Vehicle boost charging architecture, and automobile

Abstract

The present application discloses a vehicle boost charging architecture, and an automobile. A power battery pack is connected to a motor driver circuit by means of a main positive switch circuit and a main negative switch circuit, and is connected to a positive electrode and a negative electrode of a charging and discharging interface by means of a positive charging switch circuit and a negative charging switch circuit, respectively. The motor driver circuit is connected to a motor inductor circuit, and a boost switch circuit is connected between the motor inductor circuit and the charging and discharging interface. In a situation in which a vehicle enters a boost charging mode, a master control circuit is used for controlling the boost switch circuit to be closed, and controlling the positive charging switch circuit and the negative charging switch circuit to be disconnected, thereby boosting the input voltage of the charging and discharging interface and then outputting said voltage to the power battery pack, achieving the purpose of charging the power battery pack. By means of the vehicle boost charging architecture of the present application, an electric drive assembly and relay topology inside the vehicle can be utilized, the function of low-cost boost charging is achieved without requiring extra inductors, controllers and other components, facilitating arrangement and simplification of an electronic control system.

Description

Vehicle boost charging architecture, automobile

[0001] This application incorporates Chinese Patent Application No. 202410706379.1, filed on May 31, 2024, entitled “Vehicle Boost Charging Architecture, Automobile”, which is incorporated herein by reference in its entirety. Technical Field

[0002] This application relates to the field of automotive technology, specifically to a vehicle boost charging architecture and an automobile. Background Technology

[0003] With the development of electric vehicles, more and more electric vehicles are starting to use 800V battery management systems, thus requiring 800V charging stations. Currently, most charging stations on the market coexist with 800V and 400V. For 400V charging stations, the voltage needs to be boosted before charging can begin.

[0004] However, to achieve boost charging, most current methods require additional inductors and relays within the electric vehicle to form a boost / buck circuit, which boosts the output of the 400V charging station to 800V and completes the charging process, resulting in high costs. Technical issues

[0005] In view of the above problems, this application provides a vehicle boost charging architecture and automobile, which can solve the problem that most current electric vehicles require additional inductors and relays to form boost and buck circuits. Technical solutions

[0006] The first aspect of this application provides a vehicle boost charging architecture, including: a power battery pack, a motor drive circuit, a motor inductor circuit, a main positive switch circuit, a main negative switch circuit, a charging positive switch circuit, a charging negative switch circuit, a boost switch circuit, and a main control circuit.

[0007] The power battery pack is connected to the motor drive circuit via a main positive switch circuit and a main negative switch circuit, and is connected to the positive and negative terminals of the charging and discharging interface via the charging positive switch circuit and the charging negative switch circuit, respectively.

[0008] The motor drive circuit is connected to the motor inductor circuit, and the boost switch circuit is connected between the motor inductor circuit and the positive terminal of the charging and discharging interface.

[0009] The main control circuit is used to control the closing of the boost switch circuit and the opening of the positive charge switch circuit and the negative charge switch circuit when the vehicle enters the boost charging mode.

[0010] In the technical solution of this application embodiment, the vehicle boost charging architecture includes: a power battery pack, a motor drive circuit, a motor inductor circuit, a main positive switch circuit, a main negative switch circuit, a charging positive switch circuit, a charging negative switch circuit, a boost switch circuit, and a main control circuit. The power battery pack is connected to the motor drive circuit via the main positive switch circuit and the main negative switch circuit, and is connected to the positive and negative terminals of the charging / discharging interface via the charging positive switch circuit and the charging negative switch circuit, respectively. The motor drive circuit is connected to the motor inductor circuit, and the boost switch circuit is connected between the motor inductor circuit and the positive terminal of the charging / discharging interface. The main control circuit is used to control the boost switch circuit to close and the charging positive switch circuit and the charging negative switch circuit to open when the vehicle enters the boost charging mode, thereby boosting the input voltage of the charging / discharging interface and outputting it to the power battery pack to achieve the purpose of charging the power battery pack. Through the vehicle boost charging architecture of this application, the vehicle's internal electric drive assembly and relay topology can be used to achieve low-cost boost charging function without the need for additional inductors, controllers, and other devices, which is beneficial to the layout and simplification of the electronic control system.

[0011] In some embodiments, the motor drive circuit includes a multiphase inverter circuit.

[0012] In the technical solution of this application embodiment, the motor drive circuit includes a multiphase inverter circuit. Controlled by the main control circuit, the multiphase inverter circuit can convert the DC power output from the power battery pack into AC power and output it to the motor inductor circuit, thereby driving the motor to rotate. It can also receive multiphase AC power input from the motor inductor circuit and convert it into DC power to charge the power battery pack. When the vehicle enters boost charging mode, the motor inductor circuit and motor drive circuit inside the motor enable the AC power input from the charging / discharging interface to be boosted and converted by the motor inductor circuit to charge the power battery pack.

[0013] In some embodiments, the motor inductance circuit includes a plurality of inductors, and each switch in the multiphase inverter circuit is connected to the boost switch circuit via the corresponding inductor.

[0014] In the technical solution of this application embodiment, the motor inductance circuit includes multiple inductors, which are coil windings inside the motor. One end of the multiple inductors is connected to the boost switching circuit, and the other end of the multiple inductors is respectively connected to multiple bridge arms of the multiphase inverter circuit.

[0015] In some embodiments, the multiphase inverter circuit includes a first switch, a second switch, a third switch, a fourth switch, a fifth switch, and a sixth switch;

[0016] The first terminal of the first switch, the first terminal of the second switch, and the first terminal of the third switch are connected to the positive terminal of the power battery pack via the main positive switch circuit;

[0017] The second terminal of the first switch and the first terminal of the fourth switch are connected to the boost switch circuit via the corresponding inductor.

[0018] The second terminal of the second switch and the first terminal of the fifth switch are connected to the boost switch circuit via the corresponding inductor;

[0019] The second terminal of the third switch and the first terminal of the sixth switch are connected to the boost switch circuit via the corresponding inductor;

[0020] The second terminals of the fourth switch, the fifth switch, and the sixth switch are connected to the negative terminal of the power battery pack via the main negative switch circuit.

[0021] In the technical solution of this application embodiment, the first switch and the fourth switch form the first bridge arm, the second switch and the fifth switch form the second bridge arm, and the third switch and the fourth switch form the third bridge arm. The first and second ends of the first, second, and third bridge arms are respectively connected to the main positive switch circuit and the main negative switch circuit. The third ends of the first, second, and third bridge arms are respectively connected to the three coil windings in the motor inductor circuit. The first, second, and third bridge arms, controlled by the main control circuit, can convert the DC power output from the power battery pack into AC power and output it to the motor inductor circuit, thereby driving the motor to rotate. They can also receive multiphase AC power input from the motor inductor circuit and convert it into DC power to charge the power battery pack. When the vehicle enters the boost charging mode, the motor inductor circuit and motor drive circuit inside the motor enable the AC power input from the charging and discharging interface to be boosted and converted by the motor inductor circuit to charge the power battery pack.

[0022] In some embodiments, the vehicle boost charging architecture further includes:

[0023] The pre-charge switch circuit is connected in parallel with the main positive switch circuit.

[0024] In some embodiments, the vehicle boost charging architecture further includes:

[0025] The first capacitor is connected in parallel with the power battery pack.

[0026] In the technical solution of this application embodiment, the first capacitor is connected in parallel with the power battery pack, and the power battery pack is connected to the multiphase inverter circuit via the main positive switch circuit. When the vehicle enters the boost charging mode, the boost switch circuit is closed, and the positive and negative charging switch circuits are open. The three coil windings and the first capacitor can form an LC boost circuit. The AC power input from the charging and discharging interface is output to the multiphase inverter circuit via the three coil windings in the motor inductor circuit. The multiphase inverter circuit converts it into DC power and outputs it to the power battery pack via the first capacitor. By controlling the multiphase inverter circuit and the boost switch circuit, the inductor in the electrode inductor circuit is continuously charged and discharged, thereby increasing the voltage across the first capacitor and achieving the purpose of boosting the input voltage of the charging and discharging interface. Through the vehicle boost charging architecture of this application, the function of low-cost boost charging can be realized by utilizing the electric drive assembly and relay topology inside the vehicle, without the need for additional inductors, controllers, and other devices, which is beneficial to the layout and simplification of the electronic control system.

[0027] In some embodiments, the vehicle boost charging architecture further includes:

[0028] The second capacitor is connected in parallel with the charging / discharging interface.

[0029] In the technical solution of this application embodiment, the two ends of the second capacitor are respectively connected to the positive and negative terminals of the charging and discharging interface, which can be used to filter the input current of the charging and discharging interface. In specific applications, the current input to the charging and discharging interface can be direct current or alternating current. When the current input to the charging and discharging interface is alternating current, it can be converted into direct current by a multiphase inverter circuit and then output to the power battery pack.

[0030] In some embodiments, the main control circuit is used to control the positive charging switch circuit and the negative charging switch circuit to close, and to control the boost switch circuit to open, when the vehicle enters the bypass charging mode.

[0031] In the technical solution of this application embodiment, when the vehicle enters the bypass charging mode, the positive charge switch circuit and the negative charge switch circuit are closed, the boost switch circuit is open, and the DC power connected to the charging and discharging interface can directly charge the power battery pack through the positive charge switch circuit and the negative charge switch circuit.

[0032] In some embodiments, before controlling the positive charge switch circuit and the negative charge switch circuit to close, the main control circuit is also used to control the current of the charging and discharging interface to precharge the voltage across the first capacitor to a first threshold voltage range through the boost switch circuit, the motor drive circuit, and the main positive switch circuit; wherein, the first threshold voltage range includes the output voltage of the power battery pack.

[0033] In the technical solution of this application embodiment, when the vehicle enters the bypass charging mode, before bypass charging, the first capacitor at both ends of the power battery pack can be pre-charged via the boost switch circuit, the motor inductor circuit, and the motor drive circuit, so that the voltage at both ends of the capacitor is pre-charged to the first threshold voltage range, reaching the voltage of the power battery pack, and then the boost switch circuit is disconnected and the charge-to-negative switch circuit is closed.

[0034] In some embodiments, when the vehicle enters the boost charging mode, the main control circuit is further configured to control the current of the charging and discharging interface to precharge the voltage across the first capacitor to the second threshold voltage range via the boost switch circuit, the motor drive circuit, and the main positive switch circuit.

[0035] In the technical solution of this application embodiment, when the vehicle enters the boost charging mode, the boost switch circuit is closed. By controlling the duty cycle of at least one of the first, second, and third switches, the voltage of the charging and discharging interface can be boosted by the LC boost circuit composed of the motor inductor circuit and the first capacitor. At this time, the current input to the charging and discharging interface pre-charges the first capacitor through the boost switch circuit, the motor inductor circuit, the multiphase inverter circuit, and the main positive switch circuit. The voltage across the first capacitor is pre-charged to the second threshold voltage range, reaching the voltage of the power battery pack. Then, the boost switch circuit is disconnected and the charging negative switch circuit is closed.

[0036] In some embodiments, the main control circuit is further configured to first control the vehicle to enter a bypass charging mode to charge the power battery pack when the maximum voltage of the power battery pack is greater than the maximum output voltage of the charging pile and the voltage of the power battery pack is less than the maximum output voltage of the charging pile, and control the vehicle to enter a boost charging mode when the voltage of the power battery pack reaches a third threshold voltage range.

[0037] In the technical solution of this application embodiment, when the maximum voltage of the power battery pack is greater than the maximum output voltage of the charging pile, and the voltage of the power battery pack is less than the maximum output voltage of the charging pile, in order to improve the charging speed, a bypass charging mode can be used first, and then switched to a boost charging mode. Specifically, the bypass charging mode is first used to boost the voltage across the power battery pack to the range of the third threshold voltage. Then, the boost switching circuit is closed. By controlling the closing of the first, second, and third switches, and controlling the duty cycle of the fourth, fifth, and sixth switches, the current through the boost switching circuit increases, while the current through the positive charging switching circuit decreases. When the current flowing through the charging switching circuit approaches 0, the charging switching circuit is disconnected, so that the vehicle's boost charging architecture fully enters the boost charging mode.

[0038] In some embodiments, the main control circuit is further configured to control the boost switch circuit to disconnect, the positive charge switch circuit and the negative charge switch circuit to disconnect when the vehicle enters driving mode.

[0039] In the technical solution of this application embodiment, when the vehicle enters driving mode, the boost switch circuit is disconnected, the positive charge switch circuit and the negative charge switch circuit are disconnected, and the multi-phase inverter circuit fully enters inverter mode, converting the DC power output from the power battery pack into AC power, which drives the motor to rotate through multiple coil windings in the motor inductor circuit, thereby realizing vehicle driving. Through the vehicle boost charging architecture of this application, the function of low-cost boost charging can be achieved using the vehicle's internal electric drive assembly and relay topology. The modifications are minor, do not affect normal vehicle operation, and do not require additional inductors, controllers, or other components, which is beneficial for the layout and simplification of the electronic control system.

[0040] A second aspect of this application provides a vehicle including a vehicle boost charging architecture as described in any of the foregoing embodiments.

[0041] The above description is only an overview of the technical solution of this application. In order to better understand the technical means of this application and to implement it in accordance with the contents of the specification, and to make the above and other objects, features and advantages of this application more obvious and understandable, the following are specific embodiments of this application. Beneficial effects

[0042] In the technical solution of this application embodiment, the power battery pack is connected to the motor drive circuit via a main positive switch circuit and a main negative switch circuit, and is connected to the positive and negative terminals of the charging / discharging interface via a charging positive switch circuit and a charging negative switch circuit, respectively. The motor drive circuit is connected to the motor inductor circuit, and the boost switch circuit is connected between the motor inductor circuit and the positive terminal of the charging / discharging interface. The main control circuit is used to control the boost switch circuit to close and the charging positive and charging negative switch circuits to open when the vehicle enters the boost charging mode, thereby boosting the input voltage of the charging / discharging interface and outputting it to the power battery pack to achieve the purpose of charging the power battery pack. Through the vehicle boost charging architecture of this application, the vehicle's internal electric drive assembly and relay topology can be used to achieve low-cost boost charging, without the need for additional inductors, controllers, or other devices, which is beneficial for the layout and simplification of the electronic control system. Attached Figure Description

[0043] Various other advantages and benefits will become apparent to those skilled in the art upon reading the detailed description of the preferred embodiments below. The accompanying drawings are for illustrative purposes only and are not intended to limit the scope of this application. Furthermore, the same reference numerals denote the same parts throughout the drawings. In the drawings:

[0044] Figure 1 is a schematic diagram of the first structure of the vehicle boost charging architecture provided in the embodiment of this application;

[0045] Figure 2 is a schematic diagram of a second structure of the vehicle boost charging architecture provided in an embodiment of this application;

[0046] Figure 3 is a schematic diagram of the third structure of the vehicle boost charging architecture provided in the embodiments of this application;

[0047] Figure 4 is a schematic diagram of the fourth structure of the vehicle boost charging architecture provided in the embodiments of this application. Embodiments of the present invention

[0048] The embodiments of the technical solution of this application will now be described in detail with reference to the accompanying drawings. These embodiments are only used to more clearly illustrate the technical solution of this application and are therefore merely examples, and should not be used to limit the scope of protection of this application.

[0049] Unless otherwise defined, all technical and scientific terms used herein have the same meaning as commonly understood by one of ordinary skill in the art to which this application pertains; the terminology used herein is for the purpose of describing particular embodiments only and is not intended to limit the application; the terms “comprising” and “having”, and any variations thereof, in the specification, claims, and foregoing description of the drawings are intended to cover non-exclusive inclusion.

[0050] In the description of the embodiments of this application, technical terms such as "first" and "second" are used only to distinguish different objects and should not be construed as indicating or implying relative importance or implicitly specifying the number, specific order, or primary and secondary relationship of the indicated technical features. In the description of the embodiments of this application, "multiple" means two or more, unless otherwise explicitly defined.

[0051] In this document, the term "embodiment" means that a particular feature, structure, or characteristic described in connection with an embodiment may be included in at least one embodiment of this application. The phrase "second connection port" at various locations in the specification does not necessarily refer to the same embodiment, nor is it a separate or alternative embodiment mutually exclusive with other embodiments. It will be explicitly and implicitly understood by those skilled in the art that the embodiments described herein can be combined with other embodiments.

[0052] In the description of the embodiments in this application, the term "and / or" is merely a description of the relationship between related objects, indicating that three relationships can exist. For example, A and / or B can represent: A existing alone, A and B existing simultaneously, and B existing alone. Additionally, the character " / " in this document generally indicates that the preceding and following related objects have an "or" relationship.

[0053] In the description of the embodiments of this application, the term "multiple frames" refers to two or more (including two).

[0054] In the description of the embodiments of this application, the technical terms "center," "longitudinal," "lateral," "length," "width," "thickness," "upper," "lower," "front," "rear," "left," "right," "vertical," "horizontal," "top," "bottom," "inner," "outer," "clockwise," "counterclockwise," "axial," "radial," and "circumferential" indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. They are only for the convenience of describing the embodiments of this application and simplifying the description, and are not intended to indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limitations on the embodiments of this application.

[0055] In related technologies, in order to achieve boost charging, most current methods require additional inductors and relays to form a boost-buck circuit within the electric vehicle to boost the output of the 400V charging pile to 800V and complete the charging process, which results in high costs.

[0056] To address the aforementioned technical problems, this application provides a vehicle boost charging architecture. As shown in Figure 1, the vehicle boost charging architecture in this embodiment includes: a power battery pack 100, a motor drive circuit 300, a motor inductor circuit 400, a main positive switch circuit 210, a main negative switch circuit 220, a charging positive switch circuit 110, a charging negative switch circuit 120, a boost switch circuit 230, and a main control circuit 600. The power battery pack 100 is connected to the motor drive circuit 300 via the main positive switch circuit 210 and the main negative switch circuit 220, and is connected to the positive and negative terminals of the charging and discharging interface via the charging positive switch circuit 110 and the charging negative switch circuit 120, respectively. The motor drive circuit 300 is connected to the motor inductor circuit 400. The boost switch circuit 230 is connected between the motor inductor circuit 400 and the positive terminal of the charging and discharging interface. The main control circuit 600 is used to control the boost switch circuit 230 to close and the charging positive switch circuit 110 and the charging negative switch circuit 120 to open when the vehicle enters the boost charging mode.

[0057] In this embodiment, the motor drive circuit 300, the main positive switch circuit 210, the main negative switch circuit 220, the charging positive switch circuit 110, the charging negative switch circuit 120, and the boost switch circuit 230 can all be controlled by the main control circuit 600. The power battery pack 100 is connected to the motor drive circuit 300 via the main positive switch circuit 210 and the main negative switch circuit 220, and is connected to the positive and negative terminals of the charging and discharging interface via the charging positive switch circuit 110 and the charging negative switch circuit 120, respectively. The motor drive circuit 300 is connected to the motor inductor circuit 400, and the boost switch circuit 230 is connected between the motor inductor circuit 400 and the positive terminal of the charging and discharging interface. When the vehicle is stationary, both its motor drive circuit 300 and the motor are idle. When the vehicle enters boost charging mode, the main control circuit 600 controls the boost switch circuit 230 to close and controls the positive charge switch circuit 110 and the negative charge switch circuit 120 to open, thereby boosting the input voltage of the charging and discharging interface and outputting it to the power battery pack 100 to charge the power battery pack 100. Through the vehicle boost charging architecture of this application, the vehicle's internal electric drive assembly and relay topology can be used to achieve low-cost boost charging without the need for additional inductors, controllers, or other components, which is beneficial for the layout and simplification of the electronic control system.

[0058] In some embodiments, the motor drive circuit 300 includes a multiphase inverter circuit.

[0059] In this embodiment, the motor drive circuit 300 includes a multiphase inverter circuit. Controlled by the main control circuit 600, the multiphase inverter circuit can convert the DC power output from the power battery pack 100 into AC power and output it to the motor inductor circuit 400, thereby driving the motor to rotate. It can also receive multiphase AC power input from the motor inductor circuit 400 and convert it into DC power to charge the power battery pack 100. When the vehicle enters boost charging mode, the motor inductor circuit 400 and the motor drive circuit 300 inside the motor enable the AC power input from the charging / discharging interface to be boosted and converted by the motor inductor circuit 400 to charge the power battery pack 100.

[0060] In some embodiments, the number of bridge arms in the multiphase inverter circuit corresponds to the number of coil windings inside the motor. When the vehicle enters driving mode, the motor drive circuit 300 converts the DC power output from the power battery pack 100 into AC power and outputs it to the motor inductor circuit 400 to drive the motor to rotate. When the vehicle enters boost charging mode, the motor inductor circuit 400 and the motor drive circuit 300 inside the motor enable the AC power input from the charging and discharging interface to be boosted and converted by the motor inductor circuit 400 to charge the power battery pack 100. This fully utilizes the electric drive assembly and relay topology inside the vehicle to achieve low-cost boost charging, without the need for additional inductors, controllers, or other devices, which is beneficial for the layout and simplification of the electronic control system.

[0061] In some embodiments, the motor inductance circuit 400 includes a plurality of inductors, and each switch in the multiphase inverter circuit is connected to the boost switch circuit 230 via a corresponding inductor.

[0062] In this embodiment of the application, the motor inductance circuit 400 includes multiple inductors, which are coil windings inside the motor. One end of the multiple inductors is connected to the boost switch circuit 230, and the other end of the multiple inductors is connected to multiple bridge arms of the multiphase inverter circuit.

[0063] In some embodiments, referring to FIG2, the multiphase inverter circuit includes a first switch Q1, a second switch Q2, a third switch Q3, a fourth switch Q4, a fifth switch Q5, and a sixth switch Q6; the first terminal of the first switch Q1, the first terminal of the second switch Q2, and the first terminal of the third switch Q3 are connected to the positive terminal of the power battery pack 100 via a main positive switch circuit 210; the second terminal of the first switch Q1 and the first terminal of the fourth switch Q4 are connected to a boost switch circuit 230 via corresponding inductors; the second terminal of the second switch Q2 and the first terminal of the fifth switch Q5 are connected to the boost switch circuit 230 via corresponding inductors; the second terminal of the third switch Q3 and the first terminal of the sixth switch Q6 are connected to the boost switch circuit 230 via corresponding inductors; the second terminal of the fourth switch Q4, the second terminal of the fifth switch Q5, and the second terminal of the sixth switch Q6 are connected to the negative terminal of the power battery pack 100 via a main negative switch circuit 220.

[0064] In this embodiment, the first switch Q1 and the fourth switch Q4 form the first bridge arm, the second switch Q2 and the fifth switch Q5 form the second bridge arm, and the third switch Q3 and the fourth switch Q4 form the third bridge arm. The first and second ends of the first, second, and third bridge arms are respectively connected to the main positive switch circuit 210 and the main negative switch circuit 220. The third ends of the first, second, and third bridge arms are respectively connected to the three coil windings in the motor inductor circuit 400. The first, second, and third bridge arms are controlled by the main control circuit 600 to convert the DC power output from the power battery pack 100 into AC power and output it to the motor inductor circuit 400 to drive the motor to rotate. They can also receive multiphase AC power input from the motor inductor circuit 400 and convert it into DC power and output it to the power battery pack 100 to charge the power battery pack 100. When the vehicle enters the boost charging mode, the motor inductor circuit 400 and motor drive circuit 300 inside the motor are used to charge the power battery pack 100 after the AC power input from the charging and discharging interface is boosted and converted by the motor inductor circuit 400.

[0065] In some embodiments, the first switch Q1, the second switch Q2, the third switch Q3, the fourth switch Q4, the fifth switch Q5, and the sixth switch Q6 can be high-power switching devices.

[0066] In some embodiments, the first switch Q1, the second switch Q2, the third switch Q3, the fourth switch Q4, the fifth switch Q5, and the sixth switch Q6 can be MOSFETs or IGBTs.

[0067] In some embodiments, as shown in FIG3, the vehicle boost charging architecture further includes a pre-charge switch circuit 230, which is connected in parallel with the main positive switch circuit 210.

[0068] In some embodiments, the precharge switch circuit 230 may include a precharge relay and a precharge resistor connected in series. During normal vehicle charging, this allows the capacitors, battery, and wiring to be charged before the vehicle's electrical system starts, reducing the impact of high current flowing through the interface and thus extending the lifespan of electrical components.

[0069] In some embodiments, as shown in FIG4, the vehicle boost charging architecture further includes a first capacitor C1, which is connected in parallel with the power battery pack 100.

[0070] In this embodiment, the first capacitor C1 is connected in parallel with the power battery pack 100, and the power battery pack 100 is connected to the multiphase inverter circuit via the main positive switch circuit 210. When the vehicle enters the boost charging mode, the boost switch circuit 230 is closed, and the positive charge switch circuit 110 and the negative charge switch circuit 120 are open. The three coil windings and the first capacitor C1 can form an LC boost circuit. The AC power input from the charging and discharging interface is output to the multiphase inverter circuit via the three coil windings in the motor inductor circuit 400. The multiphase inverter circuit converts it into DC power and outputs it to the power battery pack 100 via the first capacitor C1. By controlling the multiphase inverter circuit and the boost switch circuit 230, the inductor in the electrode inductor circuit is continuously charged and discharged, thereby increasing the voltage across the first capacitor C1 and achieving the purpose of boosting the input voltage of the charging and discharging interface. Through the vehicle boost charging architecture of this application, the vehicle's internal electric drive assembly and relay topology can be used to achieve low-cost boost charging, without the need for additional inductors, controllers, or other devices, which is beneficial for the layout and simplification of the electronic control system.

[0071] In some embodiments, as shown in Figure 4, the vehicle boost charging architecture also includes a second capacitor C2, which is connected in parallel with the charging and discharging interface.

[0072] In this embodiment, the two ends of the second capacitor C2 are connected to the positive and negative terminals of the charging and discharging interface, respectively, and can be used to filter the input current of the charging and discharging interface. In specific applications, the input current of the charging and discharging interface can be either direct current (DC) or alternating current (AC). When the input current of the charging and discharging interface is AC, it can be converted into DC by a multiphase inverter circuit and then output to the power battery pack 100.

[0073] In some embodiments, the main control circuit 600 is used to control the positive charging switch circuit 110 and the negative charging switch circuit 120 to close, and to control the boost switch circuit 230 to open, when the vehicle enters the bypass charging mode.

[0074] In this embodiment, when the vehicle enters the bypass charging mode, the positive charge switch circuit 110 and the negative charge switch circuit 120 are closed, the boost switch circuit 230 is open, and the DC power connected to the charging and discharging interface can directly charge the power battery pack 100 through the positive charge switch circuit 110 and the negative charge switch circuit 120.

[0075] In some embodiments, before controlling the positive charge switch circuit 110 and the negative charge switch circuit 120 to close, the main control circuit 600 is also used to control the current of the charging and discharging interface to precharge the voltage across the first capacitor C1 to the first threshold voltage range through the boost switch circuit 230, the motor drive circuit 300, and the main positive switch circuit 210; wherein, the first threshold voltage range includes the output voltage of the power battery pack 100.

[0076] In this embodiment of the application, when the vehicle enters the bypass charging mode, before bypass charging, the first capacitor C1 at both ends of the power battery pack 100 can be pre-charged via the boost switch circuit 230, the motor inductor circuit 400, and the motor drive circuit 300, so that the voltage at both ends of the capacitor is pre-charged to the first threshold voltage range, reaching the voltage of the power battery pack 100. Then the boost switch circuit 230 is disconnected and the charge / negative switch circuit 120 is closed.

[0077] In some embodiments, when the vehicle enters the boost charging mode, the main control circuit 600 is also used to control the current of the charging and discharging interface to precharge the voltage across the first capacitor C1 to the second threshold voltage range via the boost switch circuit 230, the motor drive circuit 300, and the main positive switch circuit 210.

[0078] In this embodiment, when the vehicle enters the boost charging mode, the boost switch circuit 230 is closed. By controlling the duty cycle of at least one of the first switch Q1, the second switch Q2, and the third switch Q3, the voltage of the charging and discharging interface can be boosted using the LC boost circuit composed of the motor inductor circuit 400 and the first capacitor C1. At this time, the current input to the charging and discharging interface pre-charges the first capacitor C1 through the boost switch circuit 230, the motor inductor circuit 400, the multiphase inverter circuit, and the main positive switch circuit 210. The voltage across the first capacitor C1 is pre-charged to the second threshold voltage range, reaching the voltage of the power battery pack 100. Then, the boost switch circuit 230 is disconnected, and the charging negative switch circuit 120 is closed.

[0079] In some embodiments, the main control circuit 600 is further configured to first control the vehicle to enter the bypass charging mode to charge the power battery pack 100 when the maximum voltage of the power battery pack 100 is greater than the maximum output voltage of the charging pile and the voltage of the power battery pack 100 is less than the maximum output voltage of the charging pile, and control the vehicle to enter the boost charging mode when the voltage of the power battery pack 100 reaches the third threshold voltage range.

[0080] In this embodiment, when the maximum voltage of the power battery pack 100 is greater than the maximum output voltage of the charging pile, and the voltage of the power battery pack 100 is less than the maximum output voltage of the charging pile, in order to improve the charging speed, a bypass charging mode can be used first, and then switched to a boost charging mode. Specifically, the bypass charging mode is first used to boost the voltage across the power battery pack 100 to the range of the third threshold voltage. Then, the boost switching circuit 230 is closed. By controlling the closing of the first switch Q1, the second switch Q2, and the third switch Q3, and controlling the duty cycle of the fourth switch Q4, the fifth switch Q5, and the sixth switch Q6, the current through the boost switching circuit 230 is increased, while the current through the positive charging switch circuit 110 is decreased. When the current flowing through the charging switch circuit approaches 0, the charging switch circuit is disconnected, so that the vehicle's boost charging architecture fully enters the boost charging mode.

[0081] In some embodiments, the main control circuit 600 is also used to control the boost switch circuit 230 to disconnect, and the positive charge switch circuit 110 and the negative charge switch circuit 120 to disconnect when the vehicle enters driving mode.

[0082] In this embodiment, when the vehicle enters driving mode, the boost switch circuit 230 is disconnected, the positive charge switch circuit 110 and the negative charge switch circuit 120 are disconnected, and the multiphase inverter circuit fully enters inverter mode, converting the DC power output from the power battery pack 100 into AC power. This AC power is then used to drive the motor through multiple coil windings in the motor inductor circuit 400, thus achieving vehicle driving. The vehicle boost charging architecture of this application allows for low-cost boost charging using the vehicle's internal electric drive assembly and relay topology. The modifications are minimal, do not affect normal vehicle operation, and require no additional inductors, controllers, or other components, which is beneficial for the layout and simplification of the electronic control system.

[0083] In some embodiments, the main positive switching circuit 210 may include a main positive relay, which is connected between the first terminal of the first capacitor C1 and the positive terminal of the power battery pack 100.

[0084] In some embodiments, the main negative switch circuit 220 may include a main negative relay, which is connected between the second terminal of the first capacitor C1 and the negative terminal of the power battery pack 100.

[0085] In some embodiments, the positive charge switch circuit 110 may include a positive charge relay, which is connected between the positive terminal of the charging / discharging interface and the positive terminal of the power battery pack 100.

[0086] In some embodiments, the charge / discharge switch circuit 120 may include a charge / discharge relay, with the main negative relay connected between the negative terminal of the charge / discharge interface and the negative terminal of the power battery pack 100.

[0087] In some embodiments, the boost switch circuit 230 may include a boost relay, which is connected between the positive terminal of the charging / discharging interface and the motor inductance circuit 400.

[0088] A second aspect of this application provides a vehicle including a vehicle boost charging architecture as described in any of the above embodiments.

[0089] In this embodiment, by integrating the vehicle low-voltage power supply architecture of any of the above embodiments into the vehicle, the boost switch circuit 230 can be integrated into the motor, and the motor drive circuit 300, the main positive switch circuit 210, the main negative switch circuit 220, the charging positive switch circuit 110, the charging negative switch circuit 120, and the boost switch circuit 230 can reuse the same controller, thereby optimizing the electrical architecture of the vehicle management system, simplifying the relevant components of the vehicle, and greatly reducing the overall vehicle cost.

[0090] In the technical solution of this application embodiment, the power battery pack 100 is connected to the motor drive circuit 300 via the main positive switch circuit 210 and the main negative switch circuit 220, and is connected to the positive and negative terminals of the charging and discharging interface via the charging positive switch circuit 110 and the charging negative switch circuit 120, respectively. The motor drive circuit 300 is connected to the motor inductor circuit 400, and the boost switch circuit 230 is connected between the motor inductor circuit 400 and the positive terminal of the charging and discharging interface. The main control circuit 600 is used to control the boost switch circuit 230 to close and the charging positive switch circuit 110 and the charging negative switch circuit 120 to open when the vehicle enters the boost charging mode, thereby boosting the input voltage of the charging and discharging interface and outputting it to the power battery pack 100 to achieve the purpose of charging the power battery pack 100. Through the vehicle boost charging architecture of this application, the vehicle's internal electric drive assembly and relay topology can be used to realize the function of low-cost boost charging without the need for additional inductors, controllers, and other devices, which is beneficial to the layout and simplification of the electronic control system.

[0091] Those skilled in the art will clearly understand that, for the sake of convenience and brevity, the above-described division of functional units and modules is merely an example. In practical applications, the above functions can be assigned to different functional units and modules as needed, that is, the internal structure of the device can be divided into different functional units or modules to complete all or part of the functions described above. The functional units and modules in the embodiments can be integrated into one processing unit, or each unit can exist physically separately, or two or more units can be integrated into one unit. Furthermore, the specific names of the functional units and modules are only for easy differentiation and are not intended to limit the scope of protection of this application. The specific working process of the units and modules in the above system can be referred to the corresponding process in the foregoing method embodiments, and will not be repeated here.

[0092] In the above embodiments, the descriptions of each embodiment have different focuses. For parts that are not described in detail or recorded in a certain embodiment, please refer to the relevant descriptions of other embodiments.

[0093] In the embodiments provided in this application, it should be understood that the disclosed devices and methods can be implemented in other ways. For example, the electronic device embodiments described above are merely illustrative. For example, the division of modules or units is only a logical functional division, and in actual implementation, there may be other division methods. For example, multiple units or components may be combined or integrated into another system, or some features may be ignored or not executed. Furthermore, the coupling or direct coupling or communication connection shown or discussed may be an indirect coupling or communication connection through some interfaces, devices, or units, and may be electrical, mechanical, or other forms.

[0094] The units described as separate components may or may not be physically separate. The components shown as units may or may not be physical units; that is, they may be located in one place or distributed across multiple network units. Some or all of the units can be selected to achieve the purpose of this embodiment according to actual needs.

[0095] Furthermore, the functional units in the various embodiments of this application can be integrated into one processing unit, or each unit can exist physically separately, or two or more units can be integrated into one unit. The integrated unit can be implemented in hardware or as a software functional unit.

[0096] The above embodiments are only used to illustrate the technical solutions of this application, and are not intended to limit them. Although this application has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some of the technical features. Such modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the spirit and scope of the technical solutions of the embodiments of this application, and should all be included within the protection scope of this application.

Claims

1. A vehicle boost charging architecture, wherein, include: Power battery pack, motor drive circuit, motor inductor circuit, main positive switch circuit, main negative switch circuit, charging positive switch circuit, charging negative switch circuit, boost switch circuit and main control circuit; The power battery pack is connected to the motor drive circuit via the main positive switch circuit and the main negative switch circuit, and is connected to the positive and negative terminals of the charging and discharging interface via the charging positive switch circuit and the charging negative switch circuit, respectively. The motor drive circuit is connected to the motor inductor circuit, and the boost switch circuit is connected between the motor inductor circuit and the positive terminal of the charging and discharging interface. The main control circuit is used to control the closing of the boost switch circuit and the opening of the positive charge switch circuit and the negative charge switch circuit when the vehicle enters the boost charging mode.

2. The vehicle boost charging architecture according to claim 1, wherein, The motor drive circuit includes a multiphase inverter circuit.

3. The vehicle boost charging architecture according to claim 2, wherein, The motor inductance circuit includes multiple inductors, and each switch in the multiphase inverter circuit is connected to the boost switch circuit via the corresponding inductor.

4. The vehicle boost charging architecture according to claim 3, wherein, The multiphase inverter circuit includes a first switch, a second switch, a third switch, a fourth switch, a fifth switch, and a sixth switch; The first terminal of the first switch, the first terminal of the second switch, and the first terminal of the third switch are connected to the positive terminal of the power battery pack via the main positive switch circuit; The second terminal of the first switch and the first terminal of the fourth switch are connected to the boost switch circuit via the corresponding inductor. The second terminal of the second switch and the first terminal of the fifth switch are connected to the boost switch circuit via the corresponding inductor; The second terminal of the third switch and the first terminal of the sixth switch are connected to the boost switch circuit via the corresponding inductor; The second terminals of the fourth switch, the fifth switch, and the sixth switch are connected to the negative terminal of the power battery pack via the main negative switch circuit.

5. The vehicle boost charging architecture according to any one of claims 1-4, wherein, The vehicle boost charging architecture also includes: The pre-charge switch circuit is connected in parallel with the main positive switch circuit.

6. The vehicle boost charging architecture according to any one of claims 1-4, wherein, The vehicle boost charging architecture also includes: The first capacitor is connected in parallel with the power battery pack.

7. The vehicle boost charging architecture according to claim 6, wherein, The vehicle boost charging architecture also includes: The second capacitor is connected in parallel with the charging / discharging interface.

8. The vehicle boost charging architecture according to claim 7, wherein, The main control circuit is used to control the positive charging switch circuit and the negative charging switch circuit to close, and to control the boost switch circuit to open, when the vehicle enters the bypass charging mode.

9. The vehicle boost charging architecture according to claim 8, wherein, Before controlling the positive charge switch circuit and the negative charge switch circuit to close, the main control circuit is also used to control the current of the charging and discharging interface to precharge the voltage across the first capacitor to a first threshold voltage range through the boost switch circuit, the motor drive circuit, and the main positive switch circuit; wherein, the first threshold voltage range includes the output voltage of the power battery pack.

10. The vehicle boost charging architecture according to any one of claims 7-9, wherein, When the vehicle enters the boost charging mode, the main control circuit is also used to control the current of the charging and discharging interface to precharge the voltage across the first capacitor to the second threshold voltage range through the boost switch circuit, the motor drive circuit, and the main positive switch circuit.

11. The vehicle boost charging architecture according to any one of claims 7-9, wherein, The main control circuit is also used to control the vehicle to enter the bypass charging mode to charge the power battery pack when the maximum voltage of the power battery pack is greater than the maximum output voltage of the charging pile and the voltage of the power battery pack is less than the maximum output voltage of the charging pile, and to control the vehicle to enter the boost charging mode when the voltage of the power battery pack reaches the third threshold voltage range.

12. The vehicle boost charging architecture according to any one of claims 1-11, wherein, The main control circuit is also used to control the boost switch circuit to disconnect, the positive charge switch circuit and the negative charge switch circuit to disconnect when the vehicle enters driving mode.

13. A type of automobile, wherein, The vehicle includes a vehicle boost charging architecture as described in any one of claims 1 to 12.

Images