Charging circuit, method and device

Abstract

The application discloses a charging circuit, method and equipment, the charging circuit comprises: a ground terminal module, a first end of the ground terminal module is coupled to a power supply; a vehicle end high-voltage module, a first end of the vehicle end high-voltage module is coupled to a second end of the ground terminal module, a second end of the vehicle end high-voltage module is coupled to a high-voltage battery; a vehicle end low-voltage module, a first end of the vehicle end low-voltage module is coupled to a third end of the vehicle end high-voltage module, a second end of the vehicle end low-voltage module is coupled to a low-voltage battery; a backup branch power supply module, a first end of the backup branch power supply module is coupled to a third end of the ground terminal module, a second end of the backup branch power supply module is coupled to the first end of the vehicle end low-voltage module; a control module is used for collecting the working states of the modules and controlling the path on-off among the modules. In the above manner, different power supply paths are provided by using the backup branch power supply module to meet the power supply requirements in different scenes, and the redundancy and reliability of vehicle power supply energy supplement are improved.

Description

Technical Field

[0001] This application relates to the field of wireless charging technology for electric vehicles, and in particular to a charging circuit, method, and device. Background Technology

[0002] With the rapid development of the electric vehicle industry, wireless charging technology has gradually become an important development direction in the field of electric vehicle charging due to its convenience and safety. Existing wireless charging systems for electric vehicles typically include a ground-side component and a vehicle-side component. The ground-side component converts grid power into high-frequency alternating current, and transmits the power to the vehicle's high-voltage battery through electromagnetic coupling between the transmitting coil and the receiving coil on the vehicle side.

[0003] Currently, in wireless charging, the power supply path for the low-voltage battery mainly relies on the high-voltage battery being stepped down by a single conversion unit. If any power device, drive circuit, or control circuit in this path malfunctions, the low-voltage battery loses its power source, causing the entire vehicle's low-voltage power supply system to fail. Furthermore, when the low-voltage battery is deeply discharged, the Vehicle Control Unit (VCU), relays, and wireless communication modules (such as Bluetooth and Wi-Fi modules) cannot be powered on and woken up due to insufficient power, preventing the high-voltage system from closing properly. In this situation, even if the vehicle is positioned above the wireless charging transmitter, the high-voltage battery charging process cannot be initiated, creating a vicious cycle where the more discharged the battery, the less it can be charged. Summary of the Invention

[0004] The main purpose of this application is to propose a charging circuit, method, and device to solve the problem that in traditional vehicle wireless charging solutions, the low-voltage battery has a single power supply path, and when the only power supply path is abnormal, the low-voltage battery cannot be recharged, resulting in low reliability of the vehicle's low-voltage power supply.

[0005] To achieve the above objectives, this application proposes a charging circuit, method, and apparatus. The charging circuit includes: a ground module, with a first terminal coupled to a power supply; a vehicle-side high-voltage module, with a first terminal coupled to a second terminal of the ground module and the second terminal coupled to a high-voltage battery; a vehicle-side low-voltage module, with a first terminal coupled to a third terminal of the vehicle-side high-voltage module and the second terminal coupled to a low-voltage battery; a backup branch power supply module, with a first terminal coupled to the third terminal of the ground module and the second terminal coupled to the first terminal of the vehicle-side low-voltage module; and a control module, which is coupled to the ground module, the vehicle-side high-voltage module, the vehicle-side low-voltage module, and the backup branch power supply module, respectively. The control module is used to collect the operating status of each module and control the path connection between the modules.

[0006] In one embodiment, the backup branch power supply module includes: a branch switch, the first end of which is coupled to the third end of the grounding module; a branch capacitor, the first end of which is coupled to the second end of the branch switch; and a branch coil, the first end of which is coupled to the second end of the branch capacitor, the second end of which is coupled to the third end of the grounding module, and the third end of which is coupled to the vehicle-end low-voltage module; wherein, a first mutual inductance is formed between the branch coil and the vehicle-end low-voltage module.

[0007] In one embodiment, the vehicle-side high-voltage module includes: a first high-voltage unit, the first end of which is coupled to a ground terminal module; a second high-voltage unit, the first end of which is coupled to the positive terminal of a high-voltage battery, the second end of which is coupled to the negative terminal of a high-voltage battery, and the third end of which is coupled to a vehicle-side low-voltage module.

[0008] In one embodiment, the first high-voltage unit includes: a first high-voltage coil coupled to a second terminal of a grounding module; a first high-voltage capacitor, a first terminal coupled to a first terminal of the first high-voltage coil; a second high-voltage capacitor, a first terminal coupled to a second terminal of the first high-voltage capacitor, and a second terminal coupled to a second terminal of the first high-voltage coil; a first inductor, a first terminal coupled to a second terminal of the first high-voltage capacitor; a first bridge power conversion module, a first terminal coupled to a second terminal of the first inductor, and a second terminal coupled to a second terminal of the second high-voltage capacitor; and a third high-voltage capacitor, a first terminal coupled to a third terminal of the first bridge power conversion module and a positive terminal of a high-voltage battery, and a second terminal coupled to a fourth terminal of the first bridge power conversion module and a negative terminal of the high-voltage battery; wherein a second mutual inductance is formed between the first high-voltage coil and the grounding module.

[0009] In one embodiment, the second high-voltage unit includes: a second bridge power conversion module, the first end of which is coupled to the positive terminal of the high-voltage battery, and the second end of which is coupled to the negative terminal of the high-voltage battery; a fourth high-voltage capacitor, the first end of which is coupled to the third terminal of the second bridge power conversion module; and a second high-voltage coil, the first end of which is coupled to the second terminal of the fourth high-voltage capacitor, and the second end of which is coupled to the fourth terminal of the second bridge power conversion module; wherein a third mutual inductance is formed between the second high-voltage coil and the vehicle-side low-voltage module.

[0010] In one embodiment, the vehicle-side low-voltage module includes: a low-voltage coil; a first low-voltage capacitor coupled to a first terminal of the low-voltage coil; an uncontrolled full-bridge rectifier module, the first terminal of which is coupled to a second terminal of the first low-voltage capacitor, and the second terminal of which is coupled to a second terminal of the low-voltage coil; and a second low-voltage capacitor, the first terminal of which is coupled to a third terminal of the uncontrolled full-bridge rectifier module and the positive terminal of the low-voltage battery, and the second terminal of which is coupled to a fourth terminal of the uncontrolled full-bridge rectifier module and the negative terminal of the low-voltage battery.

[0011] In one embodiment, the ground module includes: a third bridge power conversion module, the first end of which is coupled to the positive terminal of the power supply, and the second end of which is coupled to the negative terminal of the power supply; a second inductor, the first end of which is coupled to the third terminal of the third bridge power conversion module; a first ground capacitor, the first end of which is coupled to the second terminal of the second inductor, and the second end of which is coupled to the fourth terminal of the third bridge power conversion module; a second ground capacitor, the first end of which is coupled to the second terminal of the second inductor; and a ground coil, the first end of which is coupled to the second terminal of the second ground capacitor, and the second end of which is coupled to the fourth terminal of the third bridge power conversion module; wherein, a second mutual inductance is formed between the ground coil and the vehicle-side high-voltage module.

[0012] This application also proposes a charging method applied to the charging circuit described in any of the above embodiments. The charging method includes: acquiring low-voltage battery data of a low-voltage battery; in response to the low-voltage battery data indicating that the low-voltage battery is in a power-out state, acquiring the current state of the third terminal of the vehicle-side high-voltage module; and, if the current state is in an off state, controlling the backup branch power supply module to connect the third terminal of the ground module to the first terminal of the vehicle-side low-voltage module.

[0013] In one embodiment, the charging method further includes: acquiring high-voltage battery data of the high-voltage battery; in response to the high-voltage battery data indicating that the high-voltage battery is in a non-charging state, controlling the connection between the high-voltage battery and the low-voltage battery to be turned on; or, in response to the high-voltage battery data indicating that the high-voltage battery is in a charging state, detecting the current state of the third terminal of the vehicle-side high-voltage module; if the current state is a turned-on state, controlling the connection between the second terminal of the grounding module and the first terminal of the vehicle-side high-voltage module to be turned on, and controlling the connection between the third terminal of the vehicle-side high-voltage module and the first terminal of the vehicle-side low-voltage module to be turned on; if the current state is a disconnected state, controlling the backup branch power supply module to turn on the connection between the third terminal of the grounding module and the first terminal of the vehicle-side low-voltage module, and controlling the connection between the second terminal of the grounding module and the first terminal of the vehicle-side high-voltage module to be turned on.

[0014] In one embodiment, the charging method further includes: detecting whether the vehicle is in a wireless charging area; in response to the vehicle being in a wireless charging area, obtaining the current state of the third terminal of the vehicle-side high-voltage module; if the current state is in an on state, the high-voltage battery charges the low-voltage battery through the vehicle-side high-voltage module; or, if the current state is in an off state, controlling the backup branch power supply module to connect the third terminal of the ground module and the first terminal of the vehicle-side low-voltage module, and the high-voltage battery charges the low-voltage battery through the backup branch power supply module.

[0015] This application also proposes an apparatus comprising: a high-voltage battery; a low-voltage battery; and a charging circuit coupled to the high-voltage battery and the low-voltage battery for charging the high-voltage battery and the low-voltage battery; the charging circuit is the charging circuit described in any of the embodiments above.

[0016] The charging circuit provided in this application includes: a ground module, the first terminal of which is coupled to a power supply; a vehicle-side high-voltage module, the first terminal of which is coupled to the second terminal of the ground module, and the second terminal of which is coupled to a high-voltage battery; a vehicle-side low-voltage module, the first terminal of which is coupled to the third terminal of the vehicle-side high-voltage module, and the second terminal of which is coupled to a low-voltage battery; a backup branch power supply module, the first terminal of which is coupled to the third terminal of the ground module, and the second terminal of which is coupled to the first terminal of the vehicle-side low-voltage module; and a control module, which is coupled to the ground module, the vehicle-side high-voltage module, the vehicle-side low-voltage module, and the backup branch power supply module, respectively. The control module is used to collect the operating status of each module and control the path connection between each module.

[0017] In this way, when the vehicle-side high-voltage module is working normally, electrical energy can be transmitted sequentially along the path of the ground module, the vehicle-side high-voltage module, and the vehicle-side low-voltage module to charge the high-voltage and low-voltage batteries. When the part of the vehicle-side high-voltage module that supplies power to the low-voltage side malfunctions, the backup branch power supply module can connect the ground module and the vehicle-side low-voltage module, allowing electrical energy to be directly transmitted from the ground module to the vehicle-side low-voltage module via the backup branch power supply module to charge the low-voltage battery. This avoids the problem of the low-voltage battery being unable to be recharged due to a single power supply path failure. By utilizing the backup branch power supply module, the charging circuit has multiple power supply paths, meeting the power supply needs under different operating scenarios and improving the reliability of the vehicle power supply. Attached Figure Description

[0018] To more clearly illustrate the technical solutions in the embodiments of this application or the prior art, the drawings used in the description of the embodiments or the prior art 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 the structures shown in these drawings without creative effort.

[0019] Figure 1 This is a schematic diagram of an embodiment of the charging circuit provided in this application.

[0020] Figure 2 This is a schematic diagram of a specific structure of a charging circuit provided in this application.

[0021] Figure 3 This is a flowchart illustrating the steps of an embodiment of the charging method provided in this application.

[0022] Figure 4 This is a schematic flowchart illustrating the steps of controlling the power supply path based on high-voltage battery data in one embodiment of the charging method provided in this application.

[0023] Figure 5 This is a schematic diagram of the first working mode of a charging circuit provided in this application.

[0024] Figure 6 This is a schematic diagram of the second working mode in one embodiment of the charging circuit provided in this application.

[0025] Figure 7 This is a schematic diagram of the third operating mode in one embodiment of the charging circuit provided in this application.

[0026] Figure 8 This is a schematic diagram of the fourth operating mode in one embodiment of the charging circuit provided in this application.

[0027] Figure 9 This is a schematic diagram of the fifth operating mode in one embodiment of the charging circuit provided in this application.

[0028] Figure 10 This is a schematic flowchart illustrating the steps of controlling the power supply path based on a wireless charging area in one embodiment of the charging method provided in this application.

[0029] Figure 11 This is a schematic flowchart of the overall scheme steps in one embodiment of the charging method provided in this application.

[0030] Figure 12 This is a schematic diagram of the overall structure of the coupling mechanism in one embodiment of the charging circuit provided in this application.

[0031] Figure 13This is an exploded view of the coupling mechanism in one embodiment of the charging circuit provided in this application.

[0032] Figure 14 This is a schematic diagram of the structure of an embodiment of the device provided in this application.

[0033] The realization of the purpose, functional features and advantages of this application will be further explained in conjunction with the embodiments and with reference to the accompanying drawings. Detailed Implementation

[0034] The technical solutions of the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only a part of the embodiments of this application, and not all of the embodiments. Based on the embodiments of this application, all other embodiments obtained by those of ordinary skill in the art without creative effort are within the scope of protection of this application.

[0035] It should be noted that if any directional indication (such as up, down, left, right, front, back, etc.) is involved in the embodiments of this application, the directional indication is only used to explain the relative positional relationship and movement of the components in a specific posture. If the specific posture changes, the directional indication will also change accordingly.

[0036] Furthermore, if the embodiments of this application involve descriptions such as "first" or "second," these descriptions are for descriptive purposes only and should not be construed as indicating or implying their relative importance or implicitly specifying the number of technical features indicated. Therefore, a feature defined with "first" or "second" may explicitly or implicitly include at least one of those features. Additionally, the use of "and / or" or "and / or" throughout the text includes three parallel solutions. For example, "A and / or B" includes solution A, solution B, or a solution that simultaneously satisfies A and B. Furthermore, the technical solutions of the various embodiments can be combined with each other, but this must be based on the ability of those skilled in the art to implement them. When the combination of technical solutions is contradictory or impossible to implement, it should be considered that such a combination of technical solutions does not exist and is not within the scope of protection claimed in this application.

[0037] Currently, the power supply scheme for vehicle low-voltage batteries (such as 12V or 24V batteries) typically adopts a single-stage energy transfer architecture, specifically including the following methods: 1. Unidirectional DC / DC step-down type: Power is drawn from the high-voltage power battery, stepped down by a single high-voltage to low-voltage DC / DC converter, and then used to power the low-voltage battery and the vehicle's low-voltage loads (such as the vehicle controller VCU, relays, wireless communication modules, etc.). This scheme has a simple circuit structure and low cost, and is currently the mainstream solution. 2. Wireless charging receiver-side power supply type: In wireless charging scenarios, power is obtained by coupling the ground-side transmitting mechanism with the vehicle's receiving coil, and then rectified by the vehicle's high-voltage end to charge the high-voltage battery; the low-voltage battery relies on the aforementioned DC / DC branch for power replenishment, that is, the power supply path of the low-voltage battery sequentially passes through the high-voltage battery, the DC / DC converter, and the low-voltage battery.

[0038] However, the low-voltage battery power supply path described above is singular and fragile. In traditional solutions, the low-voltage battery relies excessively on the high-voltage battery for power supply via a single conversion unit that steps down the voltage. Specifically, in the topology addressed in this solution, this conversion unit is a bridge power conversion unit connecting the high-voltage battery and the low-voltage side coil. If any power device, drive circuit, or control circuit in this path malfunctions, the low-voltage battery loses its power source, causing the entire vehicle's low-voltage power supply system to fail.

[0039] This application provides a charging circuit, method, and apparatus to solve the above-mentioned problems.

[0040] Please see Figure 1 As shown, Figure 1 This is a schematic diagram of a charging circuit according to an embodiment of the present application; wherein, the charging circuit 100 includes: a ground module 10, the first end of which is coupled to a power supply; a vehicle-side high-voltage module 20, the first end of which is coupled to the second end of the ground module 10, and the second end of which is coupled to a high-voltage battery; a vehicle-side low-voltage module 30, the first end of which is coupled to the third end of the vehicle-side high-voltage module 20, and the second end of which is coupled to a low-voltage battery; a backup branch power supply module 40, the first end of which is coupled to the third end of the ground module 10, and the second end of which is coupled to the first end of the vehicle-side low-voltage module 30; and a control module 50, which is coupled to the ground module 10, the vehicle-side high-voltage module 20, the vehicle-side low-voltage module 30, and the backup branch power supply module 40, respectively, and is used to collect the working status of each module and control the path connection and disconnection between each module.

[0041] Coupling refers to a direct electrical connection between two components or an indirect electrical connection through other components to achieve the transmission of electrical energy or signals. In this application, the coupling between modules includes two forms: physical wire connection and / or electromagnetic coupling connection.

[0042] In one specific embodiment, the ground module 10 (ground portion) is disposed on the ground side, and its first terminal is coupled to a power source. It can be understood that the first terminal coupled to the power source here refers to the positive and negative terminals of the power source, so as to couple the power source into the circuit. The power source is a DC power source Udc, used to provide DC power. The ground module 10 is used to invert the DC power provided by the DC power source into high-frequency AC power, and transmit the power to the vehicle end via electromagnetic coupling. The vehicle-side high-voltage module 20 (vehicle-mounted high-voltage portion) is disposed on the vehicle side, its first terminal is coupled to the second terminal of the ground module 10, used to receive the power transmitted by the ground module 10; its second terminal is coupled to the high-voltage battery U. HV This is used to convert received electrical energy into DC power suitable for charging the high-voltage battery. Specifically, the second terminal of the vehicle-side high-voltage module 20 is coupled to the high-voltage battery U. HV Specifically, the high-voltage module 20 at the vehicle end is coupled to the positive and negative terminals of the high-voltage battery, connecting the high-voltage battery into the circuit. The specific connection relationship can be found in the following attached diagram. The first terminal of the backup branch power supply module 40 (backup power supply branch) is coupled to the third terminal of the ground terminal module 10, and the second terminal is coupled to the first terminal of the low-voltage module 30 at the vehicle end, which is used to provide an independent power transmission channel between the ground terminal module 10 and the low-voltage module 30 at the vehicle end.

[0043] Understandably, the high-voltage battery U HV This is the power battery for electric vehicles, typically a lithium-ion battery pack with a voltage rating of 300V-800V, used to provide power to the drive motor. The first terminal of the vehicle-side low-voltage module 30 (vehicle-side low-voltage section) is coupled to the third terminal of the vehicle-side high-voltage module 20 to obtain power from the vehicle-side high-voltage module 20; the second terminal of the vehicle-side low-voltage module 30 is coupled to the low-voltage battery U. LV This is used to convert the acquired electrical energy into DC power suitable for charging the low-voltage battery. Similarly, the second terminal of the vehicle-side low-voltage module 30 is coupled to the low-voltage battery. Specifically, the vehicle-side low-voltage module 30 is coupled to the positive and negative terminals of the high-voltage battery, connecting the low-voltage battery into the circuit. The specific connection relationship can be found in the following attached diagram; low-voltage battery U LV It is the vehicle's low-voltage battery, usually a 12V or 24V lead-acid battery or lithium battery, used to power low-voltage loads such as the vehicle controller (VCU), relays, sensors, wireless communication modules, and lighting systems.

[0044] Through the above structural design, the charging circuit 100 has multiple power supply paths to meet the power supply requirements under different working scenarios and improve the reliability of vehicle power supply. When the vehicle-side high-voltage module 20 is working normally, electrical energy can be transmitted sequentially along the path of the ground module 10, the vehicle-side high-voltage module 20, and the vehicle-side low-voltage module 30 to charge the high-voltage battery and the low-voltage battery. When the part of the vehicle-side high-voltage module 20 used to supply power to the low-voltage side malfunctions, the backup branch power supply module 40 can connect the ground module 10 and the vehicle-side low-voltage module 30, so that electrical energy can be directly transmitted from the ground module 10 to the vehicle-side low-voltage module 30 through the backup branch power supply module 40 to charge the low-voltage battery, thereby avoiding the problem that the low-voltage battery cannot be recharged due to the failure of a single power supply path.

[0045] In one embodiment, such as Figure 2 As shown, Figure 2 This is a schematic diagram of a specific structure in one embodiment of the charging circuit provided in this application; specifically, the backup branch power supply module 40 includes: a branch switch K1, the first end of which is coupled to the third end of the ground terminal module 10; a branch capacitor CZ1, the first end of which is coupled to the second end of the branch switch K1; a branch coil LZ, the first end of which is coupled to the second end of the branch capacitor CZ1, the second end of which is coupled to the third end of the ground terminal module 10, and the third end of which is coupled to the vehicle-end low-voltage module 30; wherein, a first mutual inductance is formed between the branch coil LZ and the vehicle-end low-voltage module 30.

[0046] The third terminal of the branch coil is coupled to the low-voltage module at the vehicle end in a mutual inductance coupling, so as to form a first mutual inductance between the branch coil and the low-voltage module at the vehicle end.

[0047] It is understood that the port couplings between modules and units described in this application only represent the signal / energy interaction interface relationship at the module level, and do not constitute a limitation on the interconnection relationship between various components and parts within the module. The specific connection structure of the components within the module is defined separately. That is, the port couplings between modules are only interface associations at the module level, and it is not presumed that there is a corresponding connection relationship between different parts of the refined components within the module.

[0048] For example, by Figure 2 It can be seen that the branch switch K1 and branch coil LZ in the backup branch power supply module 40 are both coupled to the third terminal of the ground module 10. However, the actual coupling of the components is with different components within the ground module 10. For details, please refer to [reference needed]. Figure 2 As shown.

[0049] In an optional embodiment, the branch switch K1 is a relay, with its first terminal coupled to the third terminal of the grounding module 10. The relay is an electrically controlled switching device whose contacts can be closed or opened via a control signal. It is understood that in this application, the relay is controlled by a control unit to connect or disconnect the electrical connection between the backup branch power supply module 40 and the grounding module 10. When the relay is closed, the backup branch power supply module 40 is connected to the circuit; when the relay is open, the backup branch power supply module 40 is disconnected from the circuit.

[0050] In this application, branch capacitor CZ1 is the compensation capacitor in the compensation network. It can be understood that a compensation network (also known as a resonant network) is a resonant circuit composed of inductors and capacitors, used to compensate for reactive power, improve the power factor, and achieve resonance at a specific frequency, thereby improving power transmission efficiency. In this application, branch capacitor CZ1 and branch coil LZ are connected in series to form an SS-type resonant network (series-series resonant network).

[0051] It is understood that the branch coil LZ is the first vehicle-end transmitting coil, and in one embodiment, the branch coil LZ is a DD type coil.

[0052] It is understandable that the DD type coil is composed of two D-shaped coils connected in reverse series. It has a single-sided magnetic flux characteristic, with magnetic lines of force emanating from one side of the coil and converging on the other side. It has the characteristics of high coupling coefficient and strong anti-offset capability.

[0053] In this system, a first mutual inductance is formed between the branch coil LZ and the low-voltage coil LL (i.e., the low-voltage receiving coil) within the vehicle-side low-voltage module 30. Mutual inductance refers to the electromagnetic induction phenomenon generated between two coils due to magnetic flux coupling. When an alternating current flows through the branch coil LZ, an alternating magnetic field is generated around it. This magnetic field passes through the low-voltage coil LL, inducing an electromotive force in the low-voltage coil LL, thereby enabling wireless power transmission. The magnitude of the mutual inductance depends on factors such as the shape, size, relative position, and number of turns of the two coils.

[0054] The above method provides a specific structure for a backup branch power supply module 40. The connection or disconnection of the backup branch power supply module 40 can be controlled by closing or opening the relay. When the relay is closed, the electrical energy of the ground module 10 can be transmitted to the vehicle-side low-voltage module 30 via the backup branch power supply module 40; when the relay is open, the backup branch power supply module 40 is disconnected, and electrical energy cannot be transmitted through this path.

[0055] Understandably, in order to distinguish between the high-voltage charging section used to receive power from the ground and the high-voltage inverter section used to supply power to the low-voltage side—two functionally different parts—the vehicle-side high-voltage module 20 is further differentiated to clearly define its bidirectional energy processing capability. A specific embodiment is shown below: In one embodiment, such as Figure 2 As shown, specifically, the vehicle-side high-voltage module 20 includes: a first high-voltage unit 21, the first end of which is coupled to the ground terminal module 10; a second high-voltage unit 22, the first end of which is coupled to the positive terminal of the high-voltage battery, the second end of which is coupled to the negative terminal of the high-voltage battery, and the third end of which is coupled to the vehicle-side low-voltage module 30.

[0056] Understandably, the first high-voltage unit 21 is used to receive high-frequency AC power transmitted by the ground module 10 through electromagnetic coupling, and converts the high-frequency AC power into DC power for the high-voltage battery U. HV Charging. The second high-voltage unit 22 is used to invert the DC power of the high-voltage battery UHV into high-frequency AC power, and transmit the electrical energy to the vehicle-side low-voltage module 30 through electromagnetic coupling to charge the low-voltage battery.

[0057] In the above manner, the vehicle-side high-voltage module 20 is divided into a first high-voltage unit 21 (receiving power from the ground) and a second high-voltage unit 22 (supplying power to the low-voltage side), which are separated into two power supply paths, making it easier to control and manage them separately, and providing a structural basis for realizing high- and low-voltage coordinated power replenishment.

[0058] For the first high-voltage unit 21 and the second high-voltage unit 22, specific solutions are provided through the following embodiments to confirm the specific power supply path. The specific embodiments are shown below: In one embodiment, such as Figure 2As shown, the first high-voltage unit 21 includes: a first high-voltage coil LG1, the first high-voltage coil LG1 being coupled to the second end of the ground terminal module 10; a first high-voltage capacitor C1, the first end of the first high-voltage capacitor C1 being coupled to the first end of the first high-voltage coil LG1; a second high-voltage capacitor C2, the first end of the second high-voltage capacitor C2 being coupled to the second end of the first high-voltage capacitor C1, and the second end of the second high-voltage capacitor C2 being coupled to the second end of the first high-voltage coil LG1; a first inductor L1, the first end of the first inductor L1 being coupled to the second end of the first high-voltage capacitor C1; a first bridge power conversion module (not shown), the first end of the first bridge power conversion module being coupled to the second end of the first inductor L1, and the second end of the first bridge power conversion module being coupled to the second end of the second high-voltage capacitor C2; a third high-voltage capacitor C3, the first end of the third high-voltage capacitor C3 being coupled to the third end of the first bridge power conversion module and the positive terminal of the high-voltage battery, and the second end of the third high-voltage capacitor C3 being coupled to the fourth end of the first bridge power conversion module and the negative terminal of the high-voltage battery; wherein, a second mutual inductance is formed between the first high-voltage coil LG1 and the ground terminal module 10.

[0059] It is understood that the first high-voltage coil LG1 is the vehicle-mounted receiving coil. In an optional embodiment, the first high-voltage coil LG1 is a Q-type coil. A Q-type coil refers to a coil with a high quality factor (Q value) and a magnetic field distribution with a specific directionality. In this application, the spatial magnetic fields of the Q-type coil and the DD-type coil are orthogonal, exhibiting natural decoupling characteristics. The first high-voltage coil LG1 is coupled to the second end of the grounding module 10. Specifically, the first high-voltage coil LG1 is electromagnetically coupled to the grounding transmitting coil (i.e., the grounding coil LD) within the grounding module 10 through a second mutual inductance, receiving the electrical energy transmitted by the grounding module 10.

[0060] The compensation network consists of a first inductor L1, a first high-voltage capacitor C1, and a second high-voltage capacitor C2. This first compensation network is an LCC-type compensation network. LCC-type compensation networks have the advantages of constant current / constant voltage output characteristics and insensitivity to parameter drift, thus improving the power factor and transmission efficiency of wireless transmission.

[0061] It is understood that the first bridge power conversion module is a full-bridge power converter, including a first transistor Q1, a second transistor Q2, a third transistor Q3, and a fourth transistor Q4. The full-bridge power converter can rectify AC power to DC power (rectification mode) and invert DC power to AC power (inverter mode), possessing bidirectional power processing capabilities. In one embodiment, the first bridge power conversion module operates in rectification mode, rectifying the received high-frequency AC power to DC power. The third high-voltage capacitor C3 (i.e., the filter capacitor) is used to filter out AC ripple in the rectified DC voltage, making the voltage output to the high-voltage battery smoother. A second mutual inductance is formed between the first high-voltage coil LG1 and the ground coil LD within the ground module 10, enabling wireless power transmission from the ground to the high-voltage section of the vehicle.

[0062] The above method specifically defines the internal circuit topology of the first high-voltage unit 21, clarifies the specific connection relationship between the LCC type compensation network and the synchronous rectification circuit composed of the first bridge power conversion module, and the high-efficiency compensation characteristics of the LCC type compensation network help improve the transmission efficiency of wireless charging.

[0063] In one embodiment, such as Figure 2 As shown, the second high-voltage unit 22 includes: a second bridge power conversion module (not shown), the first end of which is coupled to the positive terminal of the high-voltage battery, and the second end of which is coupled to the negative terminal of the high-voltage battery; a fourth high-voltage capacitor C4, the first end of which is coupled to the third end of the second bridge power conversion module; and a second high-voltage coil LG2, the first end of which is coupled to the second end of the fourth high-voltage capacitor C4, and the second end of which is coupled to the fourth end of the second bridge power conversion module; wherein, a third mutual inductance is formed between the second high-voltage coil LG2 and the vehicle-side low-voltage module 30.

[0064] It is understood that, in one embodiment, the second bridge power conversion module is a full-bridge power converter, including a fifth transistor Q5, a sixth transistor Q6, a seventh transistor Q7, and an eighth transistor Q8. The second bridge power conversion module operates in inverter mode, converting the high-voltage battery U... HV The supplied DC power is inverted into high-frequency AC power.

[0065] In an optional embodiment, the fourth high-voltage capacitor C4 and the second high-voltage coil LG2 form an SS-type resonant network. The second high-voltage coil LG2 is the second vehicle-end transmitting coil, specifically a DD-type coil. Thus, the fourth high-voltage capacitor C4 and the second high-voltage coil LG2 are connected in series between the two output terminals of the second bridge power conversion module, forming an SS-type resonant network.

[0066] A third mutual inductance is formed between the second high-voltage coil LG2 and the low-voltage coil LL (i.e., the low-voltage receiving coil) within the vehicle-side low-voltage module 30. When alternating current flows through the second high-voltage coil LG2, electrical energy is transferred to the low-voltage receiving coil through the third mutual inductance, thereby powering the low-voltage battery U. LV Charge.

[0067] The above method defines the internal circuit topology of the second high-voltage unit 22, clarifies the specific connection relationship between the inverter bridge formed by the second bridge power conversion module and the SS-type resonant network, and realizes a complete energy conversion link from high-voltage battery DC power, high-frequency AC power to wireless coupling transmission, providing a main power supply path for the low-voltage battery powered by the high-voltage battery.

[0068] In one embodiment, such as Figure 2 As shown, the vehicle-side low-voltage module 30 includes: a low-voltage coil LL; a first low-voltage capacitor CL1, the first low-voltage capacitor CL1 being coupled to the first end of the low-voltage coil LL; an uncontrolled full-bridge rectifier module, the first end of the uncontrolled full-bridge rectifier module being coupled to the second end of the first low-voltage capacitor CL1, and the second end of the uncontrolled full-bridge rectifier module being coupled to the second end of the low-voltage coil LL; a second low-voltage capacitor CL2, the first end of the second low-voltage capacitor CL2 being coupled to the third end of the uncontrolled full-bridge rectifier module and the positive terminal of the low-voltage battery, and the second end of the second low-voltage capacitor CL2 being coupled to the fourth end of the uncontrolled full-bridge rectifier module and the negative terminal of the low-voltage battery; wherein, the low-voltage coil LL and the second high-voltage coil LG2 in the vehicle-side high-voltage module 20 form a third mutual inductance.

[0069] It is understood that, in an optional embodiment, the low-voltage coil LL is a low-voltage receiving coil, and the low-voltage coil LL is a DD-type coil. The low-voltage coil LL is used to receive electrical energy from the second high-voltage coil LG2 (relayed via branch coil LZ) through electromagnetic coupling.

[0070] In an optional embodiment, the first low-voltage capacitor CL1 and the low-voltage coil LL form an SS-type resonant network. The first low-voltage capacitor CL1 is coupled between the first end of the low-voltage coil LL and the first end of the uncontrolled full-bridge rectifier module. The uncontrolled full-bridge rectifier module includes a first diode D1, a second diode D2, a third diode D3, and a fourth diode D4, forming a full-bridge rectifier circuit.

[0071] As is understandable, a diode is a unidirectional conductive semiconductor device that allows current to flow from the anode to the cathode while blocking reverse current. The full-bridge rectifier circuit utilizes the unidirectional conductivity of the diode to convert alternating current (AC) into pulsating direct current (DC). The second low-voltage capacitor, CL2, is a filter capacitor used to remove the AC component from the pulsating DC after rectification, making the voltage output to the low-voltage battery smoother and more stable.

[0072] Among them, the uncontrollable full-bridge rectifier module uses diode rectification instead of controllable transistor synchronous rectification. Its advantage is that diode rectification can work without external drive signals. Even in extreme conditions where the low-voltage battery is deeply discharged and the vehicle controller has not yet been woken up, it can still start automatically to convert the received AC power into DC power to charge the low-voltage battery, thereby improving the system's self-recovery capability.

[0073] The above method defines the internal circuit topology of the vehicle-side low-voltage module 30 and clarifies the specific connection relationships of the SS-type resonant network and the uncontrolled full-bridge rectifier module. The uncontrolled full-bridge rectifier module can operate without external drive, enabling the system to automatically start and complete energy conversion even under extreme conditions of deep low-voltage battery discharge, thus achieving self-recovery after low-voltage discharge.

[0074] In one embodiment, such as Figure 2 As shown, the ground module 10 includes: a third bridge power conversion module (not shown), the first end of which is coupled to the positive terminal of the power supply, and the second end of which is coupled to the negative terminal of the power supply; a second inductor L2, the first end of which is coupled to the third terminal of the third bridge power conversion module; a first ground capacitor CD1, the first end of which is coupled to the second end of the second inductor L2, and the second end of which is coupled to the fourth terminal of the third bridge power conversion module; a second ground capacitor CD2, the first end of which is coupled to the second end of the second inductor L2; and a ground coil LD, the first end of which is coupled to the second end of the second ground capacitor CD2, and the second end of which is coupled to the fourth terminal of the third bridge power conversion module; wherein, a second mutual inductance is formed between the ground coil LD and the vehicle-side high-voltage module 20.

[0075] In one optional embodiment, the third bridge power conversion module is a full-bridge power converter, including a ninth transistor Q9, a tenth transistor Q10, an eleventh transistor Q11, and a twelfth transistor Q12. The third bridge power conversion module operates in inverter mode, converting the DC power supplied by the DC power source Udc into high-frequency AC power.

[0076] It is understandable that in the ground module 10, an LCC-type compensation network is formed by the second inductor L2, the first ground capacitor CD1, and the second ground capacitor CD2. The ground coil LD is the ground transmitting coil, specifically a Q-type coil. Therefore, the second ground capacitor CD2 and the ground coil LD are connected in series between the second terminal of the second inductor L2 and the negative output terminal of the inverter, forming a parallel resonant branch of the LCC-type compensation network.

[0077] The ground coil LD forms a second mutual inductance with the first high-voltage coil LG1 in the vehicle-side high-voltage module 20, enabling wireless power transmission from the ground to the vehicle-side high-voltage section. The ground coil LD is a Q-type coil, forming a QQ coupling pair with the first high-voltage coil LG1 (Q-type coil) in the vehicle-side high-voltage module 20, which has high coupling efficiency.

[0078] The above method defines the internal circuit topology of the ground module 10 and clarifies the specific connection relationships of the inverter bridge composed of the third bridge power conversion module and the LCC-type compensation network. The LCC-type compensation network has constant current / constant voltage output characteristics, which can maintain stable power output under load changes and coil position shifts, improving the adaptability and reliability of the wireless charging system.

[0079] To address the aforementioned problems, and in conjunction with the structural solutions of the various embodiments described above, this application also provides a charging method, such as... Figure 3 As shown, Figure 3 This is a schematic flowchart of an embodiment of the charging method provided in this application; it can be understood that the charging method is executed by a control unit (such as a vehicle controller (VCU) or a dedicated battery management controller). The control unit is connected to each controllable element in the charging circuit 100 (such as the drive terminals of each bridge power conversion module, the control terminals of relays, etc.) via signal lines (such as CAN bus or hard-wired signals) to acquire detection signals and output control commands. Specifically, the charging method includes the following steps: Step S1: Obtain the low-voltage battery data.

[0080] Obtain low-voltage battery U LV Low-voltage battery data includes parameters such as voltage, current, state of charge (SOC), and / or state of health (SOH). SOC refers to the percentage of the battery's current remaining capacity compared to its fully charged state, characterizing the battery's energy storage status. In this embodiment, low-voltage battery data can be obtained by collecting the voltage across the battery terminals using a voltage sensor, or by acquiring it through a Battery Management System (BMS).

[0081] Step S2: In response to the low-voltage battery data indicating that the low-voltage battery is in a discharged state, obtain the current state of the third terminal of the vehicle-side high-voltage module 20.

[0082] Understandably, the "discharged state" refers to the state where the low-voltage battery's charge is below a preset threshold (e.g., SOC below 30% or voltage below 11.5V). When the low-voltage battery is in a discharged state, a charging procedure needs to be initiated. The control unit compares the collected low-voltage battery data with the preset discharge threshold; if it is below the threshold, the control unit determines that the low-voltage battery is in a discharged state. In response to the low-voltage battery data indicating that the low-voltage battery is in a discharged state, the control unit obtains the current state of the third terminal of the vehicle-side high-voltage module 20.

[0083] Step S3: When the current state is disconnected, control the backup branch power supply module 40 to connect the third terminal of the ground module 10 and the first terminal of the vehicle low voltage module 30.

[0084] The third terminal of the vehicle-side high-voltage module 20 refers to the port in the vehicle-side high-voltage module 20 used to output power to the vehicle-side low-voltage module 30, specifically corresponding to the output terminal of the second high-voltage unit 22 (i.e., the output terminal of the second bridge power conversion module). Its current state includes a conducting state and a disconnected state. A conducting state indicates that the power supply path of the third terminal of the vehicle-side high-voltage module 20 is normal and can transmit power from the high-voltage battery to the vehicle-side low-voltage module 30; a disconnected state indicates that the path cannot transmit power due to a fault (such as an open circuit in the crystal switch, abnormal drive circuit, etc.).

[0085] When the current state is disconnected, the control unit controls the backup branch power supply module 40 to connect the third terminal of the ground module 10 to the first terminal of the vehicle-side low-voltage module 30. Specifically, the control unit sends a closing control signal to the relay relay, causing the relay relay contacts to close, thereby connecting the backup branch power supply module 40. This allows the electrical energy from the ground module 10 to be transferred to the vehicle-side low-voltage module 30 via the backup branch power supply module 40 to charge the low-voltage battery.

[0086] By detecting the low-voltage battery data and the status of the third terminal of the vehicle-side high-voltage module 20, the backup branch power supply module 40 is automatically activated when the low-voltage battery is depleted and the main power supply path is abnormal. This achieves automatic management and fault tolerance of low-voltage battery charging, avoiding the problem of low-voltage battery being unable to be charged due to main path failure.

[0087] In one embodiment, such as Figure 4 As shown, Figure 4 This is a flowchart illustrating the steps of controlling the power supply path based on high-voltage battery data in one embodiment of the charging method provided in this application; further, the state of the high-voltage battery is detected and judged to achieve coordinated charging management of high and low voltage batteries. Specifically, the charging method also includes the following steps: Step A1: Obtain the high-voltage battery data.

[0088] The control unit obtains the high-voltage battery U HV The high-voltage battery data includes parameters such as voltage, current, state of charge (SOC), and / or state of health (SOH).

[0089] Step A2: In response to high-voltage battery data indicating that the high-voltage battery is in a non-charging state, the connection between the high-voltage battery and the low-voltage battery is turned on; or, in response to high-voltage battery data indicating that the high-voltage battery is in a charging state, the current state of the third terminal of the vehicle-side high-voltage module 20 is detected. If the current state is on, the connection between the second terminal of the ground module 10 and the first terminal of the vehicle-side high-voltage module 20 is turned on, and the connection between the third terminal of the vehicle-side high-voltage module 20 and the first terminal of the vehicle-side low-voltage module 30 is turned on; if the current state is off, the connection between the third terminal of the ground module 10 and the first terminal of the vehicle-side low-voltage module 30 is turned on, and the connection between the second terminal of the ground module 10 and the first terminal of the vehicle-side high-voltage module 20 is turned on.

[0090] It is understandable that the state of a high-voltage battery is divided into a charging state and a non-charging state based on the high-voltage battery data.

[0091] Specifically, in response to high-voltage battery data indicating that the high-voltage battery is in a non-charging state (e.g., the high-voltage battery SOC has reached a preset full charge threshold, such as SOC ≥ 95%; or the vehicle is not in a wireless charging area), the control unit controls the connection between the high-voltage battery and the low-voltage battery to be established. Specifically, the control unit controls the second bridge power conversion module to operate in inverter mode, converting the high-voltage battery U... HV The DC power is inverted into high-frequency AC power, which is then supplied to the low-voltage battery U via the second high-voltage unit 22 and the vehicle-end low-voltage module 30. LV Charging. At this time, the low-voltage battery's electrical energy comes from the high-voltage battery. Alternatively, in response to high-voltage battery data indicating that the high-voltage battery is in a charging state (e.g., the high-voltage battery SOC is below the full charge threshold and needs charging), the control unit further detects the current state of the third terminal of the vehicle-side high-voltage module 20.

[0092] Based on the current state of the third terminal of the vehicle-side high-voltage module 20 detected during the above process, it is divided into different states for execution. Combined with... Figure 5-9 This is a schematic diagram of the structure of a charging circuit in one embodiment of the present application, showing different operating modes; wherein, Figure 5 This is a schematic diagram of the first operating mode of a charging circuit provided in this application; Figure 6 This is a schematic diagram of the second operating mode of a charging circuit provided in this application; Figure 7 This is a schematic diagram of the third operating mode of a charging circuit provided in this application; Figure 8This is a schematic diagram of the fourth operating mode in one embodiment of the charging circuit provided in this application; Figure 9 This is a schematic diagram of the fifth operating mode of a charging circuit embodiment provided in this application; specifically, it is shown below: When the current state is the ON state, the control unit performs the following control actions: The control unit controls the connection between the second terminal of the ground module 10 and the first terminal of the vehicle-side high-voltage module 20. Specifically, the control unit controls the third bridge power conversion module of the ground module 10 to operate, so that the electrical energy of the DC power supply Udc is transmitted through the ground module 10 to the first high-voltage unit 21 of the vehicle-side high-voltage module 20, which powers the high-voltage battery U. HV Charging. The power supply path corresponds to the ground module 10, the first high-voltage unit 21, and the high-voltage battery in sequence.

[0093] The control unit controls the connection between the third terminal of the high-voltage module 20 and the first terminal of the low-voltage module 30 at the vehicle end. Specifically, the control unit controls the second bridge power conversion module of the second high-voltage unit 22 to operate, enabling the high-voltage battery U... HV The electrical energy is transmitted through the second high-voltage unit 22 to the vehicle-side low-voltage module 30, which supplies power to the low-voltage battery U. LV Charging. The power supply path corresponds to the high-voltage battery, the second high-voltage unit 22, and the vehicle-side low-voltage module 30 in sequence.

[0094] When the current state is disconnected, the control unit performs the following control actions: The control unit controls the backup branch power supply module 40 to establish the connection between the third terminal of the ground module 10 and the first terminal of the vehicle-side low-voltage module 30. Specifically, the control unit sends a closing control signal to the relay to connect the backup branch power supply module 40 to the circuit, and the power of the ground module 10 is transmitted to the vehicle-side low-voltage module 30 through the backup branch power supply module 40.

[0095] The control unit controls the connection between the second terminal of the ground module 10 and the first terminal of the vehicle-side high-voltage module 20. Specifically, the control unit controls the third bridge power conversion module of the ground module 10 to operate, so that the electrical energy of the DC power supply Udc is transmitted through the ground module 10 to the first high-voltage unit 21 of the vehicle-side high-voltage module 20, which powers the high-voltage battery U. HV Charge.

[0096] The above method achieves intelligent coordinated control of high-voltage battery charging and low-voltage battery replenishment. When the high-voltage battery needs charging and the main path is normal, the high-voltage battery replenishes the low-voltage battery simultaneously (e.g., ...). Figure 5 (Corresponding solution); when the high-voltage battery needs charging but the main path is abnormal, the ground module 10 simultaneously supplies power to both the high-voltage and low-voltage batteries (e.g., Figure 6Corresponding solutions); when the high-voltage battery does not need charging, the high-voltage battery alone replenishes the low-voltage battery (e.g. Figure 8 (Corresponding solution). This multi-mode collaborative strategy makes full use of wireless charging equipment, avoids equipment idleness, and improves energy efficiency.

[0097] In one embodiment, it is further detected whether the vehicle is in a wireless charging area, and the corresponding power supply path is selected based on whether the vehicle is in a wireless charging area to meet the power supply requirements. For example... Figure 10 As shown, Figure 10 This is a flowchart illustrating the steps of controlling the power supply path based on a wireless charging area in one embodiment of the charging method provided in this application; the charging method further includes: Step B1: Detect whether the vehicle is in the wireless charging area.

[0098] Understandably, the detection of the wireless charging area can be achieved in various ways.

[0099] In some embodiments, the vehicle can communicate with the ground charging device via low-frequency beacon detection: the ground charging device continuously transmits low-frequency beacon signals, and when the vehicle enters the area above the ground transmitting coil, the vehicle's receiving coil senses the beacon signal, and the control unit determines that the vehicle is within the wireless charging area. Alternatively, the vehicle's position can be located using a Global Positioning System (GPS) and compared with a pre-stored location of the ground charging device. Alternatively, the relative position of the vehicle and the ground charging device can be detected using a camera or ultrasonic sensor.

[0100] Step B2: In response to the vehicle being in the wireless charging area, obtain the current state of the third terminal of the vehicle-side high voltage module 20.

[0101] Step B3: When the current state is in the on state, the high-voltage battery charges the low-voltage battery through the vehicle-side high-voltage module 20; or, when the current state is in the off state, the backup branch power supply module 40 is controlled to connect the third terminal of the ground module 10 and the first terminal of the vehicle-side low-voltage module 30, and the high-voltage battery charges the low-voltage battery through the backup branch power supply module 40.

[0102] The power supply path control is differentiated based on the detected vehicle location and the main path status, as detailed below: Situation A: The third terminal of the high-voltage module 20 at the vehicle end is in the conducting state.

[0103] With the current state being the ON state, the high-voltage battery U HV Through the high-voltage module 20 on the vehicle end, the low-voltage battery ULV Charging. Specifically, the control unit controls the second bridge power conversion module to operate in inverter mode, and the high-voltage battery U... HV The direct current is inverted into high-frequency alternating current by the second bridge power conversion module. After passing through the SS-type resonant network formed by the fourth high-voltage capacitor C4 and the second high-voltage coil LG2, it is coupled to the low-voltage coil LL through the third mutual inductance of the second high-voltage coil LG2. Finally, after being filtered by the uncontrolled full-bridge rectifier module and the second low-voltage capacitor CL2, it becomes the low-voltage battery U. LV Charge.

[0104] In this mode, the vehicle is in the wireless charging area, and the ground module 10 is charging the high-voltage battery. At the same time, the high-voltage battery replenishes the low-voltage battery through the main path (the second bridge power conversion module is working normally). Since the second bridge power conversion module is working normally, the ground module 10 does not need to supply power to the low-voltage battery through the backup branch power supply module 40.

[0105] Situation B: The third terminal of the high-voltage module 20 at the vehicle end is in the disconnected state.

[0106] When the current state is disconnected, the control unit controls the backup branch power supply module 40 to connect the third terminal of the ground module 10 to the first terminal of the vehicle-side low-voltage module 30, allowing the high-voltage battery to charge the low-voltage battery through the backup branch power supply module 40. Specifically, the control unit sends a closing control signal to the relay to connect the backup branch power supply module 40 to the circuit. The electrical energy from the ground module 10 passes through the branch switch K1, branch capacitor CZ1, and branch coil LZ, and is coupled to the low-voltage coil LL through the first mutual inductance. After being filtered by the uncontrolled full-bridge rectifier module and the second low-voltage capacitor CL2, it powers the low-voltage battery U. LV Charge.

[0107] Furthermore, in combination Figure 11 As shown, Figure 11 This is a schematic flowchart of the overall scheme steps in one embodiment of the charging method provided in this application; it can be understood that, in combination with the detection of the charging area and whether the high-voltage battery needs to be charged in the above steps, the corresponding power supply mode is selected for charging.

[0108] Alternatively, you can refer to... Figure 12 and Figure 13 As shown, where, Figure 12 This is a schematic diagram of the overall structure of the coupling mechanism in one embodiment of the charging circuit provided in this application; Figure 13 This is an exploded view of the coupling mechanism in one embodiment of the charging circuit provided in this application. According to... Figure 12 and Figure 13 To better understand the structural scheme of this application.

[0109] Through the above technical solution, this embodiment achieves dynamic optimization selection of the low-voltage battery recharging path within the wireless charging area, automatically selecting the primary or backup path based on the status of the third terminal of the vehicle-side high-voltage module 20. When the second bridge power conversion module is functioning normally, the primary path is used, resulting in higher efficiency; when the second bridge power conversion module malfunctions, it automatically switches to the backup path, ensuring uninterrupted low-voltage power supply. This intelligent path switching mechanism effectively improves the reliability and fault tolerance of the low-voltage power supply system in wireless charging scenarios.

[0110] This application also proposes a device 200, such as Figure 14 As shown, Figure 14 This is a schematic diagram of the structure of an embodiment of the device provided in this application; the device 200 includes: a high-voltage battery 210; a low-voltage battery 220; and a charging circuit 100, which is coupled to the high-voltage battery 210 and the low-voltage battery 220 and is used to charge the high-voltage battery 210 and the low-voltage battery 220; wherein, the specific structure of the charging circuit 100 is as described in the above embodiment. Since this device adopts all the technical solutions of all the above embodiments, it has at least all the beneficial effects brought about by the technical solutions of the above embodiments, which will not be described in detail here.

[0111] By employing the above methods, multi-path redundant power supply capability is provided in conjunction with the operation of the ground-side wireless charging path, so that the low-voltage battery no longer relies on a single DC / DC converter or a single conversion channel, and a single channel failure will not lead to low-voltage power loss. This enhances the recovery capability of the low-voltage battery after depletion; even if the vehicle leaves the wireless charging area, the residual energy of the high-voltage battery is used for reverse inversion via the first high-voltage unit 21, and then for reverse feeding via the ground-side coil LD and the backup branch power supply module 40, enabling the low-voltage battery to obtain wake-up energy and achieve system self-healing restart. It reduces the failure risk caused by faults in the main power supply branch on the low-voltage side; when the second bridge power conversion module or its related drive, control, and sampling circuits malfunction, the system can connect to the backup branch through the branch switch K1, allowing the system to use other paths to power the low-voltage battery, providing fault tolerance capability. It improves the utilization rate of the wireless charging system; when the high-voltage battery does not need charging but the low-voltage battery needs replenishment, the ground-side wireless charging equipment can still provide power to the low-voltage battery through the backup path, avoiding the limitation that the wireless charging equipment can only serve the high-voltage battery, and improving the utilization rate of the ground charging facilities. This invention enables coordinated charging of high- and low-voltage batteries. During the charging of the high-voltage battery, the low-voltage battery can be charged simultaneously. When the vehicle is not in a wireless charging area, the high-voltage battery can charge the low-voltage battery via the main power supply path or a backup path, achieving flexible decoupling and coordinated control of high- and low-voltage charging tasks. This improves overall vehicle reliability and availability, as the low-voltage battery is crucial for vehicle wake-up, communication, controller power supply, and relay control. This application, through multi-path redundancy design, reduces problems such as vehicle failure to start, charge, or communicate due to low-voltage battery depletion, significantly improving overall vehicle reliability and availability.

[0112] The above are merely exemplary embodiments of this application and do not limit the patent scope of this application. Any equivalent structural transformations made based on the technical concept of this application and the contents of the specification and drawings of this application, or direct / indirect applications in other related technical fields, are included within the patent protection scope of this application.

Claims

1. A charging circuit, characterized in that, The charging circuit includes: Ground module, wherein the first terminal of the ground module is coupled to a power supply; A vehicle-side high-voltage module, wherein a first terminal of the vehicle-side high-voltage module is coupled to a second terminal of the ground terminal module, and the second terminal of the vehicle-side high-voltage module is coupled to a high-voltage battery; A vehicle-side low-voltage module, wherein a first terminal of the vehicle-side low-voltage module is coupled to a third terminal of the vehicle-side high-voltage module, and a second terminal of the vehicle-side low-voltage module is coupled to a low-voltage battery; A backup branch power supply module, wherein the first end of the backup branch power supply module is coupled to the third end of the ground module, and the second end of the backup branch power supply module is coupled to the first end of the vehicle-side low-voltage module; The control module is coupled to the ground module, the vehicle-side high-voltage module, the vehicle-side low-voltage module and the backup branch power supply module respectively. The control module is used to collect the working status of each module and control the path connection and disconnection between each module.

2. The charging circuit as described in claim 1, characterized in that, The backup branch power supply module includes: A branch switch, wherein the first terminal of the branch switch is coupled to the third terminal of the ground module; A branch capacitor, wherein the first terminal of the branch capacitor is coupled to the second terminal of the branch switch; A branch coil, wherein the first end of the branch coil is coupled to the second end of the branch capacitor, the second end of the branch coil is coupled to the third end of the ground module, and the third end of the branch coil is coupled to the vehicle-side low-voltage module. The branch coil and the vehicle-end low-voltage module form a first mutual inductance.

3. The charging circuit as described in claim 1, characterized in that, The vehicle-side high-voltage module includes: A first high-voltage unit, wherein a first end of the first high-voltage unit is coupled to a second end of the ground module; The second high-voltage unit has a first end coupled to the positive terminal of the high-voltage battery, a second end coupled to the negative terminal of the high-voltage battery, and a third end coupled to the first end of the vehicle-side low-voltage module.

4. The charging circuit as described in claim 3, characterized in that, The first high-voltage unit includes: A first high-voltage coil is coupled to the second terminal of the ground module; A first high-voltage capacitor, the first end of which is coupled to the first end of the first high-voltage coil; The second high-voltage capacitor has a first terminal coupled to the second terminal of the first high-voltage capacitor, and the second terminal of the second high-voltage capacitor is coupled to the second terminal of the first high-voltage coil. A first inductor, the first end of which is coupled to the second end of the first high-voltage capacitor; A first bridge power conversion module, wherein a first end of the first bridge power conversion module is coupled to a second end of the first inductor, and a second end of the first bridge power conversion module is coupled to a second end of the second high-voltage capacitor; The third high-voltage capacitor has its first end coupled to the third end of the first bridge power conversion module and the positive terminal of the high-voltage battery, and its second end coupled to the fourth end of the first bridge power conversion module and the negative terminal of the high-voltage battery. A second mutual inductance is formed between the first high-voltage coil and the ground module.

5. The charging circuit as described in claim 3, characterized in that, The second high-voltage unit includes: The second bridge power conversion module has a first end coupled to the positive terminal of the high-voltage battery and a second end coupled to the negative terminal of the high-voltage battery. The fourth high-voltage capacitor, the first terminal of which is coupled to the third terminal of the second bridge power conversion module; The second high-voltage coil, the first end of the second high-voltage coil is coupled to the second end of the fourth high-voltage capacitor, and the second end of the second high-voltage coil is coupled to the fourth end of the second bridge power conversion module; A third mutual inductance is formed between the second high-voltage coil and the vehicle-end low-voltage module.

6. The charging circuit as described in claim 1, characterized in that, The vehicle-side low-voltage module includes: Low-voltage coil; A first low-voltage capacitor is coupled to a first terminal of the low-voltage coil. An uncontrollable full-bridge rectifier module, wherein the first end of the uncontrollable full-bridge rectifier module is coupled to the second end of the first low-voltage capacitor, and the second end of the uncontrollable full-bridge rectifier module is coupled to the second end of the low-voltage coil; The second low-voltage capacitor has its first terminal coupled to the third terminal of the uncontrollable full-bridge rectifier module and the positive terminal of the low-voltage battery, and its second terminal coupled to the fourth terminal of the uncontrollable full-bridge rectifier module and the negative terminal of the low-voltage battery.

7. The charging circuit as described in claim 1, characterized in that, The ground module includes: The third bridge power conversion module has its first end coupled to the positive terminal of the power supply and its second end coupled to the negative terminal of the power supply. The second inductor, the first end of which is coupled to the third end of the third bridge power conversion module; A first ground capacitor, the first end of the first ground capacitor is coupled to the second end of the second inductor, and the second end of the first ground capacitor is coupled to the fourth end of the third bridge power conversion module. The second ground capacitor has its first terminal coupled to the second terminal of the second inductor. A ground coil, the first end of which is coupled to the second end of the second ground capacitor, and the second end of which is coupled to the fourth end of the third bridge power conversion module; A second mutual inductance is formed between the ground coil and the vehicle-end high-voltage module.

8. A charging method, characterized in that, The charging method, applied to the charging circuit according to any one of claims 1-7, comprises: Obtain low-voltage battery data; In response to the low-voltage battery data indicating that the low-voltage battery is in a discharged state, the current state of the third terminal of the vehicle-side high-voltage module is obtained; When the current state is disconnected, the backup branch power supply module is controlled to connect the third terminal of the ground module to the first terminal of the vehicle-side low-voltage module.

9. The charging method as described in claim 8, characterized in that, The charging method further includes: Obtain high-voltage battery data; In response to the high-voltage battery data indicating that the high-voltage battery is in a non-charging state, the connection between the high-voltage battery and the low-voltage battery is controlled to be turned on. In response to the high-voltage battery data indicating that the high-voltage battery is in a charging state, the current state of the third terminal of the vehicle-side high-voltage module is detected. When the current state is the conducting state, control the connection between the second terminal of the ground module and the first terminal of the vehicle-side high-voltage module to be made, and control the connection between the third terminal of the vehicle-side high-voltage module and the first terminal of the vehicle-side low-voltage module to be made. When the current state is disconnected, the backup branch power supply module is controlled to connect the third terminal of the ground module to the first terminal of the vehicle-side low-voltage module, and the connection between the second terminal of the ground module and the first terminal of the vehicle-side high-voltage module is controlled to be connected.

10. The charging method as described in claim 8, characterized in that, The charging method further includes: Detect whether the vehicle is in a wireless charging area; In response to the vehicle being in a wireless charging area, the current state of the third terminal of the vehicle-side high-voltage module is obtained; When the current state is in the ON state, the high-voltage battery charges the low-voltage battery through the vehicle-side high-voltage module. When the current state is disconnected, the backup branch power supply module is controlled to connect the third terminal of the ground module and the first terminal of the vehicle-side low-voltage module, and the high-voltage battery charges the low-voltage battery through the backup branch power supply module.

11. A device, characterized in that, The device includes: High-voltage batteries; Low-voltage batteries; A charging circuit, coupled to the high-voltage battery and the low-voltage battery, is used to charge the high-voltage battery and the low-voltage battery; The charging circuit is the charging circuit as described in any one of claims 1-7.

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