CN116252648B - Circuit for charging vehicle and vehicle comprising same - Google Patents
Circuit for charging vehicle and vehicle comprising same Download PDFInfo
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- CN116252648B CN116252648B CN202310545549.8A CN202310545549A CN116252648B CN 116252648 B CN116252648 B CN 116252648B CN 202310545549 A CN202310545549 A CN 202310545549A CN 116252648 B CN116252648 B CN 116252648B
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- 230000007935 neutral effect Effects 0.000 claims abstract description 52
- 239000003990 capacitor Substances 0.000 claims abstract description 46
- 238000004804 winding Methods 0.000 claims abstract description 13
- 238000006243 chemical reaction Methods 0.000 description 5
- 238000005516 engineering process Methods 0.000 description 2
- 238000004519 manufacturing process Methods 0.000 description 2
- 238000000034 method Methods 0.000 description 2
- 230000008569 process Effects 0.000 description 2
- 230000009466 transformation Effects 0.000 description 2
- RYGMFSIKBFXOCR-UHFFFAOYSA-N Copper Chemical compound [Cu] RYGMFSIKBFXOCR-UHFFFAOYSA-N 0.000 description 1
- 230000002159 abnormal effect Effects 0.000 description 1
- 239000004020 conductor Substances 0.000 description 1
- 229910052802 copper Inorganic materials 0.000 description 1
- 239000010949 copper Substances 0.000 description 1
- 238000001514 detection method Methods 0.000 description 1
- 239000000463 material Substances 0.000 description 1
- 230000004048 modification Effects 0.000 description 1
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- 238000006467 substitution reaction Methods 0.000 description 1
Classifications
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L53/00—Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles
- B60L53/20—Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles characterised by converters located in the vehicle
- B60L53/22—Constructional details or arrangements of charging converters specially adapted for charging electric vehicles
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L53/00—Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles
- B60L53/20—Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles characterised by converters located in the vehicle
- B60L53/24—Using the vehicle's propulsion converter for charging
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/60—Other road transportation technologies with climate change mitigation effect
- Y02T10/70—Energy storage systems for electromobility, e.g. batteries
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- Engineering & Computer Science (AREA)
- Power Engineering (AREA)
- Transportation (AREA)
- Mechanical Engineering (AREA)
- Charge And Discharge Circuits For Batteries Or The Like (AREA)
- Electric Propulsion And Braking For Vehicles (AREA)
Abstract
The application relates to a circuit for vehicle charging and a vehicle comprising the same, wherein the circuit comprises a positive bus, a negative bus, a neutral bus, a charging port, an input capacitor and a control circuit, and the circuit comprises the following components: the positive bus and the negative bus are respectively connected to the positive and the negative of the motor controller of the vehicle; the neutral bus is connected to the motor controller via a neutral point of a three-phase winding of a motor of the vehicle; the control circuit is configured to: in the case where the external input voltage of the charging port is suitable for directly charging the battery of the vehicle, the two poles of the charging port are connected across the neutral bus and the positive bus and the two poles of the input capacitance are connected across the neutral bus and the negative bus, or the two poles of the charging port are connected across the neutral bus and the negative bus and the two poles of the input capacitance are connected across the neutral bus and the positive bus.
Description
Technical Field
The application relates to the field of vehicle charging, in particular to a circuit for vehicle charging and a vehicle comprising the same.
Background
At present, the high-voltage system platform of the electric automobile in the market is mainly direct current 400V. With the maturity of related technologies and industry chains, in order to obtain higher efficiency and faster charging experience, next-generation electric automobile high-voltage system platforms may gradually evolve to a voltage level of 800V or higher. However, the main current direct current charging facilities have voltages of 500V, 750V, 1000V, etc., wherein the 500V/750V charging device cannot directly charge or charge the power battery of the 800V platform. Therefore, a corresponding voltage conversion device is newly added in the electric automobile to boost the charging voltage of 500V/750V and then charge the power battery, so that the compatibility of the automobile and the existing 500V/750V charging equipment is realized.
At present, two main schemes are used for solving the problem of internal voltage conversion of an electric automobile: one solution is to add an additional voltage conversion device. The scheme is mature in technology, however, high-power devices are needed, so that the size and the mass of the devices are large, the production cost of the whole vehicle is increased, and the development direction of space arrangement and light weight of the whole vehicle is not facilitated. Another solution is to multiplex the motor for the vehicle with the motor drive system. The scheme can greatly reduce the production cost and weight of the whole vehicle while realizing voltage transformation, and optimize the space arrangement of the whole vehicle. However, the second approach typically requires that an input side capacitor be fixedly connected between the positive and negative dc buses of the converter input side of the charging interface. However, the input side of the charging interface needs to be compatible with the charging pile with low input voltage and high input voltage, and the capacitor needs to be designed in a high voltage requirement specification mode, so that the cost and the volume of the capacitor at the input side are increased.
In view of this, there is a need for an improved charging circuit.
Disclosure of Invention
Embodiments of the present application provide a circuit for vehicle charging and a vehicle including the same for enabling the vehicle to accommodate a variety of different external voltages.
According to an aspect of the present application, a circuit for charging a vehicle is provided. The circuit comprises an anode bus, a cathode bus, a neutral bus, a charging port, an input capacitor and a control circuit, wherein: the positive bus and the negative bus are respectively connected to a positive electrode and a negative electrode of a motor controller of the vehicle; the neutral bus is connected to the motor controller via a neutral point of a three-phase winding of a motor of the vehicle; the control circuit is configured to: in the case that the external input voltage of the charging port is suitable for directly charging the battery of the vehicle, bridging the two poles of the charging port between the positive bus and the negative bus, and suspending the input capacitor; and under the condition that the external input voltage of the charging port is lower than the voltage of the battery of the vehicle, bridging the two poles of the charging port between the neutral bus and the positive bus or the negative bus, and bridging the two poles of the input capacitor between the neutral bus and the negative bus or the positive bus.
In some embodiments of the present application, optionally, the circuit further includes a first controlled switch, a second controlled switch, the control circuit is capable of controlling on-off of the first controlled switch, the second controlled switch, and: the negative electrode of the charging port is connected to the negative bus bar via the first controlled switch and is also connected to the neutral bus bar via the second controlled switch, the positive electrode of the charging port is connected to the positive bus bar; and the positive electrode of the input capacitor is connected to the neutral bus via the second controlled switch, and the negative electrode of the input capacitor is connected to the negative bus.
In some embodiments of the application, optionally, the circuit further comprises a third controlled switch, the control circuit is capable of controlling on-off of the third controlled switch, and the positive electrode of the charging port is connected to the positive electrode bus bar via the third controlled switch.
In some embodiments of the present application, optionally, the circuit further includes a fourth controlled switch, a fifth controlled switch, the control circuit is capable of controlling on-off of the fourth controlled switch, the fifth controlled switch, and: the positive electrode of the charging port is connected to the positive bus bar via the fourth controlled switch and is also connected to the neutral bus bar via the fifth controlled switch, and the negative electrode of the charging port is connected to the negative bus bar; and the positive electrode of the input capacitor is connected to the positive bus, and the negative electrode of the input capacitor is connected to the neutral bus through the fifth controlled switch.
In some embodiments of the application, optionally, the circuit further comprises a sixth controlled switch, the control circuit is capable of controlling on-off of the sixth controlled switch, and the negative electrode of the charging port is connected to the negative electrode bus bar via the sixth controlled switch.
In some embodiments of the application, the operating voltage of the battery of the vehicle is optionally 400V or 800V.
In some embodiments of the application, the external input voltage is optionally 500V, 750V or 1000V.
In some embodiments of the application, optionally, the charging port meets a vehicle charging interface standard.
According to another aspect of the application there is provided a vehicle comprising any one of the circuits as described above.
According to the circuit for charging the vehicle and the vehicle comprising the same, provided by the embodiments of the application, the vehicle can adapt to various external voltages, meanwhile, the excessive transformation cost is not increased, and the parameter performance requirements on devices are lower.
Drawings
The above and other objects and advantages of the present application will become more fully apparent from the following detailed description taken in conjunction with the accompanying drawings, in which identical or similar elements are designated by the same reference numerals.
FIG. 1 illustrates a circuit for vehicle charging according to one embodiment of the application;
fig. 2 shows a circuit for vehicle charging according to one embodiment of the application.
Detailed Description
For the purposes of brevity and explanation, the principles of the present application are described herein primarily with reference to exemplary embodiments thereof. However, those skilled in the art will readily recognize that the same principles are equally applicable to all types of circuits for vehicle charging and vehicles incorporating the same, and that these same or similar principles may be implemented therein without departing from the true spirit and scope of the application.
According to an aspect of the present application, a circuit for charging a vehicle is provided. As shown in fig. 1 and 2, the circuits 10 and 20 for vehicle charging (hereinafter simply referred to as "circuits") include a positive bus bar, a negative bus bar, a neutral bus bar, a charging port, an input capacitance, and a control circuit. Circuits according to some examples of the application may provide charging power directly to a battery of a vehicle (no capacitive pre-charge) when an external charging voltage is suitable for charging the battery; and when the external charging voltage is not suitable for directly charging the battery, the motor driving system can be reused to increase the external charging voltage so that the battery can be charged. The basic principle of the application will be explained in detail below in connection with the circuits 10 and 20 shown in fig. 1 and 2.
Various types of bus bars are referred to herein as lines that may be connected to the common polarity of some of the unit modules in circuits 10 and 20, and may have a large current load capacity. The bus bars may include a positive bus bar, a negative bus bar, and a neutral bus bar according to their relative voltages. The application is not limited to the material, length and shape of the bus bar, and various conductors capable of bearing the voltage can be used as the bus bar.
As shown in fig. 1 and 2, the positive bus (uppermost bus) of the circuit 10 (20) is connected to the positive electrode of the motor controller 102 (202) of the vehicle, and thus also to the positive electrode of the vehicle battery 101 (201). The negative electrode bus bar (lowermost bus bar) is connected to the negative electrode of the motor controller 102 (202) of the vehicle, and thus also to the negative electrode of the vehicle battery 101 (201). The vehicle battery 101 (201) provides an open circuit voltage of Voc for driving the motor 103 (203) of the vehicle. Also shown in fig. 1 and 2 is a bus capacitance Cbus in parallel with the vehicle battery 101 (201) for achieving stable voltage output from the auxiliary battery 101 (201), and the like.
The neutral bus (intermediate bus) is connected to the motor controller 102 (202) via the neutral points of the three-phase windings LA, LB, LC of the motor 103 (203) of the vehicle. Since the three-phase windings LA, LB, LC and 102 (202) are connected by copper bars or the like, it is disadvantageous to draw bus bars from LA, LB, LC without damaging the winding structure. Therefore, compared with some schemes, the neutral bus is connected to the neutral point of the motor 103 (203) instead of other potential points, so that wiring difficulty can be reduced, feasibility is higher, and extra modification cost is not brought when the windings LA, LB and LC are multiplexed.
The control circuit 105 (205) may compare the magnitude of the external charging voltage Vin with the power battery open-circuit voltage Voc, and perform the following operation according to the comparison result.
The control circuit 105 (205) may bridge the two poles of the charging port 104 (204) between the positive and negative bus bars and suspend the input capacitance Cin (i.e., not actually functioning in the circuit) in the event that the external input voltage Vin of the charging port is suitable for directly charging the battery 101 (201) of the vehicle. At this time, the external input voltage Vin will be used to directly charge the battery 101 (201).
In addition, the control circuit 105 (205) may also bridge the two poles of the charging port 104 (204) between the neutral bus and the positive bus and bridge the two poles of the input capacitance Cin between the neutral bus and the negative bus in the case where the external input voltage Vin of the charging port 104 (204) is lower than the voltage of the battery 101 (201) of the vehicle (i.e., not suitable for directly charging the battery). Alternatively, the two poles of the charging port 104 (204) may be connected across the neutral bus and the negative bus, while the two poles of the input capacitance Cin may be connected across the neutral bus and the positive bus.
In this way, one pole of the charge port 104 (204) and the input capacitor Cin will be connected to the winding neutral of the motor via a common bus, while the other pole of the charge port 104 (204) and the input capacitor Cin will be connected to the positive and negative buses of the motor controller 102 (202), respectively. For example, as shown in fig. 1, the positive pole of the charging port 104 is connected to the positive bus of the motor controller 102 and the negative pole is connected to the winding neutral, while the positive pole of the input capacitor Cin is connected to the winding neutral and the negative pole is connected to the negative bus of the motor controller 102. Alternatively, as shown in fig. 2, the positive pole of the charging port 204 is connected to the winding neutral and the negative pole is connected to the negative bus of the motor controller 202, while the positive pole of the input capacitor Cin is connected to the positive bus of the motor controller 202 and the negative pole is connected to the winding neutral. In this way, the motor controller 102 (202) will be able to boost the input voltage Vin to meet the charging condition of the battery 101 (201). In addition, if the external detection of a voltage of the real battery 101 (201) higher than the input voltage Vin, the supply of power to the circuit 10 (20) through the charging port 104 (204) may be denied. For this reason, it is necessary to "fool" the external charging device into consideration that it can charge the battery 101 (201). Specifically, the voltage Voc of the battery 101 (201) is reduced through the switching device and the motor three-phase windings LA, LB, LC, and the input capacitor Cin may be precharged, thereby forming the voltage Vcin on the input capacitor Cin. Therefore, the voltage to be formed on the vehicle port is (Voc-Vcin), and the port voltage (Voc-Vcin) will not be higher than the input voltage Vin of the external charging device. The external charging device, upon reading this port voltage signal (Voc-Vcin) less than or equal to Vin, will assume that it can charge the battery 101 (201).
On the other hand, in the related art, even if boost charging is not required, since the input side capacitor is connected to the port, it is still required to precharge it. If the motor and controller fail to cause the precharge to fail, it may result in an abnormal charge. Compared with the prior art, according to the configuration, one end of the input capacitor Cin and one pole of the direct current charging bus are commonly connected to the motor neutral point, and the other end of the input side capacitor is connected to the other pole of the direct current charging bus, so that the technical parameter requirement on the input capacitor Cin is low, the cost can be remarkably reduced, and the safety is improved. Because the input capacitor Cin is connected between the neutral point of the motor and the positive electrode or the negative electrode of the direct current charging bus, only the difference between the external input voltage Vin and the open-circuit voltage Voc of the battery is needed, and the cost and the volume of the capacitor can be reduced at the same time due to the reduction of the voltage specification. In addition, when the battery 101 (201) is directly charged by using the external input voltage Vin, the input capacitor Cin has no charge, so that the precharge process is not needed, on one hand, the charging process can be simplified, and on the other hand, the embarrassment that the subsequent battery charging cannot be performed due to the fact that the input capacitor Cin cannot be precharged is avoided.
It should be appreciated that in this configuration it is necessary that the polarity of the input voltage Vin of the charging port 104 (204), the polarity of the input capacitance Cin should be matched to the polarity (potential) of the bus to operate, and that the purpose of each polarity connection is to establish a port voltage on the vehicle port that is no higher than the input voltage Vin of the external charging device, as also implied in the various configurations of the present application.
In some embodiments of the present application, as shown in fig. 1, the circuit 10 further includes a first controlled switch K11 and a second controlled switch K12, and the control circuit 105 can control the on-off of the first controlled switch K11 and the second controlled switch K12, so as to realize (1) bridging the two poles of the charging port 104 between the positive bus and the negative bus, and suspending the input capacitor Cin; or (2) the two poles of the charging port 104 are connected between the neutral bus and the positive bus, and the two poles of the input capacitor Cin are connected between the neutral bus and the negative bus.
Specifically, referring to fig. 1, the negative electrode of charging port 104 may be connected to a negative bus bar via a first controlled switch K11 and also to a neutral bus bar via a second controlled switch K12, with the positive electrode of charging port 104 connected to the negative bus bar. The positive pole of the input capacitor Cin is connected to the neutral bus via the second controlled switch K12, and the negative pole of the input capacitor Cin is connected to the negative bus.
In this way, when the control circuit 105 determines that the input voltage Vin is suitable for directly charging the battery 101, the control circuit 105 can control the first controlled switch K11 to be turned on and the second controlled switch K12 to be turned off. At this time, the input voltage Vin will directly charge the battery 101, and the first controlled switch K11 may be turned off after the charging is completed.
When the control circuit 105 determines that the input voltage Vin is unsuitable for directly charging the battery 101 (e.g., the input voltage Vin is lower than the voltage of the battery 101), the control circuit 105 can control to turn on the second controlled switch K12 and turn off the first controlled switch K11. At this time, the two poles of the charging port 104 and the two poles of the input capacitor Cin may be respectively connected to two different half-bridges of the motor controller 102, and the input voltage Vin will be amplified by the motor controller 102 to charge the battery 101. In this case, the voltage Vcin across the input-side capacitor Cin can be adjusted by the battery 101 so that the difference (Voc-Vcin) between the battery voltage Voc and the voltage Vcin across the capacitor Cin can match the input voltage Vin. And then the battery 101 is charged by the motor controller 102 after the charging pile is accessed through the charging port 104. For example, the motor controller 102 may control the upper half bridge (closing the switching device Q1, the switching device Q3, the switching device Q5) of the motor controller 102 to be turned on and the lower half bridge (opening the switching device Q2, the switching device Q4, the switching device Q6) of the motor controller 102 to be turned off, thereby implementing the voltage amplifying function of the motor controller 102.
In some embodiments of the application, the circuit further comprises a third controlled switch K13, the control circuit 105 is capable of controlling the on-off of the third controlled switch K13, and the positive electrode of the charging port 104 is connected to the positive bus bar via the third controlled switch K13. When charging is needed, the third controlled switch K13 can be closed, and after charging is finished, the third controlled switch K13 can be opened, so that the safety of the whole circuit is ensured. If the motor controller 102 is used to perform voltage conversion to charge the battery 101, the third controlled switch K13 is turned off after the charging is completed.
In some embodiments of the present application, as shown in fig. 2, the circuit 20 further includes a fourth controlled switch K21 and a fifth controlled switch K22, and the control circuit 205 can control the on-off of the fourth controlled switch K21 and the fifth controlled switch K22, so as to realize (1) bridging the two poles of the charging port 204 between the positive bus and the negative bus, and suspending the input capacitor Cin; or (2) the two poles of the charging port 204 are connected across the neutral bus and the negative bus, and the two poles of the input capacitor Cin are connected across the neutral bus and the positive bus.
Specifically, referring to fig. 2, the positive electrode of the charging port 204 may be connected to the positive bus bar via a fourth controlled switch K21 and also to the neutral bus bar via a fifth controlled switch K22, and the negative electrode of the charging port 204 is connected to the negative bus bar. The positive pole of the input capacitor Cin is connected to the positive bus bar, and the negative pole of the input capacitor Cin is connected to the neutral bus bar via the fifth controlled switch K22.
In this way, when the control circuit 205 determines that the input voltage Vin is suitable for directly charging the battery 201, the control circuit 205 can control the fourth controlled switch K21 to be turned on and the fifth controlled switch K22 to be turned off. At this time, the input voltage Vin will directly charge the battery 201, and the fourth controlled switch K21 may be turned off after the charging is completed.
When the control circuit 205 determines that the input voltage Vin is unsuitable for directly charging the battery 201 (e.g., the input voltage Vin is lower than the voltage of the battery 201), the control circuit 205 can control the fifth controlled switch K22 to be turned on and the fourth controlled switch K21 to be turned off. At this time, the two poles of the charging port 204 and the two poles of the input capacitor Cin may be respectively connected to two different half-bridges of the motor controller 202, and the input voltage Vin will be amplified by the motor controller 202 to charge the battery 201. In this case, the voltage Vcin across the input side capacitor Cin can be adjusted by the battery 201 so that the difference (Voc-Vcin) between the battery voltage Voc and the voltage across the capacitor Cin can match the input voltage Vin. And then the battery 201 is charged by the motor controller 202 after the charging pile is accessed through the charging port 204. For example, the motor controller 202 may control switching devices in the upper half bridge of the motor controller 202 to be turned on at intervals (e.g., control switching device Q1, switching device Q3, switching device Q5 to be turned on at three-phase synchronization intervals, at which time the on timings of the switching devices Q1, Q3, and Q5 may be performed according to a predetermined schedule) and maintain the lower half bridge of the motor controller 202 in an off state (turn off switching device Q2, switching device Q4, switching device Q6), thereby implementing the voltage amplifying function of the motor controller 202.
In some embodiments of the present application, the circuit further comprises a sixth controlled switch K23, the control circuit 205 is capable of controlling the on-off of the sixth controlled switch K23, and the negative electrode of the charging port 204 is connected to the negative electrode bus bar via the sixth controlled switch K23. When charging is needed, the sixth controlled switch K23 can be closed, and after charging is finished, the sixth controlled switch K23 can be opened, so that the safety of the whole circuit is ensured. If the motor controller 202 is used to perform voltage conversion to charge the battery 201, the sixth controlled switch K23 is turned off after the charging is completed.
In some embodiments of the present application, the various types of controlled switches described above may be, for example, electromagnetic relays, and the like. Further, the operating voltage of the battery 101 (201) of the vehicle is 400V or 800V or the like, and the external input voltage Vin is 500V, 750V or 1000V or the like.
In some embodiments of the present application, charging port 104 (204) meets vehicle charging interface standards, thereby making circuit 10 (20) suitable for accessing various types of charging posts designed per standards.
According to another aspect of the application there is provided a vehicle comprising any one of the circuits as described above.
The above is merely an embodiment of the present application, but the scope of the present application is not limited thereto. Other possible variations or substitutions will occur to those skilled in the art from the teachings disclosed herein and are intended to be within the scope of the present application. The embodiments of the present application and features in the embodiments may also be combined with each other without conflict. The protection scope of the present application is subject to the claims.
Claims (9)
1. A circuit for charging a vehicle, the circuit comprising a positive bus, a negative bus, a neutral bus, a charging port, an input capacitance, and a control circuit, wherein:
the positive bus and the negative bus are respectively connected to a positive electrode and a negative electrode of a motor controller of the vehicle;
the neutral bus is connected to the motor controller via a neutral point of a three-phase winding of a motor of the vehicle;
the control circuit is configured to:
in the case that the external input voltage of the charging port is suitable for directly charging the battery of the vehicle, bridging the two poles of the charging port between the positive bus and the negative bus, and suspending the input capacitor; and
When the external input voltage of the charging port is lower than the voltage of the battery of the vehicle, the two poles of the charging port are connected between the neutral bus and the positive bus in a bridging manner, and the two poles of the input capacitor are connected between the neutral bus and the negative bus in a bridging manner, or the two poles of the charging port are connected between the neutral bus and the negative bus in a bridging manner, and the two poles of the input capacitor are connected between the neutral bus and the positive bus in a bridging manner.
2. The circuit of claim 1, wherein the circuit further comprises a first controlled switch, a second controlled switch, the control circuit capable of controlling the on-off of the first controlled switch, the second controlled switch, and:
the negative electrode of the charging port is connected to the negative bus bar via the first controlled switch and is also connected to the neutral bus bar via the second controlled switch, the positive electrode of the charging port is connected to the positive bus bar; and
the positive pole of the input capacitor is connected to the neutral bus via the second controlled switch, and the negative pole of the input capacitor is connected to the negative bus.
3. The circuit of claim 2, wherein the circuit further comprises a third controlled switch, the control circuit is capable of controlling the on-off of the third controlled switch, and the positive electrode of the charging port is connected to the positive bus bar via the third controlled switch.
4. The circuit of claim 1, wherein the circuit further comprises a fourth controlled switch, a fifth controlled switch, the control circuit being capable of controlling the on-off of the fourth controlled switch, the fifth controlled switch, and:
the positive electrode of the charging port is connected to the positive bus bar via the fourth controlled switch and is also connected to the neutral bus bar via the fifth controlled switch, and the negative electrode of the charging port is connected to the negative bus bar; and
the positive pole of the input capacitor is connected to the positive bus, and the negative pole of the input capacitor is connected to the neutral bus via the fifth controlled switch.
5. The circuit of claim 4, wherein the circuit further comprises a sixth controlled switch, the control circuit is capable of controlling the on-off of the sixth controlled switch, and the negative electrode of the charging port is connected to the negative bus bar via the sixth controlled switch.
6. The circuit of claim 1, wherein the operating voltage of the battery of the vehicle is 400V or 800V.
7. The circuit of claim 1, wherein the external input voltage is 500V, 750V, or 1000V.
8. The circuit of claim 1, wherein the charging port complies with a vehicle charging interface standard.
9. A vehicle comprising the circuit of any one of claims 1-8.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
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| CN202310545549.8A CN116252648B (en) | 2023-05-16 | 2023-05-16 | Circuit for charging vehicle and vehicle comprising same |
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| CN202310545549.8A CN116252648B (en) | 2023-05-16 | 2023-05-16 | Circuit for charging vehicle and vehicle comprising same |
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| CN116252648A CN116252648A (en) | 2023-06-13 |
| CN116252648B true CN116252648B (en) | 2023-09-22 |
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| DE102022000711A1 (en) * | 2022-02-28 | 2022-04-14 | Mercedes-Benz Group AG | Electric propulsion system for a vehicle and method for its operation |
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| KR20210076312A (en) * | 2019-12-13 | 2021-06-24 | 현대자동차주식회사 | Power converting apparatus for multi voltage charging |
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| CN115118196A (en) * | 2021-03-22 | 2022-09-27 | 通用汽车环球科技运作有限责任公司 | Vehicle electrical system with power inverter and motor for boost |
| CN113872284A (en) * | 2021-09-26 | 2021-12-31 | 臻驱科技（上海）有限公司 | High-voltage direct-current charging circuit and charging method for electric automobile |
| CN113928161A (en) * | 2021-10-27 | 2022-01-14 | 蔚来动力科技(合肥)有限公司 | Charging control method and device for vehicle charging system, medium and vehicle |
| DE102022000711A1 (en) * | 2022-02-28 | 2022-04-14 | Mercedes-Benz Group AG | Electric propulsion system for a vehicle and method for its operation |
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| CN116252648A (en) | 2023-06-13 |
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