CN210554268U

CN210554268U - A vehicle two-in-one charger control circuit

Info

Publication number: CN210554268U
Application number: CN201921587540.9U
Authority: CN
Inventors: 卢立户; 王冬; 瞿鑫鑫; 王栋; 张德志; 陈安辉
Original assignee: Shanghai Zhuotong Technology Consulting Center LP
Current assignee: Shanghai Zhikong Drive Technology Co ltd
Priority date: 2019-09-23
Filing date: 2019-09-23
Publication date: 2020-05-19
Anticipated expiration: 2029-09-23

Abstract

The utility model relates to a vehicle-mounted two unification machine control circuit that charges, including the main control panel, the main control panel is connected with Battery Management System (BMS) and Vehicle Control Unit (VCU) respectively, still awakens up VCU circuit, CAN specific frame awakening up circuit, CP signal detection circuitry, auxiliary power supply awakening up circuit, VCU awakening up DCDC circuit, VCU awakening up OBC circuit including the CC signal detection awakening up circuit, OBC that are connected with the main control panel respectively, CC signal detection circuitry is connected with CC check point, the inside DSP chip of machine that charges, battery management system respectively, CP signal detection circuitry includes that the CP signal reads the end and the machine output power control end that charges. Compared with the prior art, the utility model discloses circuit stand-by power consumption is very low, can realize CC CP's the detection function and OBC's three kinds of modes of awakening up, and the CC resistance detects the accuracy, has improved the reliability and the security of system.

Description

Vehicle-mounted two-in-one charger control circuit

Technical Field

The utility model belongs to the technical field of electric automobile charging control technique and specifically relates to a machine control circuit is charged to on-vehicle two unifications.

Background

With the continuous development of the electric automobile industry, the application of the electric automobile industry is more and more frequent. The high voltage battery is a power source of the electric vehicle, and the performance of the high voltage battery determines the performance of the electric vehicle to a great extent. When the voltage of the high-voltage battery is too low, an On Board Charger (OBC) is required to charge the high-voltage battery. In order to ensure that the maximum current of a charging gun cable does not exceed an upper limit value and prevent the temperature rise caused by large-current charging from damaging the whole system, the charging process needs to monitor the charging current. In order to standardize the charging system of the electric automobile, the state promulgates the national standard GB/T18487.1-2015 first part of the conduction charging system of the electric automobile: general requirements, three charging connection modes and four charging modes of the electric vehicle power supply equipment are specified, wherein the connection mode a, the connection mode B and the connection mode C are applicable to the mode 3, only the connection mode C is applicable to the mode 4, the connection mode B is applicable to the mode 2, and the mode 1 should not be used for charging the electric vehicle.

The charge mode 2 and the charge mode 3 have a CC signal line and a CP signal line, as shown in fig. 1.

Confirm that the vehicle interface is fully connected: the electric vehicle control device measures the voltage value of the detection point 3 in fig. 1, and judges whether the vehicle plug and the vehicle socket are completely connected.

Confirming whether the charging connection device is completely connected: if the power supply device is not faulty and the power supply interface is fully connected, the switch S1 in fig. 1 is closed and the power supply control device issues a PWM signal. The electric vehicle control device determines whether the charge connection device is completely connected by measuring the PWM signal at detection point 2 in fig. 1.

Vehicle readiness: the vehicle control device detects the CC state by using the automobile 12V constant current to identify the RC resistance value and set the corresponding maximum charging power, and ensures that the maximum current of a charging gun cable does not exceed the allowed upper limit value; the vehicle control device confirms the maximum charging current which can be provided by the power supply equipment at present by judging the duty ratio of the PWM signal of the detection point 2 in the figure 1. The vehicle control device compares the rated input currents of the power supply equipment, the charging connection device and the vehicle-mounted charger, sets the minimum value of the rated input currents as the current maximum allowable input current of the vehicle-mounted charger, and the vehicle-mounted charger starts to charge the electric vehicle.

Detection of a charging process: during the charging process, the vehicle control device detects the duty ratio of the voltage value PWM signal at the detection point 2, and the power supply control device detects the voltage at the detection point 1, as shown in fig. 1.

Stopping of the charging system: in the charging process, when charging is finished or the charging condition is not met due to other factors, the vehicle control device sends a charging stop signal to the charger, and the vehicle-mounted charger stops direct current output, CAN communication and low-voltage auxiliary power supply output.

Aiming at the regulations and requirements of the national standard on a vehicle charging system, the detection device is arranged in the battery management system, the battery management system judges a CC/CP signal to determine whether the connector is correctly connected and the current required on the cable, the switch S2 is controlled to be closed, and the vehicle-mounted charger is required to charge the high-voltage battery through the CAN protocol. The advantages of this arrangement are: the charging condition is judged unilaterally, the system is simple, and the judgment is not required to be carried out by a vehicle-mounted charger; the disadvantages are that: the standby power consumption is high, the system is not strict enough, and misjudgment is easy to generate.

SUMMERY OF THE UTILITY MODEL

The utility model aims at providing a two unification on-vehicle machine control circuit that charges in order to overcome the defect that above-mentioned prior art exists.

The purpose of the utility model can be realized through the following technical scheme:

the utility model provides a vehicle-mounted two unification machine control circuit that charges, includes the main control panel, the main control panel is connected with battery management system and vehicle control unit respectively, still includes CC signal detection wake-up circuit, OBC wake-up VCU circuit, CAN specific frame wake-up circuit, CP signal detection circuitry, auxiliary power supply wake-up circuit, VCU wake-up DCDC circuit, VCU wake-up OBC circuit that are connected with the main control panel respectively, CC signal detection circuitry is connected with CC check point, the inside DSP chip of machine that charges, battery management system respectively, CP signal detection circuitry includes CP signal read-in end and machine output power control end that charges.

Preferably, the CC signal detection wake-up circuit includes a CC signal detection sub-circuit and a CC signal wake-up sub-circuit, the input end of the CC signal detection sub-circuit includes an external CC access point, and the output end includes a CC enable end and a DSP chip AD port connection end; the input end of the CC signal awakening sub-circuit is connected with the CC output signal end of the DSP chip, and the output end of the CC signal awakening sub-circuit is connected with the whole vehicle controller.

Preferably, the CC signal detection sub-circuit includes comparator and two way difference circuits of being connected with outside CC access point respectively, two way difference circuits still are connected with low pressure battery end, two way output terminals of two way difference circuits are connected with two way AD mouth link ends of DSP chip respectively, the input of comparator still passes through resistance bleeder circuit and connects low pressure battery end, the output of comparator passes through the triode and is connected with CC enable end.

Preferably, the CC signal wake-up sub-circuit includes a TVS tube, a triode, a capacitor, and a plurality of resistors.

Preferably, the input end of the OBC wake-up VCU circuit comprises an OBC enable VCU/BMS end of the DSP chip and a low-voltage storage battery end, and the output end of the OBC wake-up VCU circuit comprises an OBC enable VCU/BMS end; the OBC awakening VCU circuit comprises a MOSFET, a triode, a TVS tube, a plurality of resistors and a plurality of capacitors.

Preferably, the CAN specific frame wake-up circuit comprises a CAN chip, a common mode inductor, an ESD (electro-static discharge) tube, a diode, a plurality of resistors and a plurality of capacitors, the interior of the CAN chip is connected with a DSP (digital signal processor) chip in the charger, and the exterior of the CAN chip is respectively connected with the battery management system and the VCU.

Preferably, the CP signal detection circuit further includes an external CP signal access point, an input end of an internal control switch, a plurality of MOSFETs, a resistor, a capacitor, and a diode, wherein the input end of the internal control switch is connected to the DSP chip, and the control switch controls on/off of the CP signal access point.

Preferably, the VCU wakes up the DCDC circuit in two ways, namely hard-wired wake-up and CAN wake-up.

Preferably, the input end of the VCU wake-up OBC circuit includes a VCU enable OBC input end, and the output end includes a VCU enable OBC output end connected to the DSP chip; the VCU awakening OBC circuit comprises an MOSFET, a triode, an ESD tube, a plurality of resistors and a plurality of capacitors.

Preferably, the auxiliary power supply wake-up circuit comprises an external CC enable access point, an INH output access point of a CAN, a VCU enable OBC access point, a DCDC wake-up access point, a push-pull circuit, a MOSFET, a plurality of resistors, diodes and capacitors, wherein the output end of the auxiliary power supply wake-up circuit is connected with a frequency pin of a power chip LM3478, and when the power chip works in a turn-off mode, the maximum value of the quiescent current of the power chip is 10 microamperes.

Compared with the prior art, the utility model has the advantages of it is following:

1. the ultra-low standby power consumption of the vehicle-mounted two-in-one charger CAN be realized, four low-voltage power supply awakening modes (CC enabling, CAN chip hardware foot enabling, VCU awakening DCDC signal and VCU awakening OBC signal) are provided, the circuit is relatively simple, the quiescent current is small, the standby power consumption is very low, the CC/CP detection function and the charger awakening CAN be realized, and the reliability and the safety of the system are improved.

2. Three wake-up modes of the charger and two wake-up modes of the DCDC can be realized.

3. The CC signal detection circuit can detect the CC state under different storage battery voltage conditions, can identify the resistance RC of the CC and set the corresponding maximum charging power.

4. The CP signal detection circuit can detect and control the input CP signal and adjust the output power of the charger according to the PWM duty ratio of the CP signal.

Drawings

Fig. 1 is a connection state diagram of related functions in the connection process of a vehicle-mounted charger and charging equipment;

FIG. 2 is a CC signal detection sub-circuit of the present invention;

fig. 3 is a CC signal wake-up sub-circuit of the present invention;

fig. 4 shows the OBC wake-up VCU circuit of the present invention;

FIG. 5 shows a specific frame wake-up circuit of CAN of the present invention;

fig. 6 is a CP signal detection circuit of the present invention;

fig. 7 shows the VCU waking up the DCDC circuit;

fig. 8 shows the VCU waking up the OBC circuit in the present invention;

fig. 9 is a wake-up circuit of the auxiliary power supply of the present invention;

fig. 10 is a connection diagram of the CC signal detection sub-circuit and the auxiliary power wake-up circuit of the present invention.

Detailed Description

The present invention will be described in detail below with reference to the accompanying drawings and specific embodiments. The embodiment is implemented on the premise of the technical solution of the present invention, and a detailed implementation manner and a specific operation process are given, but the scope of the present invention is not limited to the following embodiments.

Examples

The application provides a vehicle-mounted two-in-one (OBC + DCDC) charger control circuit, which is simple, can improve the reliability and the safety of a system, and realizes the CC/CP detection function of standby low power consumption. The control circuit comprises a main control board consisting of a plurality of MCUs, wherein the main control board is respectively connected with a battery management system and a vehicle control unit, and further comprises a CC signal detection wake-up circuit, an OBC wake-up VCU circuit, a CAN specific frame wake-up circuit, a CP signal detection circuit, an auxiliary power supply wake-up circuit, a VCU wake-up DCDC circuit and a VCU wake-up OBC circuit which are respectively connected with the main control board.

The CC signal detection circuit is respectively connected with the CC detection point, the DSP chip in the charger and the battery management system, wherein the external CC is connected to trigger the power chip to work to supply power to the whole system, and the CC resistance value can be accurately detected under different storage battery voltage conditions. The CC signal detection wake-up circuit detects the CC state by using the automobile 12V normal electricity, can identify the resistance RC of the CC and set the corresponding maximum charging power, ensures that the maximum current of a charging gun cable does not exceed an upper limit value, wakes up a DSP chip in a charger, establishes a communication waiting instruction with an external Battery Management System (BMS) and outputs a CC _ OUT signal for an external controller to use. The CC signal detection wake-up circuit comprises a CC signal detection sub-circuit and a CC signal wake-up sub-circuit.

As shown in fig. 2, the input terminal of the CC signal detection sub-circuit includes an external CC access point, and the output terminal includes a CC enable terminal and a DSP chip AD port connection terminal. The CC signal detection sub-circuit comprises a comparator U2 and two differential circuits, wherein the comparator U2 and the two differential circuits are respectively connected with an external CC access point, the two differential circuits are also connected with a low-voltage storage battery end, two output ends of the two differential circuits are respectively connected with two AD port connecting ends of a DSP chip, the input end of the comparator is also connected with the low-voltage storage battery end through a resistance voltage division circuit, and the output end of the comparator is connected with a CC enabling end through a triode. As shown in fig. 3, the input terminal of the CC signal wake-up sub-circuit is connected to the CC output signal terminal of the DSP chip, and the output terminal is connected to the vehicle controller. The CC signal awakening sub-circuit comprises a TVS tube, a triode, a capacitor and a plurality of resistors. When the charging gun is connected, the resistors R9, RC, R3 and R5 are connected to the input end of the comparator U2 in a voltage dividing mode, when the resistance RC of the CC is less than or equal to 3.3K omega, the comparator U2 outputs a low level, and the Q2 is conducted in a saturated mode to output a high level to enable the auxiliary source, so that power is supplied to the whole system; meanwhile, the operational amplifiers U1A, U1B and a plurality of resistors form two paths of differential circuits which respectively sample the voltage of the low-voltage storage battery and the voltage at two ends of the resistor on the CC end, the two paths of differential circuits are input to an AD port of the DSP chip, then the CC resistance value is calculated through data processing of the DSP chip, and a CC _ OUT signal is output to be used by an external controller. In this embodiment, the reference values of some devices are as follows:

table 1 partial device reference values

The on-board battery charger (OBC) has a function of waking up an external controller (VCU or BMS), and can wake up the external controller using the 12V level of the battery. The OBC has three modes of CC awakening, hard line awakening and CAN awakening. The OBC awakens the VCU circuit to be controlled through software, so that the 12V level of the storage battery awakens the external controller. As shown in fig. 4, the input terminal of the OBC wake-up VCU circuit includes the DSP chip OBC enable VCU/BMS terminal and the low-voltage battery terminal, and the output terminal includes the OBC enable VCU/BMS terminal; the OBC wake-up VCU circuit comprises a MOSFET Q1, a triode Q3, a TVS tube D1, a plurality of resistors and a plurality of capacitors.

The CAN network wakes up the CAN chip through a specific frame to trigger the main control chip to wake up. As shown in fig. 5, the CAN specific frame wake-up circuit includes a CAN chip TJA1145T/FD, a common mode inductor L1, an ESD tube, a diode, a plurality of resistors, and a plurality of capacitors. The interior of the CAN chip is connected with the DSP chip in the charger, and the exterior of the CAN chip is respectively connected with the battery management system and the VCU.

The CP signal detection circuit can detect and control the input CP signal and adjust the output power of the charger according to the PWM duty ratio of the CP signal. As shown in fig. 6, the CP signal detection circuit includes a CP signal read-in terminal and a charger output power control terminal. The CP signal detection circuit also comprises an external CP signal access point, an internal control switch input end, a control switch, a plurality of MOSFETs, a resistor, a capacitor and a diode. It CAN be seen from the figure that CP _ INPUT _ CON is an external CP signal access point, S2_ CRTL is an internal control switch S2, which controls the on/off of the MOS transistor Q10, when an instruction that the BMS requires to close the control switch S2 is received through CAN communication, the DSP chip will turn on S2_ CRTL, at this time, the MOS transistor Q10 is turned on, an external CP signal is introduced into the MOS transistor Q11, and a PWM waveform fed back from a CP signal line is read from a CP signal read-in end CP _ INPUT to determine the magnitude of the charging current. When the control signal S2 is turned on, the charging unit adjusts the CP signal high level to 6V. From GB/T18487.1-2015, a mapping relationship between a PWM wave duty ratio and a charging current is known, as shown in the following table, and when the duty ratio is greater than 90% or less than 8%, it is considered that charging is not allowed.

TABLE 2 mapping relationship between PWM wave duty ratio and charging current

The VCU awakens the DCDC circuit in two modes of hard-line awakening and CAN awakening. As shown in fig. 7, the VCU wake-up DCDC circuit includes a MOSFET Q12, an ESD tube D14, and several resistors and capacitors.

The VCU enables the OBC signal to be a signal for enabling the charger to be awakened by external enable, when the CC is in a dormant state or the CC is not connected, the charger can be awakened through the pin, but the power circuit is not started. As shown in fig. 8, the input of the VCU wake-up OBC circuit includes a VCU enable OBC input, and the output includes a VCU enable OBC output connected to the DSP chip; the VCU awakening OBC circuit comprises an MOSFET, a triode, an ESD tube, a plurality of resistors and a plurality of capacitors.

As shown in fig. 9, the auxiliary power wake-up circuit provides four or related wake-up modes, when the auxiliary power wake-up signal is not turned on, the on-board two-in-one control system is in a standby state, and the quiescent current of the on-board two-in-one control system is very small, i.e., the standby power consumption of the whole system is very low. The auxiliary power supply wake-up circuit comprises an external CC enable access point, an INH output access point of a CAN, a VCU enable OBC access point, a DCDC wake-up access point, a push-pull circuit, an MOSFET, a plurality of resistors, diodes and capacitors, wherein the output end of the auxiliary power supply wake-up circuit is connected with a frequency setting pin of a power supply chip LM3478, and when the power supply chip works in a turn-off mode, the maximum value of the quiescent current of the power supply chip is 10 microamperes. The transistors Q4 and Q7 are connected to form a push-pull circuit. The connection of the auxiliary power wake-up circuit to the CC signal detection subcircuit is shown in fig. 10.

Claims

1. a vehicle-mounted two-in-one charger control circuit, comprising a main control board, the main control board is respectively connected with the battery management system and the vehicle controller, it is characterized in that, also comprises the CC signal that is connected with the main control board respectively Detection wake-up circuit, OBC wake-up VCU circuit, CAN specific frame wake-up circuit, CP signal detection circuit, auxiliary power wake-up circuit, VCU wake-up DCDC circuit, VCU wake-up OBC circuit, the CC signal detection circuit is respectively with the CC detection point, the charger internal The CP signal detection circuit includes a CP signal read-in terminal and a charger output power control terminal.

2 . The vehicle-mounted two-in-one charger control circuit according to claim 1 , wherein the CC signal detection wake-up circuit comprises a CC signal detection sub-circuit and a CC signal wake-up sub-circuit, and the CC signal detection sub-circuit The input end of the circuit includes an external CC access point, and the output end includes the CC enable end and the AD port connection end of the DSP chip; the input end of the CC signal wake-up sub-circuit is connected to the output signal end of the DSP chip CC, and the output end is connected to the Vehicle controller connection.

3. A vehicle-mounted two-in-one charger control circuit according to claim 2, wherein the CC signal detection sub-circuit comprises a comparator and two differential circuits respectively connected to an external CC access point, so The two-way differential circuit is also connected to the low-voltage battery terminal, the two-way output terminals of the two-way differential circuit are respectively connected to the two-way AD port connection terminals of the DSP chip, and the input terminal of the comparator is also connected through a resistor divider circuit. The low-voltage battery terminal, the output terminal of the comparator is connected to the CC enable terminal through a triode.

4 . The vehicle-mounted two-in-one charger control circuit according to claim 2 , wherein the CC signal wake-up sub-circuit comprises a TVS tube, a triode, a capacitor and several resistors. 5 .

5. A vehicle-mounted two-in-one charger control circuit according to claim 1, wherein the input end of the OBC wake-up VCU circuit comprises a DSP chip OBC enabling VCU/BMS end and a low-voltage battery end, an output end Including OBC enabling VCU/BMS terminal; the OBC wake-up VCU circuit includes MOSFET, triode, TVS tube, several resistors and several capacitors.

6. A vehicle-mounted two-in-one charger control circuit according to claim 1, wherein the CAN specific frame wake-up circuit comprises a CAN chip, a common mode inductor, an ESD tube, a diode, a number of resistors and a number of capacitors, The inside of the CAN chip is connected with the DSP chip inside the charger, and the outside of the CAN chip is connected with the battery management system and the VCU respectively.

7. A vehicle-mounted two-in-one charger control circuit according to claim 1, wherein the CP signal detection circuit further comprises an external CP signal access point, an input end of an internal control switch, a control switch and several MOSFETs , resistor, capacitor, diode, the input end of the internal control switch is connected to the DSP chip, and the control switch controls the on-off of the CP signal access point.

8 . The vehicle-mounted two-in-one charger control circuit according to claim 1 , wherein the VCU wake-up DCDC circuit includes two modes: hard-wire wake-up and CAN wake-up. 9 .

9 . The vehicle-mounted two-in-one charger control circuit according to claim 1 , wherein the input end of the VCU wake-up OBC circuit comprises the VCU enable OBC input end, and the output end comprises the VCU connected with the DSP chip. 10 . The OBC output terminal is enabled; the VCU wake-up OBC circuit includes a MOSFET, a triode, an ESD tube, and several resistors and capacitors.

10 . The vehicle-mounted two-in-one charger control circuit according to claim 1 , wherein the auxiliary power wake-up circuit comprises an external CC enable access point, an INH output access point of CAN, and a VCU enable access point. 11 . OBC access point, DCDC wake-up access point, push-pull circuit, MOSFET and several resistors, diodes and capacitors, the output end of the auxiliary power wake-up circuit is connected to the frequency setting pin of the power chip.