Charging and distribution module assembly

Abstract

The invention provides a charging and distribution module assembly. The charging and distributing module assembly comprises an alternating current input end, a single-stage power factor correction module, a magnetic integrated isolation transformer, a high-voltage output module and a low-voltage output module. The single-stage power factor correction module converts alternating current into high-frequency alternating current in a single power conversion link and performs power factor correction, and the output of the single-stage power factor correction module is connected to a primary winding of the magnetic integrated isolation transformer. The transformer is integrated with a high-voltage secondary winding and a low-voltage secondary winding which are respectively used for outputting high-voltage direct current to charge a power battery and outputting low-voltage direct current to supply power to a vehicle-mounted low-voltage electrical system. The high-voltage output end is connected into the whole vehicle high-voltage loop under the charging and heating working conditions, inherent capacitance characteristics in the loop can be cooperatively utilized, the output current waveform is effectively optimized, and therefore stable operation and efficient electric energy conversion of the system under the whole working conditions are guaranteed while high power density, high integration level, long service life and low cost are achieved.

Description

Technical Field

[0001] This application relates to the field of vehicle technology, and more specifically to a filling module assembly. Background Technology

[0002] The charging and distribution module assembly is a key component permanently installed on an electric vehicle. Its core function is to safely and efficiently convert AC power from the external power grid into high-voltage DC power that can be directly used to charge the power battery in AC charging scenarios, while simultaneously powering the vehicle's low-voltage electrical accessories. To achieve this dual function, the assembly needs to integrate the following core power conversion: first, rectifying and performing high power factor correction on the input AC power; then, achieving electrical isolation and energy distribution through a high-frequency isolation transformer—the high-voltage winding output of this transformer is processed to charge the power battery, while the low-voltage winding output is converted to power the low-voltage system.

[0003] Currently, mainstream charging and distribution module assemblies generally adopt a two-stage power conversion architecture to meet the above functional requirements. Specifically, the AC input first undergoes rectification and energy storage through a rectifier circuit and a large-capacity electrolytic capacitor to form an intermediate DC bus. The voltage of this bus is then actively corrected by a boost converter composed of inductors and switching devices to output stable high-voltage DC power. The subsequent stage of this architecture is an isolated DC-DC converter, which receives the stable DC power output from the previous stage and, through high-frequency inversion, transformer isolation, and secondary rectification, finally generates the high-voltage DC power required for charging the power battery. In addition, to achieve low-voltage power supply functionality, a separate isolated DC-DC converter is usually required. In this architecture, the large-capacity electrolytic capacitor located at the front stage is crucial for filtering out low-frequency power pulsations and maintaining the stability of the bus voltage between the two stages of the circuit.

[0004] However, the electrolytic capacitors in the aforementioned two-stage power conversion architecture experience a significantly shortened lifespan under high-temperature automotive conditions due to the presence of electrolyte, making their reliability a bottleneck for the overall system durability. Secondly, the large size of the electrolytic capacitors severely restricts the improvement of the overall success rate density of the charging and discharging module. Finally, the complex two-stage structure and numerous discrete components also lead to high system costs.

[0005] It should be noted that the information disclosed in the background section of this application is intended only to enhance the understanding of the general background of this application, and should not be construed as an admission or in any way implying that the information constitutes prior art known to those skilled in the art. Summary of the Invention

[0006] In view of this, this application provides a charging module assembly to solve the problems of low system reliability, limited power density and high cost caused by the use of electrolytic capacitors and two-stage power conversion architecture in the prior art.

[0007] In a first aspect, embodiments of this application provide a charging and distribution module assembly, wherein the AC input terminal of the charging and distribution module assembly is used to receive AC power, and the charging and distribution module assembly includes: A single-stage power factor correction module, wherein the input terminal of the single-stage power factor correction module is electrically connected to the AC input terminal, and the single-stage power factor correction module is used to convert the AC power into high-frequency AC power and perform power factor correction in a single power conversion stage; A magnetically integrated isolation transformer, wherein the primary winding of the magnetically integrated isolation transformer is electrically connected to the output terminal of the single-stage power factor correction module; A high-voltage output module is electrically connected to the high-voltage secondary winding of the magnetic integrated isolation transformer. The high-voltage output module is used to output high-voltage DC power to charge the power battery. A low-voltage output module is electrically connected to the low-voltage secondary winding of the magnetic integrated isolation transformer. The low-voltage output module is used to output low-voltage DC power to supply power to the vehicle's low-voltage electrical system. The output terminal of the high-voltage output module is configured to connect to the vehicle's high-voltage circuit during charging and heating, so that the capacitor network in the vehicle's high-voltage circuit can suppress the low-frequency sinusoidal ripple current in the output current of the high-voltage output module.

[0008] In this embodiment, by employing a single-stage power factor correction module, the power factor correction and DC-DC conversion functions of the parallel stages are integrated and synchronously completed within a single high-frequency power conversion stage. This eliminates the dependence on large-capacity electrolytic capacitors in the preceding stage, directly solving the system lifespan and reliability bottlenecks caused by electrolytic capacitors. It also significantly reduces the number and size of components in the power conversion stage, laying the circuit foundation for improving overall power density and reducing material costs. Furthermore, by using a magnetically integrated isolation transformer, the two output windings for high-voltage charging and low-voltage power supply are integrated into a single magnetic component, further reducing the use of discrete magnetic components and achieving a reduction in system size and weight. It should also be noted that by strategically connecting the high-voltage output terminal of the charging and distribution module assembly to the vehicle's high-voltage circuit during charging and heating, the inherent equivalent capacitance of the power battery and the existing supporting capacitors in the vehicle's high-voltage power distribution system are cleverly utilized to form a distributed filtering network. This effectively suppresses the inherent low-frequency sinusoidal ripple current of the single-stage topology. While ensuring the quality of output power and system safety, this avoids the technical path of using large-volume electrolytic capacitors to suppress ripple, thereby achieving synergistic optimization of reliability, power density, and cost.

[0009] In one possible implementation, the capacitor network in the vehicle high-voltage circuit includes the equivalent capacitance of the power battery and / or the bus support capacitor in the vehicle high-voltage circuit.

[0010] In this embodiment, by combining the equivalent capacitance of the power battery itself with the inherent bus support capacitor in the high-voltage distribution box, the inherent problem of large output current ripple in a single-stage topology is solved without the need for any additional filtering devices, thus ensuring charging quality and system safety.

[0011] In one possible implementation, the single-stage power factor correction module is a dual active bridge topology circuit. The dual active bridge topology circuit includes an AC input side circuit and a DC power transfer port. The AC input side circuit and the DC power transfer port are coupled through the magnetic circuit of the magnetic integrated isolation transformer to achieve power transmission and electrical isolation.

[0012] In this embodiment, the dual active bridge topology circuit directly couples the AC input side circuit and the DC power transfer port through the magnetic circuit of the magnetic integrated isolation transformer, realizing high-frequency conversion and transfer of electrical energy. This allows rectification, power factor correction, and isolated voltage conversion to be completed synchronously in the same high-frequency switching network. This not only avoids the lifespan bottleneck in the system but also significantly reduces the number of discrete components in the power circuit, providing a core circuit foundation for the charging module assembly to achieve higher power density, longer service life, and lower overall cost.

[0013] In one possible implementation, the AC input side circuit of the dual active bridge topology circuit includes at least two parallel sub-full-bridge circuits, the switching timing of which is interleaved; wherein each sub-full-bridge circuit includes four switching devices.

[0014] In this embodiment, by connecting at least two sub-full-bridge circuits in parallel and interleaving the switching timing, the total input current is evenly distributed to each branch, thereby significantly reducing the current stress and conduction losses borne by each switching device and improving the reliability of the circuit. Simultaneously, the interleaved switching timing results in mutual cancellation of input voltage and current ripples. The synthesized current ripple frequency increases sharply while its amplitude decreases. This not only improves the power factor correction effect but also reduces the requirements for the input filter, further creating conditions for system miniaturization and high power density design.

[0015] In one possible implementation, the magnetically integrated isolation transformer is a three-winding-core transformer, including the primary winding, the high-voltage secondary winding, and the low-voltage secondary winding, and the core configuration of the magnetically integrated isolation transformer is a UU-type core.

[0016] In this embodiment, by integrating the high-voltage output and low-voltage power supply windings into a single-core three-winding transformer, the system size and weight are reduced, which is one of the keys to improving power density. The use of a UU-shaped core configuration, with its spacious window area, facilitates multi-winding arrangement and heat dissipation, ensuring the reliability and stability of the integrated transformer when subjected to large peak currents in a single-stage topology. This achieves high integration while guaranteeing stable and long-term operation of the entire system.

[0017] In one possible implementation, the single-stage power factor correction module includes a wide-bandgap semiconductor switching device.

[0018] In the embodiments of this application, wide bandgap semiconductor switching devices can achieve high-efficiency switching at higher frequencies and withstand higher instantaneous voltage and current surges, enabling the circuit architecture that eliminates traditional large-capacity electrolytic capacitors to operate stably and reliably. It also significantly reduces the energy loss of the switching process itself, thereby improving the overall efficiency and power density while further consolidating the long-term operational reliability of the system in harsh automotive environments such as high temperatures.

[0019] In one possible implementation, the wide bandgap semiconductor switching device is a silicon carbide metal-oxide-semiconductor field-effect transistor or a gallium nitride high electron mobility transistor.

[0020] In the embodiments of this application, silicon carbide devices possess high voltage tolerance and high temperature stability, while gallium nitride devices exhibit extremely high switching speeds and lower conduction losses. Whether using silicon carbide metal-oxide-semiconductor field-effect transistors or gallium nitride high electron mobility transistors, their core value lies in matching and fully utilizing the high-frequency, high-efficiency operating characteristics of the aforementioned single-stage topology, providing crucial and reliable device-level guarantees for completely eliminating electrolytic capacitors and improving system power density and overall energy efficiency.

[0021] In one possible implementation, it further includes: a control module, the control module being used for: Under at least one of the following operating conditions: charging, heating, and driving, the output terminal of the high-voltage output module is connected to the high-voltage circuit of the vehicle, and the output power of the charging and distribution module assembly is adjusted. It communicates with at least one of the battery management system and the vehicle controller, and adjusts the output of the charging and distribution module assembly according to instructions from it.

[0022] In this embodiment, by actively managing the connection status between the high-voltage output terminal and the vehicle's high-voltage circuit, it ensures that the vehicle's capacitor network can be reliably utilized to suppress output ripple under all operating conditions, including charging, heating, and driving. This completely eliminates the hardware dependence on independent large-capacity filter capacitors. Simultaneously, through real-time communication and coordination with the battery management system, this module ensures that the output of the charging and distribution module assembly always precisely matches the dynamic demands of the power battery. This not only guarantees the safety of the charging process and battery life but also enables the entire system to intelligently adapt to complex operating conditions, ultimately achieving system-level optimization with high reliability, high power density, and low cost.

[0023] In one possible implementation, the control module is further configured to: When the ambient temperature is lower than a preset threshold, the charging module assembly is controlled to perform a charging and heating operation mode. Receive voltage and current requests from the battery management system and control the output current peak of the charging and distribution module assembly to match them; When the battery's state of charge reaches the preset full charge range, the peak output current is controlled to follow the real-time current request of the battery management system.

[0024] In this embodiment, by maintaining the closed high-voltage main circuit of the vehicle and performing simultaneous charging and heating, the equivalent capacitance of the power battery is always connected to the filter network, ensuring stable output and functional safety of the system under harsh conditions. Its deep collaboration with the battery management system achieves precise matching between the charging process and battery state, especially accurate follow-up requests during full charge and precise control under low-temperature conditions. This not only optimizes charging safety and battery life but also enables the single-level topology to safely and reliably cover all vehicle usage scenarios, ultimately achieving high adaptability, high integration, and high reliability of the on-board charging system under all operating conditions.

[0025] In one possible implementation, a structured housing is also included, within which a power module cavity is disposed; The single-stage power factor correction module and the magnetic integrated isolation transformer are fixedly installed in the power module cavity in the form of an integrated unit.

[0026] In this embodiment, by providing dedicated mounting and packaging space for core components prone to heat generation and electromagnetic interference, a small physical layout and optimized heat dissipation structure are achieved. This not only greatly improves space utilization to achieve high power density, but also enhances the mechanical stability and heat dissipation reliability between modules through integrated and decoupled fixed mounting structures, effectively addressing the challenges of vehicle vibration and temperature rise, while also facilitating rapid assembly and maintenance in mass production.

[0027] In one possible implementation, a metal shielding layer is provided within the printed circuit board of the charging module assembly to form an electromagnetic interference shielding structure.

[0028] In this embodiment, a built-in, high-efficiency electromagnetic interference suppression structure is constructed by integrating a metal shielding layer inside the printed circuit board. Electromagnetic isolation is directly formed at the noise source, effectively suppressing the outward radiation of electromagnetic interference generated by the single-stage high-frequency switching circuit and internal crosstalk. This not only significantly improves the overall electromagnetic compatibility level to meet stringent automotive-grade requirements, but also avoids the coupling dependence of traditional shielding methods on the housing structure, thus strongly supporting the unification of high power density and high reliability in the charging module assembly. Attached Figure Description

[0029] To more clearly illustrate the technical solutions of the embodiments of this application, the drawings used in the embodiments will be briefly introduced below. Obviously, the drawings described below are only some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0030] Figure 1 This is a schematic diagram of an application scenario provided by an embodiment of this application.

[0031] Figure 2 A schematic diagram of a two-stage power conversion architecture provided for related technologies.

[0032] Figure 3 A schematic diagram of the layout of a two-stage power conversion architecture provided for related technologies.

[0033] Figure 4 This is a schematic diagram of a filling module assembly provided in an embodiment of this application.

[0034] Figure 5 This is a schematic diagram of a dual active bridge topology circuit provided in an embodiment of this application.

[0035] Figure 6 This is a schematic diagram of the structure of a magnetically integrated isolation transformer provided in an embodiment of this application.

[0036] Figure 7 This is a schematic diagram of a structured shell provided in an embodiment of this application. Detailed Implementation

[0037] To better understand the technical solution of this application, the embodiments of this application will be described in detail below with reference to the accompanying drawings.

[0038] It should be understood that the described embodiments are merely some, not all, of the embodiments in this application. All other embodiments obtained by those skilled in the art based on the embodiments in this application without inventive effort are within the scope of protection of this application.

[0039] The terminology used in the embodiments of this application is for the purpose of describing particular embodiments only and is not intended to be limiting of this application. The singular forms “a,” “the,” and “the” used in the embodiments of this application and the appended claims are also intended to include the plural forms unless the context clearly indicates otherwise.

[0040] It should be understood that the term "and / or" used in this article is merely a description of the relationship between related objects, indicating that three relationships can exist. For example, A and / or B can represent: A existing alone, A and B existing simultaneously, or B existing alone. Additionally, the character " / " in this article generally indicates that the preceding and following related objects have an "or" relationship.

[0041] The charging and distribution module assembly is a core on-board energy conversion component for electric vehicles during AC charging and for powering the vehicle's low-voltage accessories. Fixedly installed inside the vehicle, it serves as a crucial interface between the power grid and the vehicle's high-voltage battery. Its main function is to safely, efficiently, and controllably convert AC power provided by external charging facilities into DC power suitable for battery storage, while simultaneously converting high-voltage electricity into 12V low-voltage electricity to power the vehicle's low-voltage accessories. This conversion process typically involves a series of sophisticated power electronic operations, including power factor correction, electrical isolation, and DC voltage transformation and regulation.

[0042] To more clearly illustrate its working context, a typical application scenario will be described below with reference to the accompanying diagram. See also... Figure 1 This is a schematic diagram illustrating an application scenario provided by an embodiment of this application. For example... Figure 1 As shown, this application scenario includes a charging pile 101 and a vehicle 102. The vehicle 102 contains a charging and distribution module assembly 1021, a power battery 1022 serving as an energy storage terminal, and a low-voltage battery 1023. When the vehicle 102 is connected to the charging pile 101 via a charging interface, AC power from the grid is output through the charging pile 101 and undergoes the aforementioned conversion and processing via the charging and distribution module assembly 1021, ultimately charging the power battery 1022 and the low-voltage battery 1023.

[0043] To achieve reliable, efficient, and compact power conversion in the aforementioned scenarios, a two-stage power conversion architecture is commonly used to construct the charging and distribution module assembly. This architecture distributes power factor correction and isolated DC-DC conversion functions to two independent power stages connected in series. The front-end circuit handles the processing and correction of the AC input and outputs an intermediate DC voltage; the rear-end circuit is responsible for electrically isolating this intermediate DC voltage and converting it to the voltage required by the battery. In this architecture, the front-end circuit typically relies on a large-capacity electrolytic capacitor to maintain the stability of the intermediate DC voltage, bridging the gap between the front and rear stages.

[0044] For ease of understanding, see Figure 2 This diagram illustrates a two-stage power conversion architecture for related technologies. As shown in the figure, the circuit includes an EMI filter circuit 201, a pre-charge resistor and relay circuit 202, a first-stage rectifier correction circuit 203, a second-stage rectifier booster circuit 204, a transformer circuit 205, and a DC-DC converter circuit 206.

[0045] Specifically, the AC power supplied by the charging pile first passes through an EMI filter circuit 201 to suppress high-frequency noise interference between the grid side and the vehicle side. Subsequently, the current flows through a pre-charging resistor and relay circuit 202. This circuit limits the inrush current during the initial power-on phase to charge and stabilize the electrolytic capacitor, protecting the downstream power devices. After pre-charging is complete, the relay closes, entering normal operation. Afterward, the AC power enters a first-stage rectification and correction circuit 203. This circuit typically includes a bridge rectifier and a large-capacity electrolytic capacitor. Its function is to rectify the AC power into pulsating DC power and perform preliminary filtering, thereby establishing an intermediate DC bus with low-frequency ripple. This bus voltage is then fed into a rectifier boost circuit 204. This circuit is typically a boost-type power factor correction circuit based on switching devices. Its core function is to actively shape the input current waveform to achieve a high power factor and boost the voltage to a higher, more stable DC bus voltage. The calibrated and boosted stable DC power is then fed to transformer circuit 205. This circuit typically includes a high-frequency inverter and an electrical isolation transformer, responsible for converting the DC power into high-frequency AC power. The transformer achieves electrical isolation between the primary and secondary sides and adjusts the voltage level. Finally, DC-DC converter circuit 206 receives the high-frequency AC power from the secondary side of the transformer, rectifies and filters it, and outputs a precisely adjustable stable DC power that meets the charging requirements of the power battery, completing the entire energy conversion process.

[0046] Understandably, in the aforementioned two-stage power conversion architecture, the large-capacity electrolytic capacitors relied upon by the front-end circuits experience significant lifespan degradation under high-temperature automotive conditions, making their reliability a key bottleneck restricting the overall system durability.

[0047] Furthermore, the capacitor itself is physically large, requiring the placement of a pre-charging circuit. Its layout on the circuit board occupies significant space, severely limiting further improvements in the overall success rate density of the charging module. For a more intuitive illustration of these size constraints, see [link to relevant documentation]. Figure 3 This diagram illustrates a layout of a two-stage power conversion architecture for related technologies. As shown, the diagram displays a large-capacity electrolytic capacitor 301 occupying the majority of the space, transistors 302 forming each stage of the switching circuitry, a transformer circuit 303 for isolation conversion, multiple discrete inductors 304 required for power factor correction and filtering, and potentially other magnetic components 305. It is clear that the large-capacity electrolytic capacitor 301, along with numerous discrete magnetic components, constitutes the main volume portion of the layout, resulting in low system space utilization.

[0048] Finally, the complex two-stage power cascade structure and the large number of discrete passive and active components required directly lead to high material costs, increased production and assembly complexity, and cumulative losses due to multiple energy conversions.

[0049] To address the aforementioned issues, this application employs a single-stage power factor correction module, integrating the cascaded power factor correction and DC-DC conversion functions of the traditional architecture into a single high-frequency power conversion stage for simultaneous completion. This fundamentally eliminates the reliance on large-capacity electrolytic capacitors in the preceding stage, directly resolving the lifespan and reliability bottlenecks they cause. Simultaneously, it significantly reduces the number and size of components, laying the circuit foundation for improving overall power density and reducing costs. Furthermore, by employing a magnetically integrated isolation transformer, the two output windings for high-voltage charging and low-voltage power supply are integrated into a single magnetic component, further reducing the use of discrete magnetic components and achieving effective reduction in system size and weight. Crucially, by strategically connecting the high-voltage output terminal of the charging and distribution module assembly to the vehicle's high-voltage circuit during charging and heating conditions, a distributed filtering network can be cleverly constructed by utilizing the equivalent capacitance of the power battery itself and the existing supporting capacitors in the high-voltage power distribution system. This design effectively suppresses the low-frequency sinusoidal ripple current inherent in single-stage topologies, ensuring output power quality and system safety while avoiding the traditional technical path of using large-volume electrolytic capacitors to suppress ripple.

[0050] In summary, this application achieves systematic optimization of the reliability, power density, and cost of the charging and dispensing module assembly through the synergy of the aforementioned core technologies. To enable those skilled in the art to better understand and implement this solution, a detailed description will be provided below in conjunction with the accompanying drawings and specific embodiments.

[0051] See Figure 4This figure shows a schematic diagram of a charging module assembly provided in an embodiment of this application. As shown, the figure illustrates a single-stage power factor correction module 401, a magnetic integrated isolation transformer 402, a high-voltage output module 403, and a low-voltage output module 404. The specific connection relationships between these modules are as follows: the input terminal of the single-stage power factor correction module 401 is electrically connected to the AC input terminal; the primary winding of the magnetic integrated isolation transformer 402 is electrically connected to the output terminal of the single-stage power factor correction module 401; the high-voltage output module 403 is electrically connected to the high-voltage secondary winding of the magnetic integrated isolation transformer 402; and the low-voltage output module 404 is electrically connected to the low-voltage secondary winding of the magnetic integrated isolation transformer 402.

[0052] Specifically, the electrical energy supplied by the external AC power source enters the single-stage power factor correction module 401 via the AC input terminal. The high-frequency switching circuit network inside the single-stage power factor correction module 401 is designed to convert AC power into high-frequency AC power and perform power factor correction within a single power conversion stage. This means that the separate rectifier-filter stage and active correction stage in traditional solutions are combined into one, thus eliminating the need for large-capacity electrolytic capacitors to connect the two stages in terms of circuit principle.

[0053] For example, the AC input terminal of the charging module assembly receives 220V, 50Hz AC mains power. The single-stage power factor correction module can convert this AC mains power into high-frequency AC power of 50kHz-150kHz.

[0054] It's important to clarify that "single power conversion stage" doesn't refer to a single function, but rather to a highly integrated design in terms of circuit structure and energy flow. The essence of this technology lies in the fact that the core conversion and transmission of electrical energy from AC input to the final DC output is driven by the same high-frequency switching network and completed in one go through the primary winding of the same magnetically integrated isolation transformer 402. This means that the electrical signal is directly transmitted from the grid to the transformer, without the formation or maintenance of an intermediate DC bus voltage node. The large-capacity electrolytic capacitors used to stabilize this node in traditional architectures are eliminated, thus fundamentally simplifying the circuit hierarchy.

[0055] In one possible implementation, the single-stage power factor correction module 401 can employ a dual active bridge topology. This topology includes an AC input-side circuit and a DC-side power transfer port. These two parts are coupled through the magnetic circuit of the magnetically integrated isolation transformer 402. Specifically, the electrical energy generated by the AC input-side circuit is transferred to the transformer core in the form of a high-frequency alternating magnetic field, and then coupled to the DC side by this magnetic field, thereby achieving the necessary safe electrical isolation for power transfer.

[0056] To further improve performance, the AC input-side circuit can consist of at least two parallel sub-full-bridge circuits, with the switching timing of these sub-full-bridge circuits being interleaved. Each such switching circuit typically contains four switching devices, such as transistors. This interleaved parallel structure effectively reduces input current ripple, improves power factor correction quality, and distributes current to reduce the load on each device.

[0057] For ease of understanding, see Figure 5 This figure shows a schematic diagram of a dual active bridge topology circuit provided in an embodiment of this application. As shown in the figure, the AC input side circuit 501, the magnetic integrated isolation transformer 402, and the DC side power transfer port 502 are illustrated.

[0058] Specifically, the AC input-side circuit 501 is connected to the AC input terminal of the charging and distribution module assembly to receive and process electrical energy from the power grid. The DC-side power transfer port 502 works in conjunction with the high-voltage secondary winding of the magnetically integrated isolation transformer 402, ultimately connecting to the high-voltage output module. The magnetically integrated isolation transformer 402 is located between the two, and its primary winding is connected to both the output node of the AC input-side circuit 501 and the relevant node of the DC-side power transfer port 502, thus ensuring that energy exchange between the AC and DC sides must be accomplished through the magnetic coupling of this transformer. Figure 5 The diagram also schematically illustrates the typical connection relationships of the switching devices, capacitors, resistors, and other components required to realize this topology. These components together constitute a complete power conversion and control loop.

[0059] In this embodiment, the total input current is evenly distributed to each branch through the parallel and interleaved control of multiple sub-full-bridge circuits, thereby significantly reducing the current stress and conduction losses borne by each switching device and improving the reliability of the circuit. At the same time, the interleaved control causes the input current ripples to cancel each other out, resulting in a surge in the frequency and a reduction in the amplitude of the synthesized current ripple. This not only improves the power factor correction effect but also reduces the requirements for the filtering function.

[0060] Given that this single-stage power factor correction module operates at high frequency and high power, the performance requirements for the switching devices are extremely high. Therefore, in one possible implementation, the single-stage power factor correction module 401 preferably uses wide-bandgap semiconductor switching devices.

[0061] It should be noted that wide-bandgap semiconductor switching devices, compared to traditional silicon-based devices, can withstand higher switching frequencies and operating temperatures, and significantly reduce switching losses. Understandably, using wide-bandgap semiconductor switching devices to construct a single-stage power factor correction module allows the circuit architecture that eliminates the need for traditional large-capacity electrolytic capacitors to operate stably and reliably. It also significantly reduces energy loss during the switching process itself, thereby improving overall efficiency and power density while further solidifying the system's long-term reliability in harsh automotive environments such as high temperatures.

[0062] In one possible implementation, the wide-bandgap semiconductor switching device is a silicon carbide metal-oxide-semiconductor field-effect transistor or a gallium nitride high electron mobility transistor.

[0063] Understandably, silicon carbide devices possess high voltage tolerance and high temperature stability, while gallium nitride devices offer extremely high switching speeds and lower conduction losses. Whether employing silicon carbide metal-oxide-semiconductor field-effect transistors or gallium nitride high-electron-mobility transistors, their core value lies in matching and fully leveraging the high-frequency, high-efficiency operating characteristics of the aforementioned single-stage topology. This provides crucial and reliable device-level assurance for completely eliminating electrolytic capacitors and improving system power density and overall energy efficiency.

[0064] The electrical signal processed by the single-stage power factor correction module 401, i.e., high-frequency alternating current, is sent to the primary winding of the magnetically integrated isolation transformer 402. The magnetically integrated isolation transformer 402 is another key component in achieving functional integration and structural simplification in this embodiment. The magnetically integrated isolation transformer 402 does not only have a single secondary output winding, but integrates multiple independent windings in its internal magnetic circuit.

[0065] Specifically, in one possible implementation, the magnetically integrated isolation transformer is a three-winding, one-core transformer, including a primary winding, a high-voltage secondary winding, and a low-voltage secondary winding. Its high-voltage secondary winding is connected to the high-voltage output module 403, while its low-voltage secondary winding is connected to the low-voltage output module 404.

[0066] For ease of understanding, see Figure 6 This figure shows a schematic diagram of a magnetically integrated isolation transformer according to an embodiment of this application. As shown, the primary winding of the magnetically integrated isolation transformer is located between port 1 and port 2, with N2 turns, and is used to connect to a single-stage power factor correction module and receive high-frequency energy. A high-voltage secondary winding with N3 turns is located between port 3 and port 4, and its output voltage is processed by a high-voltage output module to charge the power battery. A low-voltage secondary winding with N4 turns is located between port 5 and port 6, and is used to provide the power required by the vehicle's low-voltage system. In addition, the magnetically integrated isolation transformer also integrates the inductance characteristics required to meet the circuit resonant operating mode, namely, a resonant inductor with N1 turns.

[0067] Through this "magnetically integrated" design, a single transformer entity simultaneously undertakes the functions of providing high-voltage isolation and transformation for charging the power battery, as well as voltage transformation and isolation for powering the vehicle's low-voltage electrical systems, such as lights, controllers, and entertainment systems. This replaces the traditional design that typically requires two separate transformers, significantly reducing the number of magnetic components and the overall size.

[0068] To accommodate multiple windings and provide good heat dissipation and magnetic performance, the magnetic core can preferably adopt a UU-shaped magnetic core configuration with a large window area. This ensures the reliability and stability of the integrated transformer when it is subjected to a large peak current in a single-stage topology, thereby ensuring the long-term operation of the whole machine while achieving high integration.

[0069] In the embodiments of this application, Figure 4 The main function of the high-voltage output module 403 shown is to rectify and smooth the high-frequency AC power from the high-voltage secondary winding of the transformer, and finally output a stable and clean high-voltage DC power for charging the vehicle's power battery.

[0070] It should be noted that, due to the elimination of the large-capacity electrolytic capacitor in traditional circuits, the output current of the single-stage power factor correction module may contain a pulsating component of a specific frequency, namely a low-frequency sinusoidal ripple current, when it is operating. For example, a 100Hz high-voltage pulse. To address this low-frequency sinusoidal ripple current, in this embodiment, the output terminal of the high-voltage output module 403 is strategically connected to the vehicle's inherent high-voltage electrical network when the vehicle is charging or the battery is heating, etc., to utilize the existing, high-capacity capacitive components in this network to jointly form a distributed, efficient filtering network.

[0071] By connecting the output terminal to the aforementioned vehicle capacitor network, the pulsating current is absorbed and suppressed to a great extent, thereby ensuring that the charging current ultimately applied to the power battery meets the requirements of smoothness and safety. This system-level filtering method allows the charging and distribution module assembly to perfectly solve the problem of output current quality without the need for any bulky dedicated filter capacitors, while adopting a high-efficiency, highly integrated single-stage topology, achieving overall optimization from circuit topology to system application.

[0072] In one possible implementation, the capacitor network in the vehicle's high-voltage circuit includes the equivalent capacitance of the power battery and / or the bus support capacitor in the vehicle's high-voltage circuit. It can be understood that by combining the equivalent capacitance of the power battery itself with the inherent bus support capacitor in the high-voltage circuit, the inherent problem of large output current ripple in a single-stage topology is solved without the need for any additional filtering components, thus ensuring charging quality and system safety.

[0073] Figure 4 The low-voltage output module 404 shown in the diagram processes electrical energy from the low-voltage secondary winding of the transformer. After rectification, step-down and voltage regulation, it outputs a stable low-voltage 12V~16V DC power, which is specifically used to power the low-voltage electrical loads of the vehicle and maintain the power of the low-voltage battery.

[0074] In this embodiment, by employing a single-stage power factor correction module, the power factor correction and DC-DC conversion functions of the parallel stages are integrated and synchronously completed within a single high-frequency power conversion stage. This eliminates the dependence on large-capacity electrolytic capacitors in the preceding stage, directly solving the system lifespan and reliability bottlenecks caused by electrolytic capacitors. It also significantly reduces the number and size of components in the power conversion stage, laying the circuit foundation for improving overall power density and reducing material costs. Furthermore, by using a magnetically integrated isolation transformer, the two output windings for high-voltage charging and low-voltage power supply are integrated into a single magnetic component, further reducing the use of discrete magnetic components and achieving a reduction in system size and weight. It should also be noted that by strategically connecting the high-voltage output terminal of the charging and distribution module assembly to the vehicle's high-voltage circuit during charging and heating, the inherent equivalent capacitance of the power battery and the existing supporting capacitors in the vehicle's high-voltage power distribution system are cleverly utilized to form a distributed filtering network. This effectively suppresses the inherent low-frequency sinusoidal ripple current of the single-stage topology. While ensuring the quality of output power and system safety, this avoids the technical path of using large-volume electrolytic capacitors to suppress ripple, thereby achieving synergistic optimization of reliability, power density, and cost.

[0075] To achieve intelligent management and system functions of the aforementioned hardware architecture, in one possible implementation, the charging module assembly of this application further includes a control module. This control module is not a simple signal switch, but rather acts as the controller for the entire charging system, responsible for coordinating the internal power conversion with the external vehicle system, ensuring that the aforementioned circuit characteristics can operate safely, stably, and efficiently in the complex real-world vehicle environment.

[0076] Specifically, this control module manages the timing and status of the connection between the charging and distribution module assembly and the vehicle's high-voltage electrical network. When the battery needs charging, is heated using the battery thermal management system, or is in operation, the control module actively controls or sends a signal to the vehicle controller to reliably connect the output of the high-voltage output module to the vehicle's high-voltage circuit and adjusts the output power of the charging and distribution module assembly. This operation allows the charging and distribution module assembly to utilize the vehicle's capacitor network, rather than relying solely on its internal components to handle output ripple.

[0077] The control module can also establish a real-time, bidirectional communication connection with the vehicle's battery management system and / or vehicle controller. The battery management system acts as the guardian of the battery, continuously monitoring key parameters such as battery voltage, temperature, and state of charge, and calculating the safest and optimal charging requirements. The vehicle controller, as the center of vehicle energy management and coordination, is responsible for comprehensively scheduling the power flow of the entire vehicle by integrating information such as vehicle status, driving intentions, and thermal management needs. The control module receives and parses specific charging requests from the battery management system, or responds to advanced power commands issued by the vehicle controller (such as entering charging mode, starting heating, or entering in-driving charging maintenance), and then converts these external commands into direct and precise control signals for internal power circuits such as the single-stage power factor correction module and the high-voltage output module, thereby dynamically adjusting the final output power of the charging module assembly.

[0078] In this embodiment, by actively managing the connection status between the high-voltage output terminal and the vehicle's high-voltage circuit, it ensures that the vehicle's capacitor network can be reliably used to suppress output ripple under all operating conditions, including charging, driving, and heating. This completely eliminates the hardware dependence on independent large-capacity filter capacitors. Simultaneously, through real-time communication and coordination with the battery management system and the vehicle controller, this module ensures that the output of the charging and distribution module assembly always precisely matches the dynamic needs of the power battery. This not only guarantees the safety of the charging process and battery life but also enables the entire system to intelligently adapt to complex operating conditions, ultimately achieving system-level optimization with high reliability, high power density, and low cost.

[0079] In the field of vehicle charging, charging in low-temperature environments has unique characteristics. These characteristics primarily stem from the fact that the chemical properties of the battery undergo significant changes at low temperatures, leading to increased internal resistance and a sharp decline in charging acceptance. Forcing charging at these temperatures not only results in extremely low efficiency but may also trigger lithium metal deposition, permanently damaging battery life and safety. Therefore, at low temperatures, the battery must first be heated to restore it to its suitable operating temperature window.

[0080] In related technologies, "charging" and "heating" are usually regarded as two independent and sequential processes, or separate heating circuits are used. This leads to interruptions in the charging process, longer total time consumption, system complexity, and low energy efficiency.

[0081] This application's control strategy abandons the traditional linear thinking of "heating first, then charging" or "independent heating," and instead adopts an integrated collaborative control mode of "charging while heating." This application does not rely on additional hardware, but is achieved through deep software algorithms and system-level collaboration, specifically reflected in the following three steps.

[0082] Step S1: When the ambient temperature is lower than the preset threshold, first control the charging module assembly to execute the charging and heating mode.

[0083] It is understandable that keeping the power battery connected to the high-voltage circuit in the vehicle's high-voltage circuit allows the battery management system to use the electrical energy from the charging and distribution module assembly to heat the battery through the battery's internal resistance or in conjunction with an independent heater. At the same time, it can ensure that the battery's equivalent capacitance is used for filtering during the charging process to suppress low-frequency sinusoidal ripple current in the output current.

[0084] It should be noted that the battery may not be in its optimal charging state at this time. Therefore, the charging power allocation can be biased towards heating with most of the power and charging with a smaller portion. By connecting the power battery, its huge equivalent capacitance acts as part of the filter network, which can continuously stabilize the high-voltage bus, suppress low-frequency sinusoidal ripple current, and ensure the stable operation of the charging module assembly and other high-voltage components during the heating process.

[0085] Step S2: Receive voltage and current requests from the battery management system and control the peak output current of the charging module to match them.

[0086] Understandably, the control module establishes real-time communication with the battery management system (BMS) and receives dynamic voltage and current requests from the BMS. These requests are "composite" power demands calculated by the BMS based on the current battery temperature, state of charge, and health status, requiring both safe heating and gradual charging. The control module then matches the peak output current of the charging and distribution module assembly to these demands.

[0087] Understandably, at this point, the output power of the charging module assembly is no longer a fixed charging curve, but a variable that is dynamically adjusted according to the real-time needs of the battery, achieving intelligent and seamless allocation between heating power and charging power.

[0088] For example, in the initial stage of extremely low temperatures, most of the power may be allocated to rapid heating; as the temperature rises, the proportion of power allocated to charging gradually increases.

[0089] Step S3: When the battery state of charge reaches the preset full charge range, the control output current peak follows the real-time current request of the battery management system.

[0090] When the battery is heated and charged to near full capacity, entering the preset full charge range, the control strategy enters a refined protection phase. At this time, the control module strictly follows the real-time current request from the battery management system. The battery management system's request gradually and smoothly reduces the charging current as the battery voltage increases, i.e., the constant voltage charging or trickle charging phase.

[0091] At this time, the control module controls the peak output current to closely follow the real-time current request of the battery management system, ensuring precise control of the charging current and avoiding overcharging. It also takes into account the energy required for heating, ultimately achieving protection of battery safety and lifespan in complex low-temperature environments.

[0092] In this embodiment, by maintaining the closed high-voltage main circuit of the vehicle and performing simultaneous charging and heating, the equivalent capacitance of the power battery is always connected to the filter network, ensuring stable output and effective thermal management of the system under harsh conditions. Its deep collaboration with the battery management system achieves precise matching between the charging process and the battery state, especially accurately following requests during the full charge range. This not only optimizes charging safety and battery life but also enables the single-level topology to safely and reliably cover all vehicle usage scenarios, ultimately achieving high adaptability, high integration, and high reliability of the on-board charging system under all operating conditions.

[0093] To achieve high-density integration and high-reliability operation of the aforementioned electrical solutions at the physical product level, the charging module assembly of this application includes a specially designed, structured housing. Inside this housing is a precisely molded power module cavity. This cavity is not simply a storage space, but is custom-designed according to the three-dimensional contours and heat dissipation requirements of the single-stage power factor correction module and the magnetically integrated isolation transformer. During actual assembly, the single-stage power factor correction module and the magnetically integrated isolation transformer can be pre-integrated into a single unit and then fixedly installed within this power module cavity.

[0094] For ease of understanding, see Figure 7 The figure shows a structural schematic diagram of a structured housing provided in an embodiment of this application. The structured housing includes a cavity 701 for housing a single-stage power factor correction module, a cavity 702 for housing a magnetically integrated isolation transformer, a cavity 703 for housing a high-voltage output module, and a cavity 704 for housing a low-voltage output module.

[0095] Understandably, this highly partitioned layout physically isolates circuit modules with different electromagnetic characteristics and thermal management requirements, effectively reducing electrical interference and thermal coupling between them. The bottom or sidewalls of each cavity are typically designed with heat conduction paths or integrated heat dissipation fins to efficiently conduct the heat generated by the power modules to the outside of the housing. Simultaneously, this modular cavity design greatly simplifies the production and assembly process, allowing for parallel testing and pre-assembly of individual functional modules, ultimately assembling them as a single unit within the overall housing. This significantly improves production consistency, maintainability, and overall structural rigidity and reliability. Understandably, by providing dedicated mounting and encapsulation spaces for core components that generate heat and cause electromagnetic interference, physical layout and heat dissipation structure optimization are achieved. This not only greatly improves space utilization to achieve high power density goals but also enhances the mechanical stability and heat dissipation reliability between modules through integrated fixed installation, effectively addressing the challenges of vehicle vibration and temperature rise, while facilitating rapid assembly and maintenance in mass production.

[0096] To achieve high-density integration and address the electromagnetic interference (EMI) problem exacerbated by the dense arrangement of power components and high-frequency switching, this embodiment employs a built-in EMI suppression structure in the printed circuit board design. Specifically, in one possible implementation, a metal shielding layer is provided within the printed circuit board of the charging module assembly to form an EMI shielding structure. Specifically, within the multilayer printed circuit board carrying core circuits such as the single-stage power factor correction module, at least one wiring layer is configured as a complete metal shielding layer, for example, using a large-area grounded copper layer. This metal shielding layer is strategically positioned between noise source circuits and sensitive signal circuits, or forms a closed or semi-closed shielding cavity in the board stack.

[0097] Understandably, by integrating a metal shielding layer inside the printed circuit board, a built-in, highly efficient electromagnetic interference suppression structure is constructed. Electromagnetic isolation is directly formed at the noise source, effectively suppressing the outward radiation of electromagnetic interference generated by the single-stage high-frequency switching circuit and internal crosstalk. This not only significantly improves the overall electromagnetic compatibility level to meet stringent automotive-grade requirements but also avoids the increased size associated with traditional shielding methods, thus strongly supporting the unification of high power density and high reliability in the charging and dispensing module assembly.

[0098] In this application embodiment, "at least one" refers to one or more, and "more than one" refers to two or more. "And / or" describes the relationship between related objects, indicating that three relationships can exist. For example, A and / or B can represent the existence of A alone, the simultaneous existence of A and B, or the existence of B alone. A and B can be singular or plural. The character " / " generally indicates that the preceding and following related objects have an "or" relationship. "At least one of the following" and similar expressions refer to any combination of these items, including any combination of single or plural items. For example, at least one of a, b, and c can represent: a, b, c, ab, ac, bc, or abc, where a, b, and c can be single or multiple.

[0099] Those skilled in the art will recognize that the units and algorithm steps described in the embodiments disclosed herein can be implemented using electronic hardware, computer software, or a combination of electronic hardware and software. Whether these functions are implemented 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 this application.

[0100] Those skilled in the art will understand that, for the sake of convenience and brevity, the specific working processes of the systems, devices, and units described above can be referred to the corresponding processes in the foregoing method embodiments, and will not be repeated here.

[0101] In the several embodiments provided in this application, any function, if implemented as a software functional unit and sold or used as an independent product, can be stored in a computer-readable storage medium. Based on this understanding, the technical solution of this application, in essence, or the part that contributes to the prior art, or a part of the technical solution, can be embodied in the form of a software product. This computer software product is stored in a storage medium and includes several instructions to cause a computer device (which may be a personal computer, server, or network device, etc.) to execute all or part of the steps of the methods described in the various embodiments of this application. The aforementioned storage medium includes various media capable of storing program code, such as USB flash drives, portable hard drives, read-only memory (ROM), random access memory (RAM), magnetic disks, or optical disks.

[0102] The same or similar parts between the various embodiments in this specification can be referred to mutually. In particular, the device embodiments and terminal embodiments are basically similar to the method embodiments, so the description is relatively simple, and the relevant parts can be referred to the description in the method embodiments.

Claims

1. A fill and fit module assembly, characterized by, The alternating current input end of the charging and power supply module assembly is configured to receive alternating current, and the charging and power supply module assembly comprises: a single-stage power factor correction module, an input end of the single-stage power factor correction module being electrically connected to the alternating current input end, the single-stage power factor correction module being configured to convert the alternating current into high-frequency alternating current and perform power factor correction within a single power conversion link; a magnetic integrated isolation transformer, a primary winding of the magnetic integrated isolation transformer being electrically connected to an output end of the single-stage power factor correction module; a high-voltage output module, the high-voltage output module being electrically connected to a high-voltage secondary winding of the magnetic integrated isolation transformer, the high-voltage output module being configured to output high-voltage direct current to charge a power battery; a low-voltage output module, the low-voltage output module being electrically connected to a low-voltage secondary winding of the magnetic integrated isolation transformer, the low-voltage output module being configured to output low-voltage direct current to supply power to a vehicle-mounted low-voltage electrical system; wherein the output end of the high-voltage output module is configured to be connected to a high-voltage loop of a whole vehicle in a charging and heating operating condition, so that a capacitor network in the high-voltage loop of the whole vehicle can suppress low-frequency sinusoidal ripple current in an output current of the high-voltage output module.

2. The charging module assembly of claim 1, wherein, The capacitor network in the high-voltage loop of the whole vehicle comprises an equivalent capacitor of the power battery and / or a bus support capacitor in the high-voltage loop of the whole vehicle.

3. The charging module assembly of claim 1, wherein, The single-stage power factor correction module is a dual active bridge topology circuit. The dual active bridge topology circuit comprises an alternating current input side circuit and a direct current side power transmission port, the alternating current input side circuit being coupled to the direct current side power transmission port through a magnetic circuit of the magnetic integrated isolation transformer to achieve power transmission and electrical isolation.

4. The charging module assembly of claim 3, wherein, The alternating current input side circuit of the dual active bridge topology circuit comprises at least two parallel sub-full-bridge circuits, switching sequences of the at least two sub-full-bridge circuits being staggered controlled; wherein each of the sub-full-bridge circuits comprises four switching devices.

5. The charging and provisioning module assembly of claim 1 or 3, wherein, The magnetic integrated isolation transformer is a three-winding one-core transformer, comprising the primary winding, the high-voltage secondary winding and the low-voltage secondary winding, and a core configuration of the magnetic integrated isolation transformer is a UU-type core.

6. The charging module assembly of claim 1, wherein, The single-stage power factor correction module comprises a wide-bandgap semiconductor switching device.

7. The charging module assembly of claim 6, wherein, The wide-bandgap semiconductor switching device is a silicon carbide metal-oxide-semiconductor field-effect transistor or a gallium nitride high-electron-mobility transistor.

8. The charging module assembly of claim 1, wherein, Further comprising: a control module, the control module being configured to: in at least one of a charging, heating and driving operating condition, control the output end of the high-voltage output module to be connected to the high-voltage loop of the whole vehicle, and adjust an output power of the charging and power supply module assembly; communicate with at least one of a battery management system and a whole vehicle controller, and adjust the output of the charging and power supply module assembly according to an instruction from the at least one of the battery management system and the whole vehicle controller.

9. The charge module assembly of claim 8, wherein, The control module is further configured to: when an ambient temperature is lower than a preset threshold, control the charging and power supply module assembly to perform a charging and heating operation mode; receive a voltage and current request from the battery management system, and control a peak value of an output current of the charging and power supply module assembly to match the voltage and current request; When the battery state of charge reaches a preset full charge interval, the output current peak value is controlled to follow a real-time current request of the battery management system.

10. The charging module assembly of claim 1, wherein, The printed circuit board of the charging module assembly is provided with a metal shielding layer for forming an electromagnetic interference shielding structure.

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