Integrated charging system for electric vehicles

Abstract

Embodiments of the present disclosure provide an integrated charging system for an electric vehicle. The integrated charging system comprises a converter, a drive motor, a main negative relay and a switch group, wherein an AC end of the converter is connected to the drive motor; a DC end negative pole of the converter is connected to a negative pole of a charging interface of the electric vehicle; a negative pole of a battery of the electric vehicle is connected to the DC end negative pole of the converter through the main negative relay; the switch group is configured to perform at least one of the following operations: connecting a positive pole of the battery to a positive pole of the charging interface, the positive pole and the negative pole of the charging interface being used to connect a positive pole and a negative pole of a charging pile respectively; connecting the positive pole of the battery to a DC end positive pole of the converter, and connecting the drive motor to the positive pole of the charging interface; connecting the DC end positive pole of the converter to the positive pole of the charging interface, and connecting the positive pole of the battery to the drive motor.

Description

Technical Field

[0001] This disclosure generally relates to the field of electric vehicle technology, and more particularly to integrated charging systems for electric vehicles. Background Technology

[0002] As electric vehicles (EVs) continue to account for a growing proportion of the automotive market, there is increasing attention being paid to the charging speed of EV batteries. However, the diversity of charging station voltages and the variety of EV voltage platforms present significant challenges to the fast charging of EVs.

[0003] On the one hand, the voltage output range of charging piles is currently developing towards higher voltages, with supercharging piles representing a prime example of 1000V output voltage and a current limit of 250A. However, when batteries with voltages below 1000V (such as 650V / 500A batteries) need charging, due to voltage mismatch, the charging pile can only charge the battery at a maximum of 650V and 250A, thus failing to fully utilize the charging pile's output power and resulting in slow charging speeds. On the other hand, for some charging piles with relatively low output voltages, such as 500V charging piles, it is difficult to effectively charge batteries with high-voltage platforms (e.g., 800V). Therefore, an integrated charging solution is needed to improve the compatibility of electric vehicles with charging piles of different voltage levels. Summary of the Invention

[0004] In view of the above, this disclosure provides an integrated charging system for electric vehicles. Using this solution, boost charging technology, buck charging technology, and direct charging technology can be integrated using only a single circuit, providing an integrated charging solution that supports all scenarios including boost, buck, and direct charging. This allows for low-cost compatibility with the voltage range of various charging stations and maximizes the utilization of the charging power of the charging stations, thereby improving charging speed.

[0005] According to one aspect of this disclosure, an integrated charging system for an electric vehicle is provided, comprising: a converter 20, a drive motor 30, a main negative relay S1, and a switch group S2, wherein the AC terminal of the converter 20 is connected to a second terminal of the drive motor 30; the negative DC terminal of the converter 20 is connected to the negative terminal of the charging interface of the electric vehicle; the negative terminal of the battery 10 of the electric vehicle is connected to the negative DC terminal of the converter 20 through the main negative relay S1; and the switch group S2 is configured to... Perform at least one of the following operations: connect the positive terminal of the battery 10 to the positive terminal of the charging interface, wherein the positive and negative terminals of the charging interface are respectively used to connect to the positive and negative terminals of the charging pile; connect the positive terminal of the battery 10 to the positive DC terminal of the inverter 20; and connect the first terminal of the drive motor 30 to the positive terminal of the charging interface.

[0006] According to one aspect of this disclosure, an electric vehicle is provided, comprising: a motor controller including a control module and a power module; a battery management control system; and an integrated charging system as described above, wherein the motor controller is at least configured to perform the function of an inverter 20 in the integrated charging system. Attached Figure Description

[0007] A further understanding of the nature and advantages of this disclosure can be achieved by referring to the accompanying drawings. In the drawings, similar components or features may have the same reference numerals.

[0008] Figure 1 An exemplary architecture for an integrated charging system for electric vehicles is shown according to one embodiment.

[0009] Figures 2A-2E An exemplary application scenario of an integrated charging system for electric vehicles according to one embodiment is shown.

[0010] Figure 3 An exemplary architecture of an integrated charging system for electric vehicles, according to one embodiment, is shown for application in a charging scenario.

[0011] Figure 4 This illustrates yet another exemplary architecture of an integrated charging system for electric vehicles, according to one embodiment, applied to a charging scenario.

[0012] Figure 5 This paper illustrates yet another exemplary architecture of an integrated charging system for electric vehicles, according to one embodiment, applied to a charging scenario.

[0013] Figure 6Another exemplary architecture of an integrated charging system for electric vehicles, according to one embodiment, is shown for application in a charging scenario.

[0014] Figure 7A and Figure 7B This paper illustrates yet another exemplary architecture of an integrated charging system for electric vehicles, according to one embodiment, applied to a charging scenario.

[0015] Figure 8 An exemplary application process of a control method for an integrated charging system according to one embodiment is shown.

[0016] Figure 9 An exemplary block diagram of an electric vehicle according to one embodiment is shown. Detailed Implementation

[0017] The subject matter described herein will be discussed below with reference to exemplary embodiments. It should be understood that these embodiments are discussed merely to enable those skilled in the art to better understand and implement the subject matter described herein, and are not intended to limit the scope, applicability, or examples set forth in the claims. The function and arrangement of the elements discussed may be changed without departing from the scope of the embodiments disclosed herein. Various processes or components may be omitted, substituted, or added as needed in the various examples. Furthermore, features described in some examples may be combined in other examples.

[0018] As used herein, the term "comprising" and its variations are open terms meaning "including but not limited to". The term "based on" means "at least partially based on". The terms "one embodiment" and "an embodiment" mean "at least one embodiment". The term "another embodiment" means "at least one other embodiment". The terms "first", "second", etc., may refer to different or the same objects. Other definitions, whether explicit or implicit, may be included below. Unless explicitly indicated by the context, the definition of a term shall remain consistent throughout the specification.

[0019] The flowcharts used in this disclosure illustrate operations implemented according to some embodiments of this disclosure. It should be clearly understood that the operations in the flowcharts may not be implemented sequentially. Instead, the operations may be implemented in reverse order or simultaneously. Furthermore, one or more additional operations may be added to the flowcharts. One or more operations may be removed from the flowcharts.

[0020] An integrated charging system for electric vehicles according to embodiments of the present disclosure will now be described in detail with reference to the accompanying drawings.

[0021] Figure 1 An exemplary architecture 100 for an integrated charging system for an electric vehicle is shown according to one embodiment.

[0022] like Figure 1 As shown, the electric vehicle may have a battery 10 and a charging interface. The electric vehicle may be a pure electric vehicle or a hybrid electric vehicle. The charging interface may have a positive terminal and a negative terminal, and its positive and negative terminals can be used to connect to the positive and negative terminals of a charging station, respectively, so that the battery 10 can be charged through the charging station.

[0023] An integrated charging system for electric vehicles may include an inverter 20, a drive motor 30, a main negative relay S1, and a switch group S2. The AC terminals of the inverter 20 (e.g., Figure 1 The intermediate terminal of the converter 20 shown in the figure can be connected to the second terminal of the drive motor 30 (e.g., Figure 1 The AC terminal of the inverter 20 is connected to the right terminal of the drive motor 30 shown in the diagram. In some examples, the connection between the AC terminal of the inverter 20 and the second terminal of the drive motor 30 can be consistent with the connection between the drive motor and the inverter in an electric vehicle. The negative DC terminal of the inverter 20 (e.g., Figure 1 The lower terminal of the inverter 20 shown can be used to connect to the negative terminal of the charging interface of an electric vehicle. The negative terminal of the electric vehicle's battery 10 can be connected to the negative DC terminal of the inverter 20 via the main negative relay S1.

[0024] The switch group S2 can connect at least two of the charging interface, battery 10, inverter 20, and drive motor 30 by switching its internal circuitry to form different circuit structures. In some examples, the switch group S2 can connect the positive terminal of battery 10 to the positive terminal of the charging interface for direct charging. In some examples, the switch group S2 can connect the positive terminal of battery 10 to the positive DC terminal of inverter 20, and can also connect the first terminal of drive motor 30 (e.g., ...) Figure 1 The left terminal of the drive motor 30 shown is connected to the positive terminal of the charging interface for boost charging. In some examples, the switch group S2 can connect the positive DC terminal of the inverter 20 to the positive terminal of the charging interface, and can connect the positive terminal of the battery 10 to the first terminal of the drive motor 30 for buck charging.

[0025] It should be noted that, Figure 1 The specific wiring configuration of switch group S2 in the example is only one example; different forms of switch and wiring combinations are also possible.

[0026] In some examples, the monitoring and control circuitry for boost charging and buck charging can be located in the electric vehicle's motor controller, while the monitoring and control circuitry for direct charging can be located in the electric vehicle's battery management system (BMS). In some examples, the motor controller can operate at least as an inverter 20 during electric vehicle charging.

[0027] In some examples, the motor controller may include a power module and a control module. The power module may include power semiconductor devices or groups of devices, such as IGBTs (Insulated Gate Bipolar Transistors), MOSFETs (Metal Oxide Semiconductor Field Effect Transistors), SiC (Silicon Carbide) modules, power diodes, etc. The control module can be used to control the on / off switching of the power semiconductor devices in the power module. In some examples, controlling the on / off switching of the upper and lower bridge arms in the power module can be used to step down or boost the first voltage at the charging pile terminal to the second voltage of the battery 10 using the drive motor 30, thereby charging the battery 10.

[0028] In some examples, the voltage can be regulated using the converter 20 in the boost or buck circuit. For example, voltage regulation can be achieved by adjusting the duty cycle and / or frequency using pulse-width modulation (PWM) technology.

[0029] In some examples, the integrated charging system may also include a buck-boost circuit cooling device. Figure 1 (Not shown in the image). In some examples, the boost / buck circuit cooling device can be connected to the existing cooling circuit of the electric vehicle (e.g., the oil-cooled or water-cooled circuit inside the electric drive, the water-cooled circuit of the motor controller, etc.). This allows for a reduction in the wiring harness, electronics, and cooling costs of fast charging through a highly integrated charging system.

[0030] It should be understood that Figure 1 All entities shown are exemplary, and any other entities may be involved in application architecture 100 depending on the specific application requirements.

[0031] Figure 2 illustrates an exemplary application scenario of an integrated charging system for electric vehicles according to one embodiment. In this embodiment, the positive and negative terminals of the charging interface can be connected to the positive and negative terminals of the charging pile, respectively. In one example, such as Figure 2AAs shown, switch group S2 may include two single-pole double-throw (SPDT) switches with corresponding contacts connected to each other, for example... Figure 2A The upper contact of the left SPDT switch shown can be connected to the upper contact of the right SPDT switch, and the lower contact of the left SPDT switch can be connected to the lower contact of the right SPDT switch. One of the SPDT switches (e.g.) Figure 2A The common terminal of the SPDT switch shown on the left can be connected to the positive terminal of the charging interface, and another SPDT switch (e.g., Figure 2A The common terminal of the SPDT switch shown on the right can be connected to the positive terminal of battery 10. One of the contacts of the SPDT switch (e.g., Figure 2A The upper contact shown can be connected to the positive DC terminal of the converter 20, and the other contact of the SPDT switch (e.g.) Figure 2A The lower contact shown can be connected to the first end of the drive motor 30. In one example, the SPDT switch can also have an "off" state, for example, when the switch is in the position shown. Figure 2A The middle position between the upper and lower contacts shown in the diagram.

[0032] In one example, such as Figure 2B and Figure 2C As shown, when the switch connected to the positive terminal of the charging interface (e.g.) Figure 2B and Figure 2C The left-hand SPDT switch shown in the diagram) and the switch connected to the positive DC terminal of converter 20 (e.g., Figure 2B and Figure 2C The right-side SPDT switch shown in the diagram contacts the same contact (e.g., the one shown on the right). Figure 2B and Figure 2C When the upper or lower contact shown is engaged, the switch group S2 can connect the positive terminal of the battery 10 to the positive terminal of the charging interface, thereby enabling a direct charging process.

[0033] In one example, such as Figure 2D As shown, when the switch connected to the positive terminal of battery 10 (e.g.) Figure 2D The right-hand SPDT switch shown in the diagram connects to the positive DC terminal of converter 20 (e.g., the contact). Figure 2D The upper contact shown), and the switch (e.g., connected to the positive terminal of the charging interface). Figure 2D The left-hand SPDT switch shown in the diagram connects to the contact at the first end of the drive motor 30 (e.g., Figure 2DWhen the lower contact is shown, the switch group S2 can connect the positive terminal of the battery 10 to the positive terminal of the DC terminal of the inverter 20, and can connect the first terminal of the drive motor 30 to the positive terminal of the charging interface, thereby performing a boost charging process.

[0034] In one example, such as Figure 2E As shown, when the switch connected to the positive terminal of battery 10 (e.g.) Figure 2E The right-hand SPDT switch shown in the diagram connects to the contact at the first end of the drive motor 30 (e.g., Figure 2E The lower contact shown), and the switch (e.g., connected to the positive terminal of the charging interface). Figure 2E The left-hand SPDT switch shown in the diagram connects to the positive DC terminal of converter 20 (e.g., the contact). Figure 2E When the upper contact is shown, the switch group S2 can connect the positive DC terminal of the inverter 20 to the positive terminal of the charging interface, and can connect the positive terminal of the battery 10 to the first terminal of the drive motor 30, thereby performing a step-down charging process.

[0035] It is understood that the switch group S2 described above is only an example. For example, it is also possible to... Figures 2A-2E The common terminal of the left SPDT switch shown is connected to the positive terminal of battery 10, and the common terminal of the right SPDT switch can be connected to the positive terminal of the charging interface. Alternatively, it can also be... Figures 2A-2E The upper contact shown is connected to the first end of the drive motor 30, and can... Figures 2A-2E The lower contact shown is connected to the positive DC terminal of the inverter 20. For example, switch group S2 can also be implemented by combining multiple single-pole single-throw switches and wiring harnesses. Accordingly, the operation of the switches can be adaptively adjusted for different types of charging processes.

[0036] It should be noted that, Figures 2A-2E The scenario shown is merely an example, and the integrated charging system for electric vehicles according to embodiments of this disclosure can be applied to any other similar scenario. For example, battery 10 can also act as a power source to charge other electric vehicles, electrical devices, or charging piles with bidirectional power flow control; the logic for its implementation can refer to the methods described above, and will not be repeated here.

[0037] Figure 3 An exemplary architecture of an integrated charging system for electric vehicles, according to one embodiment, is shown for application in a charging scenario. Figure 3The charging pile, battery 10, inverter 20, drive motor 30, and main negative relay S1 in Figure 2 can be referred to the corresponding descriptions of the charging pile, battery 10, inverter 20, drive motor 30, and main negative relay S1, respectively. Furthermore, to more clearly describe the innovative aspects of this application, based on the implementation methods already clearly understood by those skilled in the art, Figures 3-7B The charging port details have been omitted. Only a brief description will be provided here. Figure 3 The different parts, namely relays S21~S27 and capacitors C1~C2.

[0038] like Figure 3 As shown, the switch group S2 may include a terminal relay S21, a boost positive relay S22, a boost negative relay S23, a direct charging relay S24, a buck relay S25, and a main positive relay S26. The first terminal of the drive motor 30 can be connected to the positive terminal of the charging interface via the series-connected boost positive relay S22 and terminal relay S21, and thus connected to the positive terminal of the charging pile via the positive terminal of the charging interface. The negative terminal of the DC terminal of the inverter 20 can be connected to the negative terminal of the charging interface via the boost negative relay S23, and thus connected to the negative terminal of the charging pile via the negative terminal of the charging interface. The positive terminal of the DC terminal of the inverter 20 can be connected to the second terminal of the direct charging relay S24 (e.g., ...). Figure 3 The right terminal of the direct charging relay S24 shown in the figure) and the first terminal of the main positive relay S26 (e.g. Figure 3 The left terminal of the main positive relay S26 shown in the diagram is connected to the first terminal of the direct charging relay S24 (e.g., the left terminal of the main positive relay S26). Figure 3 The left terminal of the direct charging relay S24 shown in the diagram is connected between the terminal relay S21 and the boost positive relay S22. The second terminal of the main positive relay S26 (e.g., Figure 3 The right terminal of the main positive relay S26 (shown in the diagram) is connected to the positive terminal of the battery 10. The first terminal of the step-down relay S25 (e.g., Figure 3 The left terminal of the step-down relay S25 (shown in the diagram) is connected between the boost relay S22 and the first terminal of the drive motor 30. The second terminal of the step-down relay S25 (e.g., Figure 3 The right terminal of the step-down relay S25 shown in the figure is connected to the positive terminal of the battery 10.

[0039] It is understandable that, based on the above circuit structure, the charging pile, the pile-end relay S21, the boost positive relay S22, the drive motor 30, the inverter 20, the main positive relay S26, the battery 10, the main negative relay S1, and the boost negative relay S23 can form a boost charging closed loop; the charging pile, the pile-end relay S21, the direct charging relay S24, the inverter 20, the drive motor 30, the buck relay S25, the battery 10, the main negative relay S1, and the boost negative relay S23 can form a buck charging closed loop; the charging pile, the pile-end relay S21, the direct charging relay S24, the main positive relay S26, the battery, the main negative relay S1, and the boost negative relay S23 can form a direct charging closed loop; the charging pile, the pile-end relay S21, the boost positive relay S22, the buck relay S25, the battery, the main negative relay S1, and the boost negative relay S23 can also form a direct charging closed loop.

[0040] In some examples, the boost negative relay S23 can be removed from the switch group S2, so that the circuit between the negative terminal of the charging interface and the negative terminal of the battery can be controlled by the main negative relay S1 in the charging circuit, thereby further reducing costs.

[0041] In some examples, switch group S2 may also include a pre-charge relay S27. The pre-charge relay S27 may be connected in parallel with the main positive relay S26.

[0042] In some examples, the integrated charging system may also include a pre-charge capacitor C1 and a bus capacitor C2. One end of the pre-charge capacitor C1 (e.g. Figure 3 The upper terminal of the pre-charge capacitor C1 shown can be connected between the terminal relay S21 and the boost positive relay S22, and the other end of the pre-charge capacitor C1 (e.g. Figure 3 The lower terminal of the pre-charge capacitor C1 shown can be connected between the boost negative relay S23 and the negative terminal of the charging interface. The bus capacitor C2 can be connected in parallel between the inverter 20 and the battery 10. In some examples, one end of the bus capacitor C2 can be connected between the positive DC terminal of the inverter 20 and the main positive relay S26, and the other end of the bus capacitor C2 can be connected between the negative DC terminal of the inverter 20 and the main negative relay S1.

[0043] With the above solution, by adding a few relays (such as direct charging relay S24 and buck charging relay S25) and corresponding wiring harnesses to the existing electric vehicle's electric drive architecture, the switching between boost charging, buck charging, and direct charging can be achieved by switching the switches in the same circuit. Furthermore, by using the bus capacitor C2 as a filtering and voltage stabilizing component, the system's safety redundancy and power stability can be improved.

[0044] Figure 4This illustrates yet another exemplary architecture of an integrated charging system for electric vehicles, according to one embodiment, applied to a charging scenario. Figure 4 The charging pile, battery 10, inverter 20, drive motor 30, relays S21~S27 and main / negative relay S1 can be referred to respectively. Figure 3 The charging pile, battery 10, inverter 20, drive motor 30, relays S21~S27, and main negative relay S1 are described accordingly. Only a detailed description is provided here. Figure 4 Different parts of the circuit, namely the filter circuit.

[0045] like Figure 4 As shown, the integrated charging system may also include a filter circuit. The positive input terminal of the filter circuit can be connected to the positive terminal of the charging interface via a terminal relay S21, and further connected to the positive terminal of the charging pile via the positive terminal of the charging interface. The negative input terminal of the filter circuit can be connected to the negative terminal of the charging interface, and further connected to the negative terminal of the charging pile via the negative terminal of the charging interface. The positive output terminal of the filter circuit can be connected to the drive motor 30 via a boost positive relay S22. The negative output terminal of the filter circuit can be connected to the inverter 20 via a boost negative relay S23.

[0046] In some examples, when the integrated charging system also includes a pre-charge capacitor C1, a filter circuit can be placed between the charging interface and the pre-charge capacitor C1.

[0047] Figure 5 This paper illustrates yet another exemplary architecture of an integrated charging system for electric vehicles, according to one embodiment, applied to a charging scenario. Figure 5 The charging pile, battery 10, relays S21~S27, filter circuit, pre-charge capacitor C1, bus capacitor C2, and main negative relay S1 can be referred to separately. Figure 3 and Figure 4 The system includes a charging pile, battery 10, relays S21-S27, filter circuit, pre-charge capacitor C1, bus capacitor C2, and main negative relay S1. Only the different parts of architecture 500, namely converter 20 and drive motor 30, will be described here.

[0048] like Figure 5 As shown, the drive motor 30 may include a three-phase motor. The converter 20 may include a three-phase bridge circuit composed of at least power switching devices. The AC terminal, DC negative terminal, and DC positive terminal of the converter 20 may be connected to the midpoint of the bridge arm, the lower bridge arm, and the upper bridge arm in the three-phase bridge circuit, respectively. At least one phase winding of the three-phase motor may be connected to the midpoint of at least one set of bridge arms in the three-phase bridge circuit.

[0049] In some examples, the three-phase neutral point of the drive motor 30 can be connected to the positive terminal of the charging interface via a boost positive relay S22 and a terminal relay S21, and thus connected to the positive terminal of the charging pile via the positive terminal of the charging interface. The three-phase neutral point of the drive motor 30 can also be connected to the positive terminal of the battery 10 via a buck relay S25. The lower bridge arm of the inverter 20 can be connected to the negative terminal of the battery 10 via a main negative relay S1. One end of the lower bridge of the inverter 20 can also be connected to the negative terminal of the charging interface via a boost negative relay S23, and thus connected to the negative terminal of the charging pile via the negative terminal of the charging interface. The upper bridge arm of the inverter 20 can be connected to the battery 10 via a main positive relay S26. The upper bridge arm of the inverter 20 can also be connected between the terminal relay S21 and the boost positive relay S22 via a direct charging relay S24.

[0050] In some examples, when the drive motor 20 is connected in a star configuration, one, two, or all three phases of the U / V / W three-phase power supply of the drive motor 20 can be connected to the midpoint of the bridge arm of the converter 20. In some examples, when the drive motor 20 is connected in a delta configuration, one, two, or all three phases of the U / V / W three-phase power supply of the drive motor 20 can also be connected to the converter 20 in a corresponding manner, thereby using the windings of the drive motor 20 as inductive elements to facilitate the boost and buck charging processes.

[0051] The above solution allows for the full reuse of inductive components in the electric drive motor of an electric vehicle and, by adding a small number of relays and corresponding wiring harnesses to the electric drive architecture, the switching between boost charging, buck charging, and direct charging can be achieved by switching the switches in the same circuit.

[0052] Figure 6 Another exemplary architecture of an integrated charging system for electric vehicles, according to one embodiment, is shown for application in a charging scenario. Figure 6 The charging pile, filter circuit, battery 10, inverter 20, drive motor 30, relays S21~S27, main negative relay S1, pre-charge capacitor C1, and bus capacitor C2 can be referenced separately. Figure 5 The descriptions of the charging pile, filter circuit, battery 10, inverter 20, drive motor 30, relays S21~S27, main negative relay S1, pre-charge capacitor C1, and bus capacitor C2 are provided here. Only the following descriptions are emphasized. Figure 6 The different parts of it, namely the inductance L.

[0053] like Figure 6 As shown, one end of the inductor L can be connected to the boost negative relay S23, and the other end of the inductor L can be connected to the lower bridge arm of the converter 20.

[0054] The above-described scheme can increase the energy stored in the inductor and improve the charging power in any of the boost charging process, buck charging process, and direct charging process described above. It can also filter out the AC components in the current and voltage, reduce the ripple of the current and voltage, and thus reduce the charging loss caused by the ripple and the negative impact on NVH (Noise, Vibration, Harshness).

[0055] Figure 7A and Figure 7B This paper illustrates yet another exemplary architecture of an integrated charging system for electric vehicles, according to one embodiment, applied to a charging scenario. Figure 7A and Figure 7B The charging pile, filter circuit, battery 10, inverter 20, drive motor 30, relays S21~S27, main negative relay S1, pre-charge capacitor C1, bus capacitor C2, and inductor L can be referenced separately. Figure 6 The descriptions of the charging pile, filter circuit, battery 10, inverter 20, drive motor 30, relays S21~S27, main negative relay S1, pre-charge capacitor C1, bus capacitor C2, and inductor L are provided here. Only the following descriptions are emphasized. Figure 7A and Figure 7B The different parts are the supplementary converter 21, the supplementary three-phase motor 31, and the supplementary bus capacitor C3.

[0056] like Figure 7A As shown, the integrated charging system may include at least two sets of electric drive systems connected in parallel. In one example, the first set of electric drive systems may include a three-phase bridge circuit and a three-phase motor 30 in converter 20, and the second set of electric drive systems may include a three-phase bridge circuit and a supplementary three-phase motor 31 in supplementary converter 21. In some examples, the connection between the three-phase bridge circuit in supplementary converter 21 and the supplementary three-phase motor 31 may refer to the connection between the three-phase bridge circuit and the three-phase motor 30 in converter 20 as described in the foregoing embodiments. In some examples, the upper arm of the three-phase bridge circuit in supplementary converter 21 may be connected to the upper arm of the three-phase bridge circuit in converter 20. The lower arm of the three-phase bridge circuit in supplementary converter 21 may be connected to the lower arm of the three-phase bridge circuit in converter 20. The three-phase neutral point of the supplementary three-phase motor 31 may be connected to the three-phase neutral point of the three-phase motor 30.

[0057] In some examples, the integrated charging system may also include a supplementary bus capacitor C3 connected in parallel between the supplementary converter 21 and the battery 10. In some examples, one end of the supplementary bus capacitor C3 may be connected between the positive DC terminal of the supplementary converter 21 and the main positive relay S26, and the other end of the supplementary bus capacitor C3 may be connected between the negative DC terminal of the supplementary converter 21 and the main negative relay S1.

[0058] like Figure 7B As shown, compared to Figure 7A Alternatively, the lower arm of the three-phase bridge circuit in the supplementary converter 21 can be connected to the lower arm of the three-phase bridge circuit in the converter 20 via an inductor L, and the other end of the supplementary bus capacitor C3 can be connected to the lower arm of the three-phase bridge circuit in the supplementary converter 21. This allows the inductor L to be used to increase the capacity of the inductive components in the boost charging circuit and / or buck charging circuit formed by the second set of electric drive systems, thereby further increasing the charging power of the buck charging process.

[0059] In one example Figure 7A and Figure 7B Different types of charging processes can be executed using the control methods described above. For example, during boost charging, the BMS can control the boost negative relay S23, main positive relay S26, and main negative relay S1 to close, while the motor controller controls the boost positive relay S22 to close. Then, the voltage of the pre-charge capacitor C1 can be reduced to match the terminal voltage of the charging pile by controlling the converter 20, and the motor controller then controls the terminal relay S21 to close, thus enabling boost charging. As another example, during buck charging, the BMS can control the boost negative relay S23, main positive relay S26, and main negative relay S1 to close, while the motor controller controls the boost negative relay S22 to close. Then, the converter 20 can be controlled to increase the voltage of the pre-charge capacitor C1 to match the terminal voltage of the charging pile, and the BMS controls the direct charging relay S24 to close and the main positive relay S26 to open. Simultaneously, the motor controller controls the boost positive relay S22 to open and the buck relay S25 to close, thus enabling buck charging. For example, during direct charging, the BMS requests the closure of the boost negative relay S23, the direct charging relay S24, the main positive relay S26, and the main negative relay S1, and the motor controller requests the closure of the terminal relay S21, thereby enabling direct charging.

[0060] Through the above scheme, the supplementary inverter 21, the supplementary three-phase motor 31, and the supplementary bus capacitor C3 can serve as supplementary power sources in the step-down circuit to increase charging power. Especially for new energy vehicles with dual motors (such as four-wheel drive electric vehicles), the energy storage capacity of the inductors in the existing two electric drive systems can be fully utilized, significantly increasing the charging current during the step-down charging process, thereby maximizing the utilization of the charging pile's charging power.

[0061] The specific implementation of the integrated charging system for electric vehicles in the embodiments of this disclosure is not limited. For example, the integrated charging system can be integrated into the electric vehicle or set up independently of the electric vehicle and the charging pile.

[0062] Figure 8 An exemplary application process 800 for a control method for an integrated charging system according to one embodiment is shown. Application process 800 describes an example of the use of the integrated charging system for electric vehicles disclosed herein.

[0063] like Figure 8 As shown, in step S810, the charging process to be executed is determined. In this embodiment, the charging process to be executed can be one of a direct charging process, a boost charging process, or a buck charging process. In one example, the charging process to be executed can be determined based on the relationship between the current voltage of the battery 10 and the maximum output voltage of the charging pile.

[0064] If a direct charging process is performed, in S820, the switch group S2 can be controlled to connect the positive terminal of the battery 10 to the positive terminal of the charging interface and close the main negative relay S1.

[0065] If the boost charging process is performed, in S830, the switch group S2 can be controlled to connect the positive terminal of the battery 10 to the positive terminal of the DC terminal of the inverter 20, connect the first terminal of the drive motor 30 to the positive terminal of the charging interface, and close the main negative relay S1.

[0066] If the step-down charging process is executed, in S840, the switch group S2 can be controlled to connect the positive DC terminal of the inverter 20 to the positive terminal of the charging interface, connect the positive terminal of the battery 10 to the first terminal of the drive motor 30, and close the main negative relay S1. In this embodiment, by cooperating with the inverter 20, the electrical energy of the charging pile can be stored in the winding of the drive motor 30, and then the winding containing the stored electrical energy can be used as a power source to charge the battery 10. The specific control of the inverter 20 can be referred to the control method described below using a bridge circuit as an example.

[0067] In this embodiment, the specific operation mode of steps S820-S840 can be determined according to the specific form of switch group S2, for example, it can refer to the above-mentioned... Figures 2B-2E Related descriptions.

[0068] In some examples, the switch group S2 may include a terminal relay S21, a boost positive relay S22, a boost negative relay S23, a direct charging relay S24, a buck relay S25, a main positive relay S26, and a pre-charge relay S27. The integrated charging system also includes a pre-charge capacitor C1 and a bus capacitor C2. For details, please refer to the relevant descriptions in the foregoing embodiments.

[0069] In some examples, the switching on and off of the pile end relay S21, the boost positive relay S22, and the buck relay S25 can be controlled by the control module of the motor controller. In some examples, the switching on and off of the boost negative relay S23, the direct charging relay S24, the main positive relay S26, the pre-charging relay S27, and the main negative relay S1 can be controlled by the BMS. It is understood that the switching on and off of the aforementioned pile end relays S21, boost positive relay S22, boost negative relay S23, direct charging relay S24, buck relay S25, main positive relay S26, pre-charging relay S27, and main negative relay S1 can also be controlled by other control modules or control systems, which is not limited here.

[0070] In some examples, the BMS can request the closure of the boost negative relay S23, direct charging relay S24, main positive relay S26, and main negative relay S1, while the motor controller can request the closure of the terminal relay S21 to achieve the direct charging process. In these examples, the boost positive relay S22 and the buck relay S25 are in the open state.

[0071] In some examples, the BMS can control the closing of the boost negative relay S23, the main positive relay S26, and the main negative relay S1, while the motor controller can control the closing of the boost positive relay S22. Then, by controlling the converter 20, the voltage of the pre-charge capacitor C1 is reduced to match the terminal voltage of the charging pile, and the motor controller then controls the closing of the terminal relay S21, thus realizing the boost charging process. In these examples, the direct charging relay S24, the buck relay S25, and the pre-charge relay S27 are in the open state.

[0072] In some examples, the BMS can control the closing of the boost negative relay S23, the main positive relay S26, and the main negative relay S1, while the motor controller controls the closing of the boost negative relay S22. This, in turn, controls the converter 20 to increase the voltage of the pre-charge capacitor C1 to match the terminal voltage of the charging pile. Then, the BMS controls the closing of the direct charging relay S24 and the opening of the main positive relay S26, while the motor controller controls the opening of the boost positive relay S22 and the closing of the buck relay S25, thus achieving a direct buck charging process. In these examples, the pre-charge relay S27 is in the open state.

[0073] In some examples, the control module of the motor controller is also configured to control the on / off state of the power module of the motor controller. The motor controller can operate at least as an inverter 20 when the electric vehicle is charging, so that the drive motor 30 and the inverter 20 charge the battery 10 by stepping down or stepping up the output voltage at the charging pile.

[0074] In some examples, the boost charging process can be performed as follows: During the inductor energy storage stage, the lower bridge arm of the inverter 20 can be turned on and the upper bridge arm can be turned off, so that the winding of the drive motor 30 absorbs electrical energy from the charging pile and generates an electromotive force that opposes the direction of the current; During the inductor energy release stage, the upper bridge arm of the inverter 20 can be turned on and the lower bridge arm can be turned off. Since the current of the inductor cannot change abruptly, the winding in the drive motor 30, which stores electrical energy, can also act as a power source to supply power to the battery 10 together with the charging pile, thereby achieving the boost effect.

[0075] In some examples, the buck charging process can be performed as follows: During the inductive energy storage stage, the upper arm of the inverter 20 can be turned on and the lower arm can be turned off, so that the winding of the drive motor 30 absorbs electrical energy from the charging pile and generates an induced electromotive force that opposes the change of current. Since the current flowing through the winding of the drive motor 30 cannot change abruptly, the charging current will gradually increase, and the voltage across the bus capacitor C2 and the battery 10 will increase with the increase of current. During the inductive energy release stage, the upper arm of the inverter 20 can be turned off and the lower arm can be turned on, or the upper arm and the lower arm can be turned off at the same time, and the energy stored in the winding of the drive motor 30 and the bus capacitor C2 can be continuously supplied to the battery 10 through the freewheeling diode of the lower arm. It is understood that the above-mentioned step-down charging process does not charge the battery 10 directly from the charging pile, but uses the winding of the drive motor 30 as a medium to provide charging current to the battery 10. Therefore, the charging current in the step-down charging process depends on the capacity of the inductive element in the step-down charging closed loop and is no longer limited by the maximum output current of the charging pile, thereby achieving the effect of step-down and current-increasing.

[0076] By using the above methods, only minor modifications are needed to the existing circuit structure and control logic of electric vehicles to achieve circuit switching in different charging modes, which has the advantages of low cost and high efficiency.

[0077] Figure 9 An exemplary block diagram of an electric vehicle 900 according to one embodiment is shown. Embodiments of this disclosure provide an electric vehicle including: a motor controller 910, a battery management system 920, and an integrated charging system 930. The motor controller 910 may include a control module and a power module. The integrated charging system 930 can be specifically referred to as described above. Figures 1-7B The various embodiments are described in detail. The motor controller 910 can at least implement the function of the inverter 20 in the integrated charging system. The control module of the motor controller 910 and the battery management control system can be used to perform, for example... Figure 8 At least one operation in the control method described in the embodiments.

[0078] It should be understood that all operations in the methods described above are merely exemplary, and this disclosure is not limited to any operation in the methods or the order of such operations, but should cover all other equivalent transformations under the same or similar concept.

[0079] Furthermore, unless otherwise specified or clearly understood from the context to refer to the singular form, the articles “a” and “an” as used in this specification and the appended claims should generally be interpreted as meaning “one” or “one or more”.

[0080] It should also be understood that all modules in the apparatus described above can be implemented in various ways. These modules can be implemented as hardware, software, or a combination thereof. Furthermore, any of these modules can be further functionally divided into sub-modules or combined together.

[0081] Processors have been described in conjunction with various devices and methods. These processors can be implemented using electronic hardware, computer software, or any combination thereof. Whether these processors are implemented as hardware or software will depend on the specific application and the overall design constraints imposed on the system. As an example, the processors, any portions of processors, or any combinations of processors given in this disclosure can be implemented as microprocessors, microcontrollers, digital signal processors (DSPs), field-programmable gate arrays (FPGAs), programmable logic devices (PLDs), state machines, gate logic, discrete hardware circuits, and other suitable processing units configured to perform the various functions described in this disclosure. The functionality of the processors, any portions of processors, or any combinations of processors given in this disclosure can be implemented as software executed by a microprocessor, microcontroller, DSP, or other suitable platform.

[0082] Software should be broadly considered as representing instructions, instruction sets, code, code segments, program code, programs, subroutines, software modules, applications, software applications, software packages, routines, subroutines, objects, running threads, procedures, functions, etc. Software may reside on a computer-readable medium. Computer-readable media may include, for example, memory, which may be, for example, magnetic storage devices (e.g., hard disks, floppy disks, magnetic stripes), optical disks, smart cards, flash memory devices, random access memory (RAM), read-only memory (ROM), programmable ROM (PROM), erasable PROM (EPROM), electrically erasable PROM (EEPROM), registers, or removable disks. Although memory is shown as separate from the processor in several aspects set forth in this disclosure, memory may also reside within the processor (e.g., in caches or registers).

[0083] The above description is provided to enable any person skilled in the art to implement the various aspects described herein. Various modifications to these aspects will be apparent to those skilled in the art, and the general principles defined herein may be applied to other aspects. Therefore, the claims are not intended to be limited to the aspects shown herein. All structural and functional equivalents of the elements of the various aspects described in this disclosure that are known or about to be known to those skilled in the art shall be covered by the claims.

Claims

1. An integrated charging system for electric vehicles, characterized in that, include: The converter (20), drive motor (30), main negative relay (S1), and switch group (S2) are included. The AC terminal of the converter (20) is connected to the second terminal of the drive motor (30); The negative terminal of the DC end of the converter (20) is connected to the negative terminal of the charging interface of the electric vehicle; The negative terminal of the battery (10) of the electric vehicle is connected to the negative terminal of the DC terminal of the inverter (20) through the main negative relay (S1); The switch group (S2) is configured to perform at least one of the following operations: Connect the positive terminal of the battery (10) to the positive terminal of the charging interface, and the positive and negative terminals of the charging interface are used to connect to the positive and negative terminals of the charging pile, respectively. Connect the positive terminal of the battery (10) to the positive terminal of the DC terminal of the inverter (20), and connect the first terminal of the drive motor (30) to the positive terminal of the charging interface; Connect the positive DC terminal of the inverter (20) to the positive terminal of the charging interface, and connect the positive terminal of the battery (10) to the first terminal of the drive motor (30).

2. The integrated charging system as described in claim 1, characterized in that, The switch group (S2) includes a pile-end relay (S21), a boost positive relay (S22), a boost negative relay (S23), a direct charging relay (S24), a buck relay (S25), and a main positive relay (S26). The first end of the drive motor (30) is connected to the positive terminal of the charging interface through the boost positive relay (S22) and the terminal relay (S21) connected in series; The negative terminal of the DC end of the converter (20) is connected to the negative terminal of the charging interface through the boost negative relay (S23); The positive DC terminal of the converter (20) is connected to the second terminal of the direct charging relay (S24) and the first terminal of the main positive relay (S26), respectively. The first terminal of the direct charging relay (S24) is connected between the terminal relay (S21) and the boost positive relay (S22). The second terminal of the main positive relay (S26) is connected to the positive terminal of the battery (10). The first end of the step-down relay (S25) is connected between the boost positive relay (S22) and the first end of the drive motor (30), and the second end of the step-down relay (S25) is connected to the positive terminal of the battery (10).

3. The integrated charging system as described in claim 2, characterized in that, The switch group (S2) further includes a pre-charge relay (S27), which is connected in parallel with the main positive relay (S26). The integrated charging system also includes a pre-charge capacitor (C1) and a bus capacitor (C2). One end of the pre-charge capacitor (C1) is connected between the terminal relay (S21) and the boost positive relay (S22), and the other end of the pre-charge capacitor (C1) is connected between the boost negative relay (S23) and the negative terminal of the charging interface. The bus capacitor (C2) is connected in parallel between the inverter (20) and the battery (10).

4. The integrated charging system as described in claim 2 or 3, characterized in that, The integrated charging system also includes a filter circuit. The positive input terminal of the filter circuit is connected to the positive terminal of the charging interface through the terminal relay (S21), the negative input terminal of the filter circuit is connected to the negative terminal of the charging interface, the positive output terminal of the filter circuit is connected to the drive motor (30) through the boost positive relay (S22), and the negative output terminal of the filter circuit is connected to the converter (20) through the boost negative relay (S23).

5. The integrated charging system as described in claim 1, characterized in that, The drive motor (30) includes a three-phase motor, and the converter (20) includes a three-phase bridge circuit composed of at least power switching devices. The AC terminal, DC negative terminal, and DC positive terminal of the converter (20) are respectively connected to the midpoint of the bridge arm, the lower bridge arm, and the upper bridge arm in the three-phase bridge circuit. The AC terminal of the converter (20) is connected to the second terminal of the drive motor (30) in the following ways: At least one phase winding of the three-phase motor is connected to the midpoint of at least one set of bridge arms in the three-phase bridge circuit.

6. The integrated charging system as described in claim 5, characterized in that, The switch group (S2) includes a boost negative relay (S23), and the integrated charging system also includes an inductor (L), one end of which is connected to the boost negative relay (S23), and the other end of which is connected to the lower bridge arm.

7. The integrated charging system as described in claim 5, characterized in that, The integrated charging system includes at least two sets of electric drive systems connected in parallel, each set of electric drive systems including the three-phase motor and the three-phase bridge circuit.

8. The integrated charging system as described in claim 7, characterized in that, The integrated charging system also includes an inductor connected to at least one of the at least two sets of electric drive systems.

9. The integrated charging system as described in claim 8, characterized in that, The integrated charging system also includes at least two bus capacitors, and the at least two sets of electric drive systems are respectively connected to the corresponding bus capacitors.

10. An electric vehicle, characterized in that, include: Motor controller, including control module and power module; Battery management and control system; as well as The integrated charging system as described in any one of claims 1 to 9, wherein the motor controller is used to at least implement the function of the converter (20) in the integrated charging system.

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