Integrated charging circuit, vehicle-mounted charging device, battery pack, and vehicle

Abstract

An integrated charging circuit (100), comprising: a wired charging unit (10), a vehicle-mounted wireless charging unit (30), a receiving unit (50), and a three-port transformer (70), wherein the vehicle-mounted wireless charging unit (30) comprises a wireless receiving winding (31); and the wired charging unit (10) is connected to a first port (71) of the three-port transformer (70), the receiving unit (50) is connected to a second port (73) of the three-port transformer (70), and the vehicle-mounted wireless charging unit (30) is connected to a third port (75) of the three-port transformer (70).

Description

Integrated charging circuit, on-board charging equipment, battery pack and vehicle

[0001] Priority information

[0002] This disclosure requests priority and benefits from patent application No. 202411643856.0, filed with the China National Intellectual Property Administration on November 15, 2024, the entire contents of which are incorporated herein by reference. Technical Field

[0003] This disclosure relates to the field of charging technology, and more specifically, to an integrated charging circuit, an on-board charging device, a battery pack, and a vehicle. Background Technology

[0004] With continuous breakthroughs in key technologies such as battery, motor, and electronic control, the practicality and convenience of electric vehicles have been significantly improved. Wireless charging technology for electric vehicles has reached a relatively mature stage, providing power to electric vehicles in a contactless manner. Wireless charging technology requires the installation of ground-based wireless charging equipment and onboard wireless charging equipment in the vehicle. In related technologies, it is difficult to integrate the vehicle-side wireless charging equipment with other charging components within the vehicle. Summary of the Invention

[0005] This disclosure provides an integrated charging circuit, an on-board charging device, a battery pack, and a vehicle.

[0006] This disclosure provides an integrated charging circuit, which includes a wired charging unit, an in-vehicle wireless charging unit, a receiving unit, and a three-port transformer.

[0007] The wired charging unit is connected to the first port of the three-port transformer, the receiving unit is connected to the second port of the three-port transformer, and the vehicle-mounted wireless charging unit is connected to the third port of the three-port transformer.

[0008] Thus, in the integrated charging circuit, on-board charging device, battery pack, and vehicle of this disclosure embodiment, by using a three-port transformer to connect the on-board wireless charging unit with the traditional wired charging unit and receiving unit, the on-board wireless charging unit and the wired charging unit share a single receiving unit, thereby integrating the vehicle wireless charging unit with the vehicle while simplifying the charging circuit structure.

[0009] In some embodiments of this disclosure, the vehicle-mounted wireless charging unit includes a wireless receiving winding; wherein the thickness and the number of turns ratio of the wireless receiving winding are negatively correlated, and the number of turns ratio is the ratio of the number of turns of the third port winding to the number of turns of the second port winding.

[0010] Since the thickness of the wireless receiving winding is negatively correlated with the turns ratio, the thickness of the wireless receiving winding can be reduced by increasing the turns ratio, thereby reducing the size of the on-board wireless charging unit and making it easier to integrate into the vehicle.

[0011] In some embodiments of this disclosure, the loop current of the vehicle-mounted wireless charging unit is negatively correlated with the turns ratio, the loop current of the vehicle-mounted wireless charging unit is positively correlated with the wire diameter of the wireless receiving winding, and the wire diameter of the wireless receiving winding is positively correlated with the thickness of the wireless receiving winding.

[0012] Thus, since the loop current of the vehicle wireless charging unit is negatively correlated with the turns ratio, the loop current of the vehicle wireless charging unit is positively correlated with the wire diameter of the wireless receiving winding, and the wire diameter of the wireless receiving winding is positively correlated with the thickness of the wireless receiving winding, it can be determined that the turns ratio and the thickness of the wireless receiving winding are negatively correlated. Therefore, by increasing the turns ratio, the thickness of the wireless receiving winding can be reduced.

[0013] In some embodiments of this disclosure, the loop current of the vehicle-mounted wireless charging unit is negatively correlated with the turns ratio, the loop current of the vehicle-mounted wireless charging unit is positively correlated with the core thickness of the wireless receiving winding, and the core thickness of the wireless receiving winding is positively correlated with the thickness of the wireless receiving winding.

[0014] In this way, the thickness of the magnetic core structure can be changed by altering the turns ratio, thereby reducing the thickness of the wireless receiving winding and facilitating the integration of the vehicle-mounted wireless charging unit into the vehicle.

[0015] In some embodiments of this disclosure, the vehicle-mounted wireless charging unit includes a wireless receiving winding for receiving electrical energy transmitted by the ground-based wireless charging unit.

[0016] The ground-based wireless charging unit includes a first compensation capacitor and a wireless transmitting winding, the first compensation capacitor and the wireless transmitting winding being connected in series; the vehicle-mounted wireless charging unit also includes a second compensation capacitor, the second compensation capacitor and the wireless receiving winding being connected in series.

[0017] Thus, by setting the first compensation capacitor and the second compensation capacitor, the self-inductance of the wireless transmitting winding and the wireless receiving winding can be compensated.

[0018] In some embodiments of this disclosure, the capacitance values ​​of the first compensation capacitor, the second compensation capacitor, the inductance value of the first self-inductance of the wireless transmitting winding, the inductance value of the second self-inductance of the wireless receiving winding, and the leakage inductance value of the third port winding are determined according to the charging frequency of the ground wireless charging unit.

[0019] Thus, based on the charging frequency of the ground wireless charging unit, the first compensation capacitor, the second compensation capacitor, the first self-inductance of the wireless transmitting winding, the second self-inductance of the wireless receiving winding, and the leakage inductance of the third port winding can be determined.

[0020] In some embodiments of this disclosure, the inductance value of the first inductor, the capacitance value of the first capacitor, the capacitance value of the first compensation capacitor, the inductance value of the second inductor, the capacitance value of the second capacitor, the capacitance value of the second compensation capacitor, and the leakage inductance value of the third port winding are determined according to the charging frequency of the ground wireless charging unit.

[0021] Thus, based on the charging frequency of the ground wireless charging unit, the inductance value of the first inductor, the capacitance value of the first capacitor, the capacitance value of the first compensation capacitor, the inductance value of the second inductor, the capacitance value of the second capacitor, the capacitance value of the second compensation capacitor, and the leakage inductance value of the third port winding can be determined.

[0022] In some embodiments of this disclosure, the turns ratio is negatively correlated with the wireless mutual inductance value, the wireless mutual inductance value is the mutual inductance value between the wireless transmitting winding and the wireless receiving winding, the wireless mutual inductance value is positively correlated with the amount of wire used in the wireless receiving winding and the amount of magnetic core in the wireless receiving winding, and the amount of wire used in the wireless receiving winding and the amount of magnetic core in the wireless receiving winding are positively correlated with the thickness of the wireless receiving winding.

[0023] Thus, by increasing the turns ratio, the amount of magnetic core and / or wire in the wireless receiving winding Ls can be reduced, thereby reducing the thickness of the in-vehicle wireless charging unit.

[0024] In some embodiments of this disclosure, the wired charging unit includes a third capacitor and a third inductor connected in series with the first port, and the receiving unit includes a fourth capacitor and a fourth inductor connected in series with the second port. The third capacitor, the third inductor, the fourth inductor, and the fourth capacitor form a CLLC sub-circuit. The capacitance value of the third capacitor, the inductance value of the third inductor, the capacitance value of the fourth capacitor, and the inductance value of the fourth inductor are determined according to the resonant frequency of the CLLC sub-circuit.

[0025] Thus, based on the resonant frequency of the CLLC sub-circuit, the capacitance value of the third capacitor, the inductance value of the third inductor, the capacitance value of the fourth capacitor, and the inductance value of the fourth inductor can be determined.

[0026] In some embodiments of this disclosure, the first port winding and the third port winding are decoupled.

[0027] In this way, by decoupling the first port winding and the third port winding, no additional switching component is needed to control them, and energy transfer between the first port winding and the third port winding will not occur directly, thus avoiding mutual interference between wired charging and wireless charging.

[0028] In some embodiments of this disclosure, the magnetic core at the first port and the magnetic core at the third port of the three-port transformer include an air gap opening, and the magnetic reluctance at the first port and the magnetic reluctance at the third port are greater than the magnetic reluctance of the magnetic core at the second port.

[0029] Thus, by opening the magnetic core at the first port and the magnetic core at the third port, the magnetic reluctance at the first port and the magnetic reluctance at the third port can be made greater than the magnetic reluctance of the magnetic core at the second port, thereby achieving decoupling between the winding at the first port and the winding at the third port.

[0030] In some embodiments of this disclosure, the wireless charging unit includes a second full-bridge inverter, and the receiving unit includes a synchronous rectifier.

[0031] Thus, by setting up a second full-bridge inverter and synchronous rectifier, it can be wirelessly charged together with a three-port transformer.

[0032] This disclosure provides an on-board charging device, which includes the integrated charging circuit described above.

[0033] This disclosure provides a battery pack that includes the above-described on-board charging device.

[0034] This disclosure provides a vehicle that includes the integrated charging circuit described above, or the on-board charging device described above, or the battery pack described above.

[0035] Additional aspects and advantages of this disclosure will be set forth in part in the description which follows, and in part will be obvious from the description, or may be learned by practice of this disclosure. Attached Figure Description

[0036] The above and / or additional aspects and advantages of this disclosure will become apparent and readily understood from the description of the embodiments taken in conjunction with the following drawings, in which:

[0037] Figure 1 is a schematic diagram of a ground wireless charging unit, integrated charging circuit, and load according to certain embodiments of the present disclosure;

[0038] Figure 2 is a second schematic diagram of a ground wireless charging unit, integrated charging circuit, and load according to certain embodiments of this disclosure;

[0039] Figure 3 is a schematic diagram of a ground wireless charging unit and a vehicle-mounted wireless charging unit according to certain embodiments of the present disclosure;

[0040] Figure 4 is a schematic diagram of an integrated charging circuit and load according to certain embodiments of this disclosure;

[0041] Figure 5 is a schematic diagram of a three-port transformer according to certain embodiments of the present disclosure;

[0042] Figure 6 is a schematic diagram of the magnetic circuit of a three-port transformer according to certain embodiments of the present disclosure;

[0043] Figure 7 is a third schematic diagram of a ground wireless charging unit, integrated charging circuit, and load according to certain embodiments of the present disclosure;

[0044] Figure 8 is a schematic diagram of an on-board charging device according to certain embodiments of the present disclosure;

[0045] Figure 9 is a schematic diagram of a battery pack according to certain embodiments of the present disclosure;

[0046] Figure 10 is a schematic diagram of a vehicle according to certain embodiments of the present disclosure. Detailed Implementation

[0047] Embodiments of this disclosure are described in detail below, examples of which are illustrated in the accompanying drawings, wherein the same or similar reference numerals denote the same or similar elements or elements having the same or similar functions throughout. The embodiments described below with reference to the accompanying drawings are exemplary and intended to explain this disclosure, and should not be construed as limiting this disclosure.

[0048] With continuous breakthroughs in key technologies such as battery, motor, and electronic control, the practicality and convenience of electric vehicles have been significantly improved. Wireless charging technology for electric vehicles has reached a relatively mature stage, providing power to electric vehicles in a contactless manner. Wireless charging technology requires the installation of ground-based wireless charging equipment and onboard wireless charging equipment in the vehicle. In related technologies, it is difficult to integrate the vehicle-side wireless charging equipment with other charging components within the vehicle.

[0049] Based on the above-mentioned problems to be solved, please refer to Figures 1 and 2. This disclosure provides an integrated charging circuit 100, which includes a wired charging unit 10, an in-vehicle wireless charging unit 30, a receiving unit 50, and a three-port transformer 70.

[0050] The wired charging unit 10 is connected to the first port 71 of the three-port transformer 70, the receiving unit 50 is connected to the second port 73 of the three-port transformer 70, and the vehicle-mounted wireless charging unit is connected to the third port 75 of the three-port transformer 70.

[0051] Specifically, the wired charging unit 10 and the receiving unit 50 can form an on-board charger (OBC). The wired charging unit 10 includes a conventional wired DC input terminal 11, which is connected to a charging pile or charging cabinet via a charging cable to receive DC input from the OBC section. The wired charging unit 10, the first port 71 and the second port 73 of the three-port transformer 70, and the receiving unit 50 can form a wired charging energy transmission path, through which wired charging of loads 500 such as vehicle power batteries or storage batteries can be realized.

[0052] The wireless charging device includes a ground-based wireless charging unit 300 and an in-vehicle wireless charging unit 30. The ground-based wireless charging unit 300 can be installed at a corresponding wireless charging location on the ground. The in-vehicle wireless charging unit 30 is installed on the vehicle to receive energy transmitted from the ground-based wireless charging unit 300. The in-vehicle wireless charging unit 30, the second port 73 and the third port 75 of the transformer, and the receiving unit form a wireless charging energy transmission path. The in-vehicle wireless charging unit 30 receives electrical energy from the ground-based wireless charging unit 300 and transmits it to the receiving unit 50 through the coupling between the second port 73 and the third port 75 of the transformer, thereby achieving wireless charging of the vehicle load 500.

[0053] It should be noted that the three-port transformer 70 model is composed of leakage inductance and an ideal transformer model. The DC input of the OBC section and the DC input of the ground wireless charging unit are both provided by the pre-stage PFC circuit.

[0054] In one embodiment, when the vehicle drives to the ground wireless charging station, the ground wireless charging unit 300 converts DC power to AC power and transmits it to the vehicle-mounted wireless charging unit 30. The vehicle-mounted wireless charging unit 30 transmits the AC power to the receiving unit 50 through the second port 73 and the third port 75 coupled by the transformer. The rectifier of the receiving unit 50 converts the AC power back to DC power to charge the power battery.

[0055] In this embodiment of the disclosure, the vehicle-mounted wireless charging unit 30 is integrated with the wired charging unit 10 and the receiving unit 50 of the OBC through a three-port transformer 70, thereby realizing the integration of the vehicle-mounted wireless charging unit 30 with the whole vehicle, and eliminating the need to set up a separate receiving unit 50 for wireless charging, simplifying the structure of the charging circuit and reducing costs.

[0056] Thus, by using a three-port transformer 70 to connect the vehicle-mounted wireless charging unit 30 with the traditional wired charging unit 10 and receiving unit 50, the vehicle-mounted wireless charging unit 30 and the wired charging unit 10 share a single receiving unit 50, thereby integrating the vehicle wireless charging unit with the vehicle while simplifying the charging circuit structure.

[0057] In some embodiments, the vehicle-mounted wireless charging unit 30 includes a wireless receiving winding 31; wherein the thickness and the number of turns ratio of the wireless receiving winding 31 are negatively correlated, and the number of turns ratio is the ratio of the number of turns of the third port winding to the number of turns of the second port winding.

[0058] Specifically, the ground-based wireless charging unit 300 includes a wireless transmitting winding Lp. The on-board wireless charging unit 30's wireless receiving winding Ls is used to receive electrical energy transmitted by the wireless transmitting winding Lp, thereby enabling wireless transmission of electrical energy from the ground to the vehicle.

[0059] The thickness of the wireless receiving winding 31 is negatively correlated with the turns ratio; that is, the larger the turns ratio, the smaller the thickness of the wireless receiving winding 31, and the smaller the turns ratio, the larger the thickness of the wireless receiving winding 31. The turns ratio is the ratio of the number of turns n3 of the third port winding to the number of turns n2 of the second port winding, i.e., the turns ratio is n3 / n2.

[0060] Therefore, the thickness of the wireless receiving winding 31 can be reduced by increasing the turns ratio, thereby making the thickness of the vehicle-mounted wireless charging unit 30 smaller and making it easier to integrate into the vehicle.

[0061] Among the factors affecting the thickness of the wireless receiving winding 31 are the wire diameter, core thickness, and amount of wire used. Furthermore, the wire diameter, core thickness, and amount of wire used in the wireless receiving winding 31 are all negatively correlated with the turns ratio.

[0062] In one embodiment, the loop current generated in the vehicle-mounted wireless receiver unit 50 is i s In wireless charging, the DC current obtained in the receiving circuit is... It can be known that i s It is negatively correlated with the turns ratio. And i s The wire diameter of the wireless receiving winding Ls is positively correlated with the turns ratio; therefore, the wire diameter of the wireless receiving winding Ls is negatively correlated with the turns ratio. The number of turns at the third port 75 is three times the number of turns at the second port 73, resulting in a turns ratio of 3. While ensuring i... L Under stable conditions, i s If the diameter can be reduced to one-third of its original value, then the wireless receiver winding Ls can also be made of a finer wire. The wire diameter of the wireless receiver winding Ls can be reduced to approximately half of its original value.

[0063] Therefore, by integrating the wireless charging unit using a three-port transformer 70 and appropriately configuring the turns ratio, the thickness of the wireless charging unit can be reduced. Furthermore, when the size of the in-vehicle wireless charging unit 30 is small, it can be integrated into the vehicle's battery pack.

[0064] Thus, since the thickness of the wireless receiving winding 31 is negatively correlated with the turns ratio, the thickness of the wireless receiving winding 31 can be reduced by increasing the turns ratio, thereby reducing the size of the vehicle-mounted wireless charging unit 30 and making it easier to integrate into the vehicle.

[0065] In some embodiments, the loop current of the vehicle-mounted wireless charging unit 30 is negatively correlated with the turns ratio, the loop current of the vehicle-mounted wireless charging unit 30 is positively correlated with the wire diameter of the wireless receiving winding 31, and the wire diameter of the wireless receiving winding 31 is positively correlated with the thickness of the wireless receiving winding 31.

[0066] Specifically, during wireless charging, the effective value of the voltage injected into the ground wireless charging unit 300 is Up. Based on the series resonance characteristics, the loop current generated by the vehicle-mounted wireless charging unit 30... Among them, f w M represents the wireless charging frequency, and M represents the mutual inductance between the wireless transmitting winding Lp and the wireless receiving winding Ls.

[0067] Considering the relationship between the turns ratio and current of an ideal transformer, after transformer transformation and rectification and filtering, a DC current will be obtained at the receiving unit 50. It can be seen that, with the DC current on the receiving unit 50 remaining constant, the loop current i s ratio of turns It is negatively correlated, that is, the turns ratio. The larger the loop current i, the greater the loop current i. s The smaller.

[0068] In addition, the loop current i s The current is positively correlated with the wire diameter of the wireless receiving winding 31. A thicker wire diameter in the wireless receiving winding 31 allows it to withstand a higher loop current i. s The larger the current, the better. Conversely, when the loop current is small, the wireless receiver winding 31 can also be wound with a thinner wire.

[0069] The wire diameter of the wireless receiving winding 31 is positively correlated with its thickness. That is, when a thinner wire is used to wind the wireless receiving winding 31, the resulting wireless receiving winding 31 will be thinner. Therefore, by increasing the turns ratio, the wire diameter of the wireless receiving winding 31 can be reduced, thereby reducing the thickness of the wireless receiving winding 31.

[0070] Thus, since the loop current of the vehicle-mounted wireless charging unit 30 is negatively correlated with the turns ratio, the loop current of the vehicle-mounted wireless charging unit 30 is positively correlated with the wire diameter of the wireless receiving winding 31, and the wire diameter of the wireless receiving winding 31 is positively correlated with the thickness of the wireless receiving winding 31, it can be determined that the turns ratio and the thickness of the wireless receiving winding 31 are negatively correlated. Therefore, by increasing the turns ratio, the thickness of the wireless receiving winding 31 can be reduced.

[0071] In some embodiments, the loop current of the vehicle-mounted wireless charging unit 30 is negatively correlated with the turns ratio, the loop current of the vehicle-mounted wireless charging unit 30 is positively correlated with the core thickness of the wireless receiving winding 31, and the core thickness of the wireless receiving winding 31 is positively correlated with the thickness of the wireless receiving winding 31.

[0072] Specifically, the thickness of the magnetic core of the wireless receiving winding 31 is positively correlated with the thickness of the wireless receiving winding 31. That is, when a thinner magnetic core is used, the thickness of the wireless receiving winding 31 is also thinner.

[0073] As described above, the DC current received by the receiving unit 50 That is, with the DC current constant, the turns ratio and the loop current of the vehicle-mounted wireless charging unit 30 are negatively correlated. The loop current can be reduced by increasing the turns ratio.

[0074] When the loop current is low, the maximum magnetic flux density in the ferrite core decreases, and the possibility of magnetic saturation is greatly reduced. Therefore, a thinner core structure can be used to fabricate the wireless receiver winding 31.

[0075] It should be noted that the change here can be either the thickness or the shape of the magnetic core structure. For example, the thickness of the magnetic core structure can be changed by using a thinner core structure, or the shape of the magnetic core structure can remain unchanged, but a thinner core structure of the same shape can be used.

[0076] In this way, the thickness of the magnetic core structure can be changed by the turns ratio, thereby reducing the thickness of the wireless receiving winding 31, which makes it easier to integrate the vehicle-mounted wireless charging unit 30 into the vehicle.

[0077] Referring to Figure 2, in some embodiments, the vehicle-mounted wireless charging unit 30 includes a wireless receiving winding 31 for receiving electrical energy transmitted by the ground wireless charging unit 300; the ground wireless charging unit 300 includes a first compensation capacitor 303 and a wireless transmitting winding 301 connected in series; the vehicle-mounted wireless charging unit 30 also includes a second compensation capacitor 33 connected in series with the wireless receiving winding 31.

[0078] Specifically, the ground-based wireless charging unit 300 includes a ground-side compensation network consisting of a first compensation capacitor Cp and a wireless transmitting winding Lp, and a second full-bridge inverter 307. The second full-bridge inverter 307 includes two bridge arms, each including two MOSFETs. The connection point of the two MOSFETs in one bridge arm is the midpoint of that bridge arm, and the voltage between the midpoints of the two bridge arms is the effective voltage value of the second full-bridge inverter 307.

[0079] One end of the first compensation capacitor Cp is connected to the midpoint of one bridge arm of the second full-bridge inverter 307, and the other end of the first compensation capacitor Cp is connected to one end of the wireless transmitting winding Lp. The other end of the wireless transmitting winding Lp is connected to the midpoint of the other bridge arm of the second full-bridge inverter 307.

[0080] The vehicle-mounted wireless charging unit 30 includes a third port winding n3, a leakage inductance L3 of the third port winding, and a vehicle-side compensation network composed of a second compensation capacitor Cs and a wireless receiving winding Ls. One end of the second compensation capacitor Cs is connected to one end of the leakage inductance L3 of the third port winding, and the other end of the leakage inductance L3 is connected to one end of the third port winding. The other end of the second compensation capacitor Cs is connected to one end of the wireless receiving winding Ls, and the other end of the wireless receiving winding Ls is connected to the other end of the third port winding.

[0081] The first compensation capacitor Cp and the wireless transmitting winding Lp form a resonant unit, and the second compensation capacitor Cs can form a resonant unit with the self-inductance and leakage inductance L3 of the wireless receiving winding Ls to improve the resonant efficiency.

[0082] Specifically, the second compensation capacitor Cs is used to compensate for the equivalent self-inductance of the wireless receiving winding Ls after the self-inductance and leakage inductance L3 are connected in series.

[0083] Thus, by setting the first compensation capacitor 303 and the second compensation capacitor 33, the reactive power of the wireless transmitting winding 301 and the wireless receiving winding 31 can be compensated, forming a resonant unit and improving the resonant power.

[0084] In some embodiments, the capacitance value of the first compensation capacitor 303, the capacitance value of the second compensation capacitor 33, the inductance value of the first self-inductance of the wireless transmitting winding 301, the inductance value of the second self-inductance of the wireless receiving winding 31, and the leakage inductance value of the third port winding are determined according to the charging frequency of the ground wireless charging unit 300.

[0085] Specifically, the first compensation capacitor C p The capacitance value, the second compensation capacitor C s The capacitance value, the first self-inductance L of the wireless transmitting winding 301 p The inductance value, the second self-inductance L of the wireless receiving winding 31 sThe inductance value of the third terminal winding and the leakage inductance L3 must satisfy the following:

[0086] Among them, f w The charging frequency for the ground-based wireless charging unit 300. w The standard recommended value is 81kHz to 90kHz.

[0087] Thus, based on the charging frequency of the ground wireless charging unit 300, the first compensation capacitor 303, the second compensation capacitor 33, the first self-inductance of the wireless transmitting winding 301, the second self-inductance of the wireless receiving winding 31, and the leakage inductance of the third port winding can be determined.

[0088] Please refer to Figures 2 and 3. In some embodiments, the vehicle-mounted wireless charging unit 30 includes a wireless receiving winding 31, which is used to receive electrical energy transmitted by the ground wireless charging unit 300.

[0089] The ground-based wireless charging unit 300 includes a first LCC sub-circuit 305 and a wireless transmitting winding 301. The vehicle-mounted wireless charging unit 30 includes a second LCC sub-circuit 35. The first LCC sub-circuit 305 includes a first inductor 3051, a first capacitor 3053, and a first compensation capacitor 303. The second LCC sub-circuit 35 includes a second inductor 351, a second capacitor 353, and a second compensation capacitor 33. The first inductor 3051, the wireless transmitting winding 301, and the first compensation capacitor 303 are connected in series, and the first capacitor 3053 and the wireless transmitting winding 301 are connected in parallel. The second inductor 351, the wireless receiving winding 31, and the second compensation capacitor 33 are connected in series, and the second capacitor 353 and the wireless receiving winding 31 are connected in parallel.

[0090] Specifically, in the vehicle-mounted wireless charging unit 30 and the ground wireless charging unit 300 of the present disclosure embodiments, the serial topology can be replaced with an LCC topology.

[0091] The terrestrial wireless charging unit 300 includes a first LCC sub-circuit 305. One end of the first inductor 3051 is connected to the midpoint of one bridge arm of the full-bridge inverter of the terrestrial wireless charging unit 300. The other end of the first inductor 3051 is connected to one end of the first capacitor 3053 and a first terminal without a transmitting winding. The other end of the first capacitor 3053 is connected to the midpoint of the other bridge arm of the full-bridge inverter and one end of the first compensation capacitor 303. The other end of the first compensation capacitor 303 is connected to a second terminal without a transmitting winding.

[0092] The in-vehicle wireless charging unit 30 includes a second LCC sub-circuit 35. One end of the second inductor 351 is connected to the first end of the third port winding, and the other end of the second inductor 351 is connected to the first end of the wireless receiving winding 31 and one end of the second capacitor 353. The other end of the second capacitor 353 is connected to one end of the leakage inductance of the third port winding and one end of the second compensation capacitor 33. The other end of the leakage inductance of the third port winding is connected to the second end of the third port winding, and the other end of the second compensation capacitor 33 is connected to the second end of the wireless receiving winding 31.

[0093] Furthermore, constant current output can be achieved when using a series topology. Constant voltage output can be achieved when using an LCC topology.

[0094] Thus, an LCC topology can be used in the ground wireless charging unit 300 and the vehicle-mounted wireless charging unit 30 to achieve constant voltage output.

[0095] In some implementations, the inductance value of the first inductor 3051, the capacitance value of the first capacitor 3053, the capacitance value of the first compensation capacitor 303, the inductance value of the second inductor 351, the capacitance value of the second capacitor 353, the capacitance value of the second compensation capacitor 33, and the leakage inductance of the third port winding are determined based on the charging frequency of the ground wireless charging unit 300.

[0096] Specifically, the first inductor L f1 The inductance value, the first capacitor C f1 The capacitance value, the first compensation capacitor C p The capacitance value, the second inductance L f2 The inductance value, the second capacitor C f2 The capacitance value, the second compensation capacitor C s The capacitance value and the leakage inductance L3 of the third-port winding must satisfy the following:

[0097] Among them, f w For the charging frequency of the ground wireless charging unit 300, L p L is the self-inductance value of the wireless transmitting coil. s This is the self-inductance value of the wireless receiving coil.

[0098] Furthermore, the loop current i generated by the on-board wireless charging unit 30 s The desired target value is determined based on the loop current i. s The first inductor L can be determined. f1 Then, based on the charging frequency f of the ground wireless charging unit 300 w The first capacitor C can be determined using the above formula. f1 The values ​​for the remaining capacitors and inductors are determined similarly, based on the charging frequency f of the ground-based wireless charging unit 300. wThe loop current i generated by the vehicle-mounted wireless charging unit 30 s Sure.

[0099] Thus, based on the charging frequency of the ground wireless charging unit 300, the leakage inductance of the first inductor 3051, the first capacitor 3053, the first compensation capacitor 303, the second inductor 351, the second capacitor 353, the second compensation capacitor 33, and the third port winding can be determined.

[0100] In some embodiments, the turns ratio is negatively correlated with the wireless mutual inductance value, which is the mutual inductance value between the wireless transmitting winding 301 and the wireless receiving winding 31. The wireless mutual inductance value is positively correlated with the amount of wire used in the wireless receiving winding 31 and the amount of magnetic core in the wireless receiving winding 31. The amount of wire used in the wireless receiving winding 31 and the amount of magnetic core in the wireless receiving winding 31 are positively correlated with the thickness of the wireless receiving winding 31.

[0101] Specifically, during wireless charging, the effective value of the voltage injected by the ground wireless charging unit 300 is Up. Based on the series resonance characteristics, the loop current generated by the vehicle-mounted wireless charging unit 30... Among them, f w M is the wireless charging frequency, and L is the mutual inductance between the wireless transmitting winding Lp and the wireless receiving winding Ls. f1 L is the inductance value of the first inductor 3051. f2 This is the inductance value of the second inductor 351.

[0102] Considering the relationship between the turns ratio and current of an ideal transformer, after transformer transformation and rectification and filtering, a DC current will be obtained at the receiving unit 50. It can be seen that, with the DC current of the receiving unit 50 remaining constant, the mutual inductance M between the wireless transmitting winding Lp and the wireless receiving winding Ls is related to the turns ratio. It is negatively correlated, that is, the turns ratio. The larger the value, the smaller the mutual inductance M.

[0103] The mutual inductance M is positively correlated with the amount of magnetic core and wire in both the wireless transmitting winding Lp and the wireless receiving winding Ls. That is, the larger the amount of magnetic core and / or wire in both the wireless transmitting winding Lp and the wireless receiving winding Ls, the larger the mutual inductance M; conversely, the smaller the amount of magnetic core and / or wire, the smaller the mutual inductance M. Furthermore, the amount of magnetic core and / or wire in the wireless receiving winding Ls is positively correlated with the thickness of the in-vehicle wireless charging unit 30.

[0104] Therefore, in the turns ratio When the current is large, only a smaller mutual inductance M is needed, which can reduce the amount of magnetic core and / or wire in the wireless receiving winding Ls, thereby reducing the thickness of the vehicle-mounted wireless charging unit 30.

[0105] Furthermore, in implementations using the LCC topology, the turns ratio and the wire diameter of the wireless receiving winding Ls are also negatively correlated, and the turns ratio and the core thickness of the wireless receiving winding Ls are also negatively correlated.

[0106] Thus, by increasing the turns ratio, the amount of magnetic core and / or wire in the wireless receiving winding Ls can be reduced, thereby reducing the thickness of the vehicle-mounted wireless charging unit 30.

[0107] Referring to Figure 4, in some embodiments, the wired charging unit 10 includes a third capacitor 13 and a third inductor 15 connected in series with the first port 71, and the receiving unit 50 includes a fourth capacitor 51 and a fourth inductor 53 connected in series with the second port 73. The third capacitor 13, the third inductor 15, the fourth inductor 53, and the fourth capacitor 51 form a CLLC sub-circuit. The capacitance value of the third capacitor 13, the inductance value of the third inductor 15, the capacitance value of the fourth capacitor 51, and the inductance value of the fourth inductor 53 are determined according to the resonant frequency of the CLLC sub-circuit.

[0108] Specifically, the third inductor 15 is the leakage inductance of the first port winding, and the fourth inductor 53 is the leakage inductance of the second port winding.

[0109] The capacitance of the third capacitor 13, the inductance of the third inductor 15, the capacitance of the fourth capacitor 51, and the inductance of the fourth inductor 53 must meet the following requirements:

[0110] Among them, f s This is the resonant frequency of the CLLC sub-circuit, typically ranging from tens of kHz to hundreds of kHz.

[0111] Furthermore, the resonant frequency f of the CLLC sub-circuit can be... s The charging frequency f of the ground wireless charging unit 300 w The values ​​are set to be equal or close to each other so that when integrating the vehicle wireless charging unit 30 with the OBC, integration can be achieved without changing the corresponding inductance and current values, thus reducing operational complexity.

[0112] Thus, based on the resonant frequency of the CLLC sub-circuit, the capacitance value of the third capacitor 13, the inductance value of the third inductor 15, the capacitance value of the fourth capacitor 51, and the inductance value of the fourth inductor 53 can be determined.

[0113] In some implementations, the first port winding and the third port winding are decoupled.

[0114] Specifically, when the first port winding and the third port winding are decoupled, energy transfer will not occur directly, thus avoiding mutual interference between wired charging and wireless charging.

[0115] The decoupling state between the first-port winding and the third-port winding can be achieved by winding the first-port winding and the third-port winding together and in reverse, or by opening the magnetic core of the three-port transformer 70 to introduce an air magnetic circuit; no restrictions are imposed here.

[0116] It should be noted that although the first port winding and the third port winding are decoupled, there may still be some coupling between the wired charging energy path and the wireless charging energy path due to the coupling between the second port winding and the third port winding.

[0117] For example, in the case of wired charging, the main energy is transferred through the first port winding and the second port winding. Due to the coupling between the second port winding and the third port winding, the induced current in the second port winding will generate an induced electromotive force in the third port winding, thereby creating a loop current.

[0118] However, when the turns ratio is large, the current generated in the third-port winding is smaller than the current generated in the second-port winding. For example, with a turns ratio of 3, the current generated in the third-port winding is 1 / 3 of the current generated in the second-port winding. Since the current generated in the second-port winding is already low, the current in the third-port winding is even lower, resulting in minimal current loss.

[0119] In addition, the terrestrial wireless charging unit 300 can be prevented from being affected by wired charging by turning off all the power switches in the terrestrial wireless charging unit 300.

[0120] For example, in the case of wireless charging, the main energy is transmitted through the second and third port windings. However, due to the coupling between the first and second port windings, an induced current is generated in the first port winding. This induced current can be eliminated by turning off all power switches in the wired charging unit 10, thereby preventing the induced current from affecting the wired charging unit 10 and avoiding significant current loss in the first port winding from the second port winding.

[0121] In this way, by decoupling the first port winding and the third port winding, no additional switching component is needed to control them, and energy transfer between the first port winding and the third port winding will not occur directly, thus avoiding mutual interference between wired charging and wireless charging.

[0122] Referring to Figure 5, in some embodiments, the magnetic core at the first port 71 and the magnetic core at the third port 75 of the three-port transformer 70 include an air gap opening, and the magnetic reluctance at the first port 71 and the magnetic reluctance at the third port 75 are greater than the magnetic reluctance of the magnetic core at the second port 73.

[0123] Specifically, the transformer core has a double-E type core structure, which includes a left column, a middle column, and a right column. The first port winding, the second port winding, and the third port winding are wound on the left column, the middle column, and the right column, respectively.

[0124] An air gap is created by opening the magnetic core at the first port winding and the magnetic core at the third port winding, thus introducing an air magnetic circuit to form the magnetic circuit model shown in Figure 6. The magnetic reluctance of the magnetic core at the first port 71 and the magnetic reluctance of the magnetic core at the third port 75 are both air reluctances, i.e., the magnetic reluctance of the magnetic core at the first port 71.

[0125] Taking the first-port winding as an example, since the magnetic core reluctance Rcore is much lower than the air reluctance Rair, most of the magnetic flux generated by the first-port winding is... The magnetic flux will pass through the central column of the core and then through the left column back to the first port winding, resulting in almost no leakage flux. Since the winding passes through the right-side column, the first-port winding and the third-port winding can be considered decoupled.

[0126] Thus, by opening the magnetic core at the first port 71 and the magnetic core at the third port 75, the magnetic reluctance at the first port 71 and the magnetic reluctance at the third port 75 can be made greater than the magnetic reluctance of the magnetic core at the second port 73, thereby achieving decoupling between the first port winding and the third port winding.

[0127] Referring to Figure 7, in some embodiments, the wired charging unit 10 includes a first full-bridge inverter 17, and the receiving unit 50 includes a synchronous rectifier 55.

[0128] Specifically, the first full-bridge inverter 17 includes four MOSFETs. By outputting a PWM drive signal from the controller, the four MOSFETs S1 to S4 are switched on and off, thus converting the DC power input to the wired charging unit 10 into AC power. The AC power is then input to the receiving unit 50 through the first port 71 and the second port 73 of the three-port transformer 70.

[0129] The synchronous rectifier 55 of the receiving unit 50 includes four MOSFETs. By outputting a PWM drive signal through the controller, the four MOSFETs Q1 to Q4 are turned on and off, which can convert the AC power input to the receiving unit 50 into DC power and output it to the load 500 such as the power battery to power the load 500.

[0130] Thus, by setting up the first full-bridge inverter 17 and the synchronous rectifier 55, wired charging can be achieved together with the three-port transformer 70.

[0131] Referring to Figure 7, in some embodiments, the wireless charging unit includes a second full-bridge inverter 307, and the receiving unit 50 includes a synchronous rectifier 55.

[0132] Specifically, the second full-bridge inverter 307 includes four MOSFETs. By outputting a PWM drive signal from the controller, the four MOSFETs S5 to S8 are switched on and off, thus converting the DC power input to the ground-based wireless charging unit 300 into AC power. The AC power is transmitted to the vehicle-mounted wireless charging unit 30 through the wireless transmitting winding 301 and the wireless receiving winding 31, and then input to the receiving unit 50 through the second port 73 and the third port 75 of the three-port transformer 70.

[0133] As mentioned above, by outputting a PWM drive signal through the controller, the four MOSFETs Q1 to Q4 are turned on and off, which can convert the AC power from the input receiving unit 50 into DC power and output it to the power battery and other loads 500 to supply power to the load 500.

[0134] In addition, the first full-bridge inverter 17 and the second full-bridge inverter 307 can be full-bridge inverters with the same circuit structure and the same PWM control method.

[0135] Thus, by setting up a second full-bridge inverter 307 and a synchronous rectifier 55, it can be wirelessly charged together with a three-port transformer 70.

[0136] Please refer to Figure 8. This disclosure provides an on-board charging device 1000, which includes an integrated charging circuit 100 as described in any of the above embodiments.

[0137] Specifically, the on-board charging device is an OBC (On-Board Charger). In this embodiment, a new OBC is formed by integrating a traditional OBC with a wireless charging unit using a three-port transformer 70, allowing wireless charging and wired charging to share the same receiving unit 50.

[0138] Please refer to Figure 9. This embodiment of the present disclosure provides a battery pack 2000, which includes an on-board charging device 1000 as described above.

[0139] Please refer to Figure 10. This disclosure provides a vehicle 3000, which includes an integrated charging circuit 100 as described in any of the above embodiments, an on-board charging device 1000 as described in the above embodiments, or a battery pack 2000 as described in the above embodiments.

[0140] In the description of this specification, the references to terms such as "one embodiment," "some embodiments," "illustrative embodiment," "example," "specific example," or "some examples," etc., refer to specific features, structures, materials, or characteristics described in connection with an embodiment or example that are included in at least one embodiment or example of this disclosure. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Furthermore, without contradiction, those skilled in the art can combine and integrate the different embodiments or examples described in this specification, as well as the features of different embodiments or examples.

[0141] Furthermore, the term "connection" should be interpreted broadly. For example, it may include a fixed connection, a detachable connection, or an integral connection; it may include a direct connection or an indirect connection through an intermediate medium; and it may also include communication between the internal components of two elements. Those skilled in the art will understand the specific meaning of the above terms in this disclosure based on the specific circumstances.

[0142] Furthermore, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include at least one of that feature. In the description of this disclosure, "a plurality of" means at least two, such as two, three, etc., unless otherwise explicitly specified.

[0143] Any process or method description in the flowchart or otherwise herein can be understood as representing a module, segment, or portion of code comprising one or more executable instructions for implementing a particular logical function or process, and the scope of preferred embodiments of this disclosure includes additional implementations in which functions may be performed not in the order shown or discussed, including substantially simultaneously or in reverse order depending on the function involved, as will be understood by those skilled in the art to which embodiments of this disclosure pertain.

[0144] Although embodiments of the present disclosure have been shown and described above, it is to be understood that the above embodiments are exemplary and should not be construed as limiting the present disclosure. Those skilled in the art can make changes, modifications, substitutions and variations to the above embodiments within the scope of the present disclosure.

Claims

1. An integrated charging circuit 100, wherein, The integrated charging circuit 100 includes a wired charging unit 10, an in-vehicle wireless charging unit 30, a receiving unit 50, and a three-port transformer 70. The wired charging unit 10 is connected to the first port 71 of the three-port transformer 70, the receiving unit 50 is connected to the second port 73 of the three-port transformer 70, and the vehicle-mounted wireless charging unit 30 is connected to the third port 75 of the three-port transformer 70.

2. The integrated charging circuit 100 according to claim 1, wherein, The vehicle-mounted wireless charging unit 30 includes a wireless receiving winding 31; wherein the thickness and the number of turns ratio of the wireless receiving winding 31 are negatively correlated, and the number of turns ratio is the ratio of the number of turns of the winding at the third port 75 to the number of turns of the winding at the second port 73.

3. The integrated charging circuit 100 according to claim 2, wherein, The loop current of the vehicle-mounted wireless charging unit 30 is negatively correlated with the turns ratio, the loop current of the vehicle-mounted wireless charging unit 30 is positively correlated with the wire diameter of the wireless receiving winding 31, and the wire diameter of the wireless receiving winding 31 is positively correlated with the thickness of the wireless receiving winding 31.

4. The integrated charging circuit 100 according to claim 2 or 3, wherein, The loop current of the vehicle-mounted wireless charging unit 30 is negatively correlated with the turns ratio, and the loop current of the vehicle-mounted wireless charging unit 30 is positively correlated with the core thickness of the wireless receiving winding 31. The core thickness of the wireless receiving winding 31 is positively correlated with the thickness of the wireless receiving winding 31.

5. The integrated charging circuit 100 according to any one of claims 1-4, wherein, The vehicle-mounted wireless charging unit 30 includes a wireless receiving winding 31, which is used to receive electrical energy transmitted by the ground wireless charging unit 300. The ground wireless charging unit 300 includes a first compensation capacitor 303 and a wireless transmitting winding 301, the first compensation capacitor 303 and the wireless transmitting winding 301 being connected in series; the vehicle-mounted wireless charging unit 30 also includes a second compensation capacitor 33, the second compensation capacitor 33 and the wireless receiving winding 31 being connected in series.

6. The integrated charging circuit 100 of claim 5, wherein, The capacitance values ​​of the first compensation capacitor 303, the second compensation capacitor 33, the inductance value of the first self-inductance of the wireless transmitting winding 301, the inductance value of the second self-inductance of the wireless receiving winding 31, and the leakage inductance value of the third port 75 winding are determined according to the charging frequency of the ground wireless charging unit 300.

7. The integrated charging circuit 100 according to any one of claims 1-6, wherein, The vehicle-mounted wireless charging unit 30 includes a wireless receiving winding 31, which is used to receive electrical energy transmitted by the ground wireless charging unit 300. The ground-based wireless charging unit 300 includes a first LCC sub-circuit 305 and a wireless transmitting winding 301. The vehicle-mounted wireless charging unit 30 includes a second LCC sub-circuit 35. The first LCC sub-circuit 305 includes a first inductor 3051, a first capacitor 3053, and a first compensation capacitor 303. The second LCC sub-circuit 35 includes a second inductor 351, a second inductor 353, and a second compensation capacitor 33. The first inductor 3051, the wireless transmitting winding 301, and the first compensation capacitor 303 are connected in series, and the first capacitor 3053 and the wireless transmitting winding 301 are connected in parallel. The second inductor 351, the wireless receiving winding 31, and the second compensation capacitor 33 are connected in series, and the second inductor 353 and the wireless receiving winding 31 are connected in parallel.

8. The integrated charging circuit 100 of claim 7, wherein, The inductance value of the first inductor 3051, the capacitance value of the first capacitor 3053, the capacitance value of the first compensation capacitor 303, the inductance value of the second inductor 351, the capacitance value of the second inductor 353, the capacitance value of the second compensation capacitor 33, and the leakage inductance value of the third port 75 winding are determined according to the charging frequency of the ground wireless charging unit 300.

9. The integrated charging circuit 100 according to claim 7 or 8, wherein, The turns ratio is negatively correlated with the wireless mutual inductance value. The turns ratio is the ratio of the number of turns of the winding at the third port 75 to the number of turns of the winding at the second port 73. The wireless mutual inductance value is the mutual inductance value between the wireless transmitting winding 301 and the wireless receiving winding 31. The wireless mutual inductance value is positively correlated with the amount of wire used in the wireless receiving winding 31 and the amount of magnetic core in the wireless receiving winding 31. The amount of wire used in the wireless receiving winding 31 and the amount of magnetic core in the wireless receiving winding 31 are positively correlated with the thickness of the wireless receiving winding 31.

10. The integrated charging circuit 100 according to any one of claims 1-9, wherein, The wired charging unit 10 includes a third capacitor 13 and a third inductor 15 connected in series with the first port 71. The receiving unit 50 includes a fourth capacitor 51 and a fourth inductor 53 connected in series with the second port 73. The third capacitor 13, the third inductor 15, the fourth inductor 53, and the fourth capacitor 51 form a CLLC sub-circuit. The capacitance value of the third capacitor 13, the inductance value of the third inductor 15, the capacitance value of the fourth capacitor 51, and the inductance value of the fourth inductor 53 are determined according to the resonant frequency of the CLLC sub-circuit.

11. The integrated charging circuit 100 according to any one of claims 1-10, wherein, The winding at the first port 71 and the winding at the third port 75 are in a decoupled state.

12. The integrated charging circuit 100 according to any one of claims 1-11, wherein, The magnetic core at the first port 71 and the magnetic core at the third port 75 of the three-port transformer 70 include an air gap opening, and the magnetic reluctance at the first port 71 and the magnetic reluctance at the third port 75 are greater than the magnetic reluctance of the magnetic core at the second port 73.

13. The integrated charging circuit 100 according to any one of claims 1-12, wherein, The wired charging unit 10 includes a first full-bridge inverter 17, and the receiving unit 50 includes a synchronous rectifier 55.

14. The integrated charging circuit 100 according to any one of claims 1-13, wherein, The wireless charging unit includes a second full-bridge inverter 307, and the receiving unit 50 includes a synchronous rectifier 55.

15. An on-board charging apparatus, wherein, The on-board charging device includes the integrated charging circuit 100 as described in any one of claims 1 to 14.

16. A battery pack, wherein, The battery pack comprises the on-board charging device according to claim 15.

17. A vehicle, wherein, The vehicle comprises the integrated charging circuit 100 according to any one of claims 1 to 14, or the on-board charging device according to claim 15, or the battery pack according to claim 16.

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