CN214689074U

CN214689074U - Vehicle-mounted charging equipment and vehicle

Info

Publication number: CN214689074U
Application number: CN202120892436.1U
Authority: CN
Inventors: 王超; 王兴辉; 莫旭杰; 刘伟冬; 张晓彬
Original assignee: BYD Co Ltd
Current assignee: BYD Co Ltd
Priority date: 2021-04-23
Filing date: 2021-04-23
Publication date: 2021-11-12
Anticipated expiration: 2031-04-23

Abstract

The invention relates to a vehicle-mounted charging device and a vehicle, the vehicle-mounted charging device comprises a filter capacitor, a PFC circuit, a bidirectional inverter circuit, a main DC-DC circuit and a controller, the controller is respectively connected with the PFC circuit, the bidirectional inverter circuit and the main DC-DC circuit, a first end of the PFC circuit is connected with a load through the filter capacitor, a second end of the PFC circuit is connected with a first end of the bidirectional inverter circuit, a second end of the bidirectional inverter circuit is connected with a power battery, a first end of the main DC-DC circuit is respectively connected with the power battery and a second end of the bidirectional inverter circuit, and a second end of the main DC-DC circuit is used for connecting the load, wherein the PFC circuit comprises two-phase high-frequency bridge arms which can be controlled in a staggered mode to supply power to the load, so that the compensation of ripples is facilitated, and the influence on the power supply stability can be reduced, the stability of low voltage power supply in the vehicle is promoted, and the user experience of the vehicle is promoted.

Description

Vehicle-mounted charging equipment and vehicle

Technical Field

The present disclosure relates to the field of vehicle technology, and in particular, to an on-vehicle charging apparatus and a vehicle.

Background

The present vehicle charging device generally includes an OBC (On board charger) module, which is generally used to charge a power battery in the vehicle during the vehicle charging process, and a DCDC (Direct Current/Direct Current) module, which is generally used to supply power to loads (low voltage devices such as relays, multimedia, and air conditioning systems) in the vehicle.

In order to improve the reliability of load power supply in the vehicle, the OBC module forms a redundant DCDC module through multiplexing in the related art, supplies power for the load under the condition that this DCDC module is out of order, however, the redundant DCDC module in the related art is relatively poor for the stability of load power supply, is unfavorable for prolonging the life of load in the vehicle, also is unfavorable for promoting vehicle user's experience.

SUMMERY OF THE UTILITY MODEL

An object of the present disclosure is to provide an in-vehicle charging apparatus and a vehicle.

In order to achieve the above object, in a first aspect of the present disclosure, there is provided a vehicle-mounted charging apparatus including a filter capacitor, a PFC (Power Factor Correction) circuit, a bidirectional inverter circuit, a main DC-DC circuit, and a controller, the controller is respectively connected with the PFC circuit, the bidirectional inverter circuit and the main DC-DC circuit, the first end of the PFC circuit is connected with a load through the filter capacitor, the second end of the PFC circuit is connected with the first end of the bidirectional inverter circuit, the second end of the bidirectional inverter circuit is used for connecting a power battery, the first end of the main DC-DC circuit is respectively connected with the power battery, the second end of the bidirectional inverter circuit is connected, and the second end of the main DC-DC circuit is used for connecting the load, wherein the PFC circuit comprises a two-phase high-frequency bridge arm;

the controller is configured to: and under the condition that the load is in a power utilization state and the main DC-DC circuit is detected to have a fault, multiplexing the bidirectional inverter circuit and the PFC circuit, forming a redundant DC-DC circuit with the filter capacitor, controlling the bidirectional inverter circuit, and controlling two-phase high-frequency bridge arms of the PFC circuit in a staggered mode to supply power to the load.

Optionally, the PFC circuit further includes a first inductor, a second inductor, and a phase low-frequency bridge arm, a first end of the first inductor is connected to a midpoint of the phase high-frequency bridge arm, a first end of the second inductor is connected to a midpoint of the phase high-frequency bridge arm, a second end of the first inductor and a second end of the second inductor are connected to a positive terminal after being connected together, a midpoint of the phase low-frequency bridge arm is connected to a negative terminal, a first end of the phase high-frequency bridge arm and a first end of the phase low-frequency bridge arm are connected together to form a first bus end, a second end of the phase high-frequency bridge arm and a second end of the phase low-frequency bridge arm are connected together to form a second bus end, and a first end of the bidirectional inverter circuit is connected to the first bus end and the second bus end, respectively.

Optionally, further comprising at least one relay connected between the first terminal of the PFC circuit and the filter capacitor,

the controller is configured to: and under the condition that the load is in a power utilization state and the main DC-DC circuit is detected to have a fault, controlling the relay to be conducted so as to multiplex the bidirectional inverter circuit and the PFC circuit and form a redundant DC-DC circuit with the filter capacitor.

Optionally, a first end of the relay is connected to a second end of the first inductor, a second end of the second inductor, and the positive terminal, a second end of the relay is connected to a first end of the filter capacitor, a second end of the filter capacitor is connected to the negative terminal, and a center of the low-frequency bridge arm is connected to the negative terminal;

the controller is configured to control the relay to be conducted and control the upper switching tube of the low-frequency bridge arm to be conducted and control the lower switching tube of the low-frequency bridge arm to be disconnected under the condition that the load is in a power utilization state and the main DC-DC circuit is detected to be in a fault state, so that the bidirectional inverter circuit and the PFC circuit are multiplexed, a redundant DC-DC circuit is formed by the bidirectional inverter circuit and the filter capacitor, the bidirectional inverter circuit is controlled, and two-phase high-frequency bridge arms of the PFC circuit are controlled to supply power to the load in a staggered mode with a phase difference of 180 degrees.

Optionally, a first end of the relay is connected to a second end of the first inductor, a second end of the second inductor, and the positive terminal, respectively, a second end of the relay is connected to a first end of the filter capacitor, and a second end of the filter capacitor is connected to the second bus terminal;

the controller is configured to control the relay to be conducted, control the upper switch tube of the low-frequency bridge arm to be in an off state and control the lower switch tube of the low-frequency bridge arm to be in an off state under the condition that the load is in a power utilization state and the main DC-DC circuit is detected to be in a fault state, so as to multiplex the bidirectional inverter circuit and the PFC circuit, form a redundant DC-DC circuit with the filter capacitor, control the bidirectional inverter circuit, and stagger and control two-phase high-frequency bridge arms of the PFC circuit to supply power to the load with a phase difference of 180 degrees.

Optionally, the controller is configured to: and under the condition of being in a driving mode or a parking non-charging mode, detecting whether the main DC-DC circuit has a fault or not in real time.

Optionally, the load comprises a battery;

the controller is further configured to control the PFC circuit and the bidirectional inverter circuit to charge the power battery first and then control the PFC circuit, the bidirectional inverter circuit and the main DC-DC circuit to charge the battery if it is determined that the vehicle is in the charging mode and the remaining capacity of the battery exceeds a preset first capacity threshold.

Optionally, the controller is further configured to: when the vehicle is determined to be in a charging mode and the residual electric quantity of the storage battery is lower than a preset second electric quantity threshold value, the PFC circuit is controlled firstly, the bidirectional inverter circuit and the main DC-DC circuit charge the storage battery, and then the PFC circuit and the bidirectional inverter circuit are controlled to charge the power battery, wherein the preset second electric quantity threshold value is smaller than the preset first electric quantity threshold value.

Optionally, the controller is further configured to: when the fact that the vehicle is in a charging mode and the remaining electric quantity of the storage battery exceeds a preset second electric quantity threshold and is lower than a preset first electric quantity threshold is determined, the PFC circuit and the bidirectional inverter circuit are controlled to charge the power battery, and the PFC circuit, the bidirectional inverter circuit and the main DC-DC circuit are controlled to charge the storage battery.

In a second aspect of the present disclosure, there is provided a vehicle including the vehicle-mounted charging apparatus described above in the first aspect.

According to the technical scheme, the vehicle-mounted charging equipment comprises a filter capacitor, a PFC circuit, a bidirectional inverter circuit, a main DC-DC circuit and a controller, wherein the controller is respectively connected with the PFC circuit, the bidirectional inverter circuit and the main DC-DC circuit; the controller is configured to: and under the condition that the load is in a power utilization state and the main DC-DC circuit is detected to have a fault, multiplexing the bidirectional inverter circuit and the PFC circuit, forming a redundant DC-DC circuit with the filter capacitor, controlling the bidirectional inverter circuit, and controlling two-phase high-frequency bridge arms of the PFC circuit in a staggered mode to supply power to the load. Therefore, the two-phase high-frequency bridge arm of the PFC circuit can be controlled in a staggered mode to supply power to the load, so that the ripple cancellation is facilitated, the influence of the ripple on the power supply stability can be reduced, the stability of low-voltage power supply in a vehicle is improved, the service life of the load in the vehicle is prolonged, and the experience of a vehicle user is improved.

Additional features and advantages of the disclosure will be set forth in the detailed description which follows.

Drawings

The accompanying drawings, which are included to provide a further understanding of the disclosure and are incorporated in and constitute a part of this specification, illustrate embodiments of the disclosure and together with the description serve to explain the disclosure without limiting the disclosure. In the drawings:

fig. 1 is a block diagram schematically illustrating an in-vehicle charging apparatus commonly used in the prior art;

fig. 2 is a block diagram of an in-vehicle charging apparatus shown in an exemplary embodiment of the present disclosure;

fig. 3 is a circuit diagram of an in-vehicle charging apparatus according to the embodiment shown in fig. 2;

fig. 4a is a schematic diagram of a first inductive charging loop according to an exemplary embodiment of the present disclosure;

fig. 4b is a schematic diagram of a first inductive freewheeling loop shown in an exemplary embodiment of the present disclosure;

fig. 5 is a circuit diagram of another vehicle-mounted charging apparatus according to the embodiment shown in fig. 2;

fig. 6a is a schematic diagram of a first inductive charging loop according to another exemplary embodiment of the present disclosure;

fig. 6b is a schematic diagram of a first inductive freewheeling loop according to another exemplary embodiment of the present disclosure.

Detailed Description

The following detailed description of specific embodiments of the present disclosure is provided in connection with the accompanying drawings. It should be understood that the detailed description and specific examples, while indicating the present disclosure, are given by way of illustration and explanation only, not limitation.

Before describing in detail the embodiments of the present disclosure, an application scenario of the present disclosure is first described below, where the present disclosure may be applied in a process of supplying power to a load in a vehicle, especially a low-voltage power supply scenario of an electric vehicle, currently an on-board charging device of an electric vehicle generally includes a power supply circuit as shown in fig. 1, fig. 1 is a block diagram schematically illustrating an on-board charging device commonly used in the prior art, in fig. 1, the OBC module 101 and the DCDC module 102 are included, the OBC module 101 is connected at a first end to a charging pile, and is connected at a second end to a power battery 103 and the DCDC module 102, in a charging mode of the vehicle, the OBC module 101 is connected to an external ac power source in the charging pile, converts an ac power provided by the external ac power source into a high-voltage dc power to charge the power battery 103, and provides a primary voltage to the DCDC module 102, so that the secondary output target direct current of the DCDC module 102 charges a storage battery in the vehicle, thereby supplying power to a load in the vehicle from the storage battery. In the related art, usually, under the condition that the DCDC module 102 has a fault, the OBC module is multiplexed to form a redundant DCDC module, so as to convert the high voltage of the power battery into the direct current to supply power to the load, however, when the OBC module is multiplexed to form the redundant DCDC module in the related art, a single-phase BUCK circuit is adopted to supply power to the load, and therefore, the voltage stability of the formed redundant DCDC module is poor in the process of supplying power to the load, which is not beneficial to prolonging the service life of the load, and also can affect the experience of a vehicle user.

In order to solve the technical problem, the present disclosure provides a vehicle-mounted charging device and a vehicle, the vehicle-mounted charging device includes a filter capacitor, a PFC circuit, a bidirectional inverter circuit, a main DC-DC circuit and a controller, the controller is respectively connected to the PFC circuit, the bidirectional inverter circuit and the main DC-DC circuit, a first end of the PFC circuit is connected to a load through the filter capacitor, a second end of the PFC circuit is connected to a first end of the bidirectional inverter circuit, a second end of the bidirectional inverter circuit is connected to a power battery, a first end of the main DC-DC circuit is respectively connected to the power battery and a second end of the bidirectional inverter circuit, and a second end of the main DC-DC circuit is used for connecting to the load, wherein the PFC circuit includes a two-phase high-frequency bridge arm; the controller is configured to: and under the condition that the load is in a power utilization state and the main DC-DC circuit is detected to have a fault, multiplexing the bidirectional inverter circuit and the PFC circuit, forming a redundant DC-DC circuit with the filter capacitor, controlling the bidirectional inverter circuit, and controlling two-phase high-frequency bridge arms of the PFC circuit in a staggered manner to supply power to the load. Therefore, the two-phase high-frequency bridge arm of the PFC circuit can be controlled in a staggered mode to supply power to the load, so that the ripple cancellation is facilitated, the influence of the ripple on the power supply stability can be reduced, the stability of low-voltage power supply in the vehicle is improved, the service life of the load in the vehicle is prolonged, and the user experience of the vehicle is improved.

The present disclosure is described below with reference to specific examples.

Fig. 2 is a block diagram of an in-vehicle charging apparatus shown in an exemplary embodiment of the present disclosure; referring to fig. 2, the vehicle charging apparatus includes a filter capacitor CO1, a PFC circuit 201, a bidirectional inverter circuit 202, a main DC-DC circuit 203 and a controller 204, the controller 204 is respectively connected to the PFC circuit 201, the bidirectional inverter circuit 202 and the main DC-DC circuit 203, a first end of the PFC circuit 201 is connected to a load 205 through the filter capacitor CO1, a second end of the PFC circuit 201 is connected to a first end of the bidirectional inverter circuit 202, a second end of the bidirectional inverter circuit 202 is connected to a power battery 206, a first end of the main DC-DC circuit 203 is respectively connected to the power battery 206, a second end of the bidirectional inverter circuit 202, and a second end of the main DC-DC circuit 203 is used for connecting the load 205, wherein the PFC circuit 201 includes two-phase high-frequency bridge arms, and the load 205 is connected to two ends of the filter capacitor CO 1;

the controller is configured to: when the load 205 is in a power utilization state and the main DC-DC circuit 203 is detected to have a fault, the bidirectional inverter circuit 202 and the PFC circuit 201 are multiplexed to form a redundant DC-DC circuit with the filter capacitor CO1, and the bidirectional inverter circuit 202 is controlled and the two-phase high-frequency bridge arm of the PFC circuit 201 is controlled in a staggered manner to supply power to the load 205.

The PFC circuit 201 is configured to convert an ac power provided by an external ac power source 207 into a dc power and transmit the dc power to the bidirectional inverter circuit 202 when the vehicle is in a charging mode; when the load 205 is in a power utilization state and the main DC-DC circuit 203 is detected to be in a fault state, a BUCK circuit is formed with the filter capacitor CO1 to step down the DC power received from the bidirectional inverter circuit 202 to supply power to the load 205.

It should be noted that, because the PFC circuit 201 includes two-phase high-frequency bridge arms, and the redundant DC-DC circuit controls the two-phase high-frequency bridge arms of the PFC circuit in a staggered manner in the process of supplying power to the load 205, the ripple waves can be effectively counteracted, thereby facilitating to improve the power supply stability.

The bidirectional inverter circuit 202 is used for performing high-voltage conversion on the direct current provided by the PFC circuit 201 when the vehicle is in a charging mode to charge a power battery 206 in the vehicle; and when the load 205 is in a power utilization state and a fault of the main DC-DC circuit 203 is detected, the high-voltage DC in the power battery is converted into low-voltage DC to be transmitted to the PFC circuit 201.

The main DC-DC circuit 203 is configured to convert the direct current of the first voltage provided by the power battery or the bidirectional inverter circuit 202 into a direct current of a second voltage to supply power to the load, where the first voltage is greater than the second voltage.

The working principle of the redundant DC-DC circuit is that a BUCK circuit is formed by the PFC circuit 201 and the filter capacitor CO1, and the BUCK circuit steps down the direct current output from the first end of the bidirectional inverter circuit 202 to supply power to the load 205, where the load 205 may be a storage battery or other power consumption equipment.

According to the technical scheme, the two-phase high-frequency bridge arm is arranged in the PFC circuit, the two-phase high-frequency bridge arm of the PFC circuit is controlled in a staggered mode to supply power to the load, so that the ripple cancellation is facilitated, the influence of the ripple on the power supply stability can be reduced, the power supply stability can be effectively improved, and the experience of a vehicle user is improved.

Alternatively, as shown in fig. 3 (fig. 3 is a circuit diagram of a vehicle-mounted charging device according to the embodiment shown in fig. 2 of the present disclosure), the PFC circuit 201 further includes a first inductor L1, a second inductor L2, a two-phase high-frequency arm and a one-phase low-frequency arm, a first end of the first inductor L1 is connected to a midpoint of the first-phase high-frequency arm, a first end of the second inductor L2 is connected to a midpoint of the second-phase high-frequency arm, a second end of the first inductor L1 and a second end of the second inductor L2 are connected together and then connected to a positive terminal (a terminal provided in the vehicle-mounted charging device and used for connecting a positive electrode of an external ac power source), a midpoint of the low-frequency arm is connected to a negative terminal (a terminal provided in the vehicle-mounted charging device and used for connecting a negative electrode of the external ac power source), a first end of the two-phase high-frequency arm and a first end of the low-frequency arm are connected together to form a first current sink end, the second end of the two-phase high-frequency bridge arm and the second end of the low-frequency bridge arm are connected together to form a second bus end, and the first end of the bidirectional inverter circuit 202 is connected with the first bus end and the second bus end respectively.

The first-phase high-frequency bridge arm is formed by connecting the switching tube P1 and the switching tube P2 in series, the second-phase high-frequency bridge arm is formed by connecting the switching tube P3 and the switching tube P4 in series, and the low-frequency bridge arm is formed by connecting the switching tube P5 and the switching tube P6 in series.

It should be noted that the redundant DC-DC circuit operates on the principle that a first phase high-frequency arm of the PFC circuit, the filter capacitor CO1 and the first inductor L1 form a first BUCK circuit, or a second phase high-frequency arm of the PFC circuit 201, the filter capacitor CO1 and the second inductor L2 form a second BUCK circuit, and the first BUCK circuit or the second BUCK circuit steps down the DC power output from the first end of the bidirectional inverter circuit 202 to supply power to the load 205, where the load may be a storage battery or other power-consuming equipment. Since the first BUCK circuit and the second BUCK circuit have the same principle of supplying power to the load, the first BUCK circuit is taken as an example to describe the process of supplying power to the load by the redundant DC-DC circuit, which is as follows:

when the load 205 is in a power utilization state and the main DC-DC circuit 203 is detected to have a fault, since the switch tube P5 is normally on and the switch tube P6 is normally off, when a forward current is output from the first terminal (formed by the common end of the switch tube P7 and the switch tube P9) on the low-voltage side of the bidirectional inverter circuit 202, the current flows from the first terminal of the bidirectional inverter circuit 202, then passes through the switch tube P5, then flows through the load 205, passes through the first inductor L1, then flows through the switch tube P2, and returns to the second terminal (formed by the common end of the switch tube P8 and the switch tube P10) of the bidirectional inverter circuit, it should be emphasized that, at this time, since the switch tube P2 is turned on and the switch tube P1 is turned off, the current can flow through the switch tube P2 and then return to the common end of the switch tube P8 and the switch tube P10 of the bidirectional inverter circuit 204, thereby forming a first inductor charging loop as shown in fig. 4a, fig. 4a is a schematic diagram of a first inductive charging loop according to an exemplary embodiment of the disclosure.

When the switch P2 is turned off and the switch P1 is turned on, at this time, the first inductor L1 and the first inductor L1 generate an induced current in the same direction as the previous current in order to prevent the current from changing, so that a freewheeling circuit as shown in fig. 4b (fig. 4b is a schematic diagram of a freewheeling circuit of a first inductor according to an exemplary embodiment of the disclosure) is generated, wherein in the freewheeling circuit, the current flows out of the first inductor L1, passes through the switch P1, then flows through a body diode (the switch P6 is a MOS transistor) in the switch P6, then passes through the load, and then returns to the first inductor L1.

Therefore, the load is supplied with power through a BUCK loop formed by the first inductor (or the second inductor) in the PFC circuit and the filter capacitor, the problem of sudden change of the supply current caused in the phase change process can be effectively avoided, and the reliability of the low-voltage supply current can be effectively ensured.

Optionally, the vehicle-mounted charging device further comprises at least a relay K1, the relay K1 is connected between the first end of the PFC circuit 201 and the filter capacitor CO1,

the controller is configured to: when the load 205 is in a power utilization state and the main DC-DC circuit 203 is detected to be in a fault state, the relay K1 is controlled to be conducted so as to multiplex the bidirectional inverter circuit 202 and the PFC circuit 201 and form a redundant DC-DC circuit with the filter capacitor CO 1.

Wherein, at the vehicle-mounted charging device, the controller may further include a relay K2 and a relay K3, and is further configured to: in the case where it is determined that the vehicle is in the charging mode, the relay K2 and the relay K3 are controlled to be closed, and the relay K1 is opened; in the case where it is determined that the vehicle is in the parking mode or in the driving mode, the relay K2 and the relay K3 are controlled to be opened, and the relay K1 is closed.

Alternatively, in a possible embodiment, as shown in fig. 3, a first end of the relay K1 is connected to the second end of the first inductor L1, the second end of the second inductor L2, and the positive terminal, respectively, a second end of the relay K1 is connected to the first end of the filter capacitor CO1, a second end of the filter capacitor CO1 is connected to the negative terminal, and the center of the low-frequency bridge arm;

the controller is configured to control the relay K1 to be turned on, control the upper switching tube (i.e., the switching tube P5) of the low-frequency bridge arm to be turned on, and control the lower switching tube (i.e., the switching tube P6) of the low-frequency bridge arm to be turned off when the load 205 is in a power utilization state and the main DC-DC circuit 203 is detected to be in a fault, so as to multiplex the bidirectional inverter circuit 202 and the PFC circuit 201, form a redundant DC-DC circuit with the filter capacitor CO1, control the bidirectional inverter circuit 202, and stagger control the two-phase high-frequency bridge arms of the PFC circuit 201 to supply power to the load 205 with a phase difference of 180 °.

In this embodiment, the bidirectional inverter circuit 202 may include a first transformer T1, a low-voltage side of the first transformer T1 is connected to a first switch circuit 2021, a high-voltage side of the first transformer T1 is connected to a second switch circuit 2022, the first switch circuit 2021 includes a first full-bridge switch circuit, a third inductor L3, a fourth inductor L4 and a capacitor Cr1, the first full-bridge switch circuit includes a first bridge arm and a second bridge arm, the first bridge arm is formed by connecting the switch tube P7 and the switch tube P8 in series, the second bridge arm is formed by connecting the switch tube P9 and the switch tube P10 in series, the fourth inductor L4 is connected in series between two low-voltage side terminals 59626 of the first transformer T1, a first end of the third inductor L3 is connected to a midpoint of the first bridge arm, a second end of the third inductor L3 is connected to a first end of the fourth inductor L4 and a first terminal 1 of the first transformer T1, and a second end of the low-voltage side of the fourth inductor L4 is connected to a first terminal 1 A first terminal, a second terminal of the fourth inductor L4 is connected to the first terminal of the capacitor Cr1The second terminal of the low-voltage side of the first transformer T1 and the first end of the second capacitor Cr1 are connected to the midpoint of the second leg. The second switch circuit 2022 comprises a second full bridge switch circuit and a fifth inductor L5 and a capacitor Cr2, the second full-bridge switch circuit comprises a third bridge arm and a fourth bridge arm, the third bridge arm is formed by connecting the switch tube S1 and the switch tube S2 in series, the fourth bridge arm is formed by connecting the switch tube S3 and the switch tube S4 in series, the first terminal of the high-voltage side of the first transformer T1 is connected with the fifth inductor L5 in series and then is connected with the midpoint of the third bridge arm, the second terminal of the high-voltage side of the first transformer T1 is connected in series with the capacitor Cr2 and then connected with the midpoint of the fourth bridge arm, in the first full-bridge switching circuit, a common terminal of the switching tube P7 and the switching tube P9 and a common terminal of the switching tube P8 and the switching tube P10 are commonly used as a low-voltage input (or low-voltage output) port of the bidirectional inverter circuit 202, and a capacitor C is connected to both ends of the low-voltage input (or low-voltage output) port._iIn the second full-bridge switching circuit, the common terminal of the switching tube S1 and the switching tube S3 and the common terminal of the switching tube S2 and the switching tube S4 together serve as a high-voltage output (or high-voltage input) port of the bidirectional inverter circuit 202, and a capacitor CO2, the power battery and a high-voltage input terminal of the main DC-DC are connected to two ends of the high-voltage output (or high-voltage input) port.

The main DC-DC circuit 203 includes a second transformer T2, the high-voltage side of the second transformer T2 is connected to a third full-bridge switching circuit 2032, the low-voltage side of the second inverter T2 is connected to a fourth full-bridge switching circuit 2031, the third full-bridge switching circuit 2032 includes a fifth arm formed by connecting the switching tube D1 and the switching tube D2 in series, the sixth arm formed by connecting the switching tube D3 and the switching tube D4 in series, the fourth full-bridge switching circuit 2031 includes a seventh arm formed by connecting the switching tube D5 and the switching tube D6 in series, an eighth arm formed by connecting the switching tube D7 and the switching tube D8 in series, a first terminal of the high-voltage side of the second transformer T2 is connected to a midpoint of the fifth arm, the first terminal is connected to a midpoint of the sixth arm, a first terminal of the low-voltage side of the second transformer T2 is connected to a midpoint of the seventh arm, a second terminal is connected to the midpoint of the eighth arm, a common end of the switching tube D1 and the switching tube D3 and a common end of the switching tube D2 and the switching tube D4 jointly form two terminals on the high-voltage side of the main DC-DC circuit 203, the capacitor CO3 is connected between the two terminals on the high-voltage side, a first terminal on the low-voltage side of the second transformer T2 is connected to the midpoint of the seventh arm, a second terminal is connected to the midpoint of the eighth arm, a common end of the switching tube D5 and the switching tube D7 and a common end of the switching tube D6 and the switching tube D8 jointly form two terminals on the low-voltage side of the main DC-DC circuit 203, the capacitor CO4 and a load are connected between the two terminals on the low-voltage side, and the load includes a storage battery and low-voltage electric equipment in the vehicle.

The switch tube D1 is complementarily turned on with the switch tube D2, the switch tube D3 is complementarily turned on with the switch tube D4, the switch tubes D5 to D8 are synchronous rectifiers, the switch tube S1 is complementarily turned on with the switch tube S2 in a variable frequency manner, the switch tube S3 is complementarily turned on with the switch tube S4 in a variable frequency manner, the switch tubes P7 to P10 are synchronous rectifiers, and a capacitor (C1 to C14) is connected between the source and the drain of each of the switch tubes P1 to P10 and the switch tubes S1 to S4 to reduce the influence of electromagnetic interference on the switch tube. The switching tubes P1-P10, S1-S4 and D1-D8 can be: the relay K1, an IGBT (Insulated Gate Bipolar Transistor) tube, or an MOS (Metal Oxide Semiconductor field Effect Transistor) tube, when the switching tube is an MOS tube, the MOS tube includes a body diode therein, and the body of the MOS tube may be a PMOS tube or an NMOS tube, which is not specifically limited in this disclosure.

In addition, the controller 204 may be configured to, in the event that the load 205 is in a power state, and a fault is detected in the main DC-DC circuit 203, the switching tube (namely, the switching tube P1) of the upper half bridge arm of the first-phase high-frequency bridge arm and the switching tube (namely, the switching tube P2) of the lower half bridge arm of the first-phase high-frequency bridge arm are controlled to be conducted complementarily, the switching tube (i.e. switching tube P3) of the upper half bridge arm of the second-phase high-frequency bridge arm and the switching tube (i.e. switching tube P4) of the lower half bridge arm of the second-phase high-frequency bridge arm are conducted complementarily, the switching tube (namely, the switching tube P1) of the upper half bridge arm in the first-phase high-frequency bridge arm is conducted with the switching tube (namely, the switching tube P3) of the upper half bridge arm in the second-phase high-frequency bridge arm in a staggered way by 180 degrees, the switching tube (i.e. the switching tube P2) of the lower half bridge arm in the first-phase high-frequency bridge arm is conducted with the switching tube (i.e. the switching tube P4) of the lower half bridge arm in the second-phase high-frequency bridge arm in a staggered way by 180 degrees.

Above technical scheme, supply power for the load through the two-phase high frequency bridge arm of this PFC circuit of staggered control, be favorable to the ripple to offset to can reduce the ripple and to the influence of power supply stability, thereby can effectively improve power supply stability, promote vehicle user's experience.

Alternatively, in another possible implementation manner, as shown in fig. 5, fig. 5 is a circuit diagram of another vehicle-mounted charging device shown in the embodiment of the disclosure according to fig. 2, and compared with the embodiment shown in fig. 3, the embodiment shown in fig. 5 is different in that, in fig. 5, a first end of the relay K1 is connected to a second end of the first inductor L1, a second end of the second inductor L2, and the positive terminal, respectively, a second end of the relay K1 is connected to a first end of the filter capacitor CO1, and a second end of the filter capacitor CO1 is connected to the second bus terminal;

the controller is configured to control the relay K1 to be turned on, and control the upper switching tube (i.e., the switching tube P5) of the low-frequency bridge arm to be in an off state and control the lower switching tube (i.e., the switching tube P6) of the low-frequency bridge arm to be in an off state when the load 205 is in a power utilization state and the main DC-DC circuit 203 is detected to be in a fault, so as to multiplex the bidirectional inverter circuit 202 and the PFC circuit 201, form a redundant DC-DC circuit with the filter capacitor CO1, control the bidirectional inverter circuit 202, and stagger control the two-phase high-frequency bridge arm of the PFC circuit 201 to supply power to the load 205 with a phase difference of 180 °.

Wherein the controller 204 is configured to control the switching tube (i.e., the switching tube P1) of the upper half bridge arm of the first-phase high-frequency bridge arm and the switching tube (i.e., the switching tube P2) of the lower half bridge arm of the first-phase high-frequency bridge arm to be complementarily conducted when the load 205 is in a power-using state and the main DC-DC circuit 203 is detected to be in a fault state, the switching tube (i.e., the switching tube P3) of the upper half bridge arm of the second-phase high-frequency bridge arm and the switching tube (i.e., the switching tube P4) of the lower half bridge arm of the second-phase high-frequency bridge arm are complementarily conducted, the switching tube (i.e., the switching tube P1) of the upper half bridge arm of the first-phase high-frequency bridge arm and the switching tube (i.e., the switching tube P3) of the upper half bridge arm of the second-phase high-frequency bridge arm are alternately conducted by 180 degrees, the switching tube (i.e., the switching tube P2) of the lower half bridge arm of the first-phase high-frequency bridge arm and the switching tube P4 are alternately conducted by 180 degrees, and controlling the upper switching tube (namely, the switching tube P5) of the low-frequency bridge arm to be in an off state, and controlling the lower switching tube (namely, the switching tube P6) of the low-frequency bridge arm to be in an off state.

It should be noted that, in fig. 5, a process of supplying power to the load by the BUCK loop formed by the PFC circuit and the filter capacitor CO1 is specifically as follows:

the process of supplying power to the load by the first BUCK circuit formed by the first inductor L1 and the filter capacitor CO1 in the PFC circuit is still taken as an example, in the case that the load is in a power-using state and the main DC-DC circuit is detected to be failed, since the switching tube P5 and the switching tube P6 are both normally off, when a forward current is output from the first low-voltage terminal of the bidirectional inverter circuit 202 (the positive terminal formed by the common terminal of the switching tube P7 and the switching tube P9), after the current flows from the first terminal of the bi-directional inverter circuit 202, the current flows through the first inductor L1 via the switch P1 (when the switch P1 is turned on and the switch P2 is turned off), then through the load and back to the second sink (switch P2, switch P4, common terminal of switch P6), thereby forming a first inductive charging loop as shown in fig. 6a, fig. 6a is a schematic diagram of a first inductive charging loop according to another exemplary embodiment of the disclosure.

When the switching tube P1 is turned off and the switching tube P2 is turned on, the first inductor L1 generates an induced current in the same direction as the previous current in order to prevent the current from changing, so that the current flows through the load after passing through the switching tube P2 and then returns to the other end of the first inductor, thereby forming a freewheeling circuit as shown in fig. 6b, fig. 6b is a schematic diagram of a freewheeling circuit of the first inductor according to another exemplary embodiment of the present disclosure, and since the process in which the second inductor L2, the filter capacitor CO1 and the PFC circuit form a second BUCK circuit to supply power to the load is similar to the process in which the first BUCK circuit supplies power to the load, the description is omitted here.

According to the technical scheme, a power supply loop different from that in the embodiment shown in fig. 3 is formed to supply power to the load, so that power can be supplied to the load in time under the condition that the main DC-DC circuit fails, and the reliability of the redundant DC-DC circuit for supplying power to the load can be effectively ensured.

Optionally, the controller 204 is configured to: in the case of being in a driving mode or being in a parking non-charging mode, whether the main DC-DC circuit 203 is out of order is detected in real time.

One possible implementation manner is to obtain the power supply parameters provided by the main DC-DC circuit 203 to the load in real time, where the power supply parameters may include a power supply voltage and/or a power supply current, obtain a difference between the power supply parameters and the power supply parameters required by the load, determine that the main DC-DC circuit 203 is in a fault state if the difference is greater than or equal to a preset difference threshold, and determine that the main DC-DC circuit 203 is in a non-fault state if the difference is less than the preset difference threshold.

Optionally, the load 205 comprises a battery;

the controller 204 is further configured to, in case that it is determined that the vehicle is in the charging mode and the remaining capacity of the battery exceeds a preset first capacity threshold, control the PFC circuit 201 and the bidirectional inverter circuit 202 to charge the power battery 206 first, and then control the PFC circuit 201, the bidirectional inverter circuit 202 and the main DC-DC circuit 203 to charge the battery.

Wherein, this battery is connected at the both ends of this filter capacitance CO1, this first electric quantity threshold value can be more than or equal to 50% arbitrary value, for example 55%, 58%, 60%, etc., under the condition that the residual capacity of this battery is greater than this first electric quantity threshold value, the residual capacity of representation this battery can satisfy the current power demand of load, can charge to this power battery earlier this moment, treat this power battery to charge after accomplishing, charge to this battery again, with the speed of charging that promotes power battery, satisfy the continuation of the journey demand fast, thereby be favorable to promoting vehicle user experience.

Optionally, the controller 204 is further configured to: when it is determined that the vehicle is in the charging mode and the remaining capacity of the battery is lower than the preset second capacity threshold, the PFC circuit 201 is controlled first, the bidirectional inverter circuit 202 and the main DC-DC circuit 203 charge the battery, and then the PFC circuit 201 and the bidirectional inverter circuit 202 are controlled to charge the power battery 206.

The preset second electric quantity threshold is smaller than the preset first electric quantity threshold, for example, when the first electric quantity threshold is any value larger than 50%, the second electric quantity threshold may be any value smaller than 50% such as 20%, 25%, 30%, etc.

One possible implementation is: and under the condition that the residual electric quantity of the storage battery is lower than a preset second electric quantity threshold value, the storage battery is charged firstly until the residual electric quantity of the storage battery is larger than the second electric quantity threshold value and smaller than a first electric quantity threshold value, the storage battery and the power battery are charged simultaneously, and under the condition that the electric quantity of the storage battery is larger than or equal to the first electric quantity threshold value, the power battery is only charged until the power battery is charged, and then the storage battery is charged.

Another possible implementation is: and under the condition that the residual electric quantity of the storage battery is lower than a preset second electric quantity threshold value, charging the storage battery firstly until the storage battery is charged, and then charging the power battery.

Like this, under the condition that the residual capacity of this battery is less than preset second electric quantity threshold value, the electric quantity of this battery probably can't satisfy current consumer's power consumption demand, consequently, through charging to this battery earlier, can consider to avoid because the not enough vehicle phenomenon of anchoring that causes of battery electric quantity, so help promoting vehicle user's experience.

Optionally, the controller 204 is further configured to: when the vehicle is determined to be in the charging mode and the remaining capacity of the storage battery exceeds a preset second capacity threshold and is lower than the preset first capacity threshold, the PFC circuit 201 and the bidirectional inverter circuit 202 are controlled to charge the power battery 206, and the PFC circuit 201, the bidirectional inverter circuit 202 and the main DC-DC circuit 203 are controlled to charge the storage battery.

In an example, the first electric quantity threshold is 60%, the second electric quantity threshold is 30%, and when the current remaining electric quantity of the storage battery is less than 60% and greater than 30%, the power battery 206 and the storage battery can be charged simultaneously, so that the phenomenon of vehicle breakdown due to insufficient electric quantity of the storage battery can be avoided, the endurance mileage can be timely increased, and the endurance requirement is met.

Above technical scheme, confirm for the charge order of battery and power battery according to the residual capacity of battery, can effectively avoid because of the not enough vehicle phenomenon of breaking down that causes of battery electric quantity, also can in time promote the continuation of the journey mileage, satisfy the continuation of the journey demand, can effectual promotion vehicle user's experience.

In yet another example of the present disclosure, a vehicle is provided that includes the above figures including the onboard charging apparatus described in any of fig. 1-6 above.

The preferred embodiments of the present disclosure are described in detail with reference to the accompanying drawings, however, the present disclosure is not limited to the specific details of the above embodiments, and various simple modifications may be made to the technical solution of the present disclosure within the technical idea of the present disclosure, and these simple modifications all belong to the protection scope of the present disclosure.

It should be noted that, in the foregoing embodiments, various features described in the above embodiments may be combined in any suitable manner, and in order to avoid unnecessary repetition, various combinations that are possible in the present disclosure are not described again.

In addition, any combination of various embodiments of the present disclosure may be made, and the same should be considered as the disclosure of the present disclosure, as long as it does not depart from the spirit of the present disclosure.

Claims

1. The vehicle-mounted charging equipment is characterized by comprising a filter capacitor, a PFC circuit, a bidirectional inverter circuit, a main DC-DC circuit and a controller, wherein the controller is respectively connected with the PFC circuit, the bidirectional inverter circuit and the main DC-DC circuit, a first end of the PFC circuit is connected with a load through the filter capacitor, a second end of the PFC circuit is connected with a first end of the bidirectional inverter circuit, the second end of the bidirectional inverter circuit is used for being connected with a power battery, the first end of the main DC-DC circuit is respectively connected with the power battery, the second end of the bidirectional inverter circuit is used for being connected with the load, and the PFC circuit comprises a two-phase high-frequency bridge arm;

2. The vehicle-mounted charging device according to claim 1, wherein the PFC circuit further includes a first inductor, a second inductor, and a first-phase low-frequency bridge arm, a first end of the first inductor is connected to a midpoint of the first-phase high-frequency bridge arm, a first end of the second inductor is connected to a midpoint of the second-phase high-frequency bridge arm, second ends of the first inductor and the second inductor are connected to a positive terminal after being connected together, the midpoint of the low-frequency bridge arm is connected to a negative terminal, the first ends of the two-phase high-frequency bridge arm and the first end of the low-frequency bridge arm are connected together to form a first bus end, the second ends of the two-phase high-frequency bridge arm and the second end of the low-frequency bridge arm are connected together to form a second bus end, and a first end of the bidirectional inverter circuit is connected to the first bus end and the second bus end, respectively.

3. The vehicle charging apparatus according to claim 2, further comprising at least one relay connected between the first terminal of the PFC circuit and the filter capacitor,

the controller is configured to: and when the load is in a power utilization state and the main DC-DC circuit is detected to be in fault, controlling the relay to be conducted so as to multiplex the bidirectional inverter circuit and the PFC circuit and form a redundant DC-DC circuit with the filter capacitor.

4. The vehicle-mounted charging device according to claim 3, wherein a first end of the relay is connected with a second end of the first inductor, a second end of the second inductor and the positive terminal, a second end of the relay is connected with a first end of the filter capacitor, a second end of the filter capacitor is connected with the negative terminal and the center of the low-frequency bridge arm, respectively;

5. The vehicle-mounted charging apparatus according to claim 3, wherein a first end of the relay is connected to a second end of the first inductor, a second end of the second inductor, and the positive terminal, respectively, a second end of the relay is connected to a first end of the filter capacitor, and a second end of the filter capacitor is connected to the second bus terminal;

6. The in-vehicle charging apparatus according to claim 1, wherein the controller is configured to: and under the condition of being in a driving mode or a parking non-charging mode, detecting whether the main DC-DC circuit has a fault or not in real time.

7. The vehicle-mounted charging apparatus according to claim 1, wherein the load includes a storage battery;

8. The in-vehicle charging apparatus according to claim 7, wherein the controller is further configured to: when the vehicle is determined to be in a charging mode and the residual electric quantity of the storage battery is lower than a preset second electric quantity threshold value, the PFC circuit is controlled firstly, the bidirectional inverter circuit and the main DC-DC circuit charge the storage battery, and then the PFC circuit and the bidirectional inverter circuit are controlled to charge the power battery, wherein the preset second electric quantity threshold value is smaller than the preset first electric quantity threshold value.

9. The in-vehicle charging apparatus according to claim 8, wherein the controller is further configured to: when the fact that the vehicle is in a charging mode and the remaining electric quantity of the storage battery exceeds a preset second electric quantity threshold and is lower than a preset first electric quantity threshold is determined, the PFC circuit and the bidirectional inverter circuit are controlled to charge the power battery, and the PFC circuit, the bidirectional inverter circuit and the main DC-DC circuit are controlled to charge the storage battery.

10. A vehicle characterized by comprising the vehicle-mounted charging apparatus of any one of claims 1 to 9 above.