Vehicle charging method and vehicle charging system

Abstract

This invention discloses a vehicle charging method and system. An integrated circuit is obtained by integrating a controller, a multiplexing circuit, and a first filter. A first impedance matching network and a receiving coil are set in the wireless power receiving end. The receiving coil is positioned at a predetermined height on the vehicle and has a predetermined inductance value. The first impedance matching network is designed to have a predetermined capacitance value corresponding to the predetermined height and inductance value of the receiving coil. The first impedance matching network performs impedance transformation on the input impedance of the receiving coil and acquires the first AC signal transmitted from the wireless power transmitting end through the receiving coil. This signal is then transmitted to the multiplexing circuit via the first impedance matching network for wireless charging. Therefore, while ensuring charging efficiency and safety, this method saves vehicle space, is adaptable to vehicles with different chassis heights, and has high versatility.

Description

[0001] This application is a divisional application of Chinese invention patent application filed on June 29, 2023, with application number 202310787544.6 and invention title "Vehicle Charging Method, Vehicle Charging System and Vehicle". Technical Field

[0002] This invention relates to the field of vehicle charging technology, and more particularly to a vehicle charging method and a vehicle charging system. Background Technology

[0003] With the continuous development of new energy technologies and the increasingly prominent environmental pollution and energy consumption problems caused by traditional fuel vehicles, new energy vehicles are gradually becoming the mainstream mode of daily travel in order to save energy and protect the environment. Therefore, people have placed higher demands on the various functions of new energy vehicles, among which the charging function is particularly important. Currently, how to design a charging system that is adaptable to different vehicles and can accommodate different vehicle spaces while ensuring charging efficiency and safety is a problem that urgently needs to be solved.

[0004] In existing technologies, new energy vehicles typically have independently installed wired charging systems (On Board Charger, OBC) and wireless charging systems (Wireless Power Transfer, WPT), allowing the vehicle to be charged via either wired or wireless charging. Wireless charging systems usually include a receiving coil, which is positioned at a predetermined height on the vehicle chassis to receive AC signals transmitted from a wireless power transmitter (such as a wireless charging station or wireless charging pad).

[0005] On the one hand, different vehicles may have different chassis heights, which changes the height of the receiving coil and consequently the input impedance of the receiving coil. This makes it difficult for existing wireless charging systems to be adapted to different vehicles, resulting in significant limitations. On the other hand, in existing technologies, setting up separate wired and wireless charging systems is not conducive to saving vehicle space and is also costly, leading to a poor user experience. Summary of the Invention

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

[0007] In a first aspect, embodiments of the present invention provide a vehicle charging system, the vehicle charging system including a wireless power receiver and an integrated circuit, the wireless power receiver including:

[0008] First impedance matching network;

[0009] A receiving coil, connected to a first impedance matching network, is positioned at a predetermined height on the vehicle and has a predetermined inductance value. It is configured to wirelessly acquire a first AC signal transmitted by a wireless power transmitter and transmit it to the integrated circuit via the first impedance matching network for wireless charging.

[0010] 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 terminal. 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] The first capacitor module includes multiple first capacitor sub-modules connected in series, and the first capacitor module is connected between the receiving coil side and the integrated circuit.

[0013] The second capacitor module includes multiple second capacitor sub-modules connected in series, and the second capacitor module is connected between the other side of the receiving coil and the integrated circuit.

[0014] The third capacitor module has one end connected to the node between the first capacitor module and the integrated circuit, and the other end connected to the node between the second capacitor module and the integrated circuit.

[0015] In some embodiments, each first capacitor sub-module, each second capacitor sub-module, and each third capacitor module includes at least one capacitor, and a predetermined capacitance value is determined based on 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] The first inductor is connected between the first capacitor module and the multiplexing circuit;

[0018] The 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] A power factor correction circuit, connected to a second impedance matching network, is configured to perform power factor correction on a first AC signal to obtain a correction signal, and then convert the correction signal into a first DC signal.

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

[0023] The first controlled switch includes a first sub-controlled switch and a second sub-controlled switch. 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. One end of the third sub-controlled switch is connected to the 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 the 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 turn on the first sub-controlled switch and the second sub-controlled switch, and to turn off the third sub-controlled switch and the fourth sub-controlled switch, so that the multiplexing circuit is connected to the first filter for wired charging.

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

[0027] The inverter circuit, connected to the power factor correction circuit, 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 includes:

[0029] An isolation transformer, connected to an inverter circuit, is configured to regulate the voltage of a second AC signal to obtain a third AC signal.

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

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

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

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

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

[0035] The locator, connected to the controller, is configured to acquire the location information of the wireless power receiver and the wireless power transmitter for transmission to the controller;

[0036] The controller is configured to, in response to the detection of a wireless charging signal and the location information indicating that the wireless power receiver and wireless power transmitter meet predetermined location conditions, control the first and second sub-controlled switches to turn off, and control the third and fourth sub-controlled switches to turn on, so that the multiplexing circuit is connected to the wireless power receiver through the second impedance matching network for wireless charging.

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

[0038] A power factor correction drive circuit, connected to a power factor correction circuit and a controller;

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

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

[0041] Inverter drive circuit, connected to the controller and inverter circuit;

[0042] The controller is also configured to control the inverter circuit to isolate the first DC signal through the inverter drive circuit, and to convert the isolated first DC signal into a second AC signal.

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

[0044] The rectifier drive circuit is connected to the controller and the rectifier circuit.

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

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

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

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

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

[0050] In some embodiments, the first filter is configured to acquire the AC signal to be processed transmitted by the power supply device, filter the AC signal to be processed to obtain a first AC signal, which is then transmitted to the multiplexing circuit for wired charging.

[0051] In some embodiments, the wireless power receiver further includes a coil tray, a ferrite, and a wireless power receiver cover, wherein the coil tray, receiving coil, positioner, ferrite, first impedance matching network, and wireless power receiver cover are arranged sequentially.

[0052] The integrated circuit also includes a locator drive circuit, or the wireless power receiver also includes a locator drive circuit. The locator is connected to the controller through the locator drive circuit, and the controller is also configured to control the locator to obtain the location information of the wireless power receiver and the wireless power transmitter through the locator drive circuit.

[0053] Secondly, embodiments of the present invention provide a vehicle charging method, the vehicle charging method comprising:

[0054] Obtain the location information of the wireless power receiver and the wireless power transmitter;

[0055] In response to the detection of a wireless charging signal and the location information indicating that the wireless power receiver and the wireless power transmitter meet the predetermined location conditions, the first AC signal transmitted by the wireless power transmitter is obtained through the receiving coil in the wireless power receiver and transmitted to the integrated circuit through the first impedance matching network for wireless charging.

[0056] The receiving coil is positioned at a predetermined height within the vehicle and 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. The first impedance matching network is configured to perform impedance transformation on the input impedance of the receiving coil.

[0057] This invention integrates a controller, a multiplexing circuit, and a first filter to form an integrated circuit, and incorporates a first impedance matching network and a receiving coil in the wireless power receiver. The receiving coil is positioned at a predetermined height on the vehicle and has a predetermined inductance value. The first impedance matching network is designed with a predetermined capacitance value corresponding to the predetermined height and inductance value of the receiving coil. The first impedance matching network performs impedance transformation on the input impedance of the receiving coil and acquires the first AC signal transmitted from the wireless power transmitter through the receiving coil. This signal is then transmitted to the multiplexing circuit via the first impedance matching network for wireless charging. Therefore, while ensuring charging efficiency and safety, this invention saves vehicle space, is adaptable to vehicles with different chassis heights, and has high versatility. Attached Figure Description

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

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

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

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

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

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

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

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

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

[0067] Figure 9 This is the equivalent circuit diagram of the first impedance matching network in this embodiment of the invention;

[0068] Figure 10 This is a schematic diagram showing 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.

[0069] Figure 11 This is an equivalent circuit diagram of the vehicle charging system in wired charging mode according to an embodiment of the present invention.

[0070] Figure 12 This is an equivalent circuit diagram of the vehicle charging system in wireless charging mode according to an embodiment of the present invention.

[0071] Explanation of reference numerals in the attached figures:

[0072] 100-Vehicle charging system;

[0073] 1- Wireless power receiver; 11- Wireless power receiver top cover;

[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-Receiver 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' - Nodes; 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 Implementation

[0091] The present invention is described below based on embodiments, but the invention is not limited to these embodiments. In the detailed description of the invention below, certain specific details are described in detail. Those skilled in the art will fully understand the invention even without these details. To avoid obscuring the essence of the invention, well-known methods, processes, flows, elements, and circuits are not described in detail.

[0092] Furthermore, those skilled in the art should understand that the accompanying drawings provided herein are for illustrative purposes only and are not necessarily drawn to scale.

[0093] Furthermore, it should be understood that in the following description, "circuit" refers to a conductive circuit consisting of at least one element or sub-circuit connected by electrical or electromagnetic connections. When an element or circuit is said to be "connected" to another element or "connected" between two nodes, it can be directly coupled or connected to another element, or there may be intermediate elements. The connection between elements can be physical, logical, or a combination thereof. Conversely, when an element is said to be "directly coupled to" or "directly connected" to another element, it means that there are no intermediate elements between them.

[0094] Unless the context explicitly requires it, words such as "including" or "contains" throughout the application documents should be interpreted as including rather than exclusive or exhaustive; that is, meaning "including but not limited to".

[0095] In the description of this invention, it should be understood that the terms "first," "second," etc., are configured for descriptive purposes only and should not be construed as indicating or implying relative importance. Furthermore, in the description of this invention, unless otherwise stated, "a plurality of" means two or more.

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

[0097] Figure 1 and Figure 2 These are schematic diagrams of a wireless power receiver and a circuit diagram of a vehicle charging system, respectively, according to embodiments of the present invention. Figure 1 and Figure 2 As shown, the vehicle charging system of this embodiment includes a wireless power receiver 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 receiver 1 includes a wireless power receiver cover 11, a first impedance matching network 12, a ferrite core 13, a locator 14, a receiving coil 15, and a coil tray 16. The wireless power receiver cover 11, the first impedance matching network 12, the ferrite core 13, the locator 14, the receiving coil 15, and the coil tray 16 are arranged sequentially. 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 receiver 1.

[0098] In this embodiment, the wireless power receiver cover 11 can be made of magnetic materials, such as a magnetic shielding cover. The magnetic shielding cover effectively shields against 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 (MRCT). The magnetic resonance coil tray can be matched with the wireless power transmitter, thereby improving the wireless power transmission efficiency.

[0099] In this embodiment, the receiving coil 15 can be implemented using a power receiving coil, a planar coil, a multi-layer coil, a multi-turn coil, or an embedded coil, etc., to wirelessly acquire the first AC signal transmitted by the wireless power transmitter, and transmit it to the multiplexing circuit 21 for wireless charging via the ferrite 13 and the first impedance matching network 12. The power receiving coil has advantages such as efficient wireless power transmission and low alignment accuracy requirements. That is, the power receiving coil can efficiently receive the electromagnetic energy transmitted by the wireless power transmitter, thereby achieving effective energy transmission and charging efficiency. Furthermore, because the alignment accuracy of the power receiving coil with the transmitting coil of the wireless power transmitter is low, it can be applied to different scenarios and has high versatility. A planar coil is a coil with a planar structure, which can adopt a planar coil layout. It has the characteristics of simple structure and easy installation, and has high versatility. A multi-layer coil can be a coil structure composed of multiple coils stacked together, with high power transmission efficiency, suitable for high-power transmission, fast charging, and other scenarios. A multi-turn coil can be a coil structure composed of multiple coils wound around each other, increasing the electromagnetic induction area and induction efficiency of the coil, thereby achieving high energy transmission efficiency and stability. The embedded coil can be designed to be embedded in the vehicle chassis or body structure. In other words, the wireless power receiver 1 can be configured to be embedded in the vehicle chassis or body structure, improving the vehicle's aesthetics and providing better installation and protection. Therefore, the wireless power receiver 1 can be located under the vehicle chassis, embedded in the chassis, or installed within the body structure, saving vehicle space, improving user experience, and adapting to different vehicles, thus exhibiting high versatility.

[0100] In the following description, the receiving coil 15 is a power receiving coil, the wireless power receiving terminal 1 is located under the vehicle chassis, and the receiving coil 15 has a predetermined height and a predetermined inductance value.

[0101] In this embodiment, ferrite 13 is a material with good magnetic permeability and anti-magnetic interference performance. Ferrite 13, positioner 14 and receiving coil 15 are arranged in sequence. Ferrite 13 can enhance the sensing effect of receiving coil 15 on the electromagnetic field transmitted by 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 receiver 1 and the transmitting coil in the wireless power transmitter 1, and transmit it to the controller 24, so that the controller 24 can determine that the wireless power receiver 1 and the wireless power transmitter meet the predetermined position conditions based on the position information, and perform wireless charging after receiving the wireless charging signal from the wireless power transmitter.

[0103] In this embodiment, the vehicle charging system includes a wireless communication module connected to the controller 24. The wireless communication module can be implemented using a Wi-Fi module or similar means. The controller 24 can then acquire the wireless charging signal transmitted by the wireless power transmitter via the wireless communication module. The wireless communication module can be located in the integrated circuit 2 or in the wireless power receiver 1.

[0104] Optionally, the first impedance matching network 12 is connected to the second impedance matching network 25 in the integrated circuit 2 via an AC high-voltage wire harness, such as an insulated power cable or a flexible cable. The insulated power cable may include a conductor, insulating material, and a protective sheath, and has a predetermined conductor size and current capacity to carry the current and power required during charging. The flexible cable may include flexible insulating material and conductors, possessing high flexibility and elasticity for easy installation and connection. Simultaneously, the first impedance matching network 12, the locator 14, and the receiving coil 15 in the wireless power receiver 1 can be wired to communicate with the controller 24 in the integrated circuit 2. This wired connection can be achieved using a low-voltage wire harness, such as a CAN (Controller Area Network), LIN (Local Interconnect Network), Type C, RS-485, or UART (Universal Asynchronous Receiver / Transmitter) bus interface. CAN is a serial communication protocol of the ISO international standardization organization. LIN (Linux Instructions for Communication) is a low-cost serial communication protocol based on UART / SCI (Universal Asynchronous Receiver / Serial Interface), primarily used for serial communication between sensors and controllers. Type C is a USB (Universal Serial Bus) interface standard, characterized by its small size and versatility. The RS-485 bus standard is a widely used bidirectional, balanced transmission standard interface in industry (attendance, monitoring, data acquisition systems), supporting multi-point connections. UART is a universal serial data bus used for asynchronous communication; it enables bidirectional communication and full-duplex transmission and reception.

[0105] In one alternative implementation, the AC high-voltage and low-voltage wiring harnesses can be designed with waterproof connectors at both ends. This design can utilize special waterproof connectors to ensure that both ends of the wiring harness are waterproof when connected. Therefore, it is suitable for scenarios requiring frequent connection and disconnection of the wiring harness, such as maintenance and component replacement.

[0106] In another alternative implementation, the AC high-voltage and low-voltage wiring harnesses can be designed with a pigtail connection. A pigtail connection means that a section of cable is pre-installed at one end of the harness, while the other end is a connector. This design allows users to select the appropriate connector type according to their needs, thus offering high versatility.

[0107] In another alternative implementation, the AC high-voltage harness and the low-voltage harness can be set up independently, or they can be a single harness in a one-to-two configuration.

[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. The locator 14 then processes the changing electromagnetic signal to determine the position information of the receiving coil 15 relative to the transmitting coil, and transmits this information to the controller 24. The controller 24 then uses this position information to achieve accurate alignment between the receiving coil 15 and the transmitting coil.

[0109] In this embodiment, existing technologies require separate wired and wireless charging systems for different vehicles. Specifically, in existing technologies, the receiving coil in a wireless charging system is typically positioned at a predetermined height on the vehicle chassis to receive the first AC signal transmitted by the wireless power transmitter. Since different vehicles may have different chassis heights, a corresponding wireless charging system needs to be designed based on the vehicle's chassis height to achieve efficient wireless charging, resulting in significant limitations and requiring substantial vehicle space. To address this, 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. This integrated circuit is adaptable to different vehicles and has high versatility. Furthermore, in this embodiment, a first impedance matching network 12 is provided in the wireless power receiver 1 to perform impedance transformation on the input impedance of the receiving coil 15. The first impedance matching network 12 has a predetermined capacitance value that corresponds to a predetermined height of the receiving coil 15 and the inductance value of the receiving coil. This allows the wireless power receiver 1 to be configured according to the vehicle's chassis height, thus adapting to different vehicles. Specifically, a schematic diagram of the vehicle in this embodiment can be found [link to schematic diagram]. Figure 3 .

[0110] Figure 3 This is a schematic diagram of a vehicle according to an embodiment of the present invention. Figure 3As shown, the vehicle in this embodiment includes a vehicle charging system 100 and a vehicle body 200. The vehicle charging system 100 includes a wireless power receiver 1, an integrated circuit 2, and a PDU / BMS system 3. The vehicle body 200 includes an onboard battery 4 and a vehicle chassis 5. The wireless power receiver 1 is disposed below the vehicle chassis 5, and the receiving coil 15 is at a predetermined height h above the ground 400. In the following description, the PDU (Power Distribution Unit) / BMS (Battery Management System) system 3 is also known as the charging control system.

[0111] In this embodiment, to make the wireless power receiver 1 adaptable to different vehicles—that is, because vehicles with different chassis heights result in different heights for the corresponding receiving coils 15—the coupling effect of the magnetic field in the wireless transmission on the receiving coil 15 changes. This coupling effect characterizes the interaction between the magnetic field in the transmitting coil 6 and the receiving coil 15, causing changes in the voltage and current of the first AC signal induced in the receiving coil 15, thereby affecting the input impedance of the receiving coil 15. To address this, this embodiment designs the first impedance matching network 12 with a predetermined capacitance value corresponding to a predetermined height h and a predetermined inductance value of the receiving coil 15. Specifically, after the transmitting coil 6 and the receiving coil 15 in the wireless power transmitter 300 are successfully aligned, the transmitting coil 6 transmits the first AC 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 transmitter 300 is obtained by the receiving coil 15. The first AC signal is then transmitted 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 be referred to Figure 4 .

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

[0113] Step S100: Obtain the location information of the wireless power receiver and the wireless power transmitter.

[0114] In this embodiment, the controller 24 obtains the position information of the receiving coil 15 in the wireless power receiver 1 and the transmitting coil 6 in the wireless power transmitter 300 through the locator 14. Then, the controller 24 can achieve accurate alignment of the receiving coil 15 and the transmitting coil according to the position information.

[0115] Step S200: In response to the detection of a wireless charging signal, and the location information indicating that the wireless power receiver and the wireless power transmitter meet predetermined location conditions, the first AC signal transmitted by the wireless power transmitter is obtained through the receiving coil in the wireless power receiver, and transmitted to the integrated circuit through the first impedance matching network for wireless charging.

[0116] In this embodiment, the controller 24 is used to acquire charging information and control the charging status of the vehicle charging system based on the charging information. The charging status includes wired charging status and wireless charging status.

[0117] In one optional implementation, the charging information includes a wireless charging signal. That is, the controller 24 detects the wireless charging signal transmitted by the wireless power transmitter through the wireless communication module and controls the vehicle charging system to enter a wireless charging state. The wireless charging signal can be a wireless charging communication signal, meaning the wireless power transmitter sends a wireless charging communication signal to the controller 24 for information verification (e.g., Vehicle Identification Number, VIN) to establish wireless communication. Alternatively, the wireless charging signal can be a WCS (Wireless Charging Start Signal), indicating the start of wireless charging. It should be understood that this embodiment uses a wireless charging communication signal or a WCS signal as an example, but the wireless charging signal can also be a FA (Fault Alarm Signal), etc. The FA signal is used to indicate an abnormality or fault in the vehicle charging system.

[0118] In another optional implementation, 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 vehicle charging system to be in a wired charging state. The wired charging signal can be a CC signal (Connection Confirm Signal). Specifically, after the power supply device (i.e., wired charging piles and charging guns, etc.) successfully connects 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 (e.g., an IC chip, integrated circuit), allowing the controller 24 to confirm the successful connection between the power supply device and the integrated circuit 2 and to proceed with wired charging. The wired charging signal can also be a CP signal (Control Press Signal). Specifically, the CP signal indicates that the power supply device and the controller 24 have established a communication connection; 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 characterize 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. The controller 24 can then 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 characterize the wired charging status. That is, the power supply device sends a CP signal to the controller 24 to inform the controller 24 of the start, pause, resumption, and end status of wired charging, allowing the controller 24 to perform corresponding operations based on the wired charging status. It should be understood that this embodiment uses the CC signal or CP signal as an example for wired charging, 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. The PP signal is used to detect the proximity of the power supply device to the vehicle socket (e.g., the charging gun being 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 orientation of the power supply device to 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 equipment is ready to charge, it sends a WP signal to the controller 24, so that the controller 24 controls each component in the vehicle charging system to power on, or switches from a dormant state to an operating state. The dormant state indicates that the power consumption of each component in the vehicle charging system is less than or equal to a threshold, and the operating state indicates that the power consumption of each component in the vehicle charging system is greater than the threshold.

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

[0120] In an optional implementation, if the detected charging information includes one or more wired charging signals, the controller 24 controls 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 to connect the multiplexing circuit 21 to the power supply equipment via the first filter 22 for wired charging.

[0121] In another optional implementation, if the detected charging information includes a wireless charging signal, and the location information of the wireless power receiver 1 and the wireless power transmitter 300 acquired by the locator 14 indicates that the wireless power receiver 1 and the wireless power transmitter 300 meet a predetermined location condition, that is, the wireless power receiver 1 and the wireless power transmitter 300 are successfully aligned, the controller 24 controls 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 to connect the multiplexing circuit 21 to the wireless power receiver 1 through the second impedance matching network 25 for wireless charging.

[0122] In another optional implementation, when the vehicle charging system 100 is in wireless charging mode, the controller 24, having acquired at least one wired charging signal, controls the vehicle charging system 100 to switch its charging mode from wireless charging to wired charging. That is, if the vehicle detects a wired charging signal while wirelessly charging, it stops wireless charging and resumes wireless charging subsequently. This ensures vehicle charging efficiency.

[0123] In another optional implementation, when the vehicle charging system 100 is in a wired charging state, the charging information currently acquired by the controller 24 includes a wireless charging signal, and the location information of the wireless power receiver 1 and the wireless power transmitter 300 acquired by the locator 14 indicates that the wireless power receiver 1 and the wireless power transmitter 300 meet predetermined location conditions. The controller 24 then maintains the vehicle charging system 100 in a wired charging state. That is, when the vehicle detects a wireless charging signal while wired charging is in progress, it maintains wired charging.

[0124] Optionally, the controller 24 is an electronic device with data processing, data storage, and human-computer interaction functions. Users can interact with the controller to control the vehicle charging system to be in wired or wireless charging mode. For example, the controller 24 may include a touchscreen, allowing users to interact with the system and control it to be in wired charging mode. This improves the user experience.

[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. Therefore, the controller 24 can control the controlled switch group 23 to either connect the multiplexing circuit 21 to the power supply device via the first filter 22 for wired charging, or connect the multiplexing circuit 21 to the wireless power receiver 1 via the second impedance matching network 25 for wireless charging.

[0126] In an optional implementation, the controlled switch group 23 may include a controlled switch, which is a radio frequency switch. Correspondingly, the equivalent circuit diagram of the vehicle charging system of this embodiment can be referred to... Figure 5 .

[0127] Figure 5 This 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', with node a1' connected to the first filter 22 and node a2' connected to the second impedance matching network 25. A 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 (SPDT) switch.

[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 turn on to node a1', so that the multiplexing circuit 21 is connected to the first filter 22, and then connected to the power supply device for wired charging through the first filter 22. Alternatively, the controller 24 can control the controlled switch S23' to turn on to node a2' when it detects that the charging information includes a wireless charging signal, and the location information of the wireless power receiver 1 and the wireless power transmitter 300 obtained by the locator 14 indicates that the wireless power receiver 1 and the wireless power transmitter 300 meet predetermined location conditions, so that the multiplexing circuit 21 is connected to the second impedance matching network 25, and then connected to the wireless power receiver 1 for wireless charging through the second impedance matching network 25. Thus, both wired and wireless charging of the vehicle can be realized.

[0129] In another optional embodiment, the controlled switch group 23 may include a plurality of controlled switches, including a first controlled switch and a second controlled switch, wherein the first controlled switch and the second controlled switch are radio frequency switches. Correspondingly, the equivalent circuit diagram of the vehicle charging system of this embodiment can be referred to... Figure 6 .

[0130] Figure 6 This 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 in 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. A multiplexing circuit 21 is connected to the node between the first controlled switch S1' and the controller 24, and also 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 (SPST) switches.

[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 turn on and keep the second controlled switch S2' off, so that the multiplexing circuit 21 is connected to the first filter 22, and then connected to the power supply device for wired charging through the first filter 22. Alternatively, the controller 24 can detect that the charging information includes a wireless charging signal, and the location information of the wireless power receiver 1 and the wireless power transmitter 300 obtained by the locator 14 indicates that the wireless power receiver 1 and the wireless power transmitter 300 meet predetermined location conditions, control the second controlled switch S2' to turn on and keep the first controlled switch S1' off, so that the multiplexing circuit 21 is connected to the second impedance matching network 25, and then connected to the wireless power receiver 1 for wireless charging through the second impedance matching network 25.

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

[0133] Figure 7 This 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 in this embodiment includes a wireless power receiver 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 multiple drive 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. Multiple drive circuits 28 include a power factor correction drive circuit 281, an inverter drive circuit 282, and a rectifier drive 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 drive 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 drive circuit 281 is connected between the first processing unit 242 and the power factor correction circuit 211.

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

[0141] The rectifier drive 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 via 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 via 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] Inverter circuit 212 is connected between power factor correction circuit 211 and primary winding N1 of 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] In the second controlled switch 232, one end of the third sub-controlled switch S21 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] In the second controlled switch 232, one end of the fourth sub-controlled switch S22 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 receiver 1.

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

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

[0152] Optionally, the first filter 22 may include a first inductor filter circuit and a first RC network. High-frequency noise and interference are filtered out by utilizing the impedance characteristics of the inductor in the first inductor filter circuit. That is, because the inductor has high impedance to high-frequency signals, it can prevent high-frequency noise from passing through, thereby filtering out interference. The inductors and capacitors connected in series or parallel in the first RC network are used to filter AC signals within different frequency ranges. The first filter 22 can be connected to the power supply equipment via an AC high-voltage wiring harness.

[0153] In this embodiment, the power factor correction circuit 211 can be a PFC (Power Factor Correction) circuit, used to perform power factor correction processing on the first filter 22, or on the first AC signal transmitted by the wireless power receiver 1 through the second impedance matching network 25, to obtain a correction signal, and then convert the AC correction signal into a first DC signal for transmission to the inverter circuit 212. The power factor is a parameter characterizing the phase relationship (phase difference) and waveform distortion (harmonic distortion) between current and voltage. The phase difference characterizes the time delay relationship between current and voltage. Ideally, 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, a certain phase difference exists between current and voltage. Harmonic distortion characterizes the harmonic components in the current and voltage waveforms. Ideally, current and voltage should be sinusoidal waveforms. Due to the possible presence of harmonic components during wired charging, the power factor decreases. Specifically, the power factor correction circuit 211 corrects the power factor of the first AC signal by correcting the current waveform to synchronize it with the voltage waveform and maintain a predetermined phase difference, thereby reducing harmonic components and obtaining a corrected signal to reduce the interference of the vehicle charging system on the power grid of the power supply equipment.

[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 signal through the capacitors and inductors in the filter circuit, reduces harmonic components, and makes it closer to a sine wave. It also corrects the current phase of the first AC signal through the compensation circuit, synchronizing 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, then isolate the high-voltage DC signal and the low-voltage DC signal, transmit the low-voltage DC signal to power the low-voltage electronic equipment and motor of the vehicle, 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 high-frequency switching elements. The high-frequency switching elements can be implemented using transistors, such as MOSFETs (Metal Oxide Semiconductor Field-Effect Transistors) and IGBTs (Insulated Gate Bipolar Transistors). Specifically, the input filter circuit filters the first DC signal to remove potential high-frequency noise and interference. 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 and low-voltage DC signals. The high-voltage DC signal is then converted into a second AC signal by the high-frequency switching elements. The controller 24 can control the high-frequency switching elements to operate at a high frequency via the inverter drive circuit 282, continuously switching the circuit connection and disconnection to generate the AC signal to be regulated.

[0157] In this embodiment, the isolation transformer 213 is used for electrical isolation, that is, to isolate the inverter circuit 212 and the rectifier circuit 214, thereby improving the safety of the vehicle charging system and preventing electrical interference. It also performs voltage regulation on the second AC signal transmitted by the inverter circuit 212 to obtain a third AC signal, which is then transmitted 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 are in a predetermined ratio to enable the second AC signal to be boosted or bucked.

[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, according to the waveform of the third AC signal, ensure that only the positive or negative half-cycle of the signal passes through, while the reverse half-cycle is blocked. Thus, the second DC signal can be obtained.

[0160] Optionally, the rectifier circuit 214 can 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 can be a DC EMI filter (Direct Current Electromagnetic Interference) to filter the second DC signal transmitted by the rectifier circuit 214 to obtain an output signal for charging the vehicle. That is, because the rectifier circuit 214 may have ripple and harmonics during rectification, the second DC signal received by the second filter 215 may also have ripple and harmonics. Furthermore, the second DC signal may also contain electromagnetic interference, including high-frequency noise and interference signals. Therefore, the second filter 215 can filter out high-frequency noise and interference signals in the second DC signal, thereby reducing electromagnetic interference, and can also filter out ripple and harmonics to obtain an output signal, ensuring power quality and stability during wired charging.

[0162] Optionally, the second filter 215 may include a second inductor filter circuit and a second RC network, etc. High-frequency noise and interference are filtered out by the impedance characteristics of the inductor in the second inductor filter circuit. Ripple and harmonics in the second DC signal are filtered out by the inductor and capacitor connected in series in the second RC network.

[0163] In this embodiment, the vehicle charging system includes a charging control system, which includes a Power Distribution Unit (PDU) and / or a Battery Management System (BMS). In the following description, the power distribution unit is also known as the PDU system, and the battery management system is also known as the BMS system. The charging control system includes both the PDU system and the BMS system as an example.

[0164] In this embodiment, the PDU system and BMS system can communicate with the controller 24 in the integrated circuit 2 via a low-voltage wiring harness, allowing the PDU system and BMS system to control the wired or 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 needs of the vehicle battery and to guarantee the safety and lifespan of the vehicle battery. Simultaneously, the PDU system and BMS system can be connected to the second filter 215 via a DC wiring harness to transmit DC signals (i.e., output signals). The DC wiring harness may include dedicated wires and connectors. Dedicated wires can be implemented using DC power lines, and connectors can be DC connectors defined by the CCS (Combined Charging System) standard or the CHAdeMO standard. The CCS standard is a widely used charging standard that combines AC charging and DC fast charging functions. A 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. The CHAdeMO charging machine can be equipped with a dedicated plug and socket for fast charging. Therefore, the vehicle charging system can ensure charging efficiency and safety while also offering high versatility.

[0165] In this embodiment, the PDU system distributes the output signal (i.e., DC signal) of the second filter 215 to components in the vehicle that require charging, such as the vehicle battery and motor, to achieve wired or wireless charging. The BMS system monitors and manages the status of the vehicle battery. That is, the BMS system can detect parameters such as the voltage, temperature, and charging / discharging current of the vehicle battery, and ensure the safe operation of wired or wireless charging. Simultaneously, the BMS system can communicate with the controller 24, sending the detected parameters of the vehicle battery to the controller 24 so that the controller 24 can execute corresponding charging protection measures. For example, if the BMS system detects that the temperature of the vehicle battery exceeds a predetermined temperature, it can stop charging through the controller 24, that is, turn off 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. The controller 24 can display a prompt message on the touchscreen indicating that the temperature of the vehicle battery exceeds the predetermined temperature, thus providing a warning to the user.

[0166] In this embodiment, both the PDU system and the BMS system can be deployed independently. Alternatively, the PDU system and BMS system can be integrated into electronic devices (e.g., chips). Specifically, the PDU system can be integrated into the BMS system, meaning the BMS system can perform the predetermined functions of the PDU system, such as monitoring and managing the state of the vehicle battery and distributing the output signal of the second filter 215 to components in the vehicle that require charging. Conversely, the BMS system can be integrated into the PDU system, meaning the PDU system can perform the predetermined functions of the BMS system. Specifically, the PDU system can distribute the output signal of the second filter 215 to components in the vehicle that require charging and monitor and manage the state of the vehicle battery. This simplifies the design of the vehicle charging system, simplifies electrical wiring, and saves vehicle space. The following description uses the example of independently deploying both the PDU system and the BMS system.

[0167] In this embodiment, the controller 24 is connected to various components of the vehicle charging system to control the vehicle to perform wired or wireless charging. The control unit 241, first processing unit 242, and second processing unit 243 within the controller 24 perform different functions. These can be processing units deployed on different hardware computing platforms, or they can be hardware devices deployed 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, first processing unit 242, and second processing unit 243 are illustrated as hardware devices deployed on the vehicle.

[0168] It should be noted that the control unit 241, the first processing unit 242, and the second processing unit 243 may include general-purpose computer hardware structures such as memory and processor, with the memory and processor connected via a bus. The memory is suitable for storing instructions or programs executable by the processor. The processor may be a standalone microprocessor or a collection of one or more microprocessors. Thus, the processor executes the instructions stored in the memory to enable wired or wireless charging of the vehicle charging system. The processor can be implemented using an MCU (Microcontroller Unit), PLC (Programmable Logic Controller), FPGA (Field-Programmable Gate Array), DSP (Digital Signal Processor), or ASIC (Application Specific Integrated Circuit), etc. Furthermore, the control unit 241, the first processing unit 242, and the second processing unit 243 can all be deployed independently. Alternatively, the first processing unit 242 and the second processing unit 243 can be integrated into the control unit 241, meaning that the control unit 241 can 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 the MCU, i.e., a microcontroller unit; the first processing unit 242 is the DSP1; and the second processing unit 243 is the DSP2, i.e., a digital signal processor. The control unit 241, the first processing unit 242, and the second processing unit 243 are all deployed independently.

[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 via the RF switch drive circuit, while keeping the third sub-controlled switch S21 and the fourth sub-controlled switch S22 off, so that the multiplexing circuit 21 is connected to the power supply device through the first filter 22 for wired charging. Alternatively, after detecting that the charging information includes a wireless charging signal, and if the location information of the wireless power receiver 1 and the wireless power transmitter 1 obtained by the locator indicates that the wireless power receiver 1 and the wireless power transmitter 1 meet predetermined location conditions, the MCU can control the third sub-controlled switch S21 and the fourth sub-controlled switch S22 to be turned on via the RF switch drive circuit, while keeping the first sub-controlled switch S11 and the second sub-controlled switch S12 off, so that the multiplexing circuit 21 is connected to the wireless power receiver 1 through the second impedance matching network 25 for wireless charging. Thus, both wired and wireless charging of the vehicle can be achieved.

[0171] Optionally, when no charging information is detected, the MCU can control the vehicle charging system to be in standby mode. In standby mode, 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, meaning the multiplexing circuit 21 is disconnected from the wireless power receiver 1 and the first filter 22. Further, if the MCU detects that the charging information includes a wireless charging signal, and the position information of the wireless power receiver 1 and the wireless power transmitter obtained by the locator indicates that the wireless power receiver 1 and the wireless power transmitter do not meet the predetermined position conditions, the standby mode is maintained.

[0172] In this embodiment, the MCU can control the power factor correction drive circuit 281 via DSP1 to drive the power factor correction circuit 211 to perform power factor correction on the first filter 22, or the first AC signal transmitted by the wireless power receiver 1, to obtain a correction signal. The correction signal is then converted into a first DC signal for transmission to the inverter circuit 212. Specifically, the MCU can use sensors or acquisition circuits to acquire current and voltage data of the AC signal to be processed transmitted by the power supply device and the first DC signal transmitted by the second filter 215, and send this data to DSP1. DSP1 then performs digital signal processing on the current and voltage data according to a predetermined processing algorithm and / or control logic to calculate the current power factor and the power factor that needs correction, which is then fed back to the MCU. Then, the MCU generates a corresponding control signal based on the power factor to be corrected fed back by the DSP1, and connects it 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. The power factor correction drive circuit 281 then controls the power factor correction circuit 211 to perform corresponding operations (such as shaping and filtering the current waveform of the first DC signal) according to the control signal, thereby realizing the power factor correction of the first DC signal to obtain a correction signal, and converting the correction signal back into the first DC signal.

[0173] In this embodiment, the MCU can control the inverter drive circuit 282 via 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 MCU controlling the power factor correction drive circuit 281 via DSP1, the MCU can collect the current and voltage data of the first DC signal, perform digital signal processing via DSP2 to obtain a feedback signal, and transmit it to the MCU. Then, the MCU generates a corresponding control signal based on the feedback signal from DSP2, and sends the control signal to the inverter drive circuit 282 via its output port or bus, causing the inverter drive circuit 282 to control the inverter circuit 212 to perform corresponding operations (e.g., filtering or voltage regulation of the first DC signal). Furthermore, the MCU can control the rectifier drive circuit 283 through DSP2 to drive the rectifier circuit 214 to convert the third AC signal transmitted by the isolation transformer 213 into a second DC signal. The specific implementation method is similar to the process of the MCU controlling the inverter drive circuit 282 through DSP2 described above, and will not be repeated here.

[0174] In this embodiment, a locator drive circuit can be provided in the integrated circuit 2 or in the wireless power receiver 1. The locator drive circuit is connected to the locator 14 and also to the controller 24. Thus, the controller 24 can control the locator 14 to obtain the location information of the wireless power receiver 1 and the wireless power transmitter through the locator drive circuit.

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

[0176] In this embodiment, the detection circuit 27 can detect the output signal of the second filter 215 to obtain detection information, including voltage and current information, i.e., the voltage and current of the output signal. This detection information is then transmitted to the DSP2 and MCU for storage, and also to the protection circuit 26. The protection circuit 26 then compares the detection information with voltage and current thresholds to determine whether the detection information indicates an overload or short circuit, and outputs a protection signal to protect the second filter 215.

[0177] Optionally, an RF switch or relay can be installed between the second filter 215 and the charging control system. The protection signal can be implemented using digital or analog signals. In the following description, a digital signal is used as an example, and the digital signal can be a binary high-level signal or a low-level signal. The high-level signal is greater than or equal to a level threshold, and the low-level signal is less than the level threshold. The protection circuit 26 can control the RF switch or relay to turn on using a high-level signal, and can also control the RF switch or relay to turn off using a low-level signal.

[0178] In an optional implementation, if the voltage information detected is greater than or equal to a voltage threshold, and / or the current information is greater than or equal to a current threshold, the protection circuit 26 determines that an overload or short circuit exists, outputs a low-level signal to turn off the radio frequency switch or relay, thereby disconnecting the second filter 215 from the charging control system. This ensures the safety of the vehicle charging system.

[0179] In another alternative implementation, 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, causing the radio frequency switch or relay to turn on, while the detection circuit 27 detects the output signal at subsequent times 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 can acquire the current and voltage information of the output signal of the second filter 215 through the current and voltage sensors 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 voltage and current thresholds to obtain a comparison result. The control circuit is used to generate a protection signal based on the comparison result. The comparison result can indicate the presence of an overload or short circuit, or it can indicate the absence of an overload or 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 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., respectively, and transmit them to the DSP2 and the 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. In this case, the controlled switch group 23, the second impedance matching network 25, and the wireless power receiver 1 are connected between the first filter 22 and the power factor correction circuit 211. However, the multiplexing circuit 21 in this embodiment may only include the rectifier circuit 214 and the second filter 215. That is, the controlled switch group 23 is placed between the secondary winding N2 of the isolation transformer 213 and the rectifier circuit 214 to realize wired and wireless charging of the vehicle.

[0183] In this embodiment, since the output impedance of the receiving coil in the wireless power receiver 1 may not match the input impedance of the power factor correction circuit 211, efficient wireless power transmission cannot be achieved. To address this, this embodiment adds a second impedance matching network 25 between the power factor correction circuit 211 and the wireless power receiver 1. The second impedance matching network 25 performs impedance transformation on the output impedance of the receiving coil in the wireless power receiver 1, matching the output impedance of the receiving coil with the input impedance of the power factor correction circuit 211, thereby improving the wireless charging efficiency of the vehicle charging system when it is in wireless charging mode. The first inductor L1 and the second inductor L2 can have predetermined inductance values ​​to achieve impedance transformation of the output impedance of the receiving coil.

[0184] In this embodiment, by setting multiple capacitor modules in the first impedance matching network 12 of the wireless power receiver 1, and setting capacitor sub-modules in the capacitor modules, impedance transformation is performed on the input impedance of the receiving coil 15 according to vehicles with different chassis heights, thereby improving charging efficiency. Specifically, the circuit diagram of the first impedance matching network 12 can be found in [reference needed]. Figure 8 .

[0185] Figure 8 This is a circuit diagram of the 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. 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 as an example. However, the number of capacitor modules in this embodiment can be set according to the vehicle chassis height (i.e., the predetermined height h of the receiving coil 15). That is, according to the predetermined capacitance value corresponding to the predetermined height of the first impedance matching network 12 and the receiving coil 15 and the predetermined inductance value, 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 as an example. For details, please refer to... Figure 9 .

[0187] Figure 9 This is the equivalent circuit diagram of the first impedance matching network in an embodiment of the present invention. For example... Figure 9 As shown, the first capacitor module 121 includes first capacitor sub-modules C1, C2, C3, and C4; the second capacitor module 122 includes second capacitor sub-modules C5, C6, C7, and C8; and 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 connected in series between the receiving coil 15 and the first inductor L1.

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

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

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

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

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

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

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

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

[0197] In this embodiment, the first capacitor sub-modules C1, C2, C3, and C4, the second capacitor sub-modules C5, C6, C7, and C8, and the third capacitor sub-module C9 each include one or more capacitors. Meanwhile, the predetermined capacitance value of the first impedance matching network 12 is determined based on the capacitance values ​​of the first capacitor module 121, the second capacitor module 122, and the third capacitor module 123. That is, the number of capacitors in each of the first, second, and third capacitor sub-modules can be increased or decreased to change 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, a first impedance matching network 12 with different predetermined capacitance values ​​is connected to the receiving coil 15 to perform impedance transformation on the input impedance of the receiving coil 15. At the same time, the power value, charging efficiency, and other parameters of the coil 15 are detected and received, obtaining multiple power values, multiple charging efficiencies, and other parameters corresponding to the connection of the receiving coil 15 with the first impedance matching network 12 with different predetermined capacitance values. Then, the maximum power value, charging efficiency, and other parameters are determined. 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 correspondence between the receiving coil 15 with the predetermined inductance value set at the predetermined height. Further, by performing multiple tests according to the above method, the correspondence between the receiving coil 15 set at different predetermined heights and the receiving coil 15 having different predetermined inductance values ​​and the predetermined capacitance values ​​of the first impedance matching network 12 (i.e., the capacitance values ​​of the first capacitor module 121, the second capacitor module 122, and the third capacitor module 123) can be determined. Specifically, a schematic diagram showing 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 found in [reference needed]. Figure 10 .

[0199] Figure 10 This is a schematic diagram illustrating 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. Figure 10 As shown, h represents the predetermined height of the receiving coil 15 above the ground, in mm (millimeters). L represents the predetermined inductance value of the receiving coil 15, in uH (microhenries). C121 represents the capacitance value of the first capacitor module 121, in nF (nanofa). 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 100-150mm, and the predetermined inductance value of the receiving coil 15 is 36.5uH-39.3uH, the corresponding capacitance value C121 of the first capacitor module 121 is 265nF, the capacitance value C122 of the second capacitor module 122 is 265nF, and the capacitance value C123 of the third capacitor module 123 is 170nF.

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

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

[0203] Optionally, the first impedance matching network 12 and the second impedance matching network 25 can also be implemented using adjustable capacitors, adjustable inductors, adjustable resistors, etc. Simultaneously, the first impedance matching network 12 and the second impedance matching network 25 are connected to the controller 24. The controller 24 adjusts the adjustable capacitors, adjustable inductors, adjustable resistors, etc., according to the above correspondence, thus eliminating the need to increase or decrease the number of capacitors in the first impedance matching network 12. This allows the wireless power receiver 1 to be adapted to vehicles with chassis of different heights, thereby saving vehicle space, improving user experience, and providing high versatility for different vehicles.

[0204] For example, you can refer to Figure 11 . Figure 11 This is an equivalent circuit diagram of the vehicle charging system in wired charging mode according to an embodiment of the present invention. Figure 11 As shown, after the controller 24 acquires 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 Figure 12 . Figure 12 This is an equivalent circuit diagram of the vehicle charging system in wireless charging mode according to an embodiment of the present invention. Figure 12As shown, after the controller 24 acquires charging information, the charging information includes a wireless charging signal, and the location information transmitted by the locator 14 indicates that the wireless power receiver 1 and the wireless power transmitter meet predetermined location conditions. 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 turn off, and controls the third sub-controlled switch S21 and the fourth sub-controlled switch S22 of the second controlled switch 232 to turn on, so that the multiplexing circuit 21 is connected to the wireless power receiver 1 for wireless charging.

[0206] This invention integrates a controller, a multiplexing circuit, and a first filter to form an integrated circuit, and incorporates a first impedance matching network and a receiving coil in the wireless power receiver. The receiving coil is positioned at a predetermined height on the vehicle and has a predetermined inductance value. The first impedance matching network is designed with a predetermined capacitance value corresponding to the predetermined height and inductance value of the receiving coil. The first impedance matching network performs impedance transformation on the input impedance of the receiving coil and acquires the first AC signal transmitted from the wireless power transmitter through the receiving coil. This signal is then transmitted to the multiplexing circuit via the first impedance matching network for wireless charging. Therefore, while ensuring charging efficiency and safety, this invention saves vehicle space, is adaptable to vehicles with different chassis heights, and has high versatility.

[0207] The above description is merely a preferred embodiment of the present invention and is not intended to limit the invention. Various modifications and variations can be made to the invention by those skilled in the art. Any modifications, equivalent substitutions, or improvements made within the spirit and principle of the invention should be included within the scope of protection of the invention.

Claims

1. A vehicle charging system, characterized in that, The vehicle charging system includes a wireless power receiver, an integrated circuit, and a charging control system. The wireless power receiver includes: The first impedance matching network includes a predetermined number of capacitor modules, each capacitor module comprising multiple capacitor sub-modules connected in series and connected between the receiving coil and the integrated circuit. The predetermined number is determined based on a predetermined height of the receiving coil. A receiving coil, connected to the first impedance matching network, is positioned at a predetermined height on the vehicle and has a predetermined inductance value. It is configured to wirelessly acquire a first AC signal transmitted by a wireless power transmitter and transmit it to the integrated circuit via 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 a first inductor and a second inductor, which are respectively 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 power factor correction circuit is connected to the second impedance matching network and is configured to perform power factor correction on the first AC signal to obtain a correction signal, and convert the correction signal into a first DC signal. The controlled switch group includes: a first controlled switch, including 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; and a second controlled switch, including a third sub-controlled switch and a fourth sub-controlled switch, wherein one end of the third sub-controlled switch is connected to the 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; and one end of the fourth sub-controlled switch is connected to the 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. The controller is configured to control the controlled switch group to turn 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 responds to the controller to switch between wired charging and wireless charging modes. The multiplexing circuit is connected between the controlled switch group and the charging management system to realize the charging of the vehicle battery.

2. The vehicle charging system according to claim 1, characterized in that, The first sub-controlled switch, the second sub-controlled switch, the third sub-controlled switch, and the fourth sub-controlled switch are all radio frequency switches, and the first impedance matching network includes: The first capacitor module includes multiple first capacitor sub-modules connected in series, and the first capacitor module is connected between the receiving coil side and the integrated circuit. The second capacitor module includes multiple second capacitor sub-modules connected in series, and 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 which is connected to the node between the first capacitor module and the integrated circuit, and the other end of which is connected to the 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-module, each of the second capacitor sub-module, and the third capacitor module includes at least one capacitor, and the predetermined capacitance value is determined based on 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 first inductor is 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 controller is configured to turn on the first sub-controlled switch and the second sub-controlled switch, and to turn off the third sub-controlled switch and the fourth sub-controlled switch, so that the multiplexing circuit is connected to the first filter for wired charging.

6. The vehicle charging system according to claim 4, characterized in that, The multiplexing circuit also includes: The inverter circuit, connected to the power factor correction circuit, is configured to isolate the first DC signal and convert the isolated first DC signal into a second AC signal.

7. The vehicle charging system according to claim 6, characterized in that, The multiplexing circuit also includes: An isolation transformer, connected to the inverter circuit, is configured to perform voltage regulation on the second AC signal to obtain a third AC signal.

8. The vehicle charging system according to claim 7, characterized in that, The multiplexing circuit also includes: A rectifier circuit, connected to the isolation transformer, is configured to convert the third AC signal into a second DC signal.

9. The vehicle charging system according to claim 8, characterized in that, The charging control system includes a power distributor and / or a battery manager, and the multiplexing circuit further includes: The second filter, connected to the rectifier circuit and the charging control system, is configured to filter the second DC signal to obtain an output signal for charging the vehicle through the distributor and / or battery manager.

10. The vehicle charging system according to claim 9, characterized in that, The wireless power receiver also includes: A locator, connected to the controller, is configured to acquire the location information of the wireless power receiver and the wireless power transmitter, and transmit it to the controller. The controller is configured to, in response to detecting a wireless charging signal and the location information indicating that the wireless power receiver and the wireless power transmitter meet predetermined location conditions, control the first sub-controlled switch and the second sub-controlled switch to turn off, and control the third sub-controlled switch and the fourth sub-controlled switch to turn on, so that the multiplexing circuit is connected to the wireless power receiver through the second impedance matching network for wireless charging.

11. The vehicle charging system according to claim 4, characterized in that, The integrated circuit also includes: A power factor correction drive circuit is connected to the power factor correction circuit and the controller; The controller is further configured to control the power factor correction circuit to perform power factor correction on the first AC signal through the power factor correction drive circuit to obtain the correction signal, and to convert the correction signal into the first DC signal.

12. The vehicle charging system according to claim 6, characterized in that, The integrated circuit also includes: An inverter drive circuit is connected to the controller and the inverter circuit. The controller is further configured to control the inverter circuit to isolate the first DC signal through the inverter drive circuit, and to convert the isolated first DC signal into the second AC signal.

13. The vehicle charging system according to claim 8, characterized in that, The integrated circuit also includes: A rectifier drive circuit is connected to the controller and the rectifier circuit. The controller is further configured to control the rectifier circuit to convert the third AC signal into the second DC signal via the rectifier drive circuit.

14. The vehicle charging system according to claim 9, characterized in that, The integrated circuit also includes: A detection circuit, connected to the controller and the second filter, is configured to acquire detection information, including voltage and current information, for transmission to the controller.

15. The vehicle charging system according to claim 14, characterized in that, The integrated circuit also includes: A protection circuit, connected to the controller and the detection circuit, is configured to output a protection signal to protect the second filter in response to the detection information indicating an overload or short circuit.

16. The vehicle charging system according to claim 1, characterized in that, The first filter is configured to acquire the AC signal to be processed transmitted by the power supply device, filter the AC signal to be processed to obtain the first AC signal, and transmit it to the multiplexing circuit for wired charging.

17. The vehicle charging system according to claim 10, characterized in that, The wireless power receiver also includes a coil tray, a ferrite, and a wireless power receiver cover, wherein the coil tray, the receiving coil, the positioner, the ferrite, the first impedance matching network, and the wireless power receiver cover are arranged in sequence. The integrated circuit further includes a locator driving circuit, or the wireless power receiver further includes the locator driving circuit. The locator is connected to the controller through the locator driving circuit, and the controller is further configured to control the locator to acquire the location information of the wireless power receiver and the wireless power transmitter through the locator driving circuit.

18. A vehicle charging method, applied to the vehicle charging system according to any one of claims 1-17, characterized in that, The vehicle charging method includes: The location information of the wireless power receiver and the wireless power transmitter is obtained, wherein the wireless power receiver includes: The first impedance matching network includes a predetermined number of capacitor modules, each capacitor module comprising multiple capacitor sub-modules connected in series and connected between the receiving coil and the integrated circuit. The predetermined number is determined based on a predetermined height of the receiving coil. A receiving coil, connected to the first impedance matching network, is positioned at a predetermined height on the vehicle and has a predetermined inductance value. It is configured to wirelessly acquire a first AC signal transmitted by a wireless power transmitter and transmit it to the integrated circuit via 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 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 group is connected between the first filter and the controller, and between the controller and the second impedance matching network, for controlling the controller to be connected to the first filter or the second impedance matching network. The controller is configured to control the controlled switch group to turn 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 responds to the controller to switch between wired charging and wireless charging modes. The multiplexing circuit is connected between the controlled switch group and the charging management system to realize the charging of the vehicle battery. In response to the detection of a wireless charging signal, and the location information indicating that the wireless power receiver and the wireless power transmitter meet predetermined location conditions, the first AC signal transmitted by the wireless power transmitter is obtained through the receiving coil in the wireless power receiver, and transmitted to the integrated circuit through the first impedance matching network for wireless charging. In response to the detection of a wired charging signal, the AC signal to be processed transmitted by the power supply device is obtained through the first filter and filtered before being transmitted to the multiplexing circuit for wired charging.

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