Charging control circuit and system and vehicle

Abstract

The embodiment of the invention discloses a charging control circuit, a charging control system and a vehicle. The charging control circuit comprises a vehicle charging port, a voltage regulation module and a power battery, the voltage regulation module comprises a switch sub-module and a regulation sub-module, the switch sub-module comprises a plurality of low-frequency switches, and the regulation sub-module comprises at least one inductor and at least two high-frequency switches; under the condition that the multiple low-frequency switches are in different on-off states, the electric connection modes between the adjusting sub-module and the vehicle charging port and between the adjusting sub-module and the power battery are different, so that the voltage adjusting module is in a target working mode, and the target working mode comprises a boost mode, a direct charging mode or a buck mode; and under the condition that the vehicle charging port is electrically connected with the charging pile, the charging pile charges the power battery according to the target working mode. The adaptive capacity of the vehicle to different charging devices can be improved.

Description

TECHNICAL FIELD

[0001] Embodiments of the present application relate to the technical field of charging, and relate to but are not limited to a charging control circuit, a system and a vehicle. BACKGROUND

[0002] With the popularization of new energy vehicles, manufacturers improve the parameters such as the cruising range and the charging rate of vehicles to meet the needs of consumers. The power of the power battery of the vehicle, the voltage and the energy density are continuously improved. The innovation and improvement of the charging technology have become an important factor restricting the further popularization and development of new energy vehicles.

[0003] In the related art, different manufacturers and different models of charging piles have different output voltage capabilities, and the charging voltage of new energy vehicles also has multiple specifications. There is a situation that the voltage of the charging pile does not match the voltage of the power battery of the vehicle, resulting in low battery charging efficiency or even no charging. SUMMARY

[0004] Therefore, the charging control circuit, the system and the vehicle provided by the embodiments of the present application can improve the adaptability of the vehicle to different charging equipment. The charging control circuit, the system and the vehicle provided by the embodiments of the present application are implemented as follows:

[0005] The first aspect of the present application provides a charging control circuit, which comprises a vehicle charging port, a voltage regulation module and a power battery, and the voltage regulation module is electrically connected with the vehicle charging port and the power battery respectively, wherein:

[0006] The voltage regulation module comprises a switching submodule and a regulation submodule, the switching submodule comprises a plurality of low-frequency switches, and the regulation submodule comprises at least one inductor and at least two high-frequency switches;

[0007] In the case that the plurality of low-frequency switches are in different on-off states, the regulation submodule is electrically connected with the vehicle charging port and the power battery in different ways, so that the voltage regulation module is in a target working mode, and the target working mode comprises a boost mode, a direct charging mode or a buck mode;

[0008] If the target working mode is the boost mode, the charging voltage of the charging pile is boosted and then used to charge the power battery; if the target working mode is the direct charging mode, the charging voltage of the charging pile is used to charge the power battery; and if the target working mode is the buck mode, the charging voltage of the charging pile is bucked and then used to charge the power battery.

[0009] In the embodiment of the present application, the charging control circuit can make the regulating sub-modules respectively connected with the vehicle charging port and the power battery in different connection modes under the condition that the multiple low-frequency switches in the switching sub-module are in different open and closed states, so that the voltage regulating module is in the target working mode. In this way, under the condition that the charging pile is connected with the vehicle charging port, the voltage regulating module can be used to realize step-up, step-down or direct charging of the power battery, thereby improving the adaptation capability of the vehicle to charging piles of different voltage specifications.

[0010] As an optional implementation, in the first aspect of the embodiment of the present application, the multiple low-frequency switches include a first low-frequency switch, a second low-frequency switch, a third low-frequency switch and a fourth low-frequency switch, and the at least two high-frequency switches include at least one first high-frequency switch and at least one second high-frequency switch, wherein:

[0011] The first low-frequency switch is electrically connected with the positive electrode end of the vehicle charging port and the first end of each inductor respectively; the second low-frequency switch is electrically connected with the negative electrode end of the power battery and the negative electrode end of the vehicle charging port respectively; the third low-frequency switch is electrically connected with the negative electrode end of the power battery and the first end of each inductor respectively; and the fourth low-frequency switch is electrically connected with the positive electrode end of the power battery and the positive electrode end of the vehicle charging port respectively.

[0012] The second end of each regulating inductor is electrically connected with the input end of the at least one first high-frequency switch and the input end of the at least one second high-frequency switch respectively, the output end of each first high-frequency switch is electrically connected with the positive electrode end of the power battery, and the output end of each second high-frequency switch is electrically connected with the negative electrode end of the vehicle charging port.

[0013] Wherein, under the condition that the first low-frequency switch and the second low-frequency switch are in the closed state, the target working mode is the step-up mode; under the condition that the third low-frequency switch and the fourth low-frequency switch are in the closed state, the target working mode is the step-down mode; and under the condition that the second low-frequency switch and the fourth low-frequency switch are in the closed state, the target working mode is the direct charging mode.

[0014] In this embodiment, when the charging pile is connected with the vehicle charging port, if the first low-frequency switch and the second low-frequency switch are closed, i.e., the target working mode is the boost mode, the positive terminal of the vehicle charging port and the first terminal of each inductor are connected, the negative terminal of the power battery and the negative terminal of the vehicle charging port are connected, when at least one second high-frequency switch is in the closed state, the charging pile charges at least one inductor, when at least one first high-frequency switch is in the closed state, at least one inductor and the charging pile charge the power battery, so as to realize the boost charging of the power battery. If the third low-frequency switch and the fourth low-frequency switch are closed, i.e., the target working mode is the buck mode, the negative terminal of the vehicle charging port and the first terminal of each inductor are connected, the positive terminal of the power battery and the positive terminal of the vehicle charging port are connected, when at least one second high-frequency switch is in the closed state, the charging pile charges at least one inductor and the power battery, when at least one first high-frequency switch is in the closed state, at least one inductor charges the power battery, so as to realize the buck charging of the power battery. If the second low-frequency switch and the fourth low-frequency switch are closed, i.e., the target working mode is the direct charging mode, the positive terminal of the vehicle charging port and the positive terminal of the vehicle charging port are connected, the negative terminal of the power battery and the negative terminal of the vehicle charging port are connected, the adjusting submodule can be disconnected with the vehicle charging port and the power battery, so as to realize the direct charging of the power battery.

[0015] As an optional embodiment, in the first aspect of the embodiment of the present application, the number of the at least one inductor is a plurality, and the plurality of low-frequency switches further include an inductor low-frequency switch corresponding to each inductor, and each inductor low-frequency switch is arranged between the first low-frequency switch and the corresponding inductor.

[0016] In the target inductor low-frequency switch is in the closed state, the inductor corresponding to the target inductor low-frequency switch is in the working state, and the target inductor low-frequency switch includes at least one switch of the plurality of inductor low-frequency switches.

[0017] In this embodiment, the number of inductors can be a plurality, and each inductor is provided with a corresponding inductor low-frequency switch. By controlling the number of target inductor low-frequency switches in the closed state, the number of inductors in the working state can be controlled, thereby improving the reliability of the adjusting submodule and meeting the voltage regulation requirement.

[0018] As an optional embodiment, in the first aspect of the embodiment of the present application, the adjusting submodule further includes at least one first diode and at least one second diode, the at least one first diode is arranged in parallel with the at least one first high-frequency switch, the at least one second diode is arranged in parallel with the at least one second high-frequency switch, the input end of each first diode is electrically connected with the input end of the first high-frequency switch, and the input end of each second diode is electrically connected with the output end of the second high-frequency switch.

[0019] In this embodiment, the at least one first diode can provide a freewheeling path for the inductor current when the first high-frequency switch is turned on and off, thereby avoiding high-voltage spikes at both ends of the first high-frequency switch; and the second diode can reduce the risk of reverse breakdown of the second high-frequency switch, thereby improving the reliability of the charging control circuit.

[0020] As an optional embodiment, in the first aspect of the embodiment of the present application, the charging control circuit further comprises a capacitor module, which is electrically connected to the power battery and the vehicle charging port respectively, and the capacitor module comprises at least one capacitor.

[0021] When the vehicle charging port is electrically connected to the charging pile, the capacitor module is configured to charge the power battery.

[0022] In this embodiment, when the vehicle charging port is electrically connected to the charging pile, at least one capacitor in the capacitor module charges and discharges based on the on-off state of the first high-frequency switch and the second high-frequency switch, so that the capacitor module can ensure the stability of the input voltage of the power battery when the voltage regulation module is in different working modes, thereby improving the charging stability and efficiency.

[0023] The second aspect of the present application provides a charging control system, which comprises a control device and the charging control circuit of the first aspect of the present application, the control device is electrically connected to the charging control circuit, and the charging control circuit comprises a vehicle charging port, a voltage regulation module and a power battery; wherein the control device is configured to:

[0024] When the vehicle charging port is electrically connected to the charging pile, the control device controls the plurality of low-frequency switches of the voltage regulation module to be in different on-off states, so that the adjustment sub-modules of the voltage regulation module are electrically connected to the vehicle charging port and the power battery in different manners, the voltage regulation module is in a target working mode, and the target working mode comprises a boost mode, a direct charging mode or a buck mode.

[0025] In the embodiment of the present application, the control device can control the plurality of low-frequency switches of the voltage regulation module to be in different on-off states, so that the voltage regulation module can realize boost charging, buck charging or direct charging of the power battery when the charging pile is connected to the vehicle charging port, thereby improving the adaptability of the vehicle to charging piles of different voltage specifications.

[0026] As an optional embodiment, in the second aspect of the embodiment of the present application, the plurality of low-frequency switches comprise a first low-frequency switch, a second low-frequency switch, a third low-frequency switch and a fourth low-frequency switch, and the control device is configured to:

[0027] obtain a first voltage of the vehicle charging port and a second voltage of the power battery;

[0028] in a case where the first voltage is lower than the second voltage, control the first low-frequency switch and the second low-frequency switch to be in a closed state, and control the voltage regulation module to be in the boost mode;

[0029] in a case where the first voltage is higher than the second voltage and the first voltage is higher than a target charging voltage threshold, control the third low-frequency switch and the fourth low-frequency switch to be in a closed state, and control the voltage regulation module to be in the buck mode;

[0030] in a case where the first voltage is higher than the second voltage and the first voltage is not higher than the target charging voltage threshold, control the second low-frequency switch and the fourth low-frequency switch to be in a closed state, and control the voltage regulation module to be in the direct charging mode.

[0031] In this embodiment, the control device can obtain a first voltage of the vehicle charging port and a second voltage of the power battery. When the first voltage of the charging pile is lower than the second voltage of the power battery, the first low-frequency switch and the second low-frequency switch are closed, the voltage output by the charging pile is boosted to charge the power battery, and the smooth operation of the charging operation is ensured. When the first voltage of the charging pile is higher than the second voltage of the power battery, and the first voltage is higher than a target charging voltage threshold, the third low-frequency switch and the fourth low-frequency switch are closed, the voltage output by the charging pile is bucked to charge the power battery, and the safety and stability of the power battery and the circuit are avoided from being affected by the excessively high voltage. When the first voltage of the charging pile is higher than the second voltage of the power battery, and the first voltage is not higher than the target charging voltage threshold, the second low-frequency switch and the fourth low-frequency switch are closed, and direct charging is performed.

[0032] As an optional embodiment, in the second aspect of the embodiment of the present application, the voltage regulation module comprises a plurality of inductors, the plurality of low-frequency switches further comprise an inductor low-frequency switch corresponding to each inductor, and the control device is configured to:

[0033] control a target inductor low-frequency switch to be in a closed state according to a difference between the first voltage and the second voltage, so that an inductor corresponding to the target inductor low-frequency switch is in a working state, and the target inductor low-frequency switch is at least one of the inductor low-frequency switches corresponding to each inductor.

[0034] In this embodiment, the control device can control a target inductor low-frequency switch to be in a closed state according to a difference between the first voltage and the second voltage, and control the number of inductors in operation, thereby improving the reliability of the regulation sub-module and meeting the voltage regulation requirement.

[0035] As an optional implementation, in the second aspect of the embodiment of the present application, the voltage regulation module comprises at least one first high-frequency switch and at least one second high-frequency switch, and the control device is configured to:

[0036] In the case where the voltage regulation module is in the boost mode or the buck mode, according to the first voltage of the vehicle charging port and the second voltage of the power battery, the first duty cycle of the at least one first high-frequency switch and the second duty cycle of the at least one second high-frequency switch are adjusted so that the third voltage after the first voltage is boosted or bucked is higher than the second voltage, and the difference between the third voltage and the second voltage is less than a target threshold.

[0037] In this implementation, when the voltage regulation module is in the boost mode or the buck mode, the control device can adjust the first duty cycle of the at least one first high-frequency switch and the second duty cycle of the at least one second high-frequency switch according to the first voltage and the second voltage, so as to adjust the regulation range of the voltage regulation module for boosting or bucking the first voltage, and guarantee the efficiency and stability of charging the power battery.

[0038] The third aspect of the present application provides a vehicle, which comprises a vehicle body and the charging control system according to the second aspect of the present application. BRIEF DESCRIPTION OF DRAWINGS

[0039] The drawings incorporated into the specification and forming a part of the specification, show embodiments consistent with the present application, and together with the specification, serve to explain the technical solutions of the present application.

[0040] Figure 1 A structure diagram of a charging control circuit according to an embodiment of the present application Figure 1 ;

[0041] Figure 2 A structure diagram of a charging control circuit according to an embodiment of the present application Figure 2 ;

[0042] Figure 3A An electric energy transmission schematic diagram in the case where a voltage regulation module is in a boost mode according to an embodiment of the present application

[0043] Figure 3B An electric energy transmission schematic diagram in the case where a voltage regulation module is in a boost mode according to an embodiment of the present application

[0044] Figure 4A An electric energy transmission schematic diagram in the case where a voltage regulation module is in a buck mode according to an embodiment of the present application

[0045] Figure 4BA schematic diagram of power transmission when a voltage regulation module provided by an embodiment of the present application is in a step-down mode;

[0046] Figure 5 A schematic diagram of power transmission when a voltage regulation module provided by an embodiment of the present application is in a direct charging mode;

[0047] Figure 6 A schematic diagram of a charging control circuit provided by an embodiment of the present application;

[0048] Figure 7 A schematic diagram of a charging control circuit provided by an embodiment of the present application;

[0049] Figure 8 A schematic diagram of a charging control circuit provided by an embodiment of the present application Figure 5 ;

[0050] Figure 9 A schematic diagram of a charging control circuit provided by an embodiment of the present application Figure 6 ;

[0051] Figure 10 A system architecture diagram of a charging control system provided by an embodiment of the present application;

[0052] Figure 11 A system architecture diagram of a vehicle provided by an embodiment of the present application. DETAILED DESCRIPTION

[0053] In order to make the objectives, technical solutions and advantages of embodiments of the present application clearer, the following will further describe the specific technical solutions of the present application with reference to the accompanying drawings in the embodiments of the present application. The following embodiments are used to illustrate the present application, but are not used to limit the scope of the present application.

[0054] Unless otherwise defined, all technical and scientific terms used herein have the same meaning as commonly understood by one of ordinary skill in the art to which the present application belongs. The terms used herein are only for the purpose of describing the embodiments of the present application, and are not intended to limit the present application.

[0055] In the following description, "some embodiments" are described, which describe a subset of all possible embodiments, but it can be understood that "some embodiments" can be the same subset or different subsets of all possible embodiments, and can be combined with each other without conflict.

[0056] It should be noted that the terms "first", "second", "third" involved in the embodiments of the present application are used to distinguish similar or different objects, and do not represent a specific order of the objects. Understandably, "first", "second", "third" can be interchanged in a specific order or sequence as allowed, so that the embodiments of the present application described herein can be implemented in an order other than that illustrated or described herein.

[0057] In the field of charging technology, with the rapid development of new energy vehicles, consumers have higher requirements for the performance and endurance of new energy vehicles. In order to meet the needs of consumers, manufacturers have successively launched high-voltage electrical architectures such as 800V, 1000V, etc. However, the upper limit of the output voltage of many charging piles on the market may be lower than the charging voltage required by the vehicle power battery, such as the output voltage of the charging pile may be between 500V and 750V. When a vehicle with a high-voltage electrical architecture uses such a low-voltage charging pile, there is a problem of low battery charging efficiency or even inability to charge, affecting the user's experience.

[0058] Based on this, the embodiments of the present application provide a charging control circuit, the charging control circuit comprising a vehicle charging port, a voltage regulation module and a power battery, the voltage regulation module being electrically connected with the vehicle charging port and the power battery respectively, wherein: the voltage regulation module comprises a switching submodule and a regulation submodule, the switching submodule comprises a plurality of low-frequency switches, and the regulation submodule comprises at least one inductor and at least two high-frequency switches; in the case that the plurality of low-frequency switches are in different on-off states, the regulation submodule is electrically connected with the vehicle charging port and the power battery in different ways, so that the voltage regulation module is in a target working mode, and the target working mode comprises a boost mode, a direct charging mode or a buck mode; wherein, in the case that the vehicle charging port is electrically connected with a charging pile, if the target working mode is the boost mode, the charging voltage of the charging pile is boosted and then used to charge the power battery; if the target working mode is the direct charging mode, the charging voltage of the charging pile is used to charge the power battery; if the target working mode is the buck mode, the charging voltage of the charging pile is stepped down and then used to charge the power battery.

[0059] Through the charging control circuit provided by the embodiments of the present application, the charging control circuit can make the regulation submodule electrically connected with the vehicle charging port and the power battery in different ways in the case that the plurality of low-frequency switches in the switching submodule are in different on-off states, so that the voltage regulation module is in a target working mode, and the target working mode comprises a boost mode, a direct charging mode or a buck mode. The charging control circuit can realize boost, buck or direct charging of the power battery, improve the adaptability of the vehicle to charging piles of different voltage specifications, and ensure the efficiency and stability of charging the power battery.

[0060] The charging control circuit provided by the embodiments of the present application will be described in detail below.

[0061] Please refer toFigure 1 , Figure 1 A structure diagram of a charging control circuit provided by an embodiment of the present application Figure 1 . As shown in Figure 1 , the charging control circuit includes a power battery 100, a voltage regulation module 200, and a vehicle charging port 300, wherein the voltage regulation module 200 includes a switching submodule 210 and a regulation submodule 220. The switching submodule 210 includes a plurality of low-frequency switches, and the regulation submodule includes at least one inductor and at least two high-frequency switches.

[0062] In the case where the plurality of low-frequency switches of the switching submodule 210 are in different on-off states, the regulation submodule 220 is electrically connected to the vehicle charging port 300 and the power battery 100 in different manners. For example, by controlling each low-frequency switch in the plurality of low-frequency switches to be on or off, the at least one inductor and the at least two high-frequency switches of the regulation submodule 220 can be electrically connected to the power battery 100 and the voltage regulation module 200 in different manners, so as to make the voltage regulation module enter different working modes.

[0063] In some possible embodiments, in the case where the voltage regulation module 200 is in a direct charging mode, the at least one inductor and the at least two high-frequency switches of the regulation submodule 220 can be disconnected from the vehicle charging port 300 and the power battery 100, and the positive terminal of the power battery 100 can be electrically connected to the positive terminal of the vehicle charging port 300, and the negative terminal of the power battery 100 can be electrically connected to the negative terminal of the vehicle charging port 300, by adjusting the plurality of low-frequency switches to be in different on-off states. In this way, in the case where the vehicle charging port 300 is electrically connected to a charging pile, the power battery 100 can be charged by the actual charging voltage of the charging pile.

[0064] In some possible embodiments, in the case where the voltage regulation module 200 is in a direct charging mode, the at least one inductor of the regulation submodule 220 can be electrically connected to the vehicle charging port 300 and the power battery 100, by adjusting the plurality of low-frequency switches to be in different on-off states. In this way, in the case where the vehicle charging port 300 is electrically connected to a charging pile, the at least one inductor can play a role in stabilizing voltage and suppressing current ripple by storing and releasing energy during the charging process of the power battery 100 by the charging pile, so as to improve the efficiency and reliability of the charging process.

[0065] Optionally, in the case that the voltage regulation module 200 is in the direct charging mode and at least one inductor of the regulation submodule 220 is electrically connected with the vehicle charging port 300 and the power battery 100, part of the high-frequency switches of the regulation submodule 220 can be electrically connected with the vehicle charging port 300 and the power battery 100, and in the closed state, the part of the high-frequency switches can serve as a branch in the charging control circuit to make the vehicle charging port 300 and the power battery 100 conductive, thereby realizing line multiplexing and current shunting and reducing the conduction loss.

[0066] In some possible embodiments, in the case that the voltage regulation module 200 is in the boost mode, the electrical connection of at least one inductor and at least two high-frequency switches of the regulation submodule 220 with the vehicle charging port 300 and the power battery 100 can be achieved by adjusting the opening and closing states of the plurality of low-frequency switches. Moreover, the electrical energy of the regulation submodule 220 can periodically complete the alternation of the following two boost electrical connection states by adjusting the opening and closing control of the at least two high-frequency switches in the regulation submodule 220:

[0067] The boost energy storage state, in which the inductor of the regulation submodule 220 is conductive with the positive terminal and the negative terminal of the vehicle charging port 300, respectively. In the case that the vehicle charging port 300 is connected with a charging pile, the current of the inductor rises, and the electrical energy provided by the charging pile is stored in the form of magnetic field energy.

[0068] The boost energy release state, in which the inductor of the regulation submodule 220 is conductive with the same terminal of the vehicle charging port 300 and the power battery 100 (for example, the positive terminal of the vehicle charging port 300 and the positive terminal of the power battery 100, or the negative terminal of the vehicle charging port 300 and the negative terminal of the power battery 100). In the case that the vehicle charging port 300 is connected with a charging pile, due to the characteristic that the current in the inductor cannot be abruptly changed, the inductor of the regulation submodule 220 will generate an induced voltage with the opposite polarity to that in the energy storage state, and the inductor and the output voltage of the charging pile are superimposed, thereby realizing the boost charging of the power battery 100.

[0069] In some possible embodiments, in the case that the voltage regulation module 200 is in the boost mode, the electrical connection of at least one inductor and at least two high-frequency switches of the regulation submodule 220 with the vehicle charging port 300 and the power battery 100 can be achieved by adjusting the opening and closing states of the plurality of low-frequency switches. Moreover, the electrical energy of the regulation submodule 220 can periodically complete the alternation of the following two boost electrical connection states by adjusting the opening and closing control of the at least two high-frequency switches in the regulation submodule 220:

[0070] The voltage reduction energy storage state is that the inductors of the regulating sub-module 220 are connected to the same poles of the power battery 100, for example, the positive poles of the vehicle charging port 300 and the power battery 100 or the negative poles of the vehicle charging port 300 and the power battery 100. In the case where the vehicle charging port 300 is connected to the charging pile, the inductor current rises linearly, and it can be understood that the charging pile stores energy in the inductor and the power battery 100 together, reduces the voltage of the positive and negative poles of the power battery 100, and realizes the voltage reduction charging of the power battery 100.

[0071] The voltage reduction energy release state is that the inductors of the regulating sub-module 220 are connected to the positive and negative poles of the power battery 100, respectively. By switching the on-off states of the at least two high-frequency switches, the charging pile is temporarily isolated. In this way, the inductors of the regulating sub-module 220 will generate an induced voltage opposite in polarity to that in the energy storage state, that is, the inductors reduce the voltage of the power battery 100.

[0072] It should be noted that the switching sub-module includes a plurality of low-frequency switches, which can be mechanical relays, magnetic latching relays, semiconductor contactors, or the like. The regulating sub-module includes at least one inductor and at least two high-frequency switches, the at least one inductor can be a vehicle-mounted motor stator winding, an independent power inductor, or an inductor integrated in a power module, and the at least two high-frequency switches can be metal-oxide semiconductor field effect transistors (MOSFETs), high electron mobility transistors (HEMTs), or insulated gate bipolar transistors (IGBTs), without limitation.

[0073] Among them, the plurality of low-frequency switches of the switching sub-module 210 do not need to act again after the voltage regulating module 200 is in the target working mode, and can maintain the predetermined on-off state during the duration of the mode. However, the at least two high-frequency switches of the regulating sub-module 220 need to be high-frequency on-off through pulse width modulation (PWM) or complementary mode when the voltage regulating module 200 is in the voltage boosting mode or the voltage reduction mode, so as to complete the periodic energy storage and release of the inductor and realize the voltage boosting or voltage reduction regulation.

[0074] In some possible embodiments, in order to integrate the charging control circuit into the existing electrical architecture of the vehicle and reduce the modification to the original wiring harness, space and control strategy of the vehicle, the plurality of low-frequency switches can include a first low-frequency switch, a second low-frequency switch, a third low-frequency switch and a fourth low-frequency switch, and the at least two high-frequency switches can include at least one first high-frequency switch and at least one second high-frequency switch. The at least one inductor can be a vehicle-mounted motor stator winding, such as a front-drive motor stator winding or a rear-drive motor stator winding.

[0075] Please refer to Figure 2 , Figure 2A structure schematic of a charging control circuit provided for an embodiment of the present application Figure 2 As shown in Figure 2 , the plurality of low-frequency switches include a first low-frequency switch S1, a second low-frequency switch S2, a third low-frequency switch S3, and a fourth low-frequency switch S4, the at least two high-frequency switches include at least one first high-frequency switch Q1 and at least one second high-frequency switch Q2, and the at least one inductor includes a first inductor L1, wherein:

[0076] The first low-frequency switch S1 is electrically connected to the positive terminal of the vehicle charging port 300 and the first terminal of each inductor, respectively. As shown in Figure 2 , when the first low-frequency switch S1 is closed, the branch composed of the positive terminal of the vehicle charging port 300 and the first terminal of the first inductor L1 is turned on, which can be used for the voltage regulation module 200 to be in a boost mode, and the first inductor L1 to store and release energy.

[0077] The second low-frequency switch S2 is electrically connected to the negative terminal of the power battery 100 and the negative terminal of the vehicle charging port 300, respectively. As shown in Figure 2 , when the second low-frequency switch S2 is closed, the branch composed of the negative terminal of the power battery 100 and the negative terminal of the vehicle charging port 300 is turned on, which can be used for the voltage regulation module 200 to be in a direct charging mode or a boost mode, and the negative terminals of the power battery 100 and the vehicle charging port 300 to transmit electric energy.

[0078] The third low-frequency switch S3 is electrically connected to the negative terminal of the power battery 100 and the first terminal of each inductor, respectively. As shown in Figure 2 , when the third low-frequency switch S3 is closed, the branch composed of the negative terminal of the power battery 100 and the first terminal of the first inductor L1 is turned on, which can be used for the voltage regulation module 200 to be in a buck mode, and the first inductor L1 to store and release energy.

[0079] The fourth low-frequency switch S4 is electrically connected to the positive terminal of the power battery 100 and the positive terminal of the vehicle charging port 300, respectively. As shown in Figure 3A , when the fourth low-frequency switch S4 is closed, the branch composed of the positive terminal of the power battery 100 and the positive terminal of the vehicle charging port 300 is turned on, which can be used for the voltage regulation module 200 to be in a direct charging mode or a buck mode, and the positive terminals of the power battery 100 and the vehicle charging port 300 to transmit electric energy.

[0080] The second terminal of each regulation inductor is electrically connected to the input terminal of the first high-frequency switch Q1 and the input terminal of the second high-frequency switch Q2, respectively, the output terminal of the first high-frequency switch Q1 is electrically connected to the positive terminal of the power battery 100, and the output terminal of the second high-frequency switch Q2 is electrically connected to the negative terminal of the vehicle charging port 300. As shown in Figure 3AAs shown, the second end of the first inductor L1 is electrically connected with the input end of the first high-frequency switch Q1 and the input end of the second high-frequency switch Q2, respectively. If the number of the first high-frequency switch Q1 and the second high-frequency switch Q2 is multiple, the connection mode of each first high-frequency switch Q1 and second high-frequency switch Q2 is the same as the above mode, which will not be described here.

[0081] It should be noted that the plurality of low-frequency switches and the at least two high-frequency switches can be provided with control ends, and the control ends of each switch can be electrically connected with the control device to close or open according to the instruction of the control device, so as to realize the switching regulation of the boost mode, the buck mode or the direct charging mode.

[0082] Wherein, in the case that the first low-frequency switch S1 and the second low-frequency switch S2 are in the closed state, the target working mode is the boost mode; in the case that the third low-frequency switch S3 and the fourth low-frequency switch S4 are in the closed state, the target working mode is the buck mode; in the case that the second low-frequency switch S2 and the fourth low-frequency switch S4 are in the closed state, the target working mode is the direct charging mode.

[0083] In some possible embodiments, in the case that the first low-frequency switch S1 and the second low-frequency switch S2 are in the closed state, the target working mode is the boost mode.

[0084] Please refer to Figure 3A , Figure 3B The voltage regulation module provided in the embodiment of the present application is in the boost mode, and the schematic diagram of the electric energy transmission is as shown in Figure 3B The first high-frequency switch Q1 is in the open state, and the second high-frequency switch Q2 is in the closed state. The electric energy output by the charging pile can pass through the positive pole end of the vehicle charging port 300, sequentially pass through the first low-frequency switch S1, the first inductor L1 and the second high-frequency switch Q2 to flow to the negative pole end of the vehicle charging port 300 to form a loop, and the first inductor L1 stores energy.

[0085] Please refer to Figure 3B , Figure 4A The voltage regulation module provided in the embodiment of the present application is in the boost mode, and the schematic diagram of the electric energy transmission is as shown in Figure 4A The first high-frequency switch Q1 is in the closed state, and the second high-frequency switch Q2 is in the open state. The electric energy output by the charging pile can pass through the positive pole end of the vehicle charging port 300, sequentially pass through the first low-frequency switch S1, the first inductor L1 and the first high-frequency switch Q1 to flow to the positive pole end of the power battery 100, and pass through the negative pole end of the power battery 100 and the second low-frequency switch S2 to flow to the negative pole end of the vehicle charging port 300 to form a loop, and the first inductor L1 releases energy to charge the power battery 100 together with the charging pile, so as to realize the boost charging of the power battery 100.

[0086] In some possible embodiments, when the third low-frequency switch S3 and the fourth low-frequency switch S4 are in the closed state, the target working mode is a step-down mode.

[0087] Referring to Figure 4A , Figure 4B FIG. 6 shows an electric energy transmission schematic diagram in which the voltage regulation module provided in the embodiments of the present application is in the step-down mode. Figure 4B As shown in FIG. 6, the first high-frequency switch Q1 is in the open state, and the second high-frequency switch Q2 is in the closed state. The electric energy output by the charging pile can flow to the positive electrode of the power battery 100 through the positive electrode of the vehicle charging port 300, the fourth low-frequency switch S4, and the negative electrode of the power battery 100, the third low-frequency switch S3, the first inductor L1, and the second high-frequency switch Q2 to the negative electrode of the vehicle charging port 300 to form a loop. In the electric energy transmission schematic diagram, the first inductor L1 stores energy, and it can be understood that the charging pile charges the power battery 100 and the first inductor L1, thereby reducing the voltage across the power battery 100, and achieving step-down charging of the power battery 100.

[0088] Referring to Figure 4B , Figure 3A FIG. 7 shows an electric energy transmission schematic diagram in which the voltage regulation module provided in the embodiments of the present application is in the step-down mode. Figure 3B As shown in FIG. 7, the first high-frequency switch Q1 is in the closed state, and the second high-frequency switch Q2 is in the open state. The first inductor L1 generates an induced voltage to release energy, and it can be understood that the second end of the first inductor L1 is the positive electrode, and the first end of the first inductor L1 is the negative electrode. The electric energy output by the second end of the first inductor L1 flows to the positive electrode of the power battery 100 through the first high-frequency switch Q1, and flows to the first end of the first inductor L1 through the negative electrode of the power battery 100 and the third low-frequency switch S3 to form a loop. In the electric energy transmission schematic diagram, the first inductor L1 releases energy, and it can be understood that the first inductor L1 step-down charges the power battery 100.

[0089] As shown in the embodiments of Figure 4A , Figure 4B , Figure 5 or Figure 5 , in order to guarantee the step-up or step-down capability of the voltage regulation module to the charging pile, the duty cycle of the first high-frequency switch Q1 and the second high-frequency switch Q2, i.e., the complementary closed time ratio of the first high-frequency switch Q1 and the second high-frequency switch Q2, can be controlled to control the time ratio of energy storage or energy release of the inductor, so as to adjust the ratio of the charging voltage of the charging pile to the processed voltage.

[0090] In some possible embodiments, when the second low-frequency switch S2 and the fourth low-frequency switch S4 are in the closed state, the target working mode is a direct charging mode.

[0091] Please see Figure 5 , Figure 6 This application provides a schematic diagram of power transmission in a direct charging mode for a voltage regulation module, as shown in the embodiment. Figure 6 As shown, the electrical energy output by the charging pile can flow from the positive terminal of the vehicle charging port 300 through the fourth low-frequency switch S4 to the positive terminal of the power battery 100, and then through the negative terminal of the power battery 100 and the second low-frequency switch S2 to the negative terminal of the vehicle charging port 300 to form a circuit. The charging pile will directly charge the power battery 100 through its charging voltage.

[0092] In some possible embodiments, when the target operating mode is direct charging mode, the first low-frequency switch S1, the second low-frequency switch S2, and the first high-frequency switch Q1 can also be controlled to be in the closed state. In this way, the charging voltage input to the charging pile can be filtered by the first inductor L1, smoothing the voltage ripple and improving the stability and reliability of the direct charging mode.

[0093] It should be noted that, in the embodiments of this application, the number of at least one inductor can be multiple. Multiple inductors can be connected in series or in parallel. When multiple inductors are connected in series, the equivalent inductance increases, which helps reduce output voltage ripple and high-frequency switching stress. When multiple inductors are connected in parallel, the equivalent inductance decreases, the transient response speed is faster, the current ripple is distributed across multiple branches, the current stress of a single inductor decreases synchronously with the temperature rise, and the filtering bandwidth is expanded. Furthermore, the parallel redundancy design can maintain charging function when one inductor fails, improving overall reliability.

[0094] In some possible embodiments, the charging control circuit may also provide multiple isolation low-frequency switches at the connection point between the vehicle charging port 300 or the power battery 100 and the voltage regulation module 200 to ensure electrical isolation through the isolation low-frequency switches in the event of a circuit fault, thereby ensuring safety.

[0095] In some possible embodiments, the number of at least one inductor is multiple, and the multiple low-frequency switches also include inductor low-frequency switches corresponding to each inductor, with each inductor low-frequency switch disposed between the first low-frequency switch and the corresponding inductor;

[0096] Specifically, when the target inductor low-frequency switch is in the closed state, the inductor corresponding to the target inductor low-frequency switch is in the working state, and the target inductor low-frequency switch includes at least one of a plurality of inductor low-frequency switches.

[0097] Please see Figure 6 , Figure 6 This is a schematic diagram (3) of a charging control circuit provided in an embodiment of this application. Figure 7As shown, the multiple inductors include a first inductor L1, a second inductor L2, and a third inductor L3. The multiple low-frequency switches also include a first inductor low-frequency switch S5 corresponding to the first inductor L1, a second inductor low-frequency switch S6 corresponding to the second inductor L2, and a third inductor low-frequency switch S7 corresponding to the third inductor L3. Based on the requirements of the charging control circuit for buck-boost or direct charging voltage regulation, at least one of the first inductor low-frequency switches S5, S6, and S7 can be designated as the target inductor low-frequency switch and placed in a closed state, so that the inductor corresponding to the target inductor low-frequency switch is in an operational state.

[0098] When at least two inductors are connected in parallel, the reciprocal of the equivalent inductance of each inductor is equal to the sum of the reciprocals of the inductance of each inductor. By controlling the opening and closing state of the inductor's low-frequency switch, it is possible to disperse the current, reduce the current stress and temperature rise of a single inductor, and enhance redundancy reliability.

[0099] It should be noted that, as Figure 7 The schematic diagram of the charging control circuit shown is for illustrative purposes only. Multiple inductors can also be electrically connected by first connecting them in series and then in parallel. For example, the first inductor L1 and the second inductor L2 are connected in series and then in parallel with the third inductor L3. A low-frequency inductor switch is set in the branch containing the first inductor L1 and the second inductor L2, and another low-frequency inductor switch is set in the branch containing the third inductor L3. In this way, when the voltage regulation module is in different operating modes, the appropriate inductor can be selected for boost, buck, or direct charging voltage regulation by controlling the opening and closing state of each low-frequency inductor switch, thereby improving the overall energy efficiency and reliability of the charging control circuit.

[0100] In some possible embodiments, the regulating submodule further includes at least one first diode and at least one second diode, wherein the at least one first diode is connected in parallel with at least one first high-frequency switch, and the at least one second diode is connected in parallel with at least one second high-frequency switch, wherein the input terminal of each first diode is electrically connected to the input terminal of the first high-frequency switch, and the input terminal of each second diode is electrically connected to the output terminal of the second high-frequency switch.

[0101] Please see Figure 7 , Figure 7 A schematic diagram four illustrates the structure of a charging control circuit provided in an embodiment of this application. (See diagram four.) Figure 8 As shown, the adjustment submodule may include a first diode D1 and a second diode D2. The input terminal of the first diode D1 is electrically connected to the input terminal of the first high-frequency switch Q1, and the output terminal of the first diode D1 is electrically connected to the output terminal of the first high-frequency switch Q1. The input terminal of the second diode D2 is electrically connected to the output terminal of the second high-frequency switch Q2, and the output terminal of the second diode D2 is electrically connected to the input terminal of the second high-frequency switch Q2.

[0102] The first diode D1 provides a freewheeling path for the inductor current when the first high-frequency switch is turned on and off, avoiding high-voltage spikes across the first high-frequency switch Q1. The second diode D2 can reduce the risk of reverse breakdown of the second high-frequency switch Q2. The first diode and the second diode can be a fast recovery diode (FRD) or a Schottky barrier diode (SBD), etc. FRD is suitable for medium-high frequency and high voltage scenarios, has short reverse recovery time, and can effectively reduce the off-state loss. SBD is suitable for low voltage and high frequency scenarios, has low forward voltage drop, and can further reduce power loss and heat. By reasonable selection, the impact of current on the high-frequency switch can be avoided, and in some scenarios, the diode can be used to shunt the corresponding circuit to ensure efficient and reliable operation of the charging control circuit.

[0103] It should be noted that the charging control circuit shown in Figure 8 is only an example, and in actual application, the number of first high-frequency switches and / or second high-frequency switches in the charging control circuit can be multiple, and multiple first high-frequency switches and / or second high-frequency switches can be arranged in parallel, which is not limited here.

[0104] In some possible embodiments, the charging control circuit further includes a capacitor module electrically connected to the power battery and the vehicle charging port, and the capacitor module includes at least one capacitor.

[0105] In the case where the vehicle charging port is electrically connected to the charging pile, the capacitor module is used to charge the power battery.

[0106] Please refer to Figure 5 , Figure 8 for a structure of a charging control circuit provided by the embodiments of the present application Figure 9 As shown in Figure 9 , the charging control circuit can be provided with a first capacitor C1. It can be understood that in the switch submodule, multiple low-frequency switches are in different on-off states, and the voltage regulation module is in different working modes. The first capacitor C1 can be charged by the charging pile connected to the vehicle charging port 300, and can ensure the stability of the input voltage of the power battery during the charging process of the power battery 100, thereby improving the charging stability and efficiency.

[0107] In some possible embodiments, the capacitor module can be integrated in the voltage regulation module.

[0108] In some possible embodiments, the number of capacitors can be multiple, or the size of the capacitors can be set according to the charging voltage of the power battery 100, which is not limited here.

[0109] It should be noted that the switch sub-module can further include a capacitor low-frequency switch corresponding to the target capacitor, the target capacitor being at least part of the plurality of capacitors, and the plurality of capacitors or the capacitors with appropriate sizes can be selected according to different charging voltages or different working modes of the voltage adjustment module, which is not limited here.

[0110] Please refer to Figure 6 , Figure 9 The structure of a charging control circuit provided in the embodiment of the present application Figure 9 As shown in Figure 10 , the charging control circuit is provided with a first capacitor C1 and a second capacitor C2, wherein the second capacitor C2 is provided with a first capacitor low-frequency switch S8, and by controlling the first capacitor low-frequency switch S8 to be in a closed state, the voltage adjustment module can be in a boost mode to filter and stabilize the voltage for the power battery 100, effectively suppress the bus voltage ripple, and ensure that the power battery obtains stable and smooth voltage during the boost charging process. As shown in Figure 10 , the charging control circuit is only an example, and in actual application, corresponding capacitors can be set for different working modes to improve charging stability.

[0111] After introducing the structure of the charging control circuit provided in the embodiment of the present application, the specific operation mode of the charging control circuit in the charging control system will be described in detail.

[0112] In the embodiment of the present application, the charging control system includes a control device and a charging control circuit, the control device is electrically connected with the charging control circuit, and the charging control circuit includes a vehicle charging port, a voltage adjustment module and a power battery; wherein the control device is used for:

[0113] In the case that the vehicle charging port is electrically connected with the charging pile, the plurality of low-frequency switches of the voltage adjustment module are controlled to be in different open and closed states, so that the adjustment sub-module of the voltage adjustment module is respectively in different electrical connection modes with the vehicle charging port and the power battery, and the voltage adjustment module is in a target working mode, the target working mode including a boost mode, a direct charging mode or a step-down mode.

[0114] Please refer to Figures 1 to 9 , Figure 2 The system architecture diagram of a charging control system provided in the embodiment of the present application, the charging control system includes a control device 1010 and a charging control circuit 1020. The introduction of the charging control circuit 1020 can be referred to the content of the foregoing Figures 6 to 9 , which will not be described here.

[0115] The control device 1010 can be a module or device with data processing and control capabilities, such as a microcontroller unit (MCU). The control device 1010 can be the control center of the charging control system, used to control various components in the charging control circuit 1020, such as multiple low-frequency switches, multiple high-frequency switches, power batteries, etc.

[0116] In the embodiments of the present application, the control device 1010 can control the above components to perform functions such as charging the power battery of the vehicle.

[0117] In some possible embodiments, the charging control system can further include a fault diagnosis module, a charging monitoring module, a temperature monitoring module, and a communication module, etc. Each module can be in communication connection with the control device 1010.

[0118] The communication module is used for data interaction with other modules of the vehicle, the control device, and the charging pile system of the charging pile. It can include a CAN bus interface. The CAN bus is a high-reliability, real-time serial communication protocol with multiple hosts. It uses differential signal transmission and has excellent anti-electromagnetic interference capability. It can report voltage, current, temperature, and fault codes in real time. It can also receive charging parameters, power limits, and emergency shutdown instructions from the charging pile to achieve vehicle-pile collaborative control. The communication module can also include Ethernet, PLC, or LIN interfaces to ensure compatibility in different communication scenarios.

[0119] The fault diagnosis module is used to monitor the charging state in real time. When detecting faults such as overvoltage and overcurrent, it sends fault messages to the control device 1010 in a timely manner through the communication module to remind maintenance personnel to maintain.

[0120] The charging monitoring module can include voltage sensors or current sensors, etc. The voltage sensor can be used to monitor the voltage of the power battery and the voltage of the vehicle charging port (i.e., the charging voltage of the charging pile).

[0121] The temperature monitoring module is used to monitor the temperature of each module and the power battery in real time. When the temperature exceeds a preset threshold, the charging strategy is automatically adjusted, such as reducing the voltage input to the power battery, to prevent safety hazards caused by overheating.

[0122] In some possible embodiments, the multiple low-frequency switches include a first low-frequency switch, a second low-frequency switch, a third low-frequency switch, and a fourth low-frequency switch. The control device is configured to:

[0123] obtain a first voltage of the vehicle charging port and a second voltage of the power battery;

[0124] In a case where the first voltage is lower than the second voltage, the control device controls the first low-frequency switch and the second low-frequency switch to be in a closed state, so that the voltage regulation module is in a boost mode.

[0125] In a case where the first voltage is higher than the second voltage and the first voltage is higher than the target charging voltage threshold, the control device controls the third low-frequency switch and the fourth low-frequency switch to be in a closed state, so that the voltage regulation module is in a buck mode.

[0126] In a case where the first voltage is higher than the second voltage and the first voltage is not higher than the target charging voltage threshold, the control device controls the second low-frequency switch and the fourth low-frequency switch to be in a closed state, so that the voltage regulation module is in a direct charging mode.

[0127] It should be noted that the charging control circuit can be as shown in any one of Figure 2 Alternatively Figures 6 to 9 The control device can obtain the first voltage of the vehicle charging port and the second voltage of the power battery collected by the charging monitoring module, the sensor or other modules through the communication module, compare the first voltage and the second voltage, control the corresponding low-frequency switch to be in a closed state, and make the voltage regulation module be in a corresponding working mode. The target charging voltage threshold can be the highest charging voltage corresponding to the power battery. It is necessary to ensure that the voltage input to the positive and negative electrodes of the power battery by the charging control circuit is less than the target charging voltage threshold, so as to ensure the safety and stability of the power battery during charging.

[0128] In some possible embodiments, in a case where the first voltage is lower than the second voltage and the maximum voltage of the charging pile is higher than the second voltage, the control device can control the charging pile to increase the first voltage, and control the second low-frequency switch and the fourth low-frequency switch to be in a closed state, so that the voltage regulation module is in a direct charging mode.

[0129] It can be understood that, in a case where the first voltage is lower than the second voltage, the charging pile can not be boosted to its maximum voltage. The control device can control the charging pile to increase the first voltage, so as to directly charge the power battery with a high enough voltage without additional on-board voltage boosting, avoid energy multi-stage conversion loss, shorten the charging time and improve the overall efficiency.

[0130] In some possible embodiments, in a case where the first voltage is lower than the second voltage, the control device also needs to control the first low-frequency switch and the second low-frequency switch to be in a closed state when it is determined that the maximum voltage of the charging pile is lower than the second voltage, so that the voltage regulation module is in a boost mode.

[0131] In some possible embodiments, after the control device controls the third low-frequency switch and the fourth low-frequency switch to be in a closed state, so that the voltage regulation module is in a buck mode, the controller can also be configured to control the charging pile to increase the charging current.

[0132] It should be noted that the control device can send a current increasing instruction to the charging pile through the communication module, and the charging pile gradually increases the output current to the preset current according to its own margin and the feedback from the vehicle end. In this way, the time required for the step-down charging phase can be shortened by using a larger charging current, so as to realize fast energy supplement for the power battery under the premise of ensuring charging safety.

[0133] In some possible embodiments, the voltage regulation module includes a plurality of inductors, the plurality of low-frequency switches further include an inductor low-frequency switch corresponding to each inductor, and the control device is configured to:

[0134] According to the difference between the first voltage and the second voltage, the target inductor low-frequency switch is controlled to be in a closed state, so that the inductor corresponding to the target inductor low-frequency switch is in a working state, and the target inductor low-frequency switch is at least one of the inductor low-frequency switches corresponding to each inductor.

[0135] It can be understood that in the case that the voltage regulation module is in the step-up mode or the step-down mode, the difference between the first voltage and the second voltage is different, and the voltage regulation module has different voltage conversion amplitudes. Different difference intervals can be set for different difference intervals, so that according to the difference value after the first voltage and the second voltage are obtained, the target inductor low-frequency switch corresponding to the difference interval is controlled to be in a closed state according to the difference interval to which the difference value belongs, so that the inductor corresponding to the target inductor low-frequency switch is in a working state, and the charging stability is improved.

[0136] In some possible embodiments, the voltage regulation module includes at least one first high-frequency switch and at least one second high-frequency switch, and the control device is configured to:

[0137] In the case that the voltage regulation module is in the step-up mode or the step-down mode, according to the first voltage of the vehicle charging port and the second voltage of the power battery, the first duty cycle of the at least one first high-frequency switch and the second duty cycle of the at least one second high-frequency switch are adjusted, so that the third voltage after the first voltage is processed by the step-up or step-down processing is higher than the second voltage, and the difference between the third voltage and the second voltage is less than a target threshold.

[0138] It should be noted that the at least one first high-frequency switch and the at least one second high-frequency switch need to be closed alternately to realize accurate adjustment of the output voltage and ensure the stability and efficiency of the voltage regulation module. In a unit time, the sum of the first duty cycle and the second duty cycle is not higher than 1. By reasonably setting the duty cycles of the first high-frequency switch and the second high-frequency switch, the adjusted voltage can meet the charging demand of the power battery.

[0139] When the voltage regulation module is in boost or buck mode, the controller can determine the third voltage after boosting or bucking the first voltage based on the first and second voltages. Thus, the first duty cycle of at least one first high-frequency switch and the second duty cycle of at least one second high-frequency switch can be determined based on the first and third voltages, i.e., the ratio of the duration of energy storage or release of at least one inductor can be determined. Figure 11 or Figure 11 As shown in either of the figures, in boost mode, when the first high-frequency switch is closed, at least one inductor is in an energy-releasing state, and when the second high-frequency switch is closed, at least one inductor is in an energy-storing state, which simplifies the control method of the high-frequency switch.

[0140] In some possible embodiments, the sum of the first duty cycle and the second duty cycle is equal to 1. In buck mode, the second duty cycle is equal to the third voltage / the first voltage. In boost mode, the second duty cycle is equal to 1 - the first voltage / the third voltage, and the first duty cycle is equal to 1 - the second duty cycle.

[0141] It should be noted that in practical applications, the duty cycle of the high-frequency switch can be adjusted according to the parameters of the inductor and capacitor components in the charging control circuit to ensure that indicators such as voltage ripple and component temperature rise meet the vehicle reliability requirements.

[0142] After introducing the structure of the charging control system provided in the embodiments of this application, the vehicle including the charging control system will be described in detail below.

[0143] This application provides a vehicle; please refer to the embodiments described herein. Figure 11 , Figure 11 This is a system architecture diagram of a vehicle provided as an embodiment of this application. ​ As shown, the vehicle includes a processor, a charging control system, memory, and a network interface connected via a system bus. The processor provides computing and control capabilities. The memory includes non-volatile storage media and internal memory. The non-volatile storage media stores the operating system, computer programs, and a database. The internal memory provides an environment for the operation of the operating system and computer programs stored in the non-volatile storage media. The database stores data. The network interface allows communication with external terminals via a network connection.

[0144] This application provides a computer-readable storage medium storing a computer program thereon, which, when executed by a processor, implements the steps of the method provided in the above embodiments.

[0145] This application provides a computer program product containing instructions that, when run on a computer, cause the computer to perform the steps in the method provided in the above-described method embodiments.

[0146] Those skilled in the art can understand that, ​ The structure shown in the figure is only a block diagram of part of the structure related to the scheme of the present application, and does not constitute a limitation on the computer device to which the scheme of the present application is applied. The specific computer device can include more or fewer components than those shown in the figure, or combine certain components, or have a different arrangement of components.

[0147] Those of ordinary skill in the art can realize that the units and algorithm steps of each example described in connection with the embodiments disclosed herein can be realized by electronic hardware, or a combination of computer software and electronic hardware. Whether the functions are performed in hardware or software depends on the specific application and design constraints of the technical solution. Those skilled in the art can use different methods to implement the described functions for each specific application, but such implementation should not be considered beyond the scope of the present application.

[0148] Those of ordinary skill in the art can clearly understand that, for the convenience and brevity of description, the specific working processes of the above-described system, device and unit can refer to the corresponding processes in the foregoing method embodiments, which will not be repeated here.

[0149] In several embodiments provided in the present application, it should be understood that the disclosed system, device and method can be implemented in other ways. For example, the above-described device embodiments are only schematic. For example, the division of the units is only a logical function division, and actual implementation can have another division manner. For example, multiple units or components can be combined or integrated into another system, or some features can be ignored or not executed. In addition, the coupling or direct coupling or communication connection between the units shown or discussed can be indirect coupling or communication connection through some interface, device or unit, and can be electrical, mechanical or in other forms.

[0150] In addition, each functional unit in each embodiment of the present application can be integrated into a processing unit, or each unit can exist physically, or two or more units can be integrated into one unit.

[0151] If the functions are implemented in the form of software function units and sold or used as independent products, they can be stored in a computer readable storage medium. Based on this understanding, the technical solutions of the present application or the parts that essentially contribute to the related art or the parts of the technical solutions can be embodied in the form of a software product. The computer software product is stored in a storage medium and includes a plurality of instructions for causing a computer device (which can be a personal computer, a server, or a network device, etc.) to execute all or part of the steps of the methods described in the various embodiments of the present application. The aforementioned storage medium includes a U disk, a mobile hard disk, a read-only memory (ROM), a random access memory (RAM), a magnetic disk or an optical disk, and various media that can store program codes.

[0152] The above is only a specific implementation of the present application, but the protection scope of the present application is not limited thereto. Any person skilled in the art can easily think of changes or replacements within the technical scope disclosed in the present application, which should be covered within the protection scope of the present application. Therefore, the protection scope of the present application should be subject to the protection scope of the claims.

Claims

1. A charge control circuit, characterized by comprising: The charging control circuit comprises a vehicle charging port, a voltage regulation module and a power battery, the voltage regulation module is electrically connected with the vehicle charging port and the power battery respectively, and the charging control circuit comprises the following steps: The voltage regulation module comprises a switching submodule and a regulation submodule, the switching submodule comprises a plurality of low-frequency switches, and the regulation submodule comprises at least one inductor and at least two high-frequency switches; In the case that the plurality of low-frequency switches are in different on-off states, the connection modes of the regulation submodule with the vehicle charging port and the power battery are different, so that the voltage regulation module is in a target working mode, and the target working mode comprises a boost mode, a direct charging mode or a buck mode; In the case that the vehicle charging port is electrically connected with a charging pile, if the target working mode is the boost mode, the charging voltage of the charging pile is boosted to charge the power battery; if the target working mode is the direct charging mode, the power battery is charged by the charging voltage of the charging pile; and if the target working mode is the buck mode, the charging voltage of the charging pile is bucked to charge the power battery.

2. The charge control circuit according to claim 1, characterized by, The plurality of low-frequency switches comprise a first low-frequency switch, a second low-frequency switch, a third low-frequency switch and a fourth low-frequency switch, and the at least two high-frequency switches comprise at least one first high-frequency switch and at least one second high-frequency switch, wherein: The first low-frequency switch is electrically connected with the positive electrode end of the vehicle charging port and the first end of each inductor respectively; the second low-frequency switch is electrically connected with the negative electrode end of the power battery and the negative electrode end of the vehicle charging port respectively; the third low-frequency switch is electrically connected with the negative electrode end of the power battery and the first end of each inductor respectively; and the fourth low-frequency switch is electrically connected with the positive electrode end of the power battery and the positive electrode end of the vehicle charging port respectively; The second end of each regulation inductor is electrically connected with the input end of the at least one first high-frequency switch and the input end of the at least one second high-frequency switch respectively, the output end of each first high-frequency switch is electrically connected with the positive electrode end of the power battery, and the output end of each second high-frequency switch is electrically connected with the negative electrode end of the vehicle charging port; In the case that the first low-frequency switch and the second low-frequency switch are in the closed state, the target working mode is the boost mode; in the case that the third low-frequency switch and the fourth low-frequency switch are in the closed state, the target working mode is the buck mode; and in the case that the second low-frequency switch and the fourth low-frequency switch are in the closed state, the target working mode is the direct charging mode.

3. The charge control circuit according to claim 2, characterized by The number of the at least one inductor is a plurality, and the plurality of low-frequency switches further comprise an inductor low-frequency switch corresponding to each inductor, and each inductor low-frequency switch is arranged between the first low-frequency switch and the corresponding inductor; In the case that a target inductor low-frequency switch is in the closed state, the inductor corresponding to the target inductor low-frequency switch is in the working state, and the target inductor low-frequency switch comprises at least one switch in the plurality of inductor low-frequency switches.

4. The charge control circuit according to claim 2, characterized by The adjusting submodule further comprises at least one first diode and at least one second diode, the at least one first diode is arranged in parallel with the at least one first high-frequency switch, the at least one second diode is arranged in parallel with the at least one second high-frequency switch, the input end of each first diode is electrically connected with the input end of the first high-frequency switch, and the input end of each second diode is electrically connected with the output end of the second high-frequency switch.

5. The charging control circuit according to any one of claims 1 to 4, characterized by The charging control circuit further comprises a capacitor module electrically connected with the power battery and the vehicle charging port respectively, and the capacitor module comprises at least one capacitor. In a case where the vehicle charging port is electrically connected with the charging pile, the capacitor module is configured to charge the power battery.

6. A charge control system characterized by comprising: The charging control system comprises a control device and the charging control circuit according to any one of claims 1-5, the control device is electrically connected with the charging control circuit, and the charging control circuit comprises a vehicle charging port, a voltage adjusting module and a power battery; wherein the control device is configured to: In a case where the vehicle charging port is electrically connected with the charging pile, the control device controls the multiple low-frequency switches of the voltage adjusting module to be in different on-off states, so that the adjusting submodule of the voltage adjusting module is electrically connected with the vehicle charging port and the power battery in different manners, and the voltage adjusting module is in a target working mode, and the target working mode comprises a boost mode, a direct charging mode or a buck mode.

7. The charge control system according to claim 6, characterized by The multiple low-frequency switches comprise a first low-frequency switch, a second low-frequency switch, a third low-frequency switch and a fourth low-frequency switch, and the control device is configured to: obtain a first voltage of the vehicle charging port and a second voltage of the power battery; in a case where the first voltage is lower than the second voltage, control the first low-frequency switch and the second low-frequency switch to be in a closed state, so that the voltage adjusting module is in the boost mode; in a case where the first voltage is higher than the second voltage and the first voltage is higher than a target charging voltage threshold, control the third low-frequency switch and the fourth low-frequency switch to be in a closed state, so that the voltage adjusting module is in the buck mode; in a case where the first voltage is higher than the second voltage and the first voltage is not higher than the target charging voltage threshold, control the second low-frequency switch and the fourth low-frequency switch to be in a closed state, so that the voltage adjusting module is in the direct charging mode.

8. The charge control system according to claim 7, characterized by, The voltage adjusting module comprises multiple inductors, the multiple low-frequency switches further comprise an inductor low-frequency switch corresponding to each inductor, and the control device is configured to: according to a difference between the first voltage and the second voltage, control a target inductor low-frequency switch to be in a closed state, so that an inductor corresponding to the target inductor low-frequency switch is in a working state, and the target inductor low-frequency switch is at least one switch among the inductor low-frequency switches corresponding to each inductor.

9. The charge control system according to any one of claims 6 to 8, characterized by, The voltage adjusting module comprises at least one first high-frequency switch and at least one second high-frequency switch, and the control device is configured to: In a case where the voltage regulation module is in the boost mode or the buck mode, according to a first voltage of the vehicle charging port and a second voltage of the power battery, a first duty cycle of the at least one first high-frequency switch and a second duty cycle of the at least one second high-frequency switch are adjusted so that a third voltage after the first voltage is boosted or bucked is higher than the second voltage, and a difference between the third voltage and the second voltage is less than a target threshold.

10. A vehicle characterized by comprising: The vehicle comprises a vehicle body and the charging control system according to any one of claims 6 to 9.

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