Control circuit, control method, and vehicle controller

Abstract

Disclosed herein are a control circuit, a control method, and a vehicle controller. The control circuit comprises: a charging guidance module and a vehicle controller, wherein the charging guidance module comprises a signal transceiving port, a signal collection submodule, a switch control submodule, a wake-up submodule and a power source submodule; the vehicle controller is configured to acquire a charging signal from the signal collection submodule, and control the switch control submodule to complete a charging handshake with an external power source if the charging signal meets a charging condition of a vehicle-mounted battery pack; the vehicle controller is further configured to control the wake-up submodule to output a low level to the power source submodule if the vehicle-mounted battery pack meets a charging completion condition, such that the vehicle controller enters a sleep state; and the vehicle controller is further configured to switch from the sleep state to an operating state in a scheduled charging mode if the current moment is a preset charging moment.

Description

Control circuit, control method and vehicle controller

[0001] The present application claims priority to the Chinese patent application No. 202410821649.3, filed on June 24, 2024, and entitled "Control circuit, control method, vehicle controller and storage medium", the whole content of which is incorporated herein by reference. TECHNICAL FIELD

[0002] The present application relates to, but is not limited to, the technical field of vehicles. More specifically, the present application relates to a control circuit, a control method and a vehicle controller. BACKGROUND

[0003] With the rapid development of vehicle technology and new energy technology, the control system for vehicle charging and discharging process is developing rapidly. In the process of vehicle charging or discharging, the control pilot interface (CP interface) at the vehicle end realizes communication, control and detection of the vehicle through a control circuit, and the signal transmitted by the CP interface at the vehicle end is usually realized in the form of a pulse width modulation signal (PWM signal).

[0004] In some technologies, the wake-up function of the control circuit does not support active control of the vehicle end, and cannot actively wake up and actively disable wake-up, and the intelligence of the control circuit is poor.

[0005] SUMMARY

[0006] The following is a summary of the subject matter described in detail herein. This summary is not intended to limit the scope of the claims.

[0007] The purpose of the present application is to provide a control circuit, a control method and a vehicle controller, which can improve the intelligence of the vehicle control circuit.

[0008] In a first aspect, the present application discloses a control circuit applied to a vehicle, comprising:

[0009] The charging pilot module comprises a signal transceiving port, a signal acquisition submodule, a switch control submodule, a wake-up submodule and a power supply submodule. The signal transceiving port is connected with the signal acquisition submodule, the switch control submodule and the wake-up submodule respectively. The wake-up submodule is further connected with the power supply submodule and the vehicle controller respectively. The vehicle controller is further connected with the signal acquisition submodule, the switch control submodule and the power supply submodule respectively.

[0010] The signal transceiving port is configured to receive a charging signal from an external power supply. The signal acquisition submodule is configured to acquire the charging signal received by the signal transceiving port.

[0011] The vehicle controller is configured to obtain the charging signal from the signal acquisition submodule, and if the charging signal meets the charging condition of the vehicle battery pack, complete the charging handshake with the external power supply through the control switch control submodule;

[0012] The vehicle controller is further configured to control the wake-up submodule to output a low level to the power supply submodule if the vehicle battery pack meets the charging completion condition, so that the vehicle controller enters the sleep state;

[0013] The vehicle controller is further configured to switch from the sleep state to the working state if the current time is the preset charging time in the scheduled charging mode.

[0014] Based on the above technical content, the charging signal is received through the signal transceiver port; the signal acquisition submodule obtains the charging signal and collects the charging signal; if the collected charging signal meets the charging condition, the switch control submodule performs the handshake with the external power supply; when the charging is completed, the wake-up submodule outputs a low level to the power supply submodule, so that the vehicle controller switches from the working state to the sleep state; when the scheduled charging time is reached, the vehicle controller switches from the sleep state to the working state. The automatic sleep when the charging is completed and the automatic wake-up in the scheduled charging mode are supported, and the intelligence of the control circuit is improved.

[0015] Optionally, the wake-up submodule includes: a first wake-up circuit and a second wake-up circuit, the signal transceiver port is connected to the first wake-up circuit through a rectifier diode, the first wake-up circuit is further connected to the second wake-up circuit and the vehicle controller respectively, and the second wake-up circuit is further connected to the power supply submodule and the vehicle controller respectively;

[0016] When the vehicle battery pack meets the charging completion condition, if the vehicle controller enters the sleep state in the wake-up enabled mode, the first wake-up circuit is controlled to output a low level to the second wake-up circuit, and the second wake-up circuit is controlled to output a low level to the power supply submodule;

[0017] When the vehicle battery pack meets the charging completion condition, if the vehicle controller enters the sleep state in the wake-up disabled mode, the first wake-up circuit is controlled to output a high level to the second wake-up circuit, and the second wake-up circuit is controlled to output a low level to the power supply submodule.

[0018] By setting the first wake-up circuit and the second wake-up circuit in the wake-up submodule, and controlling the output level state of the first wake-up circuit and / or the second wake-up circuit respectively, the vehicle controller can enter the sleep state in different modes when the charging is completed, which allows the vehicle controller to be awakened in different wake-up conditions, and improves the intelligence of the control circuit.

[0019] Optionally, in the pre-charge mode, if the current time is the preset charging time, the signal transceiver port is set to receive the charging signal from the external power supply;

[0020] If the vehicle controller enters the sleep state in the wake-up enabled mode, the charging signal is set to trigger the first wake-up circuit to output a high level to the second wake-up circuit, and the second wake-up circuit outputs a high level to the power supply sub-module, so that the vehicle controller switches from the sleep state to the working state.

[0021] By entering the sleep state in the wake-up enabled mode, the vehicle controller can control the output level state of the first wake-up circuit and / or the second wake-up circuit in the wake-up sub-module when the signal transceiver port receives the charging signal, wake up the vehicle controller to enter the working state, and realize automatic wake-up in the pre-charge mode.

[0022] Optionally, the vehicle controller enters the sleep state in the wake-up disabled mode, and the vehicle controller is further set to:

[0023] receive a wake-up signal from a wake-up source, and in response to the wake-up signal, control the first wake-up circuit to output a low level to the second wake-up circuit, so that the vehicle controller switches from the wake-up disabled mode to the wake-up enabled mode.

[0024] By entering the sleep state in the wake-up disabled mode, the vehicle controller can control the output level state of the first wake-up circuit and / or the second wake-up circuit in the wake-up sub-module when the signal transceiver port receives the charging signal, wake up the vehicle controller to enter the working state, and realize automatic wake-up in the pre-charge mode.

[0025] Optionally, the first wake-up circuit comprises: a presequence sub-circuit, a first flip-flop, and a first state clearing sub-circuit; the trigger port of the first flip-flop is connected to the rectifier diode through the presequence sub-circuit, the clear port of the first flip-flop is connected to the vehicle controller through the first state clearing sub-circuit, the output port of the first flip-flop is connected to the second wake-up circuit, and the power supply port of the first flip-flop is connected to the power supply sub-module;

[0026] The second wake-up circuit comprises: a presequence resistor, a second flip-flop, and a second state clearing sub-circuit; the trigger port of the second flip-flop is connected to the output port of the first flip-flop and the presequence resistor, the clear port of the second flip-flop is connected to the vehicle controller through the second state clearing sub-circuit, the output port of the second flip-flop is connected to the power supply sub-module and the vehicle controller, and the power supply port of the second flip-flop is connected to the power supply sub-module.

[0027] Optionally, the signal acquisition sub-module comprises a signal conditioning acquisition circuit, a positive voltage signal acquisition circuit, and a negative voltage signal acquisition circuit connected in parallel;

[0028] The signal conditioning and collecting circuit is configured to collect the frequency and duty cycle of the signal at the output end of the rectifier diode.

[0029] The positive voltage signal collecting circuit is configured to collect the amplitude of the signal at the output end of the rectifier diode according to a preset period.

[0030] The negative voltage signal collecting circuit is configured to collect the amplitude of the signal at the input end of the rectifier diode according to a preset period.

[0031] Optionally, the positive voltage signal collecting circuit comprises a positive voltage following sub-circuit and a first charge latching filter sub-circuit; the positive voltage following sub-circuit is connected to the signal transceiver port through the rectifier diode, and the first charge latching filter sub-circuit is connected to the positive voltage following sub-circuit and the vehicle controller.

[0032] The negative voltage signal collecting circuit comprises a negative voltage inverse proportion sub-circuit and a second charge latching filter sub-circuit; the negative voltage inverse proportion sub-circuit is connected to the signal transceiver port, and the second charge latching filter sub-circuit is connected to the negative voltage inverse proportion sub-circuit and the vehicle controller.

[0033] The signal collecting sub-module collects the parameters of the signals at the output end and / or the input end of the rectifier diode, so that the vehicle controller can determine the amplitude, frequency and duty cycle of the current signal. The negative voltage signal collecting circuit can collect the negative voltage signal of the charging signal from the signal transceiver port, so as to adapt to the charging handshake standards in different regions and improve the compatibility of the control circuit.

[0034] Optionally, the power supply sub-module comprises a normal power supply circuit and an abnormal power supply circuit; the abnormal power supply circuit comprises an enable interface; the enable interface is connected to the output end of the wake-up sub-module; and the enable interface is configured to power on the abnormal power supply circuit when the wake-up sub-module outputs a high level.

[0035] The normal power supply circuit is configured to supply power to the devices that need to work continuously in the vehicle and to supply power to the abnormal power supply circuit; and the abnormal power supply circuit is configured to supply power to the vehicle controller when the wake-up sub-module outputs a high level.

[0036] The normal power supply circuit in the power supply sub-module supplies power to the devices that need to work continuously in the vehicle, and the state of the output level of the wake-up sub-module can be used to control the state of the abnormal power supply circuit; and the abnormal power supply circuit supplies power to the vehicle controller when it is powered on.

[0037] Optionally, the control circuit further comprises:

[0038] A discharge guiding module, which is connected to the signal transceiver port and the vehicle controller.

[0039] The vehicle controller is configured to control the discharge guide module to output the discharge signal through the signal transceiver port by the signal control output port of the vehicle controller when the vehicle enters the discharge mode, and the discharge signal is configured to indicate the discharge capability of the vehicle as a power supply.

[0040] The discharge guide module can be used to output the discharge signal through the signal transceiver port under the control of the vehicle controller, and the vehicle controller can adjust the parameters of the discharge signal according to the discharge capability of the vehicle as a power supply.

[0041] Optionally, the discharge guide module comprises an output signal control submodule and a positive voltage signal output submodule, the output signal control submodule is connected with the positive voltage signal output submodule and the vehicle controller respectively, and the positive voltage signal output submodule is connected with the signal transceiver port.

[0042] The vehicle controller is configured to control the output signal control submodule to drive the positive voltage signal output submodule to output the positive voltage signal through the signal control output port of the vehicle controller when the vehicle enters the discharge mode.

[0043] Optionally, the discharge guide module further comprises a negative voltage signal output submodule and a negative voltage signal enable submodule, the negative voltage signal output submodule is connected with the signal transceiver port and the output signal control submodule respectively, and the negative voltage signal enable submodule is connected with the output signal control submodule and the vehicle controller respectively.

[0044] The vehicle controller is configured to control the negative voltage signal enable submodule to enable or disable the output signal control submodule to drive the negative voltage signal output submodule to output the negative voltage signal through the negative voltage signal output enable port and the signal control output port of the vehicle controller when the vehicle enters the discharge mode.

[0045] The output signal control submodule can drive the positive voltage signal output submodule to output the positive voltage signal and drive the negative voltage signal output submodule to output the negative voltage signal, so that the vehicle can output the PWM signal containing the positive and negative voltage signals, and the control circuit can not only realize the control based on the charging signal in the charging mode, but also control the output of the discharge signal, thereby improving the intelligence of the control circuit.

[0046] Optionally, the charging guide module further comprises a power line communication submodule, and the power line communication submodule is connected with the signal transceiver port and the vehicle controller respectively.

[0047] The power line communication submodule is configured to obtain the charging signal received by the signal transceiver port, extract the state information of the external power supply from the charging signal, and send the state information to the vehicle controller.

[0048] The power line communication sub-module is arranged through the charging guide module, so that when the external power supply has the power line communication function, the power line communication function is adapted, and the compatibility of the control circuit is improved.

[0049] In a second aspect, the application discloses a control method applied to the vehicle controller of the control circuit provided in the first aspect, and the method comprises the following steps: acquiring a charging signal from a signal acquisition submodule of the control circuit, and completing charging handshake with an external power supply by controlling a switch control submodule of the control circuit if the charging signal meets charging conditions of a vehicle-mounted battery pack.

[0050] If the vehicle-mounted battery pack meets charging completion conditions, a wake-up submodule of the control circuit is controlled to output a low level to a power supply submodule of the control circuit, so that the vehicle controller enters a sleep state.

[0051] In the pre-charge mode, if the current time is a preset charging time, the sleep state is switched to the working state.

[0052] Optionally, the method further comprises the following steps:

[0053] When the vehicle-mounted battery pack meets the charging completion conditions, if the vehicle controller enters the sleep state in the wake-up enabled mode, a first wake-up circuit is controlled to output a low level to a second wake-up circuit, and the second wake-up circuit is controlled to output a low level to the power supply submodule.

[0054] When the vehicle-mounted battery pack meets the charging completion conditions, if the vehicle controller enters the sleep state in the wake-up disabled mode, the first wake-up circuit is controlled to output a high level to the second wake-up circuit, and the second wake-up circuit is controlled to output a low level to the power supply submodule.

[0055] Optionally, if the vehicle controller enters the sleep state in the wake-up disabled mode, the method further comprises the following steps:

[0056] An awakening signal from an awakening source is received, and in response to the awakening signal, the first wake-up circuit is controlled to output a low level to the second wake-up circuit, so that the vehicle controller is switched from the wake-up disabled mode to the wake-up enabled mode.

[0057] Optionally, the method further comprises the following steps:

[0058] When the vehicle enters the discharge mode, a discharge guide module is controlled to output a discharge signal through a signal transceiver port by a signal control output port of the vehicle controller, and the discharge signal is set to indicate a discharge capacity of the vehicle as a power supply.

[0059] Optionally, the method further comprises the following steps:

[0060] When the vehicle enters the discharge mode, a positive voltage signal is output by a positive voltage signal output submodule driven by an output signal control submodule through a signal control output port of the vehicle controller.

[0061] Optionally, the method further comprises:

[0062] When the vehicle enters the discharging mode, the negative voltage signal enabling sub-module is enabled or disabled to output the signal control sub-module to drive the negative voltage signal output sub-module to output the negative voltage signal through the negative voltage signal output enabling port and the signal control output port of the vehicle controller.

[0063] In a third aspect, an embodiment of the present application provides a control device, comprising:

[0064] The acquisition module is configured to acquire the charging signal from the signal acquisition sub-module of the control circuit;

[0065] The control module is configured to complete the charging handshake with the external power supply by controlling the switch control sub-module of the control circuit if the charging signal meets the charging condition of the vehicle-mounted battery pack.

[0066] The control module is further configured to output a low level to the power supply sub-module of the control circuit by controlling the wake-up sub-module of the control circuit if the vehicle-mounted battery pack meets the charging completion condition, so that the vehicle controller enters the sleep state.

[0067] The control module is further configured to switch from the sleep state to the working state if the current time is the preset charging time in the pre-charge mode.

[0068] In a fourth aspect, an embodiment of the present application provides a vehicle controller, comprising a processor and a memory;

[0069] The memory is coupled with the processor, and the memory is configured to store computer execution instructions;

[0070] The processor invokes the computer execution instructions, so that the vehicle controller executes the second aspect and / or various possible implementation manners of the second aspect.

[0071] In a fifth aspect, an embodiment of the present application provides a computer readable storage medium, and the computer readable storage medium stores computer execution instructions, which are configured to be executed by a processor to implement the second aspect and / or various possible implementation manners of the second aspect.

[0072] In a sixth aspect, an embodiment of the present application provides a computer program product, comprising a computer program, which is executed by a processor to implement the second aspect and / or various possible implementation manners of the second aspect.

[0073] In combination with the above technical solutions, the control circuit, the control method and the vehicle controller provided in the application configure a charging guide module and a vehicle controller through a control circuit at a vehicle end, configure a signal transceiving port, a signal acquisition submodule, a switch control submodule, a wake-up submodule and a power supply submodule in the charging guide module, and acquire a charging signal received from the signal transceiving port through the signal acquisition submodule, and when a charging condition corresponding to the charging signal meets a charging condition of a vehicle-mounted battery pack, the vehicle controller controls the switch control submodule to realize charging handshake; according to different charging scenarios, the vehicle controller controls a level state of an output port of the wake-up submodule to realize control over a sleep or wake-up state of the vehicle controller. The above technical means comprehensively achieve the effect of improving the intelligence of the vehicle control circuit.

[0074] Other aspects can be apparent to those of ordinary skill in the art after reading and understanding the accompanying figures and detailed description. BRIEF DESCRIPTION OF DRAWINGS

[0075] Fig. 1 is a schematic diagram of a control circuit provided in the application;

[0076] Fig. 2 is a schematic diagram of a wake-up submodule provided in the application;

[0077] Fig. 3 is a schematic diagram of a control circuit provided in the application;

[0078] Fig. 4 is a schematic diagram of a signal acquisition submodule provided in the application;

[0079] Fig. 5 is a schematic diagram of a power supply submodule provided in the application;

[0080] Fig. 6 is a schematic diagram of a control circuit provided in the application;

[0081] Fig. 7 is a schematic diagram of a control circuit provided in the application;

[0082] Fig. 8 is a schematic diagram of a discharge guide module provided in the application;

[0083] Fig. 9 is a schematic diagram of a control circuit provided in the application;

[0084] Fig. 10 is a schematic diagram of a control circuit provided in the application;

[0085] Fig. 11 is a structural schematic diagram of a control device provided in the application;

[0086] Fig. 12 is a structural schematic diagram of a vehicle controller provided in the application. DETAILED DESCRIPTION

[0087] First, the terms involved in the application are explained:

[0088] Vehicle: The vehicle mentioned in the present application refers to a new energy vehicle, and the new energy vehicle refers to a vehicle using non-traditional fuel and relying on a new power system for driving. The new energy vehicle can include a pure electric vehicle (Battery Electric Vehicle, BEV for short), a plug-in hybrid electric vehicle (Plug-in Hybrid Electric Vehicle, PHEV for short), and other vehicles that can include a control circuit.

[0089] Signal transceiver port: refers to an important communication interface used by the vehicle end to ensure normal connection between the charging pile and the vehicle or between the vehicle and the device to be charged during charging and discharging. The signal transceiver port mentioned in the present application can also be referred to as a control pilot interface (Control Pilot interface, CP interface for short). The control circuit connected through the signal transceiver port of the vehicle end can be used for control guidance of the charging and discharging process, guaranteeing the safety of the charging and discharging process, etc.

[0090] Vehicle controller: refers to a vehicle end used for controlling and detecting signals received or output by the signal transceiver port during charging and discharging. The vehicle controller mentioned in the present application can also be referred to as a microcontroller unit (Microcontroller Unit, MCU for short). The vehicle controller has different ports and can be connected and communicated with each part of the control circuit in the control circuit, and controls the control circuit based on the connected port, or selects different working modes in response to the signals output by the control circuit.

[0091] Charging signal: refers to a signal used for charging state monitoring and charging information negotiation between the charging pile and the vehicle during charging, which is usually sent from the charging pile to the vehicle in the form of a pulse width modulation signal (Pulse Width Modulation, PWM signal for short) through a charging gun. The PWM signal is a periodic signal, which can control the average power of the signal by changing the width of the pulse in the pulse sequence, wherein the width of the pulse can be embodied as the duration of the high level in the time dimension, and the proportion of the duration of the high level in the entire cycle time is the duty cycle.

[0092] With the rapid development of economy and technology, new energy vehicles, as vehicles driven by green energy, have been rapidly promoted and applied. In this context, the control system for the charging and discharging process of the vehicle has also made significant progress. In the process of charging or discharging the vehicle, the signal transceiver port at the vehicle end plays a crucial role. The signal transceiver port at the vehicle end can realize multiple functions such as communication, control and detection of new energy vehicles through the control circuit. These functions include but are not limited to: charging pile state information transmission, handshake state information transmission, fault information transmission, etc. When the signal transceiver port at the new energy vehicle end transmits signals, it usually adopts the form of Pulse Width Modulation (PWM) signal to realize efficient and accurate information transmission, ensuring the stability and safety of the charging and discharging process.

[0093] One possible application scenario of the embodiments of the present application is that during the charging or discharging process of the vehicle, the signal transceiver port at the vehicle end detects the charging or discharging state in the form of PWM signal and negotiates the charging or discharging information. In some embodiments, the control circuit configures a wake-up circuit to realize the direct wake-up of the vehicle controller by the PWM signal in the form of hardware circuit. Specifically, the wake-up circuit is triggered by detecting the rising edge of the PWM signal, and outputs a stable high-level wake-up signal to the vehicle controller. The scheme of this embodiment can realize the wake-up of the vehicle controller by the PWM signal of the signal transceiver port, but in some scenarios, the vehicle controller does not need to be woken up even if it receives the PWM signal.

[0094] The control circuit provided by the embodiments of the present application adopts a two-stage wake-up circuit, and configures a flip-flop in each stage of the wake-up circuit. The flip-flop can output a continuous high-level signal at the output port in response to the rising edge of the input port signal; and the reset port of the flip-flop is configured to respond to the clear instruction of the master chip, and the high-level signal at the output port of the flip-flop can be cleared to a low-level signal according to the clear instruction. By clearing the high-level signal at the output port of the flip-flop of the wake-up circuit at different levels in different modes, the software control of the wake-up function in the control circuit is realized, and the intelligence of the control circuit is improved.

[0095] The technical solutions of the present application and how the technical solutions of the present application solve the above technical problems will be described in detail in the specific embodiments below. The following specific embodiments can be combined with each other, and the same or similar concepts or processes may not be described again in some embodiments. The embodiments of the present application will be described below with reference to the accompanying drawings.

[0096] Figure 1 is a schematic diagram of a control circuit provided by the present application, as shown in Figure 1, the control circuit 1 is applied to a vehicle, which can include:

[0097] The charging guide module 11 and the vehicle controller 12, the charging guide module 11 includes a signal transceiver port 111, a signal acquisition submodule 115, a switch control submodule 114, a wake-up submodule 113 and a power supply submodule 112, the signal transceiver port 111 is connected with the signal acquisition submodule 115, the switch control submodule 114 and the wake-up submodule 113 respectively, the wake-up submodule 113 is also connected with the power supply submodule 112 and the vehicle controller 12 respectively, and the vehicle controller 12 is also connected with the signal acquisition submodule 115, the switch control submodule 114 and the power supply submodule 112 respectively.

[0098] The signal transceiver port 111 is arranged to receive a charging signal from an external power supply; and the signal acquisition submodule 115 is arranged to acquire the charging signal received by the signal transceiver port.

[0099] The vehicle controller 12 is arranged to acquire the charging signal from the signal acquisition submodule 115, and complete a charging handshake with the external power supply by controlling the switch control submodule 114 if the charging signal meets the charging condition of the vehicle-mounted battery pack.

[0100] By way of example in a scenario, the external power supply can be a charging pile, and the charging signal is a PWM signal sent by the charging pile to the vehicle through the signal transceiver port 111 in the charging port when a user inserts a charging gun connected with the charging pile into the charging port of the vehicle. The PWM signal as the charging signal has a frequency of 1 kHz, a positive voltage amplitude of 12 V and a negative voltage amplitude of -12 V, and a duty cycle of 5% to 95%. Different duty cycles of the PWM signal represent different charging states of the charging pile and the maximum charging current that can be charged by the charging pile. For example, when the duty cycle of the PWM signal is greater than or equal to 8% and less than 10%, the maximum charging current is 6 A; when the duty cycle of the PWM signal is greater than or equal to 10% and less than or equal to 85%, the maximum charging current can be calculated by the following formula: Imax=(D*100)*0.6, wherein Imax represents the maximum charging current, unit: ampere (A), and D represents the duty cycle; when the duty cycle of the PWM signal is greater than 90% and less than or equal to 90%, the maximum charging current can be calculated by the following formula: Imax=(D*100-64)*2.5, and Imax is less than or equal to 63, wherein Imax represents the maximum charging current, unit: ampere (A), and D represents the duty cycle. The above correspondence between the duty cycle and the maximum charging current is only an example, and in actual application, it can be specified according to different standards and actual application conditions.

[0101] When the PWM signal is received by the signal transceiver port 111, the signal acquisition submodule 115 connected to the signal transceiver port 111 acquires the PWM signal, so that the vehicle controller 12 obtains the charging state and charging capacity information of the charging pile represented by the charging signal. The vehicle controller 12 is preconfigured with the charging condition allowed by the vehicle's own vehicle-mounted battery pack. The charging condition is limited according to the model of the vehicle-mounted battery pack of the vehicle. For example, the rated voltage of the vehicle-mounted battery pack of a certain vehicle is 700V, and the rated capacity is 120Ah. The charging condition can be: when the charging current is greater than or equal to 6A and less than or equal to 63A, the charging is allowed. According to the obtained charging state and charging capacity information of the charging pile and the allowed charging condition of the vehicle-mounted battery pack, if the charging state of the charging pile is normal and the charging capacity matches the allowed charging condition of the vehicle-mounted battery pack, the switch control submodule 114 is controlled by the vehicle controller 12 to complete the charging handshake operation between the vehicle and the charging pile.

[0102] For example, the positive voltage amplitude of the PWM signal is 12V, and the duty cycle is 80%. After the charging gun is successfully connected to the charging port of the vehicle, the positive voltage amplitude of the PWM signal becomes 9V due to the resistance of the charging port of the vehicle. The vehicle controller 12 obtains the PWM signal received by the signal acquisition submodule 115 as 9V and the duty cycle as 80% through the signal acquisition submodule 115, judges that the charging gun is successfully connected to the vehicle, calculates the maximum charging current corresponding to the current duty cycle as 48A, which meets the charging condition of the vehicle-mounted battery pack, and controls the switch control submodule 114 connected to the vehicle controller 12 to connect the charging handshake resistor to the circuit, so that the positive voltage amplitude of the PWM signal becomes 6V, and the handshake between the vehicle and the charging pile is completed.

[0103] Optionally, in the control circuit provided by the application, the wake-up circuit is configured as a multi-stage wake-up. By controlling the level state of the output port of each stage of the wake-up circuit, the vehicle can realize different charging modes. As an example, FIG. 2 is a schematic diagram of a wake-up submodule provided by the application. As shown in FIG. 2, the wake-up submodule includes:

[0104] The first wake-up circuit and the second wake-up circuit are connected to the first wake-up circuit through a rectifier diode. The first wake-up circuit is further connected to the second wake-up circuit and the vehicle controller respectively. The second wake-up circuit is further connected to the power submodule and the vehicle controller respectively.

[0105] Optionally, as an example, the first wake-up circuit comprises: a presequence sub-circuit, a first flip-flop, and a first state clearing sub-circuit; a trigger port of the first flip-flop is connected with a rectifier diode through the presequence sub-circuit, a clear port of the first flip-flop is connected with the vehicle controller through the first state clearing sub-circuit, an output port of the first flip-flop is connected with the second wake-up circuit, and a power supply port of the first flip-flop is connected with the power supply sub-module.

[0106] The circuit connection and working state of the first wake-up circuit are described below in combination with FIG. 2. As shown in FIG. 2, the "CP interface" is the signal transceiving port described above, which can correspond to the signal transceiving port 111 in FIG. 1; the diode D2 is the rectifier diode described above, which is used to rectify the PWM signal entering from the "CP interface" and cut off the negative voltage signal in the PWM signal; the "constant 5V" pin in FIG. 2 is connected with the output end of the power supply sub-module, and the constant means that it is always powered in the case that the low-voltage battery of the vehicle has power, and the voltage value is 5V, which is not limited by other switches and states; the "D flip-flop 1" in FIG. 2 is the first flip-flop described above, the "CP" port of the "D flip-flop 1" in FIG. 2 is the trigger port of the first flip-flop described above, the "MR" port of the "D flip-flop 1" in FIG. 2 is the clear port of the first flip-flop described above, the "Q" port of the "D flip-flop 1" in FIG. 2 is the output port of the first flip-flop described above, and the "D" port of the "D flip-flop 1" in FIG. 2 is the power supply port of the first flip-flop described above; the "MCU" in FIG. 2 is the vehicle controller described above, which can correspond to the vehicle controller 12 in FIG. 1. As shown in FIG. 2, optionally, the presequence sub-circuit in the first wake-up circuit can comprise:

[0107] a resistor R3 and a resistor R4; an N-type Metal-Oxide-Semiconductor Field-Effect Transistor (NMOS) Q2; a resistor R5 and a resistor R6; a P-type Metal-Oxide-Semiconductor Field-Effect Transistor (PMOS) Q1; a resistor R7 and a resistor R8.

[0108] The resistance R3 and R4 are used for voltage division of the presequence subcircuit, so that the voltage input to the NMOS tube Q2 can open the Q2 while playing a current limiting protection role for the gate of the Q2; the NMOS tube Q2 is used for opening the Q2 when the PWM signal entering the presequence subcircuit through the CP interface is high, and the drain voltage of the Q2 is 0V; the resistance R5 and R6 are used for voltage division of the Q1, when the Q2 is opened, the gate of the Q1 is divided through the R6, and is grounded through the R5, so that a voltage drop is generated between the gate and the source of the Q1; the PMOS tube Q1 is used for grounding the R5 when the Q2 is opened, and the "constant 5V" pin is divided through the R6, so that the gate voltage of the Q1 is less than 5V, and the source voltage is 5V, a voltage drop is generated, so that the Q1 is opened, and the drain voltage is 5V; when the Q2 is closed, the "constant 5V" pin is passed through the R6, so that the gate voltage of the Q1 is 5V, and the source voltage is 5V, the Q1 is closed; the resistance R7 is used for making the "CP" port voltage of the "D flip-flop 1" 0V when the Q1 is closed; the resistance R8 is used for current limiting protection of the "CP" port of the "D flip-flop 1" when the Q1 is opened, so that the "CP" port voltage of the "D flip-flop 1" changes from 0V to 5V.

[0109] As shown in FIG. 2, the "SLP_5V" pin is connected with the output end of the power supply sub-module, and is also constant, and the voltage value is 5V, which is not limited by other switches and states. As shown in FIG. 2, optionally, the first state clearing subcircuit in the first wake-up circuit can include: a resistance R9; an NMOS tube Q3; resistances R10 and R12; a resistance R11.

[0110] The resistance R9 is used for voltage division, so that the "MR" port voltage of the "D flip-flop 1" is 5V, and the first state clearing subcircuit is in a non-working state at this time; the NMOS tube Q3 is used for changing the level state of the "CLR 1" port of the "MCU" in FIG. 2, when the "CLR 1" port is low, the gate voltage of the Q3 is 0V, the source voltage is 0V, the Q3 is closed, and the "MR" port voltage of the "D flip-flop 1" is kept at 5V by the "SLP_5V" pin through the R9, when the "CLR 1" port is 5V high, the gate voltage of the Q3 is pulled up, the source voltage is 0V, the Q3 is opened, and the drain voltage is 0V, so that the "MR" port voltage of the "D flip-flop 1" changes from 5V to 0V, and the state is cleared, and the first state clearing subcircuit is in a working state at this time; the resistances R10 and R12 are used for current limiting; and the resistance R11 is used for voltage division.

[0111] The first flip-flop in the first wake-up circuit corresponds to the "D flip-flop 1" in FIG. 2, and the "D flip-flop 1" further includes a ground port connected to the ground, and a protection circuit. The "D flip-flop 1" can control the level state of the "Q" port according to the level state of the "CP" port. When the "CP" port changes from low to high, a rising edge is generated, and the "D flip-flop 1" triggers the control of the "Q" port to output a stable high-level signal according to the rising edge. For example, the high-level signal is a stable 5V voltage signal. The "D flip-flop 1" can also control the level state of the "Q" port according to the level state of the "MR" port. When the "MR" port changes from high to low, the "Q" port outputs low.

[0112] Optionally, as an example, the second wake-up circuit includes: a presequence resistor, a second flip-flop, and a second state clearing sub-circuit. The trigger ports of the second flip-flop are connected to the output port of the first flip-flop and the presequence resistor, respectively. The clearing port of the second flip-flop is connected to the vehicle controller through the second state clearing sub-circuit. The output port of the second flip-flop is connected to the power supply sub-module and the vehicle controller, respectively. The power supply port of the second flip-flop is connected to the power supply sub-module.

[0113] The circuit connection and working state of the second wake-up circuit are described below in combination with FIG. 2. As shown in FIG. 2, the resistor R13 is the presequence resistor described above. When the "Q" port of the "D flip-flop 1" outputs low, the "CP" port of the "D flip-flop 2" is controlled to be low. The "D flip-flop 2" in FIG. 2 is the second flip-flop described above. The "CP" port of the "D flip-flop 2" in FIG. 2 is the trigger port of the second flip-flop described above. The "MR" port of the "D flip-flop 2" in FIG. 2 is the clearing port of the second flip-flop described above. The "Q" port of the "D flip-flop 2" in FIG. 2 is the output port of the second flip-flop described above. The "D" port of the "D flip-flop 2" in FIG. 2 is the power supply port of the second flip-flop described above.

[0114] As shown in FIG. 2, the "SLP_5V" pin in FIG. 2 is connected to the output end of the power supply sub-module and is also always powered on, with a voltage value of 5V and is not limited by other switches and states. As shown in FIG. 2, the second state clearing sub-circuit in the second wake-up circuit can include: a resistor R14, an NMOS tube Q4, resistors R15 and R17, and a resistor R16.

[0115] The resistor R14 is used for voltage division, so that the voltage of the "MR" port of the "D flip-flop 2" is 5V, and the second state clearing sub-circuit is in a non-working state at this time. The NMOS tube Q4 is used to change the level state of the "CLR 2" port of the "MCU" in FIG. 2. When the "CLR 2" port is at a low level, the gate voltage of Q4 is 0V, the source voltage of Q4 is 0V, Q4 is closed, the voltage of the "MR" port of the "D flip-flop 2" is kept at 5V by the "SLP_5V" pin through R14, and when the "CLR 2" port is at a high level of 5V, the gate voltage of Q4 is pulled up, the source voltage of Q4 is 0V, Q4 is opened, and the drain voltage of Q4 is 0V, so that the voltage of the "MR" port of the "D flip-flop 2" changes from 5V to 0V, and the state clearing is realized, and at this time, the first state clearing sub-circuit is in a working state. The resistors R15 and R17 are used for current limiting, and the resistor R16 is used for voltage division.

[0116] The second flip-flop in the second wake-up circuit corresponds to the "D flip-flop 2" in FIG. 2, and the structure and function thereof are the same as those of the first flip-flop described above. For details, please refer to the description of the first flip-flop above, which will not be repeated here.

[0117] In the wake-up sub-module, the PWM signal enters from the signal transceiver port, passes through the rectifier diode, the first wake-up circuit and the second wake-up circuit, and is connected to the power supply sub-module through the output port of the second flip-flop in the second wake-up circuit. The output port of the second flip-flop in the second wake-up circuit is also connected to the vehicle controller, as shown in FIG. 2, and is connected to the "wake-up source collection" port of the "MCU". When the output port of the second flip-flop in the second wake-up circuit outputs a high level, the power supply sub-module supplies power to the vehicle controller, wakes up the vehicle controller, and determines that this wake-up is the wake-up of the signal transceiver port through the high level state of the "wake-up source collection" port.

[0118] In combination with the description of the wake-up sub-module above, the present application includes the first wake-up circuit and the second wake-up circuit in the wake-up sub-module, and the first wake-up circuit and the second wake-up circuit can include the first state clearing sub-circuit and the second state clearing sub-circuit. The level state of the output port of the first flip-flop and the second flip-flop can be controlled through the first state clearing sub-circuit and the second state clearing sub-circuit, so as to realize hibernation, and different modes can be set for the hibernation state. In one example, the vehicle controller is further configured to control the wake-up sub-module to output a low level to the power supply sub-module to make the vehicle controller enter the hibernation state if the vehicle-mounted battery pack meets the charging completion condition.

[0119] For example, in a scenario, when the vehicle-mounted battery pack meets the charging completion condition, the vehicle controller needs to enter the hibernation state to save energy consumption.

[0120] As an example, when the vehicle battery pack satisfies the charging completion condition, if the vehicle controller enters the sleep state in the wake-up enabled mode, the first wake-up circuit is controlled to output a low level to the second wake-up circuit, and the second wake-up circuit is controlled to output a low level to the power supply submodule.

[0121] As another example, when the vehicle battery pack satisfies the charging completion condition, if the vehicle controller enters the sleep state in the wake-up disabled mode, the first wake-up circuit is controlled to output a high level to the second wake-up circuit, and the second wake-up circuit is controlled to output a low level to the power supply submodule.

[0122] The charging completion condition can be defined according to the type of the vehicle battery pack. For example, the charging completion condition can be that the vehicle battery pack is considered to be fully charged when the power of the vehicle battery pack is equal to 100%. Considering the service life of the vehicle battery pack, overcharging can reduce the service life of the vehicle battery pack. Therefore, the user can customize the charging completion condition. For example, the charging completion condition can be that the vehicle battery pack is considered to be fully charged when the power of the vehicle battery pack is greater than or equal to 90%.

[0123] In actual application, when the vehicle battery pack satisfies the charging completion condition, the vehicle can communicate with the charging pile to inform the charging pile that the charging is completed, so that the charging pile stops sending the PWM signal to the vehicle through the signal transceiver port. However, due to the different performance of the charging pile, there are two cases: one case is that the charging pile can stop sending the PWM signal to the vehicle through the signal transceiver port; the other case is that the charging pile cannot stop sending the PWM signal to the vehicle through the signal transceiver port.

[0124] For the first case, the vehicle controller can enter the sleep state in the wake-up enabled mode. In the wake-up enabled mode, before entering the sleep state, the vehicle controller controls the first state clearing subcircuit to make the output port of the first flip-flop in the first wake-up circuit a low level, and controls the second state clearing subcircuit to make the output port of the second flip-flop in the second wake-up circuit a low level. At this time, the first wake-up circuit outputs a low level to the second wake-up circuit, and the second wake-up circuit outputs a low level to the power supply submodule. It can be understood that at this time, the power supply submodule no longer supplies power to the vehicle controller, and the vehicle controller enters the sleep state. Assuming that the signal transceiver port receives the PWM signal again at this time, the first flip-flop is triggered to make the first wake-up circuit output a high level to the second wake-up circuit, and the second flip-flop is triggered to make the second wake-up circuit output a high level to the power supply submodule. At this time, the power supply submodule starts to supply power to the vehicle controller, and the vehicle controller is woken up.

[0125] For the first case, the vehicle controller can also enter the sleep state in the wake-up disable mode. In the wake-up disable mode, the vehicle controller only clears the output port of the second flip-flop in the second state clearing sub-circuit to low before entering the sleep state. At this time, the first wake-up circuit outputs high to the second wake-up circuit, and the second wake-up circuit outputs low to the power supply sub-module. It can also be understood that at this time, the power supply sub-module no longer supplies power to the vehicle controller, and the vehicle controller enters the sleep state. Assuming that the signal transceiving port receives the PWM signal again at this time, since the output port of the first flip-flop in the first wake-up circuit is high and is not cleared, the trigger port of the second flip-flop in the second wake-up circuit is low, no rising edge is generated, and the second flip-flop is not triggered. The output port of the second flip-flop remains low, the power supply sub-module does not supply power to the vehicle controller, and the vehicle controller remains in the sleep state.

[0126] For the second case, since the charging pile cannot stop sending the PWM signal to the vehicle through the signal transceiving port, the vehicle controller must enter the sleep state in the wake-up disable mode to enter the sleep state. The implementation can refer to the description of the vehicle controller entering the sleep state in the wake-up disable mode for the first case, which will not be described here.

[0127] In another scenario, if the user selects to reserve charging, the vehicle enters the reserved charging mode. As an example, the vehicle controller is also set to switch from the sleep state to the working state if the current time is the preset charging time in the reserved charging mode.

[0128] The reserved charging can be divided into two cases: one case is that the user selects to reserve charging at the charging pile end, at which time the user inserts the charging gun into the charging port of the vehicle. Since the preset charging time has not arrived, the charging pile will not send the PWM signal to the vehicle through the signal transceiving port, and at this time the vehicle controller is in the sleep state.

[0129] As an example, in the reserved charging mode, if the current time is the preset charging time, the signal transceiving port is set to receive the charging signal from the external power supply.

[0130] In the case of reserving charging from the charging pile end, when the preset charging time arrives, the charging pile judges that the current time is the preset charging time, and starts to send the charging signal to the vehicle through the signal transceiving port. The charging signal is the PWM signal.

[0131] If the vehicle controller enters the sleep state in the wake-up enable mode, the charging signal is set to trigger the first wake-up circuit to output high to the second wake-up circuit, and the second wake-up circuit to output high to the power supply sub-module, so that the vehicle controller switches from the sleep state to the working state.

[0132] When the vehicle controller enters the sleep state in the wake-up enabled mode, according to the above description, the first wake-up circuit outputs a low level to the second wake-up circuit, and the second wake-up circuit outputs a low level to the power supply submodule. When the charging signal in the form of a PWM signal enters from the signal transceiver port, passes through the rectifier diode and enters the first wake-up circuit. At this time, the level state of the output port of the presequence subcircuit in the first wake-up circuit changes from low to high, so that the trigger port of the first flip-flop generates a rising edge, thereby triggering the first flip-flop, so that the level state of the output port of the first flip-flop changes from low to high, thereby causing the first wake-up circuit to output a high level to the second wake-up circuit. The trigger port of the second flip-flop in the second wake-up circuit changes from low to high via the presequence resistance, generates a rising edge, thereby triggering the second flip-flop, so that the level state of the output port of the second flip-flop changes from low to high, thereby causing the second wake-up circuit to output a high level to the power supply submodule. At this time, the power supply submodule starts to supply power to the vehicle controller, so that the vehicle controller switches from the sleep state to the working state.

[0133] Another case is that the user selects a pre-arranged charging at the vehicle end, at which time the user inserts the charging gun into the charging port of the vehicle. However, since the charging pile end does not know whether the user's pre-set charging time has arrived at this time, the charging pile will directly start to send a charging signal in the form of a PWM signal to the vehicle through the signal transceiver port. The actual situation is that the user's pre-set charging time has not arrived at this time, and the vehicle controller is in a sleep state. It can be known from the above description that when the charging pile sends a PWM signal to the vehicle through the signal transceiver port but the vehicle is not awakened, the vehicle controller should enter the sleep state in the wake-up disabled mode.

[0134] It can be understood that when the vehicle controller enters the sleep state in the wake-up disabled mode, it will not be awakened by the PWM signal regardless of whether the signal transceiver port receives the PWM signal. However, the wake-up source in the vehicle is not limited to the PWM signal received by the signal transceiver port, and can also include other wake-up sources, which can be connected to the power supply submodule and the vehicle controller, respectively. For example, the other wake-up sources can include a vehicle network wake-up source, a key switch wake-up source, a discharge button wake-up source, a clock wake-up source, and the like.

[0135] As an example, if the vehicle controller enters the sleep state in the wake-up disabled mode, the vehicle controller is further configured to:

[0136] receive a wake-up signal from the wake-up source, and in response to the wake-up signal, control the first wake-up circuit to output a low level to the second wake-up circuit, so that the vehicle controller switches from the wake-up disabled mode to the wake-up enabled mode.

[0137] For example, when the user presets a charging time at the vehicle end, the preset charging time arrives, that is, the current time is the charging time preset by the user at the vehicle end, and the clock wakeup source generates a wakeup signal. For example, the wakeup signal generated by the clock wakeup source is a 5V high-level voltage signal. In response to the wakeup signal, the power supply submodule starts to supply power to the vehicle controller, wakes up the vehicle controller, and the vehicle controller determines that the wakeup signal is initiated by the other wakeup source through the port connected with the other wakeup source.

[0138] The vehicle controller also responds to the wakeup signal to make the output port of the first flip-flop in the first wakeup circuit low through the first state clearing subcircuit, at this time, the first wakeup circuit outputs low to the second wakeup circuit, and the vehicle controller switches from the wakeup disable mode to the wakeup enable mode. It can be understood that at this time, the PWM signal received through the signal transceiving port can make the first wakeup circuit output high to the second wakeup circuit, and the second wakeup circuit output high to the vehicle controller. The vehicle controller can determine that the vehicle state is that the vehicle end preset charging time arrives and is ready to charge through the high-level state of the "wakeup source collection" port.

[0139] The control circuit provided by the embodiment of the present application comprises a charging guide module and a vehicle controller, the charging guide module comprises a signal transceiving port, a signal collection submodule, a switch control submodule, a wakeup submodule and a power supply submodule, the signal collection submodule collects the charging signal received from the signal transceiving port, and the vehicle controller controls the switch control submodule to realize charging handshake when the charging condition corresponding to the charging signal meets the charging condition of the vehicle-mounted battery pack. According to different charging scenes, two-level wakeup circuits are adopted, the level state of the output port of the wakeup circuit of different levels is controlled by the vehicle controller, so as to control the sleep or wakeup state of the vehicle controller, different modes of vehicle charging can be realized, active sleep can be realized to save energy, and the intelligence of the control circuit is improved.

[0140] In some embodiments, the system needs to detect the frequency, duty ratio and amplitude of the PWM signal, trigger analog-to-digital (AD) collection through the rising edge of the PWM signal to obtain the digital quantity of the voltage amplitude of the PWM signal, and judge the current charging or discharging state. In this scheme, there is a lack of hardware filtering, the anti-interference ability is poor, the accuracy of the AD collection digital quantity is low, and the sampling frequency is the same as the frequency of the PWM signal, the sampling frequency is high, the calculation burden of the system is large, and the energy consumption is large.

[0141] Optionally, in some embodiments, the PWM signal negative voltage is rectified and cut off by a diode, and the positive voltage amplitude of the PWM signal is collected by AD. In this scheme, the PWM signal negative voltage is rectified and cut off by a diode, and the digital quantity of the PWM signal negative voltage amplitude is not collected. However, in some regions, the negative voltage amplitude of the PWM signal needs to be detected, so the above-mentioned regional standards cannot be compatible in this scheme, and the compatibility of the system is poor.

[0142] Fig. 3 is a schematic diagram of the control circuit provided by the present application, as shown in Fig. 3, the signal collection sub-module 115 in the control circuit 1 includes a signal conditioning collection circuit 1151, a positive voltage signal collection circuit 1152 and a negative voltage signal collection circuit 1153 in parallel.

[0143] As shown in Fig. 3, the input end of the signal conditioning collection circuit 1151 is connected with the output end of the rectifier diode, and the output end is connected with the vehicle controller 12; the input end of the positive voltage signal collection circuit 1152 is connected with the output end of the rectifier diode, and the output end is connected with the vehicle controller 12; the input end of the negative voltage signal collection circuit 1153 is directly connected with the signal transceiver port 111 without passing through the rectifier diode, and the output end is connected with the vehicle controller 12.

[0144] In order to explain the collection process and working principle of the signal collection sub-module 115 to the charging signal, as an example, Fig. 4 is a schematic diagram of the signal collection sub-module provided by the present application. As shown in Fig. 4, the "CP interface" is the above-mentioned signal transceiver port, which can correspond to the signal transceiver port 111 in Fig. 3; the "D2" is the above-mentioned rectifier diode, which can correspond to the rectifier diode in Fig. 3; the "MCU" is the above-mentioned vehicle controller, which can correspond to the vehicle controller 12 in Fig. 3.

[0145] Among them, the signal conditioning collection circuit 1151 is set to collect the frequency and duty cycle of the signal at the output end of the rectifier diode. As shown in Fig. 4, optionally, the signal conditioning collection circuit 1151 can include: a resistor R24; a capacitor C5.

[0146] The resistor R24 is used for current limiting to protect the vehicle controller; the capacitor C5 and the resistor R24 together constitute a low-pass filter for filtering potential high-frequency signals of the rectifier output signal. As shown in FIG. 4, the "PWM IN" port on the "MCU" is connected with the signal conditioning and collecting circuit 1151, and the "MCU" detects the frequency and duty cycle of the signal passing through the signal conditioning and collecting circuit 1151 through the port. The detection method of the frequency and duty cycle of the signal is not limited, and exemplarily, the frequency of the input signal can be obtained by capturing the edges (rising edge or falling edge) of the input signal and timing through the timer module in the "MCU", and the duty cycle of the input signal can be obtained by calculating the time difference between adjacent rising edges or adjacent falling edges, calculating the time of the input signal in the high level, and calculating the ratio of the time to the period of the input signal.

[0147] The other circuits in the signal collecting sub-module 115 are continuously described, wherein the positive voltage signal collecting circuit 1152 is configured to collect the amplitude of the rectifier output signal at a preset period. As shown in FIG. 4, the positive voltage signal collecting circuit 1152 can optionally include a positive voltage following sub-circuit, a first charge latching filter sub-circuit; the positive voltage following sub-circuit is connected with the signal transceiver port through the rectifier diode, and the first charge latching filter sub-circuit is connected with the positive voltage following sub-circuit and the vehicle controller respectively.

[0148] After the PWM signal passes through the rectifier diode from the signal transceiver port, due to the unidirectional conduction characteristic of the rectifier diode, the negative half-axis voltage signal of the PWM signal is cut off by the rectifier diode at this time, only the positive half-axis voltage signal is retained, and enters the positive voltage following sub-circuit. Exemplarily, the original PWM signal has a positive voltage amplitude of 12V and a negative voltage amplitude of -12V, and after passing through the rectifier diode, the PWM signal becomes a positive voltage amplitude of 12V and no negative voltage amplitude.

[0149] As shown in FIG. 4, the optional positive voltage follower sub-sampling circuit can include resistors R18 and R19, and operational amplifier U1. The resistors R18 and R19 are used to divide the voltage input through the rectifier diode. The resistance of the resistors R18 and R19 is in the order of magnitude of 10 kΩ or above. The operational amplifier U1 has two input terminals on the left side, as shown in FIG. 4. The input terminal marked with "+" is the non-inverting input terminal, and the other is the inverting input terminal. The non-inverting input terminal of the operational amplifier U1 is connected to the output terminal of the rectifier diode through the resistor R18, and is also connected to the ground through the resistor R19. The inverting input terminal of the operational amplifier U1 is connected to the output terminal of the operational amplifier U1. The operational amplifier U1, the resistor R18, and the resistor R19 together constitute a voltage follower, so that the voltage output from the output terminal of the operational amplifier U1 is equal or approximately equal to the voltage input from the non-inverting input terminal of the operational amplifier U1, and the output impedance is reduced to match the first charge storage filter sub-circuit connected subsequently.

[0150] The PWM signal input through the rectifier diode enters the first charge storage filter sub-circuit after passing through the positive voltage follower sub-sampling circuit. As shown in FIG. 4, the first charge storage filter sub-circuit can include a diode D3, a resistor R21, a capacitor C2, resistors R22 and R23, capacitors C3 and C4, and a resistor R20.

[0151] The diode D3 is used for unidirectional rectification. The resistor R21 is used for current limiting. The capacitor C2 is used for charge storage. When the PWM signal enters the first charge storage filter sub-circuit, if the PWM signal is at a high level, the charge flows into the capacitor C2 through the diode D3 and the resistor R21 to be charged. If the PWM signal is at a low level, the charge stored in the capacitor C2 cannot pass through the diode D3 due to the unidirectional conduction characteristic of the diode D3, so that the purpose of charge storage is achieved.

[0152] The resistors R22, R23, the capacitors C3 and C4 together constitute a second-order filter circuit, which is used to filter the voltage signal of the PWM signal after being latched by the capacitor C2, so as to form a stable and smooth level signal. The voltage amplitude of the level signal is the same or approximately the same as the voltage amplitude output from the output terminal of the operational amplifier U1 in the positive voltage follower sub-sampling circuit. The resistor R20 is used to release the charge in the capacitor C2 to form a voltage signal at a suitable speed when the capacitor C2 is discharged. The resistance of the resistor R20 is in the order of magnitude of 10 kΩ to 1 MΩ.

[0153] It should be noted that, in an ideal state, the time required for the capacitor C2 to complete the storage of the charge should be the time corresponding to a period of the PWM signal, that is, a stable and smooth level signal is output via the first charge latching filtering sub-circuit within a period of the PWM signal, and the voltage amplitude of the level signal is the same as or approximately the same as the voltage amplitude of the in-phase input end U1 in the positive voltage following sub-circuit. However, in actual application, due to the duty cycle of the PWM signal and the response time required for the capacitor C2 to store the charge, in general, the capacitor C2 can complete the storage of the charge after several periods of the PWM signal. Therefore, when the preset period is reached, the AD collection of the voltage signal output by the first charge latching filtering sub-circuit is started. For example, the preset period can be an integer multiple of the period of the PWM signal, for example, the period of the PWM signal is 1 ms, and the preset period can be 10 ms.

[0154] After the PWM signal passes through the first charge latching filtering sub-circuit, it enters the vehicle controller. As shown in FIG. 4, the “ADC” on the “MCU” indicates that the analog-to-digital converter (ADC) of the vehicle controller is entered after the PWM signal passes through the first charge latching filtering sub-circuit. When the preset period is reached, the AD collection of the stable and smooth level signal is performed, and the positive voltage amplitude information of the current PWM signal is obtained, so that the vehicle controller judges the charging state of the current vehicle through the positive voltage amplitude information.

[0155] The other circuits in the signal collection sub-module 115 will be described below. The negative voltage signal collection circuit 1153 is configured to collect the amplitude of the signal at the input end of the rectifier diode according to a preset period. As shown in FIG. 4, the negative voltage signal collection circuit 1153 can include a negative voltage inverse proportional sampling sub-circuit and a second charge latching filtering sub-circuit. The negative voltage inverse proportional sampling sub-circuit is connected to the signal transceiver port, and the second charge latching filtering sub-circuit is connected to the negative voltage inverse proportional sampling sub-circuit and the vehicle controller.

[0156] Since the negative voltage signal collection circuit 1153 is directly connected to the signal transceiver port and does not pass through the rectifier diode, the PWM signal directly enters the negative voltage inverse proportional sampling sub-circuit. As shown in FIG. 4, the negative voltage inverse proportional sampling sub-circuit can include an operational amplifier U2, resistors R25, R26 and R27.

[0157] The operational amplifier U2 is shown in FIG. 4, and has two input terminals on the left side, one of which is marked "+" and is the non-inverting input terminal, and the other is the inverting input terminal. The resistor R25 is used to connect the non-inverting input terminal of U2 to ground. One end of the resistor R26 is connected to the signal transceiver port, and the other end is connected to the inverting input terminal of U2. The resistor R27 is used as a negative feedback resistor, one end of which is connected to the inverting input terminal of U2, and the other end is connected to the output terminal of U2. U2, R25, R26 and R27 together form a negative proportional amplifier, so that the voltage output from the output terminal of U2 is proportional to the voltage input from the inverting input terminal of U2. For example, the voltage output from the output terminal of U2 can be calculated by the following formula: uo = -(R27 / R26)*ui, where uo represents the voltage output from the output terminal of U2, and ui represents the voltage input from the inverting input terminal of U2. For example, if the positive voltage amplitude of the PWM signal entering through the signal transceiver port is 9V, and the negative voltage amplitude is -12V, and the ratio of R27 to R26 is 1 / 3, then the positive voltage amplitude of the signal after passing through the negative voltage proportional sampling sub-circuit is 4V, and the negative voltage amplitude is -3V.

[0158] After the PWM signal entering through the signal transceiver port passes through the negative voltage proportional sampling sub-circuit, it enters the second charge storage filtering sub-circuit. The composition and function of the second charge storage filtering sub-circuit are similar to those of the first charge storage filtering sub-circuit. As shown in FIG. 4, the second charge storage filtering sub-circuit can include, for example, a diode D4, a resistor R29, a capacitor C6, resistors R30 and R31, capacitors C7 and C8, and a resistor R28.

[0159] The diode D4 is used for unidirectional rectification, the resistor R29 is used for current limiting, and the capacitor C6 is used for charge storage. For example, when the PWM signal enters the second charge storage filtering sub-circuit, if the PWM signal is at a high level, the charge flows into C6 through D4 and R29 to charge; if the PWM signal is at a low level, due to the unidirectional conduction characteristic of D4, the charge stored in C6 cannot pass through D4, achieving the purpose of charge storage. On the other hand, since the voltage output from the output terminal of U2 still has a negative half-axis voltage signal, the diode D4 can also cut off this negative half-axis voltage signal.

[0160] The resistors R30, R31, C7 and C8 together form a second-order filter circuit, which is used to filter the voltage signal of the PWM signal after being latched by C6, to form a stable and smooth level signal, and the voltage amplitude of the level signal is the same as or approximately the same as the voltage amplitude output from the output terminal of U2 in the negative voltage proportional sampling sub-circuit. The resistor R28 is used to release the charge in C6 to form a voltage signal at a suitable speed when C6 is discharged. For example, the impedance of this resistor should be in the order of tens of thousands of ohms to millions of ohms.

[0161] As the first charge latching filter sub-circuit, the process of storing charge in capacitor C6 needs response time, usually several cycles of PWM signal, so that capacitor C6 can complete the storage of charge. Therefore, when reaching the preset period, the AD collection of the voltage signal output by the second charge latching filter sub-circuit is started. For example, the preset period can be an integer multiple of the PWM signal period, for example, the period of the PWM signal is 1ms, and the preset period can be 10ms.

[0162] After the PWM signal passes through the second charge latching filter sub-circuit, it enters the vehicle controller. As shown in FIG. 4, the "ADC" on the "MCU" indicates that the PWM signal enters the ADC of the vehicle controller after passing through the second charge latching filter sub-circuit, and the AD collection of the stable and smooth level signal is performed when reaching the preset period, so as to obtain the negative voltage amplitude information of the current PWM signal, so that the vehicle controller can determine the charging state of the current vehicle through the negative voltage amplitude information. It should be noted that when the PWM signal passes through the negative voltage inverse proportional sampling sub-circuit, the original PWM signal negative half-axis voltage signal is converted to a positive half-axis voltage signal by U2, and the amplitude changes. Therefore, when the vehicle controller performs AD collection, the voltage value obtained by AD collection needs to be inversely calculated according to the ratio of R26 and R27. For example, the positive voltage amplitude of the signal after passing through the negative voltage inverse proportional sampling sub-circuit is 4V, which is converted to a stable level signal with an amplitude of 4V by the second charge latching filter sub-circuit. The voltage amplitude of the current level signal is 4V, which is obtained by AD collection by the vehicle controller, and the negative voltage signal amplitude of the original PWM signal entering the signal transceiver port is-12V, which is obtained by inverse calculation by the vehicle controller.

[0163] On the other hand, it should be noted that in FIG. 4, the two "ADC" marked on the "MCU" do not mean that the first charge latching filter sub-circuit and the second charge latching filter sub-circuit are connected to the "MCU" through the same port, but only mean that the signals passing through the first charge latching filter sub-circuit and the second charge latching filter sub-circuit enter the "MCU" for analog-to-digital collection. In actual application, the first charge latching filter sub-circuit and the second charge latching filter sub-circuit are connected to the "MCU" through different ports and enter the analog-to-digital collection converter (ADC) respectively.

[0164] Optionally, the voltage drop generated by the diode in the signal collection sub-module can also be compensated by the instruction of the vehicle controller. For example, first, measure the voltage drop of the diode in the actual circuit by an external measurement tool; according to the measured voltage drop data, establish a compensation model, which can be a linear correction or a calibration curve correction; during AD collection, correct the digital quantity obtained by AD collection according to the compensation model.

[0165] The control circuit provided by the embodiments of the present application realizes the collection of the duty cycle and frequency of the PWM signal by setting a signal conditioning collection circuit; the first charge latching filter sub-circuit is set in the positive voltage signal collection circuit to collect the signal output by the rectifier diode in a preset period, replaces the above rising edge triggered AD collection, filters the signal, reduces the frequency of the AD collection, and can improve the accuracy of the AD collection. On the other hand, the negative voltage signal collection circuit is set, the rectifier diode input signal is collected by the negative voltage inverse proportional collection sub-circuit and the second charge latching filter sub-circuit, the detection requirement of the negative voltage amplitude of the PWM signal under some regional standards can be met, the compatibility of the control circuit to multiple regional standards can be improved, and the intelligence of the control circuit is further improved.

[0166] It can be known from the above description of the embodiments that, in the control circuit provided by the present application, the power supply sub-module can supply power to the vehicle controller; on the other hand, the power supply sub-module can also respond to the signal output by the wake-up sub-module to control whether to supply power to the vehicle controller, so as to realize the sleep and wake-up of the vehicle controller and the like. As an example, FIG. 5 is a schematic diagram of the power supply sub-module provided by the present application, as shown in FIG. 5, the power supply sub-module 112 includes a normal power supply circuit 1121 and an abnormal power supply circuit 1122, the abnormal power supply circuit 1122 includes an enable interface, the enable interface is connected with the output end of the wake-up sub-module 113, and the enable interface is set to power on the abnormal power supply circuit 1122 when the wake-up sub-module 113 outputs a high level.

[0167] The normal power supply circuit 1121 is set to supply power to the devices that need to work continuously in the vehicle, and also supply power to the abnormal power supply circuit 1122, and the abnormal power supply circuit 1122 is set to supply power to the vehicle controller 12 when the wake-up sub-module 113 outputs a high level.

[0168] As shown in FIG. 5, the exemplary normal power supply circuit 1121 is connected with the abnormal power supply circuit 1122, and is responsible for supplying power to the abnormal power supply circuit 1122. The output port of the normal power supply circuit 1121 is responsible for supplying power to other devices in the vehicle that need to work continuously, such as the "normal 5V" pin and the "SLP_5V" pin mentioned in the embodiments of the present application, which are connected with the output port of the normal power supply circuit 1121 to receive continuous power supply. Optionally, the abnormal power supply circuit 1122 includes an enable interface, as shown in FIG. 5, the enable interface of the abnormal power supply circuit 1122 corresponds to the "EN" interface in FIG. 5, and the enable interface is connected with the output port of the wake-up sub-module 113. When the output port of the wake-up sub-module 113 outputs a high level, the abnormal power supply circuit 1122 receives power supply from the normal power supply circuit 1121, so that the abnormal power supply circuit 1122 is powered on and starts to supply power to the vehicle controller 12.

[0169] As known from the above description of the embodiments, in addition to the connection between the output port of the wake-up sub-module 113 and the enable interface of the abnormal power supply circuit 1122, other wake-up sources are also connected with the enable interface of the abnormal power supply circuit 1122, so that when the vehicle controller 12 enters the sleep state in the wake-up prohibited mode, the enable interface of the abnormal power supply circuit 1122 responds to the wake-up signal of the other wake-up sources, and the abnormal power supply circuit 1122 receives power supply from the normal power supply circuit 1121, so that the abnormal power supply circuit 1122 is powered on and starts to supply power to the vehicle controller 12, thereby realizing the wake-up of the vehicle controller 12 by the other wake-up sources.

[0170] The control circuit provided by the embodiments of the present application is configured with a normal power supply circuit in the power supply sub-module, so that the devices in the control circuit that need continuous power supply can continuously receive power supply. The control circuit is configured with an abnormal power supply circuit in the power supply sub-module, and the abnormal power supply circuit is configured with an enable interface, so that the abnormal power supply circuit can supply power to the vehicle controller in response to the wake-up signal initiated by the wake-up sub-module or other wake-up sources, thereby realizing the wake-up of the vehicle controller. The control circuit can supply power to different devices in the control circuit with different needs, and can be linked with the wake-up signal initiated by the wake-up sub-module and other wake-up sources, thereby further improving the intelligence of the control circuit.

[0171] In some scenarios, the vehicle needs to discharge to the outside, so some vehicles are configured to discharge to the outside through the vehicle-mounted battery pack, for example, which can include vehicle-to-load (V2L), vehicle-to-vehicle (V2V), vehicle-to-grid (V2G), etc. Therefore, the CP interface at the vehicle end needs to simulate the CP interface output PWM signal at the charging pile end.

[0172] Therefore, as an example, the control circuit further comprises: a discharge guide module, the discharge guide module is connected with the signal transceiver port and the vehicle controller respectively.

[0173] The vehicle controller is configured to, when the vehicle enters the discharge mode, control the discharge guide module to output the discharge signal through the signal transceiver port through the signal control output port of the vehicle controller, and the discharge signal is configured to indicate the discharge capability of the vehicle as a power supply.

[0174] For example, when the user selects to enter the discharge mode at the vehicle end, the vehicle controller controls the discharge guide module to output the discharge signal to the external device through the signal transceiver port through the signal control output port. The discharge signal can be a PWM signal used to indicate the discharge capability of the vehicle as a power supply. For example, the vehicle controller outputs a positive voltage PWM signal with a frequency of 1 kHz and a positive voltage amplitude of 5V through the control output port, and outputs the discharge signal to the signal transceiver port through the discharge guide module. The discharge signal can be a positive voltage PWM signal with a frequency of 1 kHz and a positive voltage amplitude of 12V.

[0175] For example, FIG. 6 is a schematic diagram of the control circuit provided by the present application. As shown in FIG. 6, as an example, the discharge guide module 13 comprises an output signal control submodule 132 and a positive voltage signal output submodule 131, the output signal control submodule 132 is connected with the positive voltage signal output submodule 131 and the vehicle controller 12 respectively, and the positive voltage signal output submodule 131 is connected with the signal transceiver port 111.

[0176] The vehicle controller 12 is configured to, when the vehicle enters the discharge mode, control the output signal control submodule 132 to drive the positive voltage signal output submodule 131 to output the positive voltage signal through the signal control output port of the vehicle controller 12.

[0177] For example, when the user selects the discharging mode on the vehicle side, the vehicle controller 12 controls the output signal control submodule 132 through the signal control output port to drive the positive voltage signal output submodule 131 to output a positive voltage signal to the signal transceiver port 111. For example, the vehicle controller 12 outputs a positive voltage PWM signal with a frequency of 1 kHz and a positive voltage amplitude of 5 V through the signal control output port; when the signal control output port of the vehicle controller 12 outputs a high level, the output signal control submodule 132 drives the positive voltage signal output submodule 131 to output a high level signal with a positive voltage amplitude of 12 V to the signal transceiver port 111; when the signal control output port of the vehicle controller 12 outputs a low level, the output signal control submodule 132 controls the positive voltage signal output submodule 131 to output a low level signal with a voltage amplitude of 0 V to the signal transceiver port 111. Thus, the signal transceiver port 111 outputs a positive voltage PWM signal with a frequency of 1 kHz and a positive voltage amplitude of 12 V.

[0178] In addition, since the discharging signal is set to indicate the discharging capacity of the vehicle as a power supply, and the discharging signal is a PWM signal. Similar to the PWM signal sent by the charging pile to the vehicle in the charging mode, the discharging signal reflects the maximum discharging current that the vehicle can discharge at present through the duty cycle of the PWM signal. Therefore, optionally, the duty cycle of the PWM signal output by the vehicle controller 12 to the control output port is controlled so that the duty cycle of the discharging signal corresponds to the discharging capacity of the vehicle as a power supply. For example, the PWM signal output by the control output port of the vehicle controller 12 can have a duty cycle of 10%, and the corresponding maximum discharging current is 6 A. The above-mentioned correspondence between the duty cycle and the maximum discharging current is only an example, and in actual application, it can be specified according to different standards and the specifications of the vehicle battery pack.

[0179] Based on the description of the above embodiment, the control circuit 1 on the vehicle side can drive the positive voltage signal output submodule 131 in the discharging guide module 13 through the output signal control submodule 132 to convert the PWM signal output by the signal control output port, which has a low level of 0 V and a high level of 5 V, into a PWM signal with a low level of 0 V and a high level of 12 V, which is output by the signal transceiver port 111 on the vehicle side. This scheme cannot meet the requirements of some regional standards for the output and amplitude detection of the PWM signal during the discharging process, and the compatibility of the control circuit in the above-mentioned scheme embodiment is poor.

[0180] To this end, as an example, Fig. 7 is a schematic diagram of a fourth control circuit provided by the present application. As shown in Fig. 7, as an example, the discharge guiding module 13 further comprises a negative voltage signal output sub-module 133 and a negative voltage signal enable sub-module 134, the negative voltage signal output sub-module 133 is connected with the signal transceiving port 111 and the output signal control sub-module 132 respectively, and the negative voltage signal enable sub-module 134 is connected with the output signal control sub-module 132 and the vehicle controller 12 respectively.

[0181] The vehicle controller 12 is configured to, when the vehicle enters the discharge mode, control the negative voltage signal enable sub-module 134 to enable or disable the output signal control sub-module 132 to drive the negative voltage signal output sub-module 133 to output the negative voltage signal through the negative voltage signal output enable port and the signal control output port of the vehicle controller 12.

[0182] For example, when the user selects the discharge mode on the vehicle side, the negative voltage signal output enable port outputs a high level through the vehicle controller 12, so that the output signal control submodule 132 drives the negative voltage signal output submodule 133 to output a negative voltage signal according to the low level signal in the PWM signal of the signal control output port of the vehicle controller 12. According to the description of the output signal control submodule 132 driving the positive voltage signal output submodule 131 to output a positive voltage signal in the above embodiment, when the signal control output port of the vehicle controller 12 outputs a high level signal of 5V, the output signal control submodule 132 drives the positive voltage signal output submodule 131 to output a positive voltage high level signal of 12V; when the signal control output port of the vehicle controller 12 outputs a low level signal of 0V, if the negative voltage signal output enable port outputs a high level signal of 5V at this time, the output signal control submodule 132 drives the negative voltage signal output submodule 133 to output a negative voltage high level signal of -12V, and if the negative voltage signal output enable port outputs a low level signal of 0V at this time, the output signal control submodule 132 is prohibited to drive the negative voltage signal output submodule 133 to output a negative voltage high level signal. For example, when the negative voltage signal output enable port of the vehicle controller 12 outputs a high level signal of 5V, the signal control output port of the vehicle controller 12 outputs a PWM signal with a frequency of 1kHz, a high level voltage amplitude of 5V, a low level voltage amplitude of 0V, and a duty cycle of 10%, at this time, the discharge signal with a frequency of 1kHz, a positive voltage amplitude of 12V, a negative voltage amplitude of -12V, and a duty cycle of 10% is output from the signal transceiver port 111 to the external device. When the negative voltage signal output enable port of the vehicle controller 12 outputs a low level signal, the negative voltage signal enable submodule 134 prohibits the output signal control submodule 132 to drive the negative voltage signal output submodule 133 to output a negative voltage signal, at this time, the corresponding relationship between the PWM signal of the signal control output port of the vehicle controller 12 and the discharge signal is the same as the description of the output signal control submodule 132 driving the positive voltage signal output submodule 131 to output a positive voltage signal in the above embodiment.

[0183] Optionally, as shown in FIG. 7, the discharge guide module 13 can further include a signal acquisition submodule 115, which acquires the output discharge signal to enable the vehicle controller 12 to acquire the frequency, duty cycle, positive voltage amplitude and negative voltage amplitude of the discharge signal through the signal acquisition submodule 115 to determine the discharge state of the current vehicle. The acquisition process of the discharge signal of the discharge guide module 13 can refer to the acquisition process of the charging signal of the charging guide module 11, which will not be described here.

[0184] Next, the specific construction of the positive voltage signal output sub-module 131, the output signal control sub-module 132, the negative voltage signal output sub-module 133 and the negative voltage signal enable sub-module 134 in the discharge guide module 13 is described. FIG. 8 is a schematic diagram of the discharge guide module provided by the present application, as shown in FIG. 8, the "CP interface" is the signal transceiving port described above, which can correspond to the signal transceiving port 111 in FIG. 7; the "MCU" is the vehicle controller described above, which can correspond to the vehicle controller 12 in FIG. 7; the "PWM control output" port on the "MCU" in FIG. 8 is the signal control output port described above, which is connected with the output signal control sub-module 132; the "negative voltage output enable" port on the "MCU" in FIG. 8 is the negative voltage signal output enable port described above, which is connected with the negative voltage signal enable sub-module 134.

[0185] Optionally, as shown in FIG. 8, the output signal control sub-module 132 can include resistors R35 and R36, an NMOS tube Q7, resistors R37 and R38. Among them, the resistors R35 and R36 are used for voltage division; the resistors R37 and R38 are used for current limiting and voltage division. When the PWM signal output by the "PWM control output" port of the "MCU" is 5V high level, the source voltage of Q7 is 0V, the gate voltage is 5V, Q7 is opened, the drain voltage is 0V, and the node between R35 and R36 is divided by about 8V, at this time the positive voltage signal output sub-module 131 outputs a positive voltage signal with an amplitude of 12V; when the PWM signal output by the "PWM control output" port of the "MCU" is 0V low level, the source voltage of Q7 is 0V, the gate voltage is 0V, Q7 is closed, at this time the positive voltage signal output sub-module 131 stops outputting a positive voltage signal with an amplitude of 12V, and the node between R35 and R36 is divided by about 12V.

[0186] As shown in FIG. 8, the output signal control sub-module 132 further comprises resistors R41 and R42, a PMOS tube Q10, resistors R43 and R44. Among them, the resistors R41 and R42 are used for voltage division; the resistors R43 and R44 are used for current limiting and voltage division. In order to better understand the output signal control sub-module 132, the negative voltage signal enable sub-module 134 is introduced in conjunction with FIG. 8. As shown in FIG. 8, the negative voltage signal enable sub-module 134 comprises resistors R47 and R48, an NMOS tube Q12, resistors R45 and R46, a PMOS tube Q11. Among them, the resistor R47 is used for voltage division of Q12; the resistor R48 is used for current limiting of Q12; the resistor R45 is used for voltage division of Q11; the resistor R46 is used for current limiting of Q11. The gate of Q12 is connected to the "negative voltage output enable" port of the "MCU" through R48, and is also connected to the ground through R47, and the source of Q12 is connected to the ground; the gate of Q11 is connected to the drain of Q12 through R46, and is also connected to the "very 5V" pin through R45, the source of Q11 is connected to the "very 5V" pin, and the drain of Q11 is connected to the source of Q10. The "very 5V" pin is connected to the very power supply circuit 1122 in the power supply sub-module 112, and can receive 5V power supply provided by the very power supply circuit 1122 when the very power supply circuit 1122 is powered on.

[0187] When the PWM signal output by the "PWM control output" port of the "MCU" is 0V low level, and the "negative voltage output enable" port outputs 5V high level, the gate voltage of Q12 is pulled up through the resistor R48, and the source voltage is 0V, so that Q12 is opened, and the drain voltage is 0V, so that the gate voltage of Q11 is pulled down through the resistors R45 and R46, and the source voltage is 5V, so that Q11 is opened, and the drain voltage is 5V, so that the source voltage of Q10 is 5V, the gate voltage is 0V, Q10 is opened, the drain voltage is 0V, and the voltage at the node between R41 and R42 is about -8V, at this time, the negative voltage signal output sub-module 133 outputs a negative voltage signal with an amplitude of -12V; when the PWM signal output by the "PWM control output" port of the "MCU" is 5V high level, and the "negative voltage output enable" port outputs 5V high level, the source voltage of Q10 is 5V unchanged, but the gate voltage is 5V, Q10 is closed, at this time, the negative voltage signal output sub-module 133 stops outputting a negative voltage signal with an amplitude of -12V, and the voltage at the node between R41 and R42 is about -12V.

[0188] However, when the "negative voltage output enable" port outputs 0V low level, the Q12 gate voltage is 0V, the source voltage is 0V, Q12 is closed, so that the Q11 gate voltage is pulled up to 5V through R45, the source voltage is 5V, Q11 is closed, so that the Q10 source voltage is 0V, no matter whether the "PWM control output" port outputs 0V low level signal or 5V high level signal, Q10 is in the closed state, the output signal control sub-module 132 cannot drive the negative voltage signal output sub-module 133, at this time the negative voltage signal output sub-module 133 stops outputting the negative voltage signal with an amplitude of -12V.

[0189] Next, the positive voltage signal output sub-module 131 will be described in combination with FIG. 8. As shown in FIG. 8, the positive voltage signal output sub-module 131 includes: a capacitor C9; resistors R32 and R33; a resistor R34; a diode D5; PMOS tubes Q5 and Q6. Among them, the resistors R32 and R33 are used for current limiting protection, R32 and R33 are connected in series to form a pull-up resistor with a resistance of 1kΩ required by the discharge standard; PMOS tubes Q5 and Q6 together form an electronic switch, which is used to output 12V positive voltage signal to the "CP interface" when Q5 and Q6 are opened, and stop outputting 12V positive voltage signal to the "CP interface" when Q5 and Q6 are closed, which is considered as a high-impedance open circuit state; the capacitor C9, the resistor R34 and the diode D5 together form a filter control circuit, when the Q7 of the output signal control sub-module 132 is opened, the C9 is charged, during this process the gate voltage of Q5 and Q6 gradually changes from 12V to 8V, the source voltage is always 12V, Q5 and Q6 slowly open, so that the 12V voltage signal of the "+12V cp" pin passes through the opened Q5 and Q6, and the R33 and R32 output 12V positive voltage signal from the "CP interface"; when the Q7 of the output signal control sub-module 132 is closed, the gate voltage of Q5 and Q6 is changed to 12V through D5 "+12V cp" pin, which is equal to the source voltage of Q5 and Q6, Q5 and Q6 are closed, so that the positive voltage signal output sub-module 131 stops outputting 12V positive voltage signal to the "CP interface". The "+12V cp" pin is powered by a voltage source with a voltage value of 12V, and the way to realize the 12V voltage source is not limited.

[0190] Next, the negative voltage signal output submodule 133 will be described in combination with Figure 8. As shown in Figure 8, the negative voltage signal output submodule 133 includes: a capacitor C10; resistors R32 and R39; a resistor R40; a diode D6; NMOS tubes Q8 and Q9. Among them, the resistors R32 and R39 are used for current limiting protection, and R32 and R39 are connected in series to form a pull-down resistor with a resistance of 1kΩ required by the discharge standard; the NMOS tubes Q8 and Q9 together form an electronic switch, which is used to output a-12V negative voltage signal to the "CP interface" when Q8 and Q9 are opened, and stop outputting a-12V negative voltage signal to the "CP interface" when Q8 and Q9 are closed, which is considered as a high-impedance open circuit state; the capacitor C10, the resistor R40 and the diode D6 together form a filter control circuit, when Q10 of the output signal control submodule 132 is opened, C10 is charged, and during this process, the gate voltage of Q8 and Q9 gradually changes from-12V to-8V, and the source voltage is always-12V, Q8 and Q9 slowly open, so that the-12V voltage signal of the "-12V cp" pin passes through the opened Q8 and Q9, and the R39 and R32 output a-12V negative voltage signal from the "CP interface"; when Q10 of the output signal control submodule 132 is closed, the gate voltage of Q8 and Q9 is changed to-12V by the "-12V cp" pin through D6, which is equal to the source voltage of Q8 and Q9, and Q8 and Q9 are closed, so that the negative voltage signal output submodule 133 stops outputting a-12V negative voltage signal to the "CP interface". The "-12V cp" pin is powered by a voltage regulator with a voltage of-12V, and the way to realize the-12V voltage regulator is not limited.

[0191] When the discharge mode is exited, the signal control output port of the vehicle controller outputs a low-level signal to stop the positive voltage signal output submodule 131 from outputting a 12V positive voltage signal, and the negative voltage signal output enable port of the vehicle controller outputs a low-level signal to stop the negative voltage signal output submodule 133 from outputting a-12V negative voltage signal.

[0192] The control circuit provided in the embodiments of the present application can realize output signal control of the discharge signal of the vehicle end, and can meet the output and amplitude detection requirements of the negative voltage signal in the discharge signal under some regional standards, and can improve the compatibility of the control circuit, thereby further improving the intelligence of the control circuit.

[0193] Under the charging standards in some regions, the charging pile end has a power line communication circuit (PLC) to realize the charging state communication between the charging pile end and the vehicle end through the signal transceiver port. The communication content can include charging power, charging current, handshake state, fault state information, etc.

[0194] In some embodiments, the charging guide module can further include a PLC communication circuit. As an example, FIG. 9 is a schematic diagram of the control circuit provided in the present application, as shown in FIG. 9, the charging guide module further includes: a power line communication sub-module; the power line communication sub-module is connected with the signal transceiver port and the vehicle controller respectively.

[0195] The power line communication sub-module is described in combination with FIG. 9, as shown in FIG. 9, the "CP interface" is the above-mentioned signal transceiver port, which can correspond to the signal transceiver port 111 in FIG. 6; the "MCU" is the above-mentioned vehicle controller, which can correspond to the vehicle controller 12 in FIG. 6; the "CP charging guide circuit" on the left side is the above-mentioned charging guide module, which can correspond to the charging guide module 11 in FIG. 6; the "CP discharge guide circuit" on the left side is the above-mentioned discharge guide module, which can correspond to the discharge guide module 13 in FIG. 6; the "PLC communication circuit" is the above-mentioned power line communication sub-module, and the "PLC communication circuit" is connected with the "CP interface" through C1, and is also connected with the "MCU". C1, capacitor, is the coupling capacitor of the power line communication signal.

[0196] The power line communication sub-module is set to obtain the charging signal received by the signal transceiver port, extract the state information of the external power supply from the charging signal, and send it to the vehicle controller.

[0197] For example, in some regions, the charging signal from the signal transceiver port is usually in the form of a PWM signal. If the charging pile end is provided with a power line communication circuit, a high-frequency signal will be superimposed on the PWM signal from the signal transceiver port. The high-frequency signal is the communication signal between the power line communication circuit of the charging pile end and the power line communication submodule of the vehicle end. By extracting the high-frequency signal superimposed on the PWM signal from the signal transceiver port through the power line communication submodule of the vehicle end, the state information of the external power supply can be obtained and sent to the vehicle controller by the power line communication submodule of the vehicle end, so that the vehicle controller can read the state information of the external power supply. For the case where the external power supply is a charging pile, the state information of the external power supply can include the maximum charging power of the charging pile, the maximum charging current of the charging pile, the current handshake state of the charging pile, the current fault information of the charging pile, etc.

[0198] On the other hand, as shown in FIG. 9, the control circuit can further include a diode D1, which is a transient voltage suppression diode (TVS diode). The input end of D1 is connected to the ground, and the output end is connected to the "CP interface". When the charging signal entering the "CP interface" has a voltage or current exceeding the safe range of the circuit components, D1 is reversely conducted to introduce the large voltage or current from the "CP interface" to the ground, thereby protecting the subsequent circuit components.

[0199] As shown in FIG. 9, the "constant 12V" pin, the "constant 5V power supply", the "constant 5V" pin, the "non-constant power supply circuit", and the "non-constant 5V" pin together constitute the above-mentioned power supply submodule, which can correspond to the power supply submodule 112 in FIG. 5. The "constant 12V" pin, the "constant 5V power supply", and the "constant 5V" pin together constitute the above-mentioned constant power supply circuit, which can correspond to the constant power supply circuit 1121 in FIG. 5. The "non-constant power supply circuit" and the "non-constant 5V" pin together constitute the above-mentioned non-constant power supply circuit, which can correspond to the non-constant power supply circuit 1122 in FIG. 5. The "EN" port of the "non-constant power supply circuit" is the above-mentioned enable port. The "constant 12V" pin can be connected to the low-voltage battery of the vehicle end, and the "constant 5V power supply" is powered by the 12V voltage provided by the low-voltage battery. The "constant 5V" pin is the output pin of the "constant 5V power supply", and the "non-constant 5V" pin is the output pin of the "non-constant power supply circuit".

[0200] As shown in FIG. 9, the "wake-up circuit" is the wake-up sub-module described above, which can correspond to the wake-up sub-module 113 in FIG. 1. The "wake-up circuit" in FIG. 9 is connected with the "extra-low power supply circuit", and the "wake-up instruction" is a high-level signal sent by the wake-up sub-module 113 to the extra-low power supply circuit 1122, so that the extra-low power supply circuit receives power supply from the "normal 5V power supply". The resistance R2, the "S2 switch and control circuit", the resistance R1, and the "S1 switch and control circuit" together constitute the switch control sub-module described above, which can correspond to the switch control sub-module 114 in FIG. 1. The "PWM conditioning sampling circuit" is the signal conditioning and sampling circuit described above, which can correspond to the signal conditioning and sampling circuit 1151 in FIG. 3, and is used for collecting the frequency and duty cycle of the charging signal entering through the "CP interface". The "positive voltage following sampling circuit" is the positive voltage following sampling sub-circuit in the positive voltage signal collecting circuit described above, which can correspond to the positive voltage following sampling sub-circuit in FIG. 4, and is used for collecting the positive voltage amplitude of the charging signal entering through the "CP interface". The working principle of the switch control sub-module is explained in combination with FIG. 9. When the vehicle is in a charging state, the "MCU" controls S1 in the "S1 switch and control circuit" to be closed and controls S2 in the "S2 switch and control circuit" to be opened, so that R1 is connected to the circuit; when the "CP interface" has a PWM signal representing a charging signal entering, due to the voltage division of R1, the positive voltage amplitude of the PWM signal will change from 12V to 9V, and when the "MCU" collects the positive voltage amplitude of the PWM signal as 9V through the "positive voltage following sampling circuit", S2 in the "S2 switch and control circuit" is controlled to be closed, so that R2 is connected to the circuit, at this time, the positive voltage amplitude of the PWM signal will change from 9V to 6V, so as to realize the charging handshake between the vehicle and the charging pile, and when the "MCU" collects the positive voltage amplitude of the PWM signal as 6V through the "positive voltage following sampling circuit", it is judged that the current charging state is charging handshake success. When the vehicle is in a discharging state, the "MCU" controls S1 in the "S1 switch and control circuit" to be opened and controls S2 in the "S2 switch and control circuit" to be opened, so that the switch control sub-module is disconnected from the "CP interface", avoiding the influence of R1 and R2 on the positive voltage amplitude in the discharging signal.

[0201] As shown in FIG. 9, the "DCDC boost power supply circuit", the "+12V voltage stabilizing output power supply circuit", the "+12V cp" pin, the "CP PWM output control circuit", the "CP PWM+12V output circuit", the "PWM output conditioning back sampling circuit", and the "output positive voltage following back sampling circuit" together constitute the above discharge guiding module. Among them, the "CP PWM output control circuit" is the above output signal control submodule, which can correspond to the output signal control submodule 132 in FIG. 6, and the "CP PWM+12V output circuit" is the above positive voltage signal output submodule, which can correspond to the positive voltage signal output submodule 131 in FIG. 6. Among them, the "PWM output conditioning back sampling circuit" and the "output positive voltage following back sampling circuit" have the same structure as the "PWM conditioning sampling circuit" and the "positive voltage following sampling circuit", but the difference is that the "PWM output conditioning back sampling circuit" and the "output positive voltage following back sampling circuit" collect the PWM signal output by the "CP PWM+12V output circuit", and are connected with the "MCU" to perform AD collection to obtain the frequency, duty cycle and positive voltage amplitude of the output discharge signal. The "DCDC boost power supply circuit" and the "+12V voltage stabilizing output power supply circuit" are used to boost the 5V power supply output by the normal power supply circuit 1121 to obtain a 12V voltage stabilizing output power supply, wherein the output port of the "+12V voltage stabilizing output power supply circuit" is connected with the "CP PWM+12V output circuit", and the obtained 12V voltage stabilizing output power supply is supplied to the "CP PWM+12V output circuit" through the "+12V cp" pin.

[0202] As another example, FIG. 10 is a schematic diagram of a control circuit provided by the present application, as shown in FIG. 10, the "CP interface" is the signal transceiver port described above, which can correspond to the signal transceiver port 111 in FIG. 7; the "MCU" is the vehicle controller described above, which can correspond to the vehicle controller 12 in FIG. 7; the "CP charging guide circuit" on the left side is the charging guide module described above, which can correspond to the charging guide module 11 in FIG. 7; the "CP discharging guide circuit" on the left side is the discharging guide module described above, which can correspond to the discharging guide module 13 in FIG. 7. The "wake-up circuit 1" is the first wake-up circuit described above, which can correspond to the first wake-up circuit in FIG. 2, and the "wake-up circuit 2" is the second wake-up circuit described above, which can correspond to the second wake-up circuit in FIG. 2. The "first clear instruction" sent from the "MCU" to the "wake-up circuit 1" in FIG. 10 can correspond to the instruction sent from the "CLR 1" port of the "MCU" in FIG. 2, and the "second clear instruction" sent from the "MCU" to the "wake-up circuit 2" can correspond to the instruction sent from the "CLR 2" port of the "MCU" in FIG. 2. As an example, when the "MCU" enters the sleep state in the wake-up enabled mode, high-level signals are sent through the "CLR 1" port and the "CLR 2" port of the "MCU" to the "wake-up circuit 1" and the "wake-up circuit 2" respectively, for example, the "first clear instruction" and the "second clear instruction" can be 5V high-level voltage signals, so that the first state clearing sub-circuit and the second state clearing sub-circuit in FIG. 2 are in the working state, and the high-level signals at the "Q" port of the "D flip-flop 1" and the "D flip-flop 2" are cleared. The "CP charging guide detection and discharging guide detection common circuit" on the left side in the figure is the signal acquisition sub-module described above, which can correspond to the signal acquisition sub-module 115 in FIG. 7. The "positive voltage following sampling circuit" and the "charge latching and filtering circuit" connected thereto together constitute the positive voltage signal acquisition circuit in the signal acquisition sub-module described above, which can correspond to the positive voltage signal acquisition circuit 1152 in FIG. 3. The "positive voltage following sampling circuit" can correspond to the positive voltage following sampling sub-circuit in FIG. 4, and the "charge latching and filtering circuit" connected to the "positive voltage following sampling circuit" is the first charge latching and filtering sub-circuit described above, which can correspond to the first charge latching and filtering sub-circuit in FIG. 4. The "negative voltage inverse proportional sampling circuit" and the "charge latching and filtering circuit" connected thereto together constitute the negative voltage signal acquisition circuit in the signal acquisition sub-module described above, which can correspond to the negative voltage signal acquisition circuit 1153 in FIG. 3. The "negative voltage inverse proportional sampling circuit" can correspond to the negative voltage inverse proportional sampling sub-circuit in FIG. 4, and the "charge latching and filtering circuit" connected to the "negative voltage inverse proportional sampling circuit" is the second charge latching and filtering sub-circuit described above, which can correspond to the second charge latching and filtering sub-circuit in FIG. 4.

[0203] As shown in FIG. 10, the "DCDC boost power supply circuit", the "+12V voltage-stabilized output power supply circuit", the "-12V voltage-stabilized output power supply circuit", the "+12V cp" pin, the "-12V cp" pin, the "CP PWM output control circuit", the "CP PWM+12V output circuit", the "CP PWM-12V enable circuit", and the "CP PWM-12V output circuit" together constitute the above discharge guiding module. The "CP PWM-12V enable circuit" is the above negative voltage signal enabling submodule, which can correspond to the negative voltage signal enabling submodule 134 in FIG. 7. The "CP PWM-12V output circuit" is the above negative voltage signal output submodule, which can correspond to the negative voltage signal output submodule 133 in FIG. 7. Optionally, the "-12V voltage-stabilized output power supply circuit" can include a negative voltage charge-coupled boost circuit, and a switch chopper circuit in the "DCDC boost power supply circuit" is used to realize reverse voltage conversion to obtain a -12V voltage-stabilized output power supply to supply power to the "CP PWM-12V output circuit" through the "-12V cp" pin.

[0204] It should be noted that the above description of the implementation of the 12V voltage-stabilized output power supply and the -12V voltage-stabilized output power supply is only an example, and the manner of implementing the 12V voltage-stabilized output power supply and the -12V voltage-stabilized output power supply is not limited in actual application.

[0205] Optionally, the "+12V voltage-stabilized output power supply circuit" and the "-12V voltage-stabilized output power supply circuit" can also be connected to the "MCU" to perform AD collection on the 12V voltage signal and the -12V voltage signal output by the "+12V voltage-stabilized output power supply circuit" and the "-12V voltage-stabilized output power supply circuit", so that the "MCU" knows whether the working state of the "+12V voltage-stabilized output power supply circuit" and the "-12V voltage-stabilized output power supply circuit" is normal. If the error between the voltage amplitude obtained by collecting the voltage output by the "+12V voltage-stabilized output power supply circuit" and 12V exceeds a threshold value, or the error between the voltage amplitude obtained by collecting the voltage output by the "-12V voltage-stabilized output power supply circuit" and -12V exceeds a threshold value, it is determined that the "+12V voltage-stabilized output power supply circuit" and the "-12V voltage-stabilized output power supply circuit" are in an abnormal working state, and the duty cycle of the PWM signal output from the signal control output port of the vehicle controller is controlled to inform external devices that the current vehicle cannot normally supply power as a power supply.

[0206] The application also provides a control method, which is applied to the vehicle controller of the control circuit in the above embodiments, and the method comprises:

[0207] The charging signal is acquired from the signal acquisition submodule of the control circuit, and if the charging signal meets the charging condition of the vehicle-mounted battery pack, the charging handshake with the external power supply is completed through the switch control submodule of the control circuit.

[0208] If the vehicle-mounted battery pack meets the charging completion condition, the wake-up submodule of the control circuit outputs a low level to the power supply submodule of the control circuit to make the vehicle controller enter the sleep state.

[0209] In the pre-charge mode, if the current time is the preset charging time, the sleep state is switched to the working state.

[0210] In a possible implementation, the method further includes:

[0211] When the vehicle-mounted battery pack meets the charging completion condition, if the vehicle controller enters the sleep state in the wake-up enabled mode, the first wake-up circuit outputs a low level to the second wake-up circuit, and the second wake-up circuit outputs a low level to the power supply submodule;

[0212] When the vehicle-mounted battery pack meets the charging completion condition, if the vehicle controller enters the sleep state in the wake-up disabled mode, the first wake-up circuit outputs a high level to the second wake-up circuit, and the second wake-up circuit outputs a low level to the power supply submodule.

[0213] In a possible implementation, if the vehicle controller enters the sleep state in the wake-up disabled mode, the method further includes: receiving a wake-up signal from a wake-up source, and in response to the wake-up signal, controlling the first wake-up circuit to output a low level to the second wake-up circuit to switch the vehicle controller from the wake-up disabled mode to the wake-up enabled mode.

[0214] In a possible implementation, the method further includes: when the vehicle enters the discharge mode, controlling, by the signal control output port of the vehicle controller, the discharge guide module to output a discharge signal through the signal transceiver port, the discharge signal being set to indicate the discharge capability of the vehicle as a power supply.

[0215] In a possible implementation, the method further includes: when the vehicle enters the discharge mode, controlling, by the signal control output port of the vehicle controller, the output signal control submodule to drive the positive voltage signal output submodule to output a positive voltage signal.

[0216] In a possible implementation, the method further includes: when the vehicle enters the discharge mode, controlling, by the negative voltage signal output enable port and the signal control output port of the vehicle controller, the negative voltage signal enable submodule to enable or disable the output signal control submodule to drive the negative voltage signal output submodule to output a negative voltage signal.

[0217] The control method provided by the embodiments of the present application can be applied to the vehicle controller of the control circuit provided by the embodiments described above, and the implementation principle and technical effects are similar, and thus will not be described here again.

[0218] The present application also provides a control device configured to perform the control method in the method embodiments described above. FIG. 11 is a structural schematic diagram of the control device provided by the present application. As shown in FIG. 11, the control device 20 provided by the embodiments of the present application comprises:

[0219] The acquisition module 201 is configured to acquire the charging signal from the signal acquisition submodule of the control circuit;

[0220] The control module 202 is configured to complete the charging handshake with the external power supply by controlling the switch control submodule of the control circuit if the charging signal meets the charging condition of the vehicle-mounted battery pack.

[0221] The control module 202 is further configured to output a low level to the power submodule of the control circuit by controlling the wake-up submodule of the control circuit if the vehicle-mounted battery pack meets the charging completion condition, so as to make the vehicle controller enter the sleep state.

[0222] The control module 202 is further configured to switch from the sleep state to the working state if the current time is the preset charging time in the pre-booking charging mode.

[0223] In a possible implementation, the control module 202 is further configured to output a low level to the second wake-up circuit by controlling the first wake-up circuit and output a low level to the power submodule by controlling the second wake-up circuit if the vehicle controller enters the sleep state in the wake-up enabled mode when the vehicle-mounted battery pack meets the charging completion condition.

[0224] The control module 202 is further configured to output a high level to the second wake-up circuit by controlling the first wake-up circuit and output a low level to the power submodule by controlling the second wake-up circuit if the vehicle controller enters the sleep state in the wake-up disabled mode when the vehicle-mounted battery pack meets the charging completion condition.

[0225] In a possible implementation, if the vehicle controller enters the sleep state in the wake-up disabled mode, the control module 202 is further configured to receive a wake-up signal from a wake-up source and control the first wake-up circuit to output a low level to the second wake-up circuit in response to the wake-up signal, so as to switch the vehicle controller from the wake-up disabled mode to the wake-up enabled mode.

[0226] In a possible implementation, the control module 202 is further configured to control the discharge guiding module to output a discharge signal through the signal transceiving port by the signal control output port of the vehicle controller when the vehicle enters the discharge mode, and the discharge signal is configured to indicate the discharge capability of the vehicle as a power supply.

[0227] In a possible implementation, the control module 202 is further configured to, when the vehicle enters the discharging mode, control the output signal control submodule to drive the positive voltage signal output submodule to output a positive voltage signal through the signal control output port of the vehicle controller.

[0228] In a possible implementation, the control module 202 is further configured to, when the vehicle enters the discharging mode, control the negative voltage signal enable submodule to enable or disable the output signal control submodule to drive the negative voltage signal output submodule to output a negative voltage signal through the negative voltage signal output enable port and the signal control output port of the vehicle controller.

[0229] The control device provided in the embodiments of the present application can execute the control method in the method embodiments, and has similar implementation principles and technical effects, which will not be described here again in the embodiments.

[0230] FIG. 12 is a structural schematic diagram of a vehicle controller provided in the present application. As shown in FIG. 12, the vehicle controller 12 provided in the embodiments of the present application includes at least one processor 121 and a memory 122. The memory 122 can be coupled with the processor 121, and the memory 122 is configured to store computer execution instructions.

[0231] Optionally, the vehicle controller 12 further includes a communication component 123. The processor 121, the memory 122, and the communication component 123 are connected through a bus 124.

[0232] In the implementation process, the at least one processor 121 invokes the computer execution instructions stored in the memory 122, so that the at least one processor 121 executes the method described above.

[0233] The specific implementation process of the processor 121 can refer to the method embodiments described above, and has similar implementation principles and technical effects, which will not be described here again in the embodiments.

[0234] In the above embodiments, it should be understood that the processor can be a central processing unit (CPU), and can also be other general-purpose processors, digital signal processors (DSP), application specific integrated circuits (ASIC), etc. The general-purpose processor can be a microprocessor or the processor can also be any conventional processor, etc. The steps of the method disclosed in the application can be directly embodied as execution completed by a hardware processor, or executed by a combination of hardware and software modules in the processor.

[0235] The memory can include a random access memory (RAM) and can also include a non-volatile memory (NVM), such as at least one disk memory.

[0236] The bus can be an Industry Standard Architecture (ISA) bus, a Peripheral Component (PCI) bus, or an Extended Industry Standard Architecture (EISA) bus, etc. The bus can be divided into an address bus, a data bus, a control bus, etc. For ease of representation, the bus in the drawings of the present application does not limit to only one bus or one type of bus.

[0237] The present application also provides a computer program product, comprising a computer program, which, when executed by a processor, implements the above method.

[0238] The present application also provides a computer readable storage medium, which stores computer execution instructions, and when a processor executes the computer execution instructions, the above method is implemented.

[0239] The above readable storage medium can be implemented by any type of volatile or non-volatile storage device or their combination, such as static random access memory (SRAM), electrically erasable programmable read-only memory (EEPROM), erasable programmable read-only memory (EPROM), programmable read-only memory (PROM), read-only memory (ROM), magnetic memory, flash memory, magnetic disk or optical disk. The readable storage medium can be any available medium that can be accessed by a general-purpose or special-purpose computer.

[0240] An exemplary readable storage medium is coupled to the processor, so that the processor can read information from the readable storage medium and write information to the readable storage medium. Of course, the readable storage medium can also be an integral part of the processor. The processor and the readable storage medium can be located in an application specific integrated circuit (ASIC). Of course, the processor and the readable storage medium can also exist as discrete components in the device.

[0241] The division of units and modules is only a logical function division, and actual implementation can have another division manner, for example, multiple units or modules can be combined or integrated into another system, or some features can be ignored or not executed. Another point, the coupling or direct coupling or communication connection between the units or modules shown or discussed can be indirect coupling or communication connection through some interfaces, devices or units, which can be electrical, mechanical or other forms.

[0242] The units described as separate components can or can not be physically separate, and the components shown as units can or can not be physical units, that is, can be located in one place, or can be distributed to multiple network units. Part or all of the units can be selected according to actual needs to achieve the purpose of the embodiment scheme.

[0243] In addition, the functional units in each embodiment of the present application can be integrated in one processing unit, or each unit can be physically present separately, or two or more units can be integrated in one unit.

[0244] If the functions are realized in the form of software function units and sold or used as independent products, they can be stored in a computer readable storage medium. Based on this understanding, the technical solutions of the present application or the parts of the technical solutions that essentially contribute to the prior art can be embodied in the form of software products, which are stored in a storage medium and include a plurality of instructions for causing a computer device (which can be a personal computer, a server, or a network device, etc.) to execute all or part of the steps of the embodiments of the present application. The aforementioned storage medium includes: U disk, mobile hard disk, read-only memory (ROM, Read-Only Memory), random access memory (RAM, Random Access Memory), magnetic disk or optical disk, and various program code storage media.

[0245] Those of ordinary skill in the art can understand that all or part of the steps of the above-mentioned method embodiments can be completed by program instruction related hardware. The aforementioned program can be stored in a computer readable storage medium. When the program is executed, the steps of the above-mentioned method embodiments are executed; and the aforementioned storage medium includes: ROM, RAM, magnetic disk or optical disk, and various program code storage media.

[0246] It is to be understood that while the application has been described above with reference to particular embodiments, the application can be implemented differently. It is therefore desired that any variations to the specific embodiments should be considered as falling within the scope of the application, the only limitations being set forth in the appended claims.

[0247] The above description is only specific embodiments of the present application, but the protection scope of the present application is not limited thereto, and any changes or replacements easily thought of by those skilled in the art within the technical scope disclosed by the present application should be covered within the protection scope of the present application. Therefore, the protection scope of the present application should be subject to the protection scope of the claims.

Claims

1. A control circuit applied to a vehicle, comprising: a charging guide module and a vehicle controller, the charging guide module comprising a signal transceiver port, a signal acquisition submodule, a switch control submodule, a wake-up submodule and a power supply submodule, the signal transceiver port being connected with the signal acquisition submodule, the switch control submodule and the wake-up submodule respectively, the wake-up submodule being connected with the power supply submodule and the vehicle controller respectively, the vehicle controller being connected with the signal acquisition submodule, the switch control submodule and the power supply submodule respectively; the signal transceiver port being configured to receive a charging signal from an external power supply; the signal acquisition submodule being configured to acquire the charging signal received by the signal transceiver port; the vehicle controller being configured to acquire the charging signal from the signal acquisition submodule, and to complete a charging handshake with the external power supply by controlling the switch control submodule if the charging signal meets a charging condition of a vehicle-mounted battery pack; the vehicle controller being further configured to control the wake-up submodule to output a low level to the power supply submodule if the vehicle-mounted battery pack meets a charging completion condition, so as to make the vehicle controller enter a sleep state; the vehicle controller being further configured to switch from the sleep state to a working state if the current time is a preset charging time in a reservation charging mode.

2. The control circuit of claim 1, wherein, the wake-up submodule comprising a first wake-up circuit and a second wake-up circuit, the signal transceiver port being connected with the first wake-up circuit through a rectifier diode, the first wake-up circuit being connected with the second wake-up circuit and the vehicle controller respectively, the second wake-up circuit being connected with the power supply submodule and the vehicle controller respectively; if the vehicle controller enters the sleep state in a wake-up enabled mode when the vehicle-mounted battery pack meets the charging completion condition, the first wake-up circuit is controlled to output a low level to the second wake-up circuit, and the second wake-up circuit is controlled to output a low level to the power supply submodule; if the vehicle controller enters the sleep state in a wake-up disabled mode when the vehicle-mounted battery pack meets the charging completion condition, the first wake-up circuit is controlled to output a high level to the second wake-up circuit, and the second wake-up circuit is controlled to output a low level to the power supply submodule. 3.The control circuit according to claim 2, wherein in the reservation charging mode, if the current time is the preset charging time, the signal transceiver port is configured to receive the charging signal from the external power supply; if the vehicle controller enters the sleep state in the wake-up enabled mode, the charging signal is configured to trigger the first wake-up circuit to output a high level to the second wake-up circuit, and the second wake-up circuit to output a high level to the power supply submodule, so as to switch the vehicle controller from the sleep state to the working state. 4.The control circuit according to any one of claims 2 or 3, if the vehicle controller enters the sleep state in the wake-up disabled mode, the vehicle controller is further configured to: receive a wake-up signal from a wake-up source, and in response to the wake-up signal, control the first wake-up circuit to output a low level to the second wake-up circuit, so as to switch the vehicle controller from the wake-up disable mode to the wake-up enable mode.

5. The control circuit according to any one of claims 2 to 4, wherein, the first wake-up circuit comprises a presequence sub-circuit, a first flip-flop, and a first state clearing sub-circuit; a trigger port of the first flip-flop is connected to the rectifier diode through the presequence sub-circuit, a clearing port of the first flip-flop is connected to the vehicle controller through the first state clearing sub-circuit, an output port of the first flip-flop is connected to the second wake-up circuit, and a power supply port of the first flip-flop is connected to the power supply sub-module; the second wake-up circuit comprises a presequence resistor, a second flip-flop, and a second state clearing sub-circuit; a trigger port of the second flip-flop is connected to the output port of the first flip-flop and the presequence resistor, a clearing port of the second flip-flop is connected to the vehicle controller through the second state clearing sub-circuit, an output port of the second flip-flop is connected to the power supply sub-module and the vehicle controller, and a power supply port of the second flip-flop is connected to the power supply sub-module. the signal acquisition sub-module comprises a signal conditioning acquisition circuit, a positive voltage signal acquisition circuit, and a negative voltage signal acquisition circuit in parallel; 6. The control circuit of any one of claims 1 to 5, wherein, the signal conditioning acquisition circuit is configured to acquire the frequency and duty cycle of the signal at the output end of the rectifier diode; the positive voltage signal acquisition circuit is configured to acquire the amplitude of the signal at the output end of the rectifier diode at a preset period; the negative voltage signal acquisition circuit is configured to acquire the amplitude of the signal at the input end of the rectifier diode at a preset period.

7. The control circuit according to claim 6, wherein the positive voltage signal acquisition circuit comprises a positive voltage follow-up acquisition sub-circuit and a first charge latching filter sub-circuit; the positive voltage follow-up acquisition sub-circuit is connected to the signal transceiver port through the rectifier diode, and the first charge latching filter sub-circuit is connected to the positive voltage follow-up acquisition sub-circuit and the vehicle controller; the negative voltage signal acquisition circuit comprises a negative voltage inverse proportion acquisition sub-circuit and a second charge latching filter sub-circuit; the negative voltage inverse proportion acquisition sub-circuit is connected to the signal transceiver port, and the second charge latching filter sub-circuit is connected to the negative voltage inverse proportion acquisition sub-circuit and the vehicle controller. the power supply sub-module comprises a normal power supply circuit and an abnormal power supply circuit; the abnormal power supply circuit comprises an enable interface, the enable interface is connected to the output end of the wake-up sub-module, and the enable interface is configured to power on the abnormal power supply circuit when the wake-up sub-module outputs a high level; 8. The control circuit of any one of claims 1 to 7, wherein, the normal power supply circuit is configured to supply power to devices that need to work continuously in the vehicle and to supply power to the abnormal power supply circuit, and the abnormal power supply circuit is configured to supply power to the vehicle controller when the wake-up sub-module outputs a high level. ​ 9. The control circuit according to any one of claims 1 to 8, further comprising: a discharge guiding module connected with the signal transceiver port and the vehicle controller respectively; the vehicle controller is configured to control the discharge guiding module to output a discharge signal through the signal transceiver port via the signal control output port of the vehicle controller when the vehicle enters the discharge mode, and the discharge signal is configured to indicate the discharge capability of the vehicle as a power supply.

10. The control circuit of claim 9, wherein, the discharge guiding module comprises an output signal control submodule and a positive voltage signal output submodule, the output signal control submodule is connected with the positive voltage signal output submodule and the vehicle controller respectively, and the positive voltage signal output submodule is connected with the signal transceiver port; the vehicle controller is configured to control the output signal control submodule to drive the positive voltage signal output submodule to output a positive voltage signal via the signal control output port of the vehicle controller when the vehicle enters the discharge mode.

11. The control circuit of claim 10, the electrical discharge guidance module, further comprising: a negative voltage signal output submodule and a negative voltage signal enable submodule, the negative voltage signal output submodule is connected with the signal transceiver port and the output signal control submodule respectively, and the negative voltage signal enable submodule is connected with the output signal control submodule and the vehicle controller respectively; the vehicle controller is configured to control the negative voltage signal enable submodule to enable or disable the output signal control submodule to drive the negative voltage signal output submodule to output a negative voltage signal via the negative voltage signal output enable port and the signal control output port of the vehicle controller when the vehicle enters the discharge mode.

12. The control circuit of any one of claims 1 to 11, the charge steering module further comprising: a power line communication submodule; the power line communication submodule is connected with the signal transceiver port and the vehicle controller respectively; the power line communication submodule is configured to obtain the charging signal received by the signal transceiver port, extract the state information of the external power supply from the charging signal, and send the state information to the vehicle controller.

13. A control method applied to the vehicle controller of the control circuit according to any one of claims 1 to 12, the method comprising: obtaining a charging signal from the signal acquisition submodule of the control circuit, and completing the charging handshake with the external power supply by controlling the switch control submodule of the control circuit if the charging signal meets the charging condition of the vehicle-mounted battery pack; controlling the wake-up submodule of the control circuit to output a low level to the power supply submodule of the control circuit if the vehicle-mounted battery pack meets the charging completion condition, so as to make the vehicle controller enter a sleep state; in the pre-charge mode, switching from the sleep state to a working state if the current time is a preset charging time.

14. The control method according to claim 13, further comprising: controlling the first wake-up circuit to output a low level to the second wake-up circuit and controlling the second wake-up circuit to output a low level to the power supply submodule if the vehicle controller enters the sleep state in the wake-up enable mode when the vehicle-mounted battery pack meets the charging completion condition. When the vehicle battery pack meets the charging completion condition, if the vehicle controller enters the sleep state in the wake-up prohibition mode, the first wake-up circuit is controlled to output a high level to the second wake-up circuit, and the second wake-up circuit is controlled to output a low level to the power supply submodule.

15. A vehicle controller comprising: a processor and a memory; The memory is coupled to the processor, and the memory is configured to store computer-executable instructions. The processor invokes the computer-executable instructions to cause the vehicle controller to perform the method according to any one of claims 13 to 18.

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