end of the third capacitor module is connected to a node between the second capacitor module and the integrated circuit.

[0015] In some embodiments, each of the first capacitor sub-modules, each of the second capacitor sub-modules and the third capacitor module includes at least one capacitor, and the predetermined capacitance value is determined according to the capacitance values ​​of the first capacitor module, the second capacitor module and the third capacitor module.

[0016] In some embodiments, the second impedance matching network includes:

[0017] A first inductor is connected between the first capacitor module and the multiplexing circuit;

[0018] A second inductor is connected between the second capacitor module and the multiplexing circuit;

[0019] The second impedance matching network is configured to perform impedance matching on the output impedance of the receiving coil.

[0020] In some embodiments, the multiplexing circuit includes:

[0021] The power factor correction circuit is connected to the second impedance matching network and is configured to perform power factor correction on the first alternating current signal to obtain a correction signal and convert the correction signal into a first direct current signal.

[0022] In some embodiments, the controlled switch group includes:

[0023] A first controlled switch, comprising a first sub-controlled switch and a second sub-controlled switch, wherein the first sub-controlled switch is connected between one end of the first filter and the power factor correction circuit, and the second sub-controlled switch is connected between the other end of the first filter and the power factor correction circuit;

[0024] The second controlled switch includes a third sub-controlled switch and a fourth sub-controlled switch, wherein one end of the third sub-controlled switch is connected to a node between the first sub-controlled switch and the power factor correction circuit, and the other end of the third sub-controlled switch is connected to the first inductor, one end of the fourth sub-controlled switch is connected to a node between the second sub-controlled switch and the power factor correction circuit, and the other end of the fourth sub-controlled switch is connected to the second inductor.

[0025] In some embodiments, the controller is configured to control the first sub-controlled switch and the second sub-controlled switch to be turned on, and control the third sub-controlled switch and the fourth sub-controlled switch to be turned off, so that the multiplexing circuit is connected to the first filter for wired charging.

[0026] In some embodiments, the multiplexing circuit further comprises:

[0027] The inverter circuit is connected to the power factor correction circuit and is configured to isolate the first DC signal and convert the isolated first DC signal into a second AC signal.

[0028] In some embodiments, the multiplexing circuit further comprises:

[0029] The isolation transformer is connected to the inverter circuit and is configured to perform voltage regulation on the second alternating current signal to obtain a third alternating current signal.

[0030] In some embodiments, the multiplexing circuit further comprises:

[0031] The rectifier circuit is connected to the isolation transformer and is configured to convert the third AC power signal into a second DC power signal.

[0032] In some embodiments, the vehicle charging system further includes a charging control system, the charging control system includes a power distributor and / or a battery manager, and the multiplexing circuit further includes:

[0033] The second filter is connected to the rectifier circuit and the charging control system, and is configured to filter the second DC signal to obtain an output signal for charging the vehicle through the distributor and / or the battery manager.

[0034] In some embodiments, the wireless power receiving end further includes:

[0035] A locator, connected to the controller, configured to obtain location information of the wireless power receiving end and the wireless power transmitting end for transmission to the controller;

[0036] The controller is configured to control the first sub-controlled switch and the second sub-controlled switch to be turned off, and control the third sub-controlled switch and the fourth sub-controlled switch to be turned on in response to detecting a wireless charging signal and the position information indicating that the wireless power receiving end and the wireless power transmitting end meet a predetermined position condition, so that the multiplexing circuit is connected to the wireless power receiving end through the second impedance matching network for wireless charging.

[0037] In some embodiments, the integrated circuit further includes:

[0038] A power factor correction driving circuit is connected to the power factor correction circuit and the controller;

[0039] The controller is further configured to control the power factor correction circuit through the power factor correction drive circuit to perform power factor correction on the first AC power signal to obtain a correction signal, and convert the correction signal into a first DC power signal.

[0040] In some embodiments, the integrated circuit further includes:

[0041] An inverter drive circuit is connected to the controller and the inverter circuit;

[0042] The controller is further configured to control the inverter circuit through the inverter drive circuit to perform isolation processing on the first DC signal, and convert the isolated first DC signal into a second AC signal.

[0043] In some embodiments, the integrated circuit further includes:

[0044] A rectifier drive circuit is connected to the controller and the rectifier circuit;

[0045] The controller is further configured to control the rectifier circuit to convert the third AC power signal into a second DC power signal through the rectifier drive circuit.

[0046] In some embodiments, the integrated circuit further includes:

[0047] The detection circuit is connected to the controller and the second filter and is configured to obtain detection information including voltage information and current information for transmission to the controller.

[0048] In some embodiments, the integrated circuit further includes:

[0049] The protection circuit is connected to the controller and the detection circuit, and is configured to output a protection signal to protect the second filter in response to the detection information indicating an overload or a short circuit.

[0050] In some embodiments, the first filter is configured to obtain a to-be-processed alternating current signal transmitted by the power supply device, and filter the to-be-processed alternating current signal to obtain a first alternating current signal, so as to transmit it to the multiplexing circuit for wired charging.

[0051] In some embodiments, the wireless power receiving end further comprises a coil tray, a ferrite and a wireless power receiving end upper cover, wherein the coil tray, the receiving coil, the positioner, the ferrite, the first impedance matching network and the wireless power receiving end upper cover are arranged in sequence;

[0052] Among them, the integrated circuit also includes a locator driving circuit, or the wireless power receiving end also includes a locator driving circuit, the locator is connected to the controller through the locator driving circuit, and the controller is also configured to control the locator through the locator driving circuit to obtain the location information of the wireless power receiving end and the wireless power transmitting end.

[0053] In a second aspect, an embodiment of the present invention provides a vehicle charging method, the vehicle charging method comprising:

[0054] Obtaining location information of a wireless power receiving end and a wireless power transmitting end;

[0055] In response to detecting a wireless charging signal, and the position information indicating that the wireless power receiving end and the wireless power transmitting end meet a predetermined position condition, a first alternating current signal transmitted by the wireless power transmitting end is acquired through a receiving coil in the wireless power receiving end, so as to be transmitted to the integrated circuit through a first impedance matching network for wireless charging;

[0056] Among them, the receiving coil is arranged at a position with a predetermined height in the vehicle, and the receiving coil has a predetermined inductance value, the first impedance matching network has a predetermined capacitance value corresponding to the predetermined height and the predetermined inductance value, and the first impedance matching network is configured to perform impedance transformation on the input impedance of the receiving coil.

[0057] The embodiment of the present invention integrates the controller, the multiplexing circuit and the first filter to obtain an integrated circuit, and sets a first impedance matching network and a receiving coil in the wireless power receiving end. The receiving coil is set at a position where the vehicle has a predetermined height, and the receiving coil has a predetermined inductance value, and the first impedance matching network is designed to have a predetermined capacitance value corresponding to the predetermined height and the predetermined inductance value of the receiving coil. The input impedance of the receiving coil is transformed by the first impedance matching network, and the first alternating current signal transmitted by the wireless power transmitting end is obtained by the receiving coil, so as to be transmitted to the multiplexing circuit through the first impedance matching network for wireless charging. In this way, while ensuring charging efficiency and charging safety, vehicle space can be saved, and it can be adapted to vehicles with different chassis heights, with high universality. BRIEF DESCRIPTION OF THE DRAWINGS

[0058] The above and other objects, features and advantages of the present invention will become more apparent through the following description of the embodiments of the present invention with reference to the accompanying drawings, in which:

[0059] Figure 1 is a schematic diagram of a wireless power receiving end according to an embodiment of the present invention;

[0060] Figure 2 is a circuit diagram of a vehicle charging system according to an embodiment of the present invention;

[0061] Figure 3 is a schematic diagram of a vehicle according to an embodiment of the present invention;

[0062] Figure 4 is a flow chart of a vehicle charging method according to an embodiment of the present invention;

[0063] Figure 5 is an equivalent circuit diagram of a vehicle charging system according to an embodiment of the present invention;

[0064] Figure 6 is an equivalent circuit diagram of a vehicle charging system according to an embodiment of the present invention;

[0065] Figure 7 is an equivalent circuit diagram of a vehicle charging system according to an embodiment of the present invention;

[0066] Figure 8 is a circuit diagram of a first impedance matching network in an embodiment of the present invention;

[0067] Fig. 9 is an equivalent circuit diagram of a first impedance matching network in an embodiment of the present invention;

[0068] Fig.10 is a schematic diagram of a correspondence between a predetermined capacitance value of a first impedance matching network and a predetermined height and a predetermined inductance value of a receiving coil in an embodiment of the present invention;

[0069] Fig.11 is an equivalent circuit diagram of a vehicle charging system in an embodiment of the present invention in a wired charging state;

[0070] Fig.12 is an equivalent circuit diagram of the vehicle charging system according to an embodiment of the present invention in a wireless charging state.

[0071] Description of reference numerals:

[0072] 100-Vehicle charging system;

[0073] 1-wireless power receiving end; 11-upper cover of wireless power receiving end;

[0074] 12-first impedance matching network; 121-first capacitor module; C1, C2, C3, C4-first capacitor sub-module; 122-second capacitor module; C5, C6, C7, C8-second capacitor sub-module; 123-third capacitor module; C9-third capacitor sub-module;

[0075] 13- ferrite; 14- positioner; 15- receiving coil; 16- coil tray;

[0076] 2-integrated circuit; 21-multiplexed circuit;

[0077] 211-power factor correction circuit; D1, D2, D3, D4-diodes;

[0078] 212-inverter circuit; 213-isolation transformer; N1-primary winding; N2-secondary winding;

[0079] 214-rectifier circuit; 215-second filter;

[0080] 22- first filter;

[0081] 23- controlled switch group;

[0082] S23'-controlled switch; a1', a2'-node; S1', 231-first controlled switch; S11-first sub-controlled switch; S12-second sub-controlled switch; S2', 232-second controlled switch; S21-third sub-controlled switch; S22-fourth sub-controlled switch;

[0083] 24-controller; 241-control unit; 242-first processing unit; 243-second processing unit;

[0084] 25-second impedance matching network; L1-first inductor; L2-second inductor;

[0085] 26-protection circuit; 27-detection circuit;

[0086] 28-multiple drive circuits; 281-power factor correction drive circuit; 282-inverter drive circuit; 283-rectifier drive circuit;

[0087] 3-PDU / BMS system;

[0088] 200-vehicle body; 4-vehicle battery; 5-vehicle chassis;

[0089] 300- wireless power transmitter; 6- transmitting coil;

[0090] 400 - ground; DETAILED DESCRIPTION

[0091] The present invention is described below based on embodiments, but the present invention is not limited to these embodiments. In the detailed description of the present invention below, some specific details are described in detail. It is possible for a person skilled in the art to fully understand the present invention without the description of these details. In order to avoid confusing the essence of the present invention, known methods, processes, flows, components and circuits are not described in detail.

[0092] In addition, persons of ordinary skill in the art will appreciate that the drawings provided herein are for illustration purposes and are not necessarily drawn to scale.

[0093] At the same time, it should be understood that in the following description, "circuit" refers to a conductive circuit composed of at least one element or subcircuit through electrical connection or electromagnetic connection. When an element or circuit is said to be "connected to" another element or an element / circuit is said to be "connected between" two nodes, it can be directly coupled or connected to another element or there can be an intermediate element, and the connection between the elements can be physical, logical, or a combination thereof. On the contrary, when an element is said to be "directly coupled to" or "directly connected to" another element, it means that there is no intermediate element between the two.

[0094] Unless the context clearly requires otherwise, the words "include", "comprising" and the like throughout this application should be interpreted as including rather than exclusive or exhaustive; that is, as meaning "including but not limited to".

[0095] In the description of the present invention, it is to be understood that the terms "first", "second", etc. are only configured for descriptive purposes and cannot be understood as indicating or implying relative importance. In addition, in the description of the present invention, unless otherwise specified, "plurality" means two or more.

[0096] In the following description, the vehicle charging system and the vehicle charging method are applied to the scenarios of wired charging and wireless charging of new energy vehicles. It should be understood that the charging system and the charging method involved in the embodiments of the present invention can also be designed to be applied to various scenarios that require charging, such as charging of unmanned aircraft, charging of smart home devices, etc.

[0097] Figure 1 and Figure 2 1 and 2 are schematic diagrams of a wireless power receiving end and a circuit diagram of a vehicle charging system according to an embodiment of the present invention. Figure 1 and Figure 2 As shown, the vehicle charging system of this embodiment includes a wireless power receiving end 1 and an integrated circuit 2. The integrated circuit 2 includes a multiplexing circuit 21, a first filter 22, a controlled switch group 23, a controller 24 and a second impedance matching network 25. The wireless power receiving end 1 includes a wireless power receiving end cover 11, a first impedance matching network 12, a ferrite 13, a positioner 14, a receiving coil 15 and a coil tray 16. Among them, the wireless power receiving end cover 11, the first impedance matching network 12, the ferrite 13, the positioner 14, the receiving coil 15 and the coil tray 16 are arranged in sequence. The controlled switch group 23 is connected to the multiplexing circuit 21, the first filter 22, the controller 24 and the second impedance matching network 25. The second impedance matching network 25 is connected between the controlled switch group 23 and the wireless power receiving end 1.

[0098] In this embodiment, the upper cover 11 of the wireless power receiving end can be made of magnetic materials, such as a magnetic shielding cover (Magnetic Shielding Cover, anti-magnetic shielding cover). Among them, the magnetic shielding cover can effectively shield external electromagnetic interference and has good thermal conductivity. Correspondingly, the coil tray 16 can be made of magnetic materials, such as a magnetic resonance coil tray (Magnetic Resonance Coil Tray, MRCT). Among them, the magnetic resonance coil tray can be matched with the wireless power transmitting end to improve the efficiency of wireless power transmission.

[0099] In this embodiment, the receiving coil 15 can be implemented by a power receiving coil, a planar coil, a multi-layer coil, a multi-turn coil, an embedded coil, etc., and is used to wirelessly obtain the first alternating current signal transmitted by the wireless power transmitter, so as to transmit it to the multiplexing circuit 21 through the ferrite 13 and the first impedance matching network 12 for wireless charging. Among them, the power receiving coil has the advantages of efficient transmission of wireless power and low positioning accuracy requirements. That is to say, the power receiving coil can efficiently receive the electromagnetic energy transmitted by the wireless power transmitter to achieve effective energy transmission and charging efficiency, and because the power receiving coil has a low positioning accuracy to the transmitting coil of the wireless power transmitter, it can be applied to different scenarios and has high universality. A planar coil is a coil with a planar structure, which can adopt a planar coil layout, and has the characteristics of simple structure and easy installation, and has high universality. A multi-layer coil can be a coil structure composed of multiple coils stacked together, which has a high power transmission efficiency and is suitable for high power transmission, fast charging and other scenarios. A multi-turn coil can be a coil structure composed of multiple coils wrapped around, so that the electromagnetic induction area and induction efficiency of the coil are increased, thereby having high energy transmission efficiency and stability. The embedded coil can be designed as a coil structure embedded in the chassis or body structure of the vehicle, that is, the wireless power receiving end 1 can be set as a structure embedded in the chassis or body structure of the vehicle, so as to improve the aesthetics of the vehicle and provide better installation and protection performance. Therefore, the wireless power receiving end 1 can be set under the chassis of the vehicle, embedded in the chassis of the vehicle, or set in the body structure, which can save vehicle space, improve user experience, and be adapted to different vehicles, with high universality.

[0100] In the following description, it is taken as an example that the receiving coil 15 is a power receiving coil, the wireless power receiving end 1 is arranged under the chassis of the vehicle, and the receiving coil 15 has a predetermined height and a predetermined inductance value.

[0101] In this embodiment, the ferrite 13 is a material with good magnetic permeability and anti-magnetic interference performance. The ferrite 13, the positioner 14, and the receiving coil 15 are arranged in sequence. The ferrite 13 can enhance the induction effect of the receiving coil 15 on the electromagnetic field transmitted by the wireless power transmitter, thereby improving the energy transmission efficiency.

[0102] In this embodiment, the locator 14 is used to obtain the position information of the receiving coil 15 in the wireless power receiving end 1 and the transmitting coil in the wireless power transmitting end, and transmit it to the controller 24, so that the controller 24 can determine whether the wireless power receiving end 1 and the wireless power transmitting end meet the predetermined position conditions based on the position information, and perform wireless charging after receiving the wireless charging signal from the wireless power transmitting end.

[0103] In this embodiment, the vehicle charging system includes a wireless communication module connected to the controller 24, and the wireless communication module can be implemented by a Wifi module, etc. Then the controller 24 can obtain the wireless charging signal sent by the wireless power transmitter through the wireless communication module. Among them, the wireless communication module can be set in the integrated circuit 2, and can also be set in the wireless power receiving end 1.

[0104] Optionally, the first impedance matching network 12 is connected to the second impedance matching network 25 in the integrated circuit 2 through an AC high-voltage harness, such as an insulated power cable, an elastic cable, etc. Among them, the insulated power cable may include a conductor, an insulating material and a protective sheath, which has a predetermined wire size and current capacity, so that it can carry the current and power required during the charging process. The elastic cable may include a flexible insulating material and a wire, which has high flexibility and elasticity, and is easy to install and connect. At the same time, the first impedance matching network 12, the locator 14, the receiving coil 15, etc. in the wireless power receiving end 1 can be connected to the controller 24 in the integrated circuit 2 by wired connection. Among them, the wired connection can be achieved through a low-voltage harness, and the low-voltage harness is implemented by a bus interface such as CAN (Controller Area Network), LIN (Local Interconnect Network), Type C, RS-485, UART (Universal Asynchronous Receiver / Transmitter). Among them, CAN is a serial communication protocol of the ISO International Organization for Standardization. LIN (bus is a low-cost serial communication protocol based on UART / SCI (Universal Asynchronous Receiver / Serial Interface), mainly used for serial communication of sensors and controllers. Type C belongs to a USB (Universal Serial Bus) interface form factor standard, which has the characteristics of small size and universality. The RS-485 bus standard is a widely used bidirectional, balanced transmission standard interface in industry (attendance, monitoring, data acquisition system), supporting multi-point connection. UART is a universal serial data bus used for asynchronous communication. The bus has bidirectional communication and can realize full-duplex transmission and reception.

[0105] In an optional embodiment, the AC high-voltage wiring harness and the low-voltage wiring harness can be designed with waterproof connectors at both ends. This design can use special waterproof connectors to ensure that both ends of the wiring harness have waterproof functions when connected. As a result, it can be applied to scenarios where the wiring harness needs to be frequently connected and disconnected, such as repair and replacement of parts.

[0106] In another optional embodiment, the AC high voltage harness and the low voltage harness can be designed as a Pigtail connection mode. The Pigtail connection mode is characterized by a cable being reserved at one end of the harness and a connector at the other end. This design mode can select the corresponding connector type according to user needs, thus having high universality.

[0107] In yet another optional implementation, the AC high voltage wiring harness and the low voltage wiring harness may be independently provided, or a single wiring harness in a one-to-two configuration may be used.

[0108] Optionally, the locator 14 includes a positioning coil, etc. When the receiving coil 15 is aligned with the transmitting coil in the wireless power transmitter, the positioning coil can sense the changing electromagnetic signal. Then the locator 14 processes the changing electromagnetic signal, and can determine the position information of the receiving coil 15 relative to the transmitting coil, and transmit it to the controller 24. Then the controller 24 can realize the accurate alignment of the receiving coil 15 and the transmitting coil according to the position information.

[0109] In this embodiment, since the prior art requires the design of corresponding wired charging systems and wireless charging systems for different vehicles, respectively. Specifically, for example, in the prior art, the receiving coil in the wireless charging system is usually set at a position with a predetermined height on the vehicle chassis to receive the first AC signal sent by the wireless power transmitter. Since different vehicles may have different chassis heights, it is necessary to design a corresponding wireless charging system according to the chassis height of the vehicle to achieve efficient wireless charging, which leads to its greater limitations and requires it to occupy a larger vehicle space. In view of this situation, this embodiment integrates the multiplexing circuit 21, the first filter 22, the controlled switch group 23, the controller 24 and the second impedance matching network 25 to obtain an integrated circuit 2, so that the integrated circuit can be adapted to different vehicles and has high universality. Furthermore, in this embodiment, a first impedance matching network 12 is provided in the wireless power receiving end 1 to perform impedance transformation on the input impedance of the receiving coil 15, and the first impedance matching network 12 has a predetermined capacitance value corresponding to the predetermined height of the receiving coil 15 and the inductance value of the receiving coil, so that the corresponding wireless power receiving end 1 can be provided according to the vehicle chassis height, so that it can be adapted to different vehicles. Specifically, the schematic diagram of the vehicle in this embodiment can be referred to Figure 3 .

[0110] Figure 3 Schematic diagram of a vehicle according to an embodiment of the present invention. Figure 3As shown, the vehicle of this embodiment includes a vehicle charging system 100 and a vehicle body 200. Among them, the vehicle charging system 100 includes a wireless power receiving end 1, an integrated circuit 2 and a PDU / BMS system 3. The vehicle body 200 includes a vehicle battery 4 and a vehicle chassis 5. The wireless power receiving end 1 is arranged under the vehicle chassis 5, and the receiving coil 15 has a predetermined height h from the ground 400. In the following description, the PDU (Power Distribution Unit, distributor) / BMS (Battery Management System, battery manager) system 3 is also a charging control system.

[0111] In this embodiment, in order to make the wireless power receiving end 1 adaptable to different vehicles, that is, because the vehicles with chassis of different heights make the corresponding receiving coils 15 have different heights, the coupling effect of the wirelessly transmitted magnetic field on the receiving coil 15 changes. The coupling effect characterizes the interaction between the magnetic field in the transmitting coil 6 and the receiving coil 15, so that the voltage and current of the first alternating current signal induced by the receiving coil 15 change, thereby affecting the input impedance of the receiving coil 15. In view of this situation, the first impedance matching network 12 is designed in this embodiment to have a predetermined capacitance value corresponding to the predetermined height h and the predetermined inductance value of the receiving coil 15. Specifically, after the transmitting coil 6 and the receiving coil 15 in the wireless power transmitting end 300 are successfully aligned, the transmitting coil 6 transmits the first alternating current signal to the receiving coil 15. Then, the input impedance of the receiving coil 15 is transformed by the first impedance matching network 12, and the first AC signal transmitted by the wireless power transmitting end 300 is obtained by the receiving coil 15, so as to transmit the first AC signal to the multiplexing circuit 21 and the PDU / BMS system 3 through the first impedance matching network 12, the second impedance matching network 25, and the controlled switch group 23 to charge the vehicle battery 4. Specifically, the vehicle charging method of this embodiment can refer to Figure 4 .

[0112] Figure 4 FIG. 1 is a flow chart of a vehicle charging method according to an embodiment of the present invention. Figure 4 As shown, the vehicle charging process of this embodiment includes the following steps:

[0113] Step S100: Acquire location information of the wireless power receiving end and the wireless power transmitting end.

[0114] In this embodiment, the controller 24 obtains the position information of the receiving coil 15 in the wireless power receiving end 1 and the transmitting coil 6 in the wireless power transmitting end 300 through the locator 14, and then the controller 24 can accurately align the receiving coil 15 with the transmitting coil according to the position information.

[0115] Step S200, in response to detecting a wireless charging signal, and the position information indicating that the wireless power receiving end and the wireless power transmitting end meet a predetermined position condition, a first alternating current signal transmitted by the wireless power transmitting end is obtained through a receiving coil in the wireless power receiving end, and transmitted to an integrated circuit through a first impedance matching network for wireless charging.

[0116] In this embodiment, the controller 24 is used to obtain charging information and control the charging state of the vehicle charging system according to the charging information, wherein the charging state includes a wired charging state and a wireless charging state.

[0117] In an optional embodiment, the charging information includes a wireless charging signal. That is, the controller 24 detects the wireless charging signal sent by the wireless power transmitter through the wireless communication module, and controls the charging state of the vehicle charging system to be in a wireless charging state. Among them, the wireless charging signal can be a wireless charging communication signal, that is, the wireless power transmitter sends a wireless charging communication signal to the controller 24 for information verification (such as a vehicle identification code (Vehicle Identification Number, VIN), etc.) to establish wireless communication. Among them, the wireless charging signal can also be a WCS signal (Wireless Charging Start Signal), which indicates the start of wireless charging. It should be understood that this embodiment is illustrated by taking the wireless charging signal including a wireless charging communication signal or a WCS signal as an example, but the wireless charging signal can also be a FA signal (Fault Alarm Signal, fault signal). Among them, the FA signal is used to indicate an abnormality or failure of the vehicle charging system.

[0118] In another optional embodiment, the charging information includes at least one wired charging signal. That is, the controller 24 detects one or more wired charging signals and controls the charging state of the vehicle charging system to be in a wired charging state. Among them, the wired charging signal can be a CC signal (Connection Confirm Signal). That is to say, after the power supply device (that is, a wired charging pile and a charging gun, etc.) is successfully connected to the integrated circuit 2 in the vehicle charging system 100, the power supply device can send a CC signal to the controller 24 through a wired charging chip (such as an IC chip (Integrated Circuit), etc.), so that the controller 24 confirms that the power supply device is successfully connected to the integrated circuit 2 according to the CC signal and can perform wired charging. The wired charging signal can also be a CP signal (Control Press Signal). Specifically, the CP signal can indicate that the power supply device has established a communication connection with the controller 24, that is, the power supply device sends a CP signal to the controller 24 for handshake and identification to establish a communication connection. The CP signal can also represent current regulation and control, that is, the power supply device sends a CP signal to the controller 24 to inform the controller 24 of the required charging current and voltage, and the controller 24 can adjust the current output of the vehicle charging system according to the CP signal to meet the requirements of the vehicle battery. The CP signal can also represent the wired charging state, that is, the power supply device sends a CP signal to the controller 24 to inform the controller 24 of the start, pause, resume and end of the wired charging, so that the controller 24 performs corresponding operations according to the wired charging state. It should be understood that this embodiment is described by taking the wired charging signal as a CC signal or a CP signal as an example, but the wired charging signal can also be a PP signal (Proximity Pilot Signal), a DP signal (Detection Pilot signal), a WP signal (Wake up Pilot signal), etc. Among them, the PP signal is used to detect the proximity of the power supply device to the vehicle socket (for example, the charging gun is inserted into the vehicle socket) to ensure the safety and reliability of the wired charging connection. The DP signal is used to detect the position and direction of the power supply device and the vehicle socket to ensure the correctness of the wired charging connection. The WP signal is used to wake up the vehicle charging system in a dormant state. That is, when the power supply device is ready to charge, the WP signal is sent to the controller 24, so that the controller 24 controls the power-on of each component in the vehicle charging system, or switches from the dormant state to the working state. The dormant state indicates that the power consumption of each component in the vehicle charging system is controlled to be less than or equal to a threshold value, and the working state indicates that the power consumption of each component in the vehicle charging system is controlled to be greater than a threshold value.

[0119] In this embodiment, the controller 24 can automatically control the charging state of the vehicle charging system 100 to be in a wired charging state or a wireless charging state according to the detected charging information.

[0120] In an optional embodiment, if it is detected that the charging information includes one or more wired charging signals, the controller 24 controls the charging state of the vehicle charging system to be in a wired charging state. In the wired charging state, the controller 24 controls the controlled switch group 23 so that the multiplexing circuit 21 is connected to the power supply device through the first filter 22 for wired charging.

[0121] In another optional embodiment, if it is detected that the charging information includes a wireless charging signal, and the position information of the wireless power receiving terminal 1 and the wireless power transmitting terminal 300 obtained by the locator 14 indicates that the wireless power receiving terminal 1 and the wireless power transmitting terminal 300 meet the predetermined position condition, that is, the wireless power receiving terminal 1 and the wireless power transmitting terminal 300 are successfully aligned, the controller 24 controls the charging state of the vehicle charging system 100 to be in a wireless charging state. In the wireless charging state, the controller 24 controls the controlled switch group 23 so that the multiplexing circuit 21 is connected to the wireless power receiving terminal 1 through the second impedance matching network 25 for wireless charging.

[0122] In another optional embodiment, when the charging state of the vehicle charging system 100 is in the wireless charging state, the charging information currently acquired by the controller 24 includes at least one wired charging signal, and the charging state of the vehicle charging system 100 is controlled to switch from the wireless charging state to the wired charging state. In other words, when the vehicle detects a wired charging signal during wireless charging, wireless charging is stopped, and wireless charging is subsequently performed. In this way, the charging efficiency of the vehicle can be guaranteed.

[0123] In another optional embodiment, when the charging state of the vehicle charging system 100 is in the wired charging state, the charging information currently acquired by the controller 24 includes a wireless charging signal, and the position information of the wireless power receiving end 1 and the wireless power transmitting end 300 acquired by the locator 14 indicates that the wireless power receiving end 1 and the wireless power transmitting end 300 meet the predetermined position condition, and the controller 24 maintains the charging state of the vehicle charging system 100 in the wired charging state. In other words, the vehicle detects the wireless charging signal during wired charging and maintains wired charging.

[0124] Optionally, the controller 24 is an electronic device with data processing, data storage and human-computer interaction functions, and the user can interact with the controller to control the charging state of the vehicle charging system to be in a wired charging state or a wireless charging state. For example, the controller 24 may include a touch screen, and the user can achieve human-computer interaction by touching the screen to control the charging state of the vehicle charging system to be in a wired charging state. In this way, the user experience can be improved.

[0125] In this embodiment, the controlled switch group 23 is connected to the multiplexing circuit 21, the first filter 22, the controller 24 and the second impedance matching network 25. Thus, the controller 24 can control the controlled switch group 23 so that the multiplexing circuit 21 is connected to the power supply device through the first filter 22 for wired charging, or the multiplexing circuit 21 is connected to the wireless power receiving end 1 through the second impedance matching network 25 for wireless charging.

[0126] In an optional embodiment, the controlled switch group 23 may include a controlled switch, and the controlled switch is a radio frequency switch. Figure 5 .

[0127] Figure 5 FIG. 1 is an equivalent circuit diagram of a vehicle charging system according to an embodiment of the present invention. Figure 5 As shown, the controlled switch group 23 includes a controlled switch S23'. The controlled switch S23' includes nodes a1' and a2', the node a1' is connected to the first filter 22, and the node a2' is connected to the second impedance matching network 25. The multiplexing circuit 21 is connected to the node between the controlled switch S23' and the controller 24. The controlled switch S23' is a single pole double throw switch (SPDT).

[0128] In this embodiment, after detecting that the charging information includes at least one wired charging signal, the controller 24 can control the controlled switch S23' to be turned on to the node a1', so that the multiplexing circuit 21 is connected to the first filter 22, and then connected to the power supply device through the first filter 22 for wired charging. The controller 24 can also control the controlled switch S23' to be turned on to the node a2' after detecting that the charging information includes a wireless charging signal, and the position information of the wireless power receiving end 1 and the wireless power transmitting end 300 obtained by the locator 14 indicates that the wireless power receiving end 1 and the wireless power transmitting end 300 meet the predetermined position condition, so that the multiplexing circuit 21 is connected to the second impedance matching network 25, and then connected to the wireless power receiving end 1 through the second impedance matching network 25 for wireless charging. In this way, wired charging and wireless charging of the vehicle can be achieved.

[0129] In another optional embodiment, the controlled switch group 23 may include a plurality of controlled switches, wherein the plurality of controlled switches include a first controlled switch and a second controlled switch, and the first controlled switch and the second controlled switch are radio frequency switches. Figure 6 .

[0130] Figure 6 FIG. 1 is an equivalent circuit diagram of a vehicle charging system according to an embodiment of the present invention. Figure 6 As shown, the controlled switch group 23 of this embodiment includes a first controlled switch S1' and a second controlled switch S2'. The first controlled switch S1' is connected between the controller 24 and the first filter 22. The second controlled switch S2' is connected between the controller 24 and the second impedance matching network 25. The multiplexing circuit 21 is connected to the node between the first controlled switch S1' and the controller 24, and the multiplexing circuit 21 is connected to the node between the second controlled switch S2' and the controller 24. The first controlled switch S1' and the second controlled switch S2' are single pole single throw switches (SPST).

[0131] In this embodiment, after detecting that the charging information includes at least one wired charging signal, the controller 24 can control the first controlled switch S1' to be turned on and keep the second controlled switch S2' turned off, so that the multiplexing circuit 21 is connected to the first filter 22, and then connected to the power supply device through the first filter 22 for wired charging. The controller 24 can also control the second controlled switch S2' to be turned on and keep the first controlled switch S1' turned off after detecting that the charging information includes a wireless charging signal and the position information of the wireless power receiving end 1 and the wireless power transmitting end 300 obtained by the locator 14 indicates that the wireless power receiving end 1 and the wireless power transmitting end 300 meet the predetermined position condition, so that the multiplexing circuit 21 is connected to the second impedance matching network 25, and then connected to the wireless power receiving end 1 through the second impedance matching network 25 for wireless charging.

[0132] In another optional embodiment, the controlled switch group 23 may include a plurality of controlled switches, wherein the plurality of controlled switches include a first controlled switch and a second controlled switch, and the first controlled switch and the second controlled switch each include a plurality of sub-controlled switches. In the following description, the controlled switch group 23 includes a first controlled switch and a second controlled switch, and the first controlled switch and the second controlled switch each include a plurality of sub-controlled switches. Specifically, the equivalent circuit diagram of the vehicle charging system can be referred to Figure 7 .

[0133] Figure 7 FIG. 1 is an equivalent circuit diagram of a vehicle charging system according to an embodiment of the present invention. Figure 7As shown, the equivalent circuit diagram of the vehicle charging system of this embodiment includes a wireless power receiving end 1 and an integrated circuit 2. The integrated circuit 2 includes a multiplexing circuit 21, a first filter 22, a controlled switch group 23, a controller 24, a second impedance matching network 25, a protection circuit 26, a detection circuit 27 and a plurality of driving circuits 28. The multiplexing circuit 21 includes a power factor correction circuit 211, an inverter circuit 212, an isolation transformer 213, a rectifier circuit 214 and a second filter 215. The isolation transformer 213 includes a primary winding N1 and a secondary winding N2. The controlled switch group 23 includes a first controlled switch 231 and a second controlled switch 232, the first controlled switch 231 includes a first sub-controlled switch S11 and a second sub-controlled switch S12, and the second controlled switch 232 includes a third sub-controlled switch S21 and a fourth sub-controlled switch S22. The controller 24 includes a control unit 241, a first processing unit 242 and a second processing unit 243. The second impedance matching network 25 includes a first inductor L1 and a second inductor L2. The plurality of driving circuits 28 include a power factor correction driving circuit 281, an inverter driving circuit 282 and a rectifier driving circuit 283.

[0134] In this embodiment, the control unit 241 is connected to the first processing unit 242 and the second processing unit 243 .

[0135] The first processing unit 242 is connected to the power factor correction driving circuit 281 .

[0136] The second processing unit 243 is connected to the control unit 241 , the inverter drive circuit 282 , the rectifier drive circuit 283 , the detection circuit 27 and the protection circuit 26 .

[0137] The protection circuit 26 is connected to the detection circuit 27 and the second processing unit 243 .

[0138] The detection circuit 27 is connected to the protection circuit 26 , the second processing unit 243 , and the second filter 215 .

[0139] The power factor correction driving circuit 281 is connected between the first processing unit 242 and the power factor correction circuit 211 .

[0140] The inverter driving circuit 282 is connected between the second processing unit 243 and the inverter circuit 212 .

[0141] The rectifier driving circuit 283 is connected between the second processing unit 243 and the rectifier circuit 214 .

[0142] One end of the first filter 22 is connected to the power factor correction circuit 211 through the first sub-controlled switch S11 in the first controlled switch 231 , and the other end of the first filter 22 is connected to the power factor correction circuit 211 through the second sub-controlled switch S12 in the first controlled switch 231 .

[0143] The power factor correction circuit 211 is connected between the first filter 22 and the inverter circuit 212 .

[0144] The inverter circuit 212 is connected between the power factor correction circuit 211 and the primary winding N1 of the isolation transformer 213 .

[0145] The primary winding N1 of the isolation transformer 213 is connected to the inverter circuit 212 , and the secondary winding N2 is connected to the rectifier circuit 214 .

[0146] One end of the rectifier circuit 214 is connected to the secondary winding N2 of the isolation transformer 213 , and the other end is connected to the second filter 215 .

[0147] One end of the third sub-controlled switch S21 in the second controlled switch 232 is connected to the node between the first sub-controlled switch S11 and the power factor correction circuit 211 , and the other end is connected to the first inductor L1 .

[0148] One end of the fourth sub-controlled switch S22 in the second controlled switch 232 is connected to the node between the second sub-controlled switch S12 and the power factor correction circuit 211 , and the other end is connected to the second inductor L2 .

[0149] The first inductor L1 is connected between the third sub-controlled switch S21 and the wireless power receiving terminal 1 .

[0150] The second inductor L2 is connected between the fourth sub-controlled switch S22 and the wireless power receiving terminal 1 .

[0151] In this embodiment, the first filter 22 may be an AC EMI filter (Alternating Current Electromagnetic Interference), which is used to obtain the to-be-processed AC signal transmitted by the power supply device, and filter the to-be-processed AC signal to output a first AC signal, and send the first AC signal to the power factor correction circuit 211. In other words, the AC EMI filter can suppress high-frequency noise and interference signals (such as crosstalk signals) caused by the AC power supply, thereby reducing electromagnetic interference, thereby ensuring the power quality and stability of the wired charging process, and at the same time, the AC EMI filter can reduce the interference of the vehicle charging system on the power supply device grid.

[0152] Optionally, the first filter 22 may include a first inductor filter circuit and a first RC network, etc. The impedance characteristics of the inductor in the first inductor filter circuit are used to filter out high-frequency noise and interference. That is, since the inductor has a higher impedance to the high-frequency signal, it can prevent high-frequency noise from passing through, thereby filtering the interference. And through the inductor and capacitor connected in series or in parallel in the first RC network, the AC signal to be processed within different frequency ranges is filtered. Among them, the first filter 22 can be connected to the power supply equipment through an AC high-voltage wire harness.

[0153] In this embodiment, the power factor correction circuit 211 may be a PFC circuit (Power Factor Correction) for performing power factor correction processing on the first filter 22, or on the first AC signal transmitted by the wireless power receiving end 1 through the second impedance matching network 25 to obtain a correction signal, and then converting the correction signal in the form of AC into a first DC signal for transmission to the inverter circuit 212. Among them, the power factor is a parameter used to characterize the phase relationship (i.e., phase difference) between current and voltage and the degree of waveform distortion (i.e., harmonic distortion). The phase difference characterizes the time delay relationship between current and voltage. Ideally, the current and voltage should be synchronized, i.e., the phase difference is zero. Due to the presence of capacitors, inductors and other components in the vehicle charging system, there is a certain phase difference between the current and voltage. Harmonic distortion characterizes the harmonic components in the current and voltage waveforms. Ideally, the current and voltage should be sinusoidal waveforms. Due to the presence of harmonic components during wired charging, the power factor decreases. Specifically, the power factor correction circuit 211 corrects the current waveform to synchronize it with the voltage waveform and maintain a predetermined phase difference to reduce harmonic components, thereby correcting the power factor of the first AC signal to obtain a correction signal to reduce the interference of the vehicle charging system on the power supply equipment grid.

[0154] Optionally, the power factor correction circuit 211 may include a compensation circuit, a filter circuit, etc., and the filter circuit includes components such as capacitors and inductors. The power factor correction circuit 211 shapes and filters the current waveform of the first AC power signal through the capacitors and inductors in the filter circuit to reduce harmonic components and make it closer to a sine wave, and corrects the current phase of the first AC power signal through the compensation circuit to synchronize it with the voltage to maintain a predetermined phase difference.

[0155] In this embodiment, the inverter circuit 212 is used to isolate the first DC signal transmitted by the power factor correction circuit 211, and convert the isolated first DC signal into a second AC signal. Specifically, the inverter circuit 212 can perform voltage regulation on the first DC signal to obtain a high-voltage DC signal and a low-voltage DC signal, and then isolate the high-voltage DC signal and the low-voltage DC signal, transmit the low-voltage DC signal to the low-voltage electronic equipment and motor of the vehicle for power supply, and convert the high-voltage DC signal into a second AC signal for transmission to the isolation transformer 213.

[0156] Optionally, the inverter circuit 212 includes an input filter circuit, an output filter circuit, an isolated DC / DC converter and a high-frequency switch element, etc. Among them, the high-frequency switch element can be implemented by a transistor, such as a MOSFET (Metal Oxide Semiconductor Field-Effect Transistor), an IGBT (Insulated Gate Bipolar Transistor), etc. Specifically, the input filter circuit filters the first DC signal to remove possible high-frequency noise and interference, and then the isolated DC / DC converter regulates the voltage of the first DC signal to obtain a high-voltage DC signal and a low-voltage DC signal, and isolates the high-voltage DC signal and the low-voltage DC signal, and converts the high-voltage DC signal into a second AC signal through a high-frequency switch element. Among them, the controller 24 can control the high-frequency switch element to be in a high-frequency switching state through the inverter drive circuit 282, that is, continuously switching the connection and disconnection of the circuit, thereby generating an AC signal to be regulated.

[0157] In this embodiment, the isolation transformer 213 is used for electrical isolation, that is, isolating the inverter circuit 212 and the rectifier circuit 214, thereby improving the safety of the vehicle charging system and preventing electrical interference, and regulating the second AC signal transmitted by the inverter circuit 212 to obtain a third AC signal for transmission to the rectifier circuit 214.

[0158] In this embodiment, the number of turns of the primary winding N1 and the secondary winding N2 of the isolation transformer 213 have a predetermined ratio, so as to achieve a step-up or step-down operation on the second AC signal.

[0159] In this embodiment, the rectifier circuit 214 is used to convert the third AC signal transmitted by the isolation transformer 213 into a second DC signal for transmission to the second filter 215. Specifically, the rectifier circuit 214 can allow only the positive half cycle or the negative half cycle signal to pass according to the waveform of the third AC signal, while the reverse half cycle is blocked. Thus, the second DC signal can be obtained.

[0160] Optionally, the rectifier circuit 214 may be implemented by a single-phase half-wave rectifier, a single-phase full-wave rectifier, a three-phase half-wave rectifier, a three-phase full-wave rectifier, etc.

[0161] In this embodiment, the second filter 215 may be a DC EMI filter (Direct Current Electromagnetic Interference, direct current electromagnetic interference), which is used to filter the second direct current signal transmitted by the rectifier circuit 214 to obtain an output signal for charging the vehicle. That is to say, since the rectifier circuit 214 may have ripples and harmonics during the rectification process, the second direct current signal received by the second filter 215 may have ripples and harmonics, and the second direct current signal may also have electromagnetic interference, and the electromagnetic interference includes high-frequency noise and interference signals, etc. Therefore, the second filter 215 can filter the high-frequency noise and interference signals in the second direct current signal, thereby reducing electromagnetic interference, and can filter the ripples and harmonics to obtain an output signal to ensure the power quality and wired charging stability during wired charging.

[0162] Optionally, the second filter 215 may include a second inductor filter circuit and a second RC network, etc. The impedance characteristics of the inductor of the second inductor filter circuit are used to filter out high-frequency noise and interference, and the inductor and capacitor connected in series in the second RC network are used to filter out ripples and harmonics in the second DC signal.

[0163] In this embodiment, the vehicle charging system includes a charging control system, and the charging control system includes a power distribution unit (PDU) and / or a battery management system (BMS). In the following description, the power distribution unit is also the PDU system, and the battery management system is also the BMS system. The charging control system includes the PDU system and the BMS system as an example for explanation.

[0164] In this embodiment, the PDU system and the BMS system can be connected to the controller 24 in the integrated circuit 2 through a low-voltage harness, so that the PDU system and the BMS system can control the wired charging process or the wireless charging process through the controller 24. For example, the controller 24 can adjust the charging current, charging voltage, and charging mode according to the instructions of the BMS system to ensure that the charging process meets the requirements of the vehicle battery and can ensure the safety and service life of the vehicle battery. At the same time, the PDU system and the BMS system can be connected to the second filter 215 through a DC harness to achieve the transmission of a DC signal (i.e., an output signal). The DC harness may include dedicated wires and connectors, etc. The dedicated wire can be implemented through a DC power line, etc., and the connector can be a DC connector defined by the CCS standard (Combined Charging System) or the CHAdeMO standard. Among them, the CCS standard is a widely used charging standard that combines AC charging and DC fast charging functions. The CCS connector may include multiple pins for transmitting DC power and communication signals. The CHAdeMO standard is an international standard for fast charging of electric vehicles and is used for DC fast charging. CHAdeMO connectors can have dedicated plugs and sockets to achieve fast charging, so that the vehicle charging system can ensure charging efficiency and charging safety while having high universality.

[0165] In this embodiment, the PDU system is used to distribute the output signal (i.e., the DC signal) of the second filter 215 to the components in the vehicle that need to be charged, such as the vehicle battery, the motor, etc., to achieve wired charging or wireless charging. The BMS system is used to monitor and manage the status of the vehicle battery. In other words, the BMS system can detect the voltage, temperature, charge and discharge current and other parameters of the vehicle battery, and ensure the safe operation of wired charging or wireless charging. At the same time, the BMS system can communicate with the controller 24 to send the various parameters of the vehicle battery to the controller 24, so that the controller 24 can perform corresponding charging protection measures. For example, if the BMS system detects that the temperature of the vehicle battery exceeds the predetermined temperature, the charging can be stopped by the controller 24, that is, the first sub-controlled switch S11, the second sub-controlled switch S12, the third sub-controlled switch S21 and the fourth sub-controlled switch S22 are turned off, and the controller 24 can display a prompt message through the touch screen, and the prompt message indicates that the temperature of the vehicle battery exceeds the predetermined temperature, so as to achieve an early warning prompt to the user.

[0166] In this embodiment, both the PDU system and the BMS system can be deployed independently. The PDU system and the BMS system can also be integrated in electronic devices (such as chips, etc.). Specifically, the PDU system can be integrated into the BMS system, that is, the BMS system can realize the predetermined functions of the PDU system, that is, the BMS system can monitor and manage the status of the vehicle battery, and can distribute the output signal of the second filter 215 to the components in the vehicle that need to be charged. The BMS system can also be integrated into the PDU system, that is, the PDU system can realize the predetermined functions of the BMS system. That is, the PDU system can distribute the output signal of the second filter 215 to the components in the vehicle that need to be charged, and can monitor and manage the status of the vehicle battery. As a result, the design of the vehicle charging system can be simplified, the electrical wiring can be simplified, and the vehicle space can be saved. In the following description, the independent deployment of the PDU system and the BMS system is used as an example for explanation.

[0167] In this embodiment, the controller 24 is connected to each component in the vehicle charging system to control the vehicle to perform wired charging or wireless charging. Among them, the control unit 241, the first processing unit 242 and the second processing unit 243 in the controller 24 are used to implement different functions, which can be processing units arranged on different hardware computing platforms, or hardware devices arranged on a unified hardware platform or multiple software programs or interfaces providing services on a unified cloud platform. In the following description, the control unit 241, the first processing unit 242 and the second processing unit 243 can be hardware devices arranged on the vehicle for example.

[0168] It should be noted that the control unit 241, the first processing unit 242 and the second processing unit 243 may include a general computer hardware structure such as a memory and a processor, and the memory and the processor are connected via a bus. Among them, the memory is suitable for storing instructions or programs executable by the processor. The processor may be an independent microprocessor or a collection of one or more microprocessors. Thus, the processor implements wired charging or wireless charging of the vehicle charging system by executing the instructions stored in the memory. Among them, the processor may be implemented by MCU (Microcontroller Unit), PLC (Programmable Logic Controller), FPGA (Field-Programmable Gate Array), DSP (Digital Signal Processor) or ASIC (Application Specific Integrated Circuit). Further, the control unit 241, the first processing unit 242 and the second processing unit 243 may be deployed independently. The first processing unit 242 and the second processing unit 243 may also be integrated in the control unit 241, that is, the control unit 241 may implement the predetermined functions of the first processing unit 242 and the second processing unit 243.

[0169] In the following description, the control unit 241 is an MCU, that is, a micro control unit, the first processing unit 242 is a DSP1, the second processing unit 243 is a DSP2, that is, a digital signal processor, and the control unit 241, the first processing unit 242 and the second processing unit 243 are all independently deployed.

[0170] Optionally, after detecting that the charging information includes at least one wired charging signal, the MCU can control the first sub-controlled switch S11 and the second sub-controlled switch S12 to be turned on through the RF switch driving circuit, and keep the third sub-controlled switch S21 and the fourth sub-controlled switch S22 turned off, so that the multiplexing circuit 21 is connected to the power supply device through the first filter 22 for wired charging. The MCU can also control the third sub-controlled switch S21 and the fourth sub-controlled switch S22 to be turned on through the RF switch driving circuit, and keep the first sub-controlled switch S11 and the second sub-controlled switch S12 turned off, so that the multiplexing circuit 21 is connected to the wireless power receiving end 1 through the second impedance matching network 25 for wireless charging after detecting that the charging information includes a wireless charging signal, and the position information of the wireless power receiving end 1 and the wireless power transmitting end obtained by the locator indicates that the wireless power receiving end 1 and the wireless power transmitting end meet the predetermined position condition. In this way, wired charging and wireless charging of the vehicle can be achieved.

[0171] Optionally, when the MCU does not detect the charging information, it can control the charging state of the vehicle charging system to be in a standby state. In the standby state, the first sub-controlled switch S11, the second sub-controlled switch S12, the third sub-controlled switch S21 and the fourth sub-controlled switch S22 are all turned off, that is, the multiplexing circuit 21 is disconnected from the wireless power receiving end 1 and the first filter 22. Further, when the MCU detects that the charging information includes a wireless charging signal, and the position information of the wireless power receiving end 1 and the wireless power transmitting end obtained by the locator indicates that the wireless power receiving end 1 and the wireless power transmitting end do not meet the predetermined position condition, the MCU maintains the standby state.

[0172] In this embodiment, the MCU can control the power factor correction drive circuit 281 through the DSP1 to drive the power factor correction circuit 211 to perform power factor correction on the first filter 22, or the first AC power signal transmitted by the wireless power receiving end 1 to obtain a correction signal, and convert the correction signal into a first DC power signal to be transmitted to the inverter circuit 212. Specifically, the MCU can collect the current data and voltage data of the AC power signal to be processed transmitted by the power supply device and the first DC power signal transmitted by the second filter 215 through a sensor or an acquisition circuit to send to the DSP1, and the DSP1 performs digital signal processing on the current data and voltage data according to a predetermined processing algorithm and / or control logic, and calculates the current power factor and the power factor to be corrected, so as to feed back to the MCU. Then, the MCU generates a corresponding control signal according to the power factor to be corrected fed back by DSP1, and connects to the power factor correction drive circuit 281 through the output port or bus to transmit the control signal to the power factor correction drive circuit 281, so that the power factor correction drive circuit 281 controls the power factor correction circuit 211 to perform corresponding operations (such as shaping and filtering the current waveform of the first DC signal, etc.) according to the control signal, thereby achieving power factor correction of the first DC signal to obtain a correction signal, and converting the correction signal into the first DC signal.

[0173] In this embodiment, the MCU can control the inverter drive circuit 282 through DSP2 to drive the inverter circuit 212 to isolate the first DC signal transmitted by the power factor correction circuit 211, and convert the isolated first DC signal into a second AC signal for transmission to the isolation transformer 213. Similar to the way in which the MCU controls the power factor correction drive circuit 281 through DSP1, the MCU can collect the current data and voltage data of the first DC signal to obtain a feedback signal through digital signal processing by DSP2 for transmission to the MCU. Then, the MCU generates a corresponding control signal according to the feedback signal of DSP2, and sends the control signal to the inverter drive circuit 282 through the output port or bus, so that the inverter drive circuit 282 controls the inverter circuit 212 to perform corresponding operations (such as filtering and voltage regulation of the first DC signal) according to the control signal. Furthermore, the MCU can control the rectifier drive circuit 283 through DSP2 to drive the rectifier circuit 214 to convert the third AC power signal transmitted by the isolation transformer 213 into a second DC power signal. The specific implementation method is similar to the process of the MCU controlling the inverter drive circuit 282 through DSP2 mentioned above, and the present invention will not be repeated here.

[0174] In this embodiment, a locator driving circuit may be provided in the integrated circuit 2 or in the wireless power receiving end 1. The locator driving circuit is connected to the locator 14, and the locator driving circuit is connected to the controller 24. Thus, the controller 24 may control the locator 14 to obtain the location information of the wireless power receiving end 1 and the wireless power transmitting end through the locator driving circuit.

[0175] In this embodiment, the power factor correction drive circuit 281, the inverter drive circuit 282, the rectifier drive circuit 283 and the positioner drive circuit can be implemented by MCU, PLC, FPGA, DSP, ASIC and the like.

[0176] In this embodiment, the detection circuit 27 can detect the output signal of the second filter 215 to obtain detection information, which includes voltage information and current information, that is, the voltage and current of the output signal, so as to transmit the detection information to the DSP2 and the MCU for storage, and transmit the detection information to the protection circuit 26. Then, the protection circuit 26 compares the detection information with the voltage threshold and the current threshold to determine whether the detection information represents an overload or a short circuit, and outputs a protection signal to protect the second filter 215.

[0177] Optionally, a radio frequency switch or relay may be provided between the second filter 215 and the charging control system. The protection signal may be implemented by a digital signal, an analog signal, or the like. In the following description, the protection signal is taken as an example that the digital signal is a protection signal, and the digital signal may be a binary high-level signal or a low-level signal, the high-level signal is greater than or equal to the level threshold, and the low-level signal is less than the level threshold. The protection circuit 26 may control the radio frequency switch or relay to be turned on by a high-level signal, or may control the radio frequency switch or relay to be turned off by a low-level signal.

[0178] In an optional embodiment, if the voltage information in the detection information is greater than or equal to the voltage threshold, and / or the current information is greater than or equal to the current threshold, the protection circuit 26 determines that there is an overload or short circuit, and outputs a low-level signal to turn off the RF switch or relay, thereby disconnecting the second filter 215 from the charging control system. In this way, the safety of the vehicle charging system is ensured.

[0179] In another optional embodiment, if the voltage information in the detection information is less than the voltage threshold and the current information is less than the current threshold, the protection circuit 26 determines that there is no overload or short circuit, so that the RF switch or relay is turned on, and the detection circuit 27 detects the output signal at subsequent moments in real time.

[0180] Optionally, the detection circuit 27 may include a current sensor (e.g., a Hall effect sensor, a current transformer), a voltage sensor (e.g., a voltage divider resistor, a voltage comparator), etc. The detection circuit 27 may obtain the current information and voltage information of the output signal of the second filter 215 through the current sensor and the voltage sensor to determine the detection information. Correspondingly, the protection circuit 26 may include a comparator, a control circuit, etc. The comparator is used to compare the detection information with the voltage threshold and the current threshold to obtain a comparison result. The control circuit is used to generate a protection signal based on the comparison result. Among them, the comparison result can indicate the presence of an overload or a short circuit, and the comparison result can also indicate the absence of an overload or a short circuit.

[0181] Optionally, the detection circuit 27 can also be connected to the power factor correction circuit 211, the inverter circuit 212, the rectifier circuit 214, etc., to respectively detect the voltage and current of the first DC signal, the second AC signal, the second DC signal, etc. output by the power factor correction circuit 211, the inverter circuit 212, the rectifier circuit 214, etc., so as to transmit them to DSP2, MCU, thereby ensuring the safety of the vehicle charging system.

[0182] In this embodiment, the multiplexing circuit 21 includes a power factor correction circuit 211, an inverter circuit 212, an isolation transformer 213, a rectifier circuit 214 and a second filter 215. At this time, the controlled switch group 23, the second impedance matching network 25 and the wireless power receiving end 1 are connected between the first filter 22 and the power factor correction circuit 211. However, the multiplexing circuit 21 of the embodiment of the present invention may only include the rectifier circuit 214 and the second filter 215, that is, the controlled switch group 23 is set between the secondary winding N2 of the isolation transformer 213 and the rectifier circuit 214 to realize wired charging and wireless charging of the vehicle.

[0183] In this embodiment, since the output impedance of the receiving coil in the wireless power receiving terminal 1 may not match the input impedance of the power factor correction circuit 211, efficient wireless power transmission cannot be achieved. In view of this situation, the embodiment of the present invention adds a second impedance matching network 25 between the power factor correction circuit 211 and the wireless power receiving terminal 1. The output impedance of the receiving coil in the wireless power receiving terminal 1 is impedance-transformed by the second impedance matching network 25, so that the output impedance of the receiving coil matches the input impedance of the power factor correction circuit 211, thereby improving the wireless charging efficiency when the vehicle charging system is in a wireless charging state. Among them, the first inductor L1 and the second inductor L2 can have a predetermined inductance value to achieve impedance transformation of the output impedance of the receiving coil.

[0184] In this embodiment, multiple capacitor modules are provided in the first impedance matching network 12 of the wireless power receiving end 1, and capacitor sub-modules are provided in the capacitor module to perform impedance transformation on the input impedance of the receiving coil 15 according to vehicles with different chassis heights, so as to improve the charging efficiency. Specifically, the circuit diagram of the first impedance matching network 12 can be referred to Figure 8 .

[0185] Figure 8 is a circuit diagram of a first impedance matching network in an embodiment of the present invention. Figure 8 As shown, the first impedance matching network 12 includes a first capacitor module 121, a second capacitor module 122 and a third capacitor module 123. Among them, one end of the receiving coil 15 is connected to the first capacitor module 121, and the other end of the receiving coil 15 is connected to the second capacitor module 122. The first capacitor module 121 is connected between the receiving coil 15 and the first inductor L1 in the second impedance matching network 25. The second capacitor module 122 is connected between the receiving coil 15 and the second inductor L2 in the second impedance matching network 25. One end of the third capacitor module 123 is connected to the node between the first capacitor module 121 and the first inductor L1, and the other end of the third capacitor module 123 is connected to the node between the second capacitor module 122 and the second inductor L2.

[0186] In this embodiment, the first impedance matching network 12 includes a first capacitor module 121, a second capacitor module 122 and a third capacitor module 123. However, the number of capacitor modules in this embodiment can be set according to the vehicle chassis height (that is, the predetermined height h of the receiving coil 15), that is, according to the predetermined capacitance value of the predetermined height of the first impedance matching network 12 and the receiving coil 15 and the predetermined inductance value corresponding relationship, a corresponding number of capacitor modules are set in the first impedance matching network 12. Further, in the following description, the first capacitor module 121 and the second capacitor module 122 each include four capacitor sub-modules. For details, please refer to Fig. 9 .

[0187] Fig. 9 : is an equivalent circuit diagram of the first impedance matching network in an embodiment of the present invention. Fig. 9 As shown, the first capacitor module 121 includes a first capacitor sub-module C1, C2, C3 and C4, and the second capacitor module 122 includes a second capacitor sub-module C5, C6, C7 and C8. The third capacitor module 123 includes a third capacitor sub-module C9. The power factor correction circuit 211 includes diodes D1, D2, D3 and D4.

[0188] In this embodiment, the first capacitor sub-modules C1 , C2 , C3 and C4 are sequentially connected in series between one side of the receiving coil 15 and the first inductor L1 .

[0189] The second capacitor sub-modules C5 , C6 , C7 and C8 are sequentially connected in series between the other side of the receiving coil 15 and the second inductor L2 .

[0190] One end of the third capacitor submodule C9 is connected to a node between the first capacitor submodule C4 and the first inductor L1 in the first capacitor module 121, and the other end of the third capacitor submodule C9 is connected to a node between the second capacitor module 122 and the second capacitor submodule C8 in the second inductor L2.

[0191] One end of the third controlled sub-switch S21 is connected to the first inductor L1 , and the other end is connected to a node between the diodes D1 and D2 .

[0192] One end of the fourth controlled sub-switch S22 is connected to the second inductor L2 , and the other end is connected to a node between the diodes D3 and D4 .

[0193] The anode of the diode D1 is connected to the third sub-controlled switch S21 and the cathode of the diode D2 , and the cathode of the diode D1 is connected to the diode D3 and the inverter circuit 212 .

[0194] The anode of the diode D2 is connected to the anode of the diode D4 and the inverter circuit 212 , and the cathode of the diode D2 is connected to the third sub-controlled switch S21 and the anode of the diode D1 .

[0195] An anode of the diode D3 is connected to the fourth sub-controlled switch S22 and a cathode of the diode D4 , and a cathode of the diode D3 is connected to the diode D1 and the inverter circuit 212 .

[0196] An anode of the diode D4 is connected to an anode of the diode D2 and the inverter circuit 212 , and a cathode of the diode D4 is connected to the fourth sub-controlled switch S22 and an anode of the diode D3 .

[0197] In this embodiment, the first capacitor submodule C1, C2, C3 and C4, the second capacitor submodule C5, C6, C7 and C8 and the third capacitor submodule C9 include one or more capacitors. At the same time, the predetermined capacitance value of the first impedance matching network 12 is determined according to the capacitance values ​​of the first capacitor module 121, the second capacitor module 122 and the third capacitor module 123. In other words, the number of capacitors in each first capacitor submodule, each second capacitor submodule and the third capacitor submodule can be increased or decreased to achieve the change of the predetermined capacitance value of the first impedance matching network 12.

[0198] In this embodiment, the receiving coil 15 can be set at a predetermined height, and the receiving coil 15 has a predetermined inductance value. Then the first impedance matching network 12 with different predetermined capacitance values ​​is connected to the receiving coil 15 respectively to perform impedance transformation on the input impedance of the receiving coil 15, and the power value, charging efficiency and other parameters of the receiving coil 15 are detected and received at the same time, and multiple power values, multiple charging efficiencies and other parameters corresponding to the receiving coil 15 when connected to the first impedance matching network 12 with different predetermined capacitance values ​​are obtained, and then the maximum power value, charging efficiency and other parameters are determined therefrom. Finally, the predetermined capacitance value of the first impedance matching network 12 corresponding to the maximum power value, charging efficiency and other parameters is determined as the corresponding relationship that the receiving coil 15 with the predetermined inductance value is set at the predetermined height. Further, according to the above method, multiple tests are performed to determine that the receiving coil 15 is set at different predetermined heights, and the receiving coil 15 has different predetermined inductance values ​​and the corresponding relationship between the predetermined capacitance value of the first impedance matching network 12 (that is, the capacitance value of the first capacitor module 121, the capacitance value of the second capacitor module 122 and the third capacitor module 123). Specifically, the schematic diagram of the correspondence between the predetermined capacitance value of the first impedance matching network 12 and the predetermined height and predetermined inductance value of the receiving coil 15 can be referred to Fig.10 .

[0199] Fig.10 Schematic diagram of the correspondence between the predetermined capacitance value of the first impedance matching network and the predetermined height and predetermined inductance value of the receiving coil in an embodiment of the present invention. Fig.10 As shown, h represents the predetermined height between the receiving coil 15 and the ground, in millimeter. L represents the predetermined inductance value of the receiving coil 15, in uH (i.e., microhenry). C121 represents the capacitance value of the first capacitor module 121, in nF (i.e., nanofarad). C122 represents the capacitance value of the second capacitor module 122, in nF. C123 represents the capacitance value of the third capacitor module 123, in nF.

[0200] In this embodiment, when the predetermined height h between the receiving coil 15 and the ground is 100-150 mm, and the predetermined inductance value of the receiving coil 15 is 36.5 uH-39.3 uH, the corresponding capacitance value C121 of the first capacitor module 121 is 265 nF, the capacitance value C122 of the second capacitor module 122 is 265 nF, and the capacitance value C123 of the third capacitor module 123 is 170 nF.

[0201] In this embodiment, when the predetermined height h between the receiving coil 15 and the ground is 140-210 mm, and the predetermined inductance value of the receiving coil 15 is 42.1 uH-43.7 uH, the corresponding capacitance value C121 of the first capacitor module 121 is 250 nF, the capacitance value C122 of the second capacitor module 122 is 250 nF, and the capacitance value C123 of the third capacitor module 123 is 170 nF.

[0202] In this embodiment, when the predetermined height h between the receiving coil 15 and the ground is 170-250 mm, and the predetermined inductance value of the receiving coil 15 is 37.9 uH-39 uH, the corresponding capacitance value C121 of the first capacitor module 121 is 310 nF, the capacitance value C122 of the second capacitor module 122 is 310 nF, and the capacitance value C123 of the third capacitor module 123 is 170 nF.

[0203] Optionally, the first impedance matching network 12 and the second impedance matching network 25 can also be implemented by adjustable capacitors, adjustable inductors, adjustable resistors, etc. At the same time, the first impedance matching network 12 and the second impedance matching network 25 are connected to the controller 24, and the controller 24 regulates the adjustable capacitors, adjustable inductors, adjustable resistors, etc. according to the above correspondence, so that there is no need to increase or decrease the number of capacitors in the first impedance matching network 12, so that the wireless power receiving end 1 can be adapted to vehicles with chassis of different heights, thereby saving vehicle space, improving user experience, and being adaptable to different vehicles, with high universality.

[0204] For example, see Fig.11 . Fig.11 FIG. 1 is an equivalent circuit diagram of a vehicle charging system in an embodiment of the present invention in a wired charging state. Fig.11 As shown, after the controller 24 acquires the charging information, the charging information includes at least one wired charging signal. The controller 24 controls the first sub-controlled switch S11 and the second sub-controlled switch S12 of the first controlled switch 231 in the controlled switch group 23 to be turned on, and controls the third sub-controlled switch S21 and the fourth sub-controlled switch S22 of the second controlled switch 232 to be turned off, so that the first filter 22 is connected to the multiplexing circuit 21 for wired charging.

[0205] For another example, you can refer to Fig.12 . Fig.12 FIG. 1 is an equivalent circuit diagram of a vehicle charging system in a wireless charging state according to an embodiment of the present invention. Fig.12As shown, after the controller 24 obtains the charging information, the charging information includes a wireless charging signal, and the location information transmitted by the locator 14 indicates that the wireless power receiving end 1 and the wireless power transmitting end meet the predetermined location condition. The controller 24 controls the first sub-controlled switch S11 and the second sub-controlled switch S12 of the first controlled switch 231 in the controlled switch group 23 to be turned off, and controls the third sub-controlled switch S21 and the fourth sub-controlled switch S22 in the second controlled switch 232 to be turned on, so that the multiplexing circuit 21 is connected to the wireless power receiving end 1 for wireless charging.

[0206] The embodiment of the present invention integrates the controller, the multiplexing circuit and the first filter to obtain an integrated circuit, and sets a first impedance matching network and a receiving coil in the wireless power receiving end. The receiving coil is set at a position where the vehicle has a predetermined height, and the receiving coil has a predetermined inductance value, and the first impedance matching network is designed to have a predetermined capacitance value corresponding to the predetermined height and the predetermined inductance value of the receiving coil. The input impedance of the receiving coil is transformed by the first impedance matching network, and the first alternating current signal transmitted by the wireless power transmitting end is obtained by the receiving coil, so as to be transmitted to the multiplexing circuit through the first impedance matching network for wireless charging. In this way, while ensuring charging efficiency and charging safety, vehicle space can be saved, and it can be adapted to vehicles with different chassis heights, with high universality.

[0207] The above description is only a preferred embodiment of the present invention and is not intended to limit the present invention. For those skilled in the art, the present invention may have various modifications and variations. Any modification, equivalent replacement, improvement, etc. made within the spirit and principle of the present invention shall be included in the protection scope of the present invention.

Claims

1. A vehicle charging system, characterized in that: The vehicle charging system includes a wireless power receiving end, an integrated circuit and a charging control system, and the wireless power receiving end includes: A first impedance matching network includes a predetermined number of capacitor modules, the capacitor module includes a plurality of capacitor sub-modules connected in series, connected between the receiving coil and the integrated circuit, the predetermined number being determined according to a predetermined height of the receiving coil; a receiving coil connected to the first impedance matching network, the receiving coil being disposed at a position of the vehicle having a predetermined height, and the receiving coil having a predetermined inductance value, and being configured to wirelessly acquire a first alternating current signal transmitted by the wireless power transmitting end, so as to transmit the first alternating current signal to the integrated circuit through the first impedance matching network for wireless charging; The integrated circuit includes a multiplexing circuit, a first filter, a controlled switch group, a controller, and a second impedance matching network. The multiplexing circuit includes a power factor correction circuit. The second impedance matching network includes at least one inductor, and the inductor is connected between the capacitor module and the multiplexing circuit. The second impedance matching network is configured to perform impedance transformation on the output impedance of the receiving coil. The first impedance matching network has a predetermined capacitance value corresponding to the predetermined height and the predetermined inductance value, and is configured to perform impedance transformation on the input impedance of the receiving coil. The controlled switch group includes at least one controlled switch, and the controlled switch is connected between the first filter and the controller, and between the controller and the second impedance matching network, and is used to control the controller to be conductively connected with the first filter or the second impedance matching network; The controller is configured to control the controlled switch to be turned on and off, so that the multiplexing circuit is connected to the first filter for wired charging, or the multiplexing circuit is connected to the second impedance matching network for wireless charging. The controlled switch group switches between the wired charging mode and the wireless charging mode in response to the control of the controller. The multiplexing circuit is connected between the controlled switch group and the charging control system to realize charging of the vehicle battery.

2. The vehicle charging system according to claim 1, characterized in that: The first impedance matching network comprises: A first capacitor module, comprising a plurality of first capacitor sub-modules connected in series, wherein the first capacitor module is connected between one side of the receiving coil and the integrated circuit; A second capacitor module, comprising a plurality of second capacitor sub-modules connected in series, wherein the second capacitor module is connected between the other side of the receiving coil and the integrated circuit; A third capacitor module, one end of the third capacitor module is connected to a node between the first capacitor module and the integrated circuit, and the other end of the third capacitor module is connected to a node between the second capacitor module and the integrated circuit.

3. The vehicle charging system according to claim 2, characterized in that: Each of the first capacitor sub-modules, each of the second capacitor sub-modules and the third capacitor module includes at least one capacitor, and the predetermined capacitance value is determined according to the capacitance values ​​of the first capacitor module, the second capacitor module and the third capacitor module.

4. The vehicle charging system according to claim 2, characterized in that: The second impedance matching network comprises: A first inductor connected between the first capacitor module and the multiplexing circuit; The second inductor is connected between the second capacitor module and the multiplexing circuit.

5. The vehicle charging system according to claim 4, characterized in that: The power factor correction circuit is connected to the second impedance matching network, and is configured to perform power factor correction on the first alternating current signal to obtain a correction signal, and convert the correction signal into a first direct current signal.

6. The vehicle charging system according to claim 5, characterized in that: The controlled switch group comprises: a first controlled switch, comprising a first sub-controlled switch and a second sub-controlled switch, wherein the first sub-controlled switch is connected between one end of the first filter and the power factor correction circuit, and the second sub-controlled switch is connected between the other end of the first filter and the power factor correction circuit; The second controlled switch includes a third sub-controlled switch and a fourth sub-controlled switch, wherein one end of the third sub-controlled switch is connected to a node between the first sub-controlled switch and the power factor correction circuit, and the other end of the third sub-controlled switch is connected to the first inductor, one end of the fourth sub-controlled switch is connected to a node between the second sub-controlled switch and the power factor correction circuit, and the other end of the fourth sub-controlled switch is connected to the second inductor.

7. The vehicle charging system according to claim 6, characterized in that: The controller is configured to control the first sub-controlled switch and the second sub-controlled switch to be turned on, and control the third sub-controlled switch and the fourth sub-controlled switch to be turned off, so that the multiplexing circuit is connected to the first filter for wired charging.

8. The vehicle charging system according to claim 6, characterized in that: The multiplexing circuit also includes: The inverter circuit is connected to the power factor correction circuit and is configured to isolate the first DC power signal and convert the isolated first DC power signal into a second AC power signal.

9. The vehicle charging system according to claim 8, characterized in that: The multiplexing circuit also includes: The isolation transformer is connected to the inverter circuit and is configured to perform voltage regulation on the second alternating current signal to obtain a third alternating current signal.

10. The vehicle charging system according to claim 9, characterized in that: The multiplexing circuit also includes: The rectifier circuit is connected to the isolation transformer and is configured to convert the third AC power signal into a second DC power signal.

11. The vehicle charging system according to claim 10, characterized in that: The charging control system includes a power distributor and / or a battery manager, and the multiplexing circuit also includes: The second filter is connected to the rectifier circuit and the charging control system, and is configured to filter the second DC power signal to obtain an output signal for charging the vehicle through the power distributor and / or the battery manager.

12. The vehicle charging system according to claim 11, characterized in that: The wireless power receiving end also includes: a locator, connected to the controller, and configured to obtain location information of the wireless power receiving end and the wireless power transmitting end, so as to transmit the location information to the controller; The controller is configured to control the first sub-controlled switch and the second sub-controlled switch to be turned off, and control the third sub-controlled switch and the fourth sub-controlled switch to be turned on in response to detecting a wireless charging signal, and the position information indicates that the wireless power receiving end and the wireless power transmitting end meet a predetermined position condition, so that the multiplexing circuit is connected to the wireless power receiving end through the second impedance matching network for wireless charging.

13. The vehicle charging system according to claim 5, characterized in that: The integrated circuit further includes: A power factor correction driving circuit connected to the power factor correction circuit and the controller; Wherein, the controller is further configured to control the power factor correction circuit through the power factor correction drive circuit to perform power factor correction on the first AC power signal to obtain the correction signal, and convert the correction signal into the first DC power signal.

14. The vehicle charging system according to claim 8, characterized in that: The integrated circuit further includes: An inverter drive circuit connected to the controller and the inverter circuit; The controller is further configured to control the inverter circuit through the inverter drive circuit to perform isolation processing on the first DC signal, and convert the isolated first DC signal into the second AC signal.

15. The vehicle charging system according to claim 10, characterized in that: The integrated circuit further includes: A rectifier drive circuit connected to the controller and the rectifier circuit; Wherein, the controller is further configured to control the rectifier circuit through the rectifier drive circuit to convert the third alternating current signal into the second direct current signal.

16. The vehicle charging system according to claim 11, characterized in that: The integrated circuit further includes: The detection circuit is connected to the controller and the second filter and is configured to obtain detection information including voltage information and current information for transmission to the controller.

17. The vehicle charging system according to claim 16, characterized in that: The integrated circuit further includes: The protection circuit is connected to the controller and the detection circuit, and is configured to output a protection signal to protect the second filter in response to the detection information indicating an overload or a short circuit.

18. The vehicle charging system according to claim 1, characterized in that: The first filter is configured to obtain an AC power signal to be processed transmitted by a power supply device, and filter the AC power signal to be processed to obtain the first AC power signal, so as to transmit the first AC power signal to the multiplexing circuit for wired charging.

19. The vehicle charging system according to claim 12, characterized in that: The wireless power receiving end further comprises a coil tray, a ferrite and a wireless power receiving end upper cover, wherein the coil tray, the receiving coil, the positioner, the ferrite, the first impedance matching network and the wireless power receiving end upper cover are arranged in sequence; In which, the integrated circuit also includes a locator driving circuit, or the wireless power receiving end also includes the locator driving circuit, the locator is connected to the controller through the locator driving circuit, and the controller is also configured to control the locator through the locator driving circuit to obtain the location information of the wireless power receiving end and the wireless power transmitting end.

20. A vehicle charging method, characterized in that: The vehicle charging method comprises: Acquire location information of a wireless power receiving end and a wireless power transmitting end, wherein the wireless power receiving end includes: A first impedance matching network includes a predetermined number of capacitor modules, the capacitor module includes a plurality of capacitor sub-modules connected in series, connected between the receiving coil and the integrated circuit, the predetermined number being determined according to a predetermined height of the receiving coil; a receiving coil connected to the first impedance matching network, the receiving coil being disposed at a position of the vehicle having a predetermined height, and the receiving coil having a predetermined inductance value, and being configured to wirelessly acquire a first alternating current signal transmitted by the wireless power transmitting end, so as to transmit the first alternating current signal to the integrated circuit through the first impedance matching network for wireless charging; The integrated circuit includes a multiplexing circuit, a first filter, a controlled switch group, a controller, and a second impedance matching network. The multiplexing circuit includes a power factor correction circuit. The second impedance matching network includes at least one inductor, and the inductor is connected between the capacitor module and the multiplexing circuit. The second impedance matching network is configured to perform impedance transformation on the output impedance of the receiving coil. The first impedance matching network has a predetermined capacitance value corresponding to the predetermined height and the predetermined inductance value, and is configured to perform impedance transformation on the input impedance of the receiving coil. The controlled switch group includes at least one controlled switch, and the controlled switch is connected between the first filter and the controller, and between the controller and the second impedance matching network, and is used to control the controller to be conductively connected with the first filter or the second impedance matching network; The controller is configured to control the controlled switch to be turned on and off, so that the multiplexing circuit is connected to the first filter for wired charging, or the multiplexing circuit is connected to the second impedance matching network for wireless charging, and the controlled switch group switches between the wired charging mode and the wireless charging mode in response to the control of the controller, and the multiplexing circuit is connected between the controlled switch group and the charging control system to realize charging of the vehicle battery; In response to detecting a wireless charging signal, and the position information indicating that the wireless power receiving end and the wireless power transmitting end meet a predetermined position condition, a first alternating current signal transmitted by the wireless power transmitting end is acquired through a receiving coil in the wireless power receiving end, so as to be transmitted to an integrated circuit through a first impedance matching network for wireless charging; In response to detecting a wired charging signal, the first filter acquires the to-be-processed alternating current signal transmitted by the power supply device and performs filtering processing, so as to transmit the signal to the multiplexing circuit for wired charging.

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