WO2022082528A1 - 电阻负载控制电路及电动汽车 - Google Patents

电阻负载控制电路及电动汽车 Download PDF

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Publication number
WO2022082528A1
WO2022082528A1 PCT/CN2020/122588 CN2020122588W WO2022082528A1 WO 2022082528 A1 WO2022082528 A1 WO 2022082528A1 CN 2020122588 W CN2020122588 W CN 2020122588W WO 2022082528 A1 WO2022082528 A1 WO 2022082528A1
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Prior art keywords
circuit
resistor
port
switch circuit
control signal
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PCT/CN2020/122588
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English (en)
French (fr)
Inventor
刘佩甲
赵德琦
吴壬华
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深圳欣锐科技股份有限公司
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Priority to PCT/CN2020/122588 priority Critical patent/WO2022082528A1/zh
Priority to CN202080009101.9A priority patent/CN113302082B/zh
Publication of WO2022082528A1 publication Critical patent/WO2022082528A1/zh

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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
    • 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
    • B60L3/00—Electric devices on electrically-propelled vehicles for safety purposes; Monitoring operating variables, e.g. speed, deceleration or energy consumption
    • B60L3/0023—Detecting, eliminating, remedying or compensating for drive train abnormalities, e.g. failures within the drive train
    • 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
    • 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
    • Y02T10/7072—Electromobility specific charging systems or methods for batteries, ultracapacitors, supercapacitors or double-layer capacitors
    • 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
    • Y02T90/00—Enabling technologies or technologies with a potential or indirect contribution to GHG emissions mitigation
    • Y02T90/10—Technologies relating to charging of electric vehicles
    • Y02T90/12—Electric charging stations
    • 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
    • Y02T90/00—Enabling technologies or technologies with a potential or indirect contribution to GHG emissions mitigation
    • Y02T90/10—Technologies relating to charging of electric vehicles
    • Y02T90/14—Plug-in electric vehicles
    • 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
    • Y02T90/00—Enabling technologies or technologies with a potential or indirect contribution to GHG emissions mitigation
    • Y02T90/10—Technologies relating to charging of electric vehicles
    • Y02T90/16—Information or communication technologies improving the operation of electric vehicles

Definitions

  • the present application relates to the technical field of electric vehicle charging, and in particular, to a resistive load control circuit and an electric vehicle.
  • the on-board charger is a device for charging the on-board power charger.
  • the two-way charger can input AC power to DC power and output it to the on-board power battery. It can also invert the high-voltage DC power of the on-board power battery into AC power and output it to the outside through the AC power input port.
  • AC equipment power supply can input AC power to DC power and output it to the on-board power battery.
  • the bidirectional charger is used as a power supply device.
  • the two-way charger itself has a pulse modulation signal generating circuit, which can generate a pulse modulation signal.
  • the pulse modulation signal generated by the bidirectional charger and the pulse modulation signal given by the charging pile are connected together on the line. Then the voltage of the pulse modulation signal sent by the two-way charger itself will be abnormally low, which will affect the detection of the pulse modulation signal of the electrical equipment or the two-way charger itself.
  • the bidirectional charger realizes forward charging and can realize the inverter output of the bidirectional charger, the voltage of the pulse modulation signal sent by the bidirectional charger itself will be abnormally pulled down.
  • the embodiments of the present application provide a resistive load control circuit and an electric vehicle, in order to solve the problem of the pulse modulation signal sent by the bidirectional charger itself when the bidirectional charger is inverting output under the condition that the forward charging is not affected by the bidirectional charger. The voltage will be pulled down abnormally.
  • a first aspect of the embodiments of the present application provides a resistive load control circuit
  • the resistive load control circuit includes: a one-way energization circuit, a control switch circuit and a voltage divider circuit, the control switch circuit and the voltage divider circuit are respectively provided in electric vehicles internal;
  • the output end of the one-way energization circuit is connected to the first input end of the voltage divider circuit, the output end of the voltage divider circuit is connected to the first input end of the control switch circuit, and the second input end of the voltage divider circuit The terminal is connected to the output terminal of the control switch circuit;
  • the first port of the resistive load control circuit is the input end of the one-way energization circuit, and the second port of the resistive load control circuit is the second input end of the control switch circuit;
  • the input end of the one-way energization circuit receives the first control signal or the second control signal
  • the second input end of the control switch circuit receives the second control signal
  • the first control signal or the second control signal controls
  • the on-off of the switch circuit is controlled
  • the first control signal is a control signal sent by the power supply device
  • the second control signal is a control signal sent by the charger CP signal generating device of the vehicle-mounted charger.
  • control switch circuit includes: a power taking circuit, a first switch circuit, and a second switch circuit; an output end of the power taking circuit is connected to a first input end of the first switch circuit, and the first switch circuit
  • the output terminal of the switch circuit is connected to the input terminal of the second switch circuit; the first input terminal of the control switch circuit is the input terminal of the power taking circuit, and the second input terminal of the control switch circuit is the input terminal of the first switch circuit.
  • the second input end of a switch circuit, the output end of the control switch circuit is the output end of the second switch circuit.
  • the first switch circuit includes: a second resistor, a third resistor, and a first field effect transistor; a first port of the second resistor is connected to a gate of the first field effect transistor, and the first The drain of the field effect transistor is connected to the second port of the third resistor, the source of the first field effect transistor is connected to the second port of the second resistor, and the second port of the second resistor is connected to the second port of the second resistor.
  • Two ground wires; the second input end of the first switch circuit is the first port of the second resistor, the first input end of the first switch circuit is the first port of the third resistor, the The output end of the first switch is the drain of the first field effect transistor.
  • the second switch circuit includes: a fourth resistor and a second field effect transistor; the first port of the fourth resistor is connected to the gate of the second field effect transistor, and the first port of the fourth resistor is connected to the gate of the second field effect transistor.
  • the two ports are connected to the source of the field effect transistor, and the source of the field effect transistor is connected to the third ground wire; the input end of the second switch circuit is the first port of the fourth resistor, the second The output end of the switch circuit is the drain of the second field effect transistor.
  • the voltage divider circuit includes: a third diode, a first transistor, the fifth resistor, the sixth resistor, and a seventh resistor; the negative electrodes of the third diode are respectively connected The emitter of the first triode, the first port of the fifth resistor, and the second port of the fifth resistor are respectively connected to the base of the first triode and the first port of the sixth resistor.
  • a port, the collector of the first transistor is connected to the first port of the seventh resistor, and the second port of the seventh resistor is connected to the fourth ground wire;
  • the first input terminal of the voltage divider circuit is The anode of the third diode, the second input end of the voltage divider circuit is the second port of the sixth resistor, and the output end of the voltage divider circuit is the first port of the fifth resistor.
  • the unidirectional energization circuit includes a first diode; the input end of the unidirectional energization circuit is the anode of the first diode, and the output end of the unidirectional energization circuit is the first diode.
  • first ground wire and/or the second ground wire and/or the third ground wire and/or the fourth ground wire are connected to the vehicle body ground.
  • the first control signal is a pulse width modulated square wave
  • the second control signal is a pulse width modulated square wave
  • the waveform of the pulse width modulated square wave of the first control signal and the second control signal The waveform of the pulse width modulated square wave of the signal is the same.
  • the output end of the one-way energization circuit is connected to the first input end of the voltage divider circuit, the output end of the voltage divider circuit is connected to the first input end of the control switch circuit, and the second input end of the voltage divider circuit The terminal is connected to the output terminal of the control switch circuit;
  • the first port of the resistive load control circuit is the input end of the one-way energization circuit, and the second port of the resistive load control circuit is the second input end of the control switch circuit;
  • the input end of the one-way energization circuit receives the first control signal or the second control signal
  • the second input end of the control switch circuit receives the second control signal
  • the first control signal or the second control signal controls
  • the on-off of the switch circuit is controlled
  • the first control signal is a control signal sent by the power supply device
  • the second control signal is a control signal sent by the charger CP signal generating device of the vehicle-mounted charger.
  • the resistive load control circuit includes: a one-way energization circuit, a control switch circuit and a voltage divider circuit, the control switch circuit and the voltage divider circuit are respectively set inside the electric vehicle; the one-way energization circuit The output terminal of the voltage divider is connected to the first input terminal of the voltage divider circuit, the output terminal of the voltage divider circuit is connected to the first input terminal of the control switch circuit, and the second input terminal of the voltage divider circuit is connected to the control switch circuit.
  • the first port of the resistive load control circuit is the input end of the one-way energization circuit
  • the second port of the resistive load control circuit is the second input end of the control switch circuit
  • the one-way energization circuit The input terminal of the power-on circuit receives the first control signal or the second control signal
  • the second input terminal of the control switch circuit receives the second control signal.
  • 1A is a schematic diagram of a control and guidance circuit of a charging mode 3 connection mode C provided by the present application;
  • FIG. 1B is a schematic diagram of an application scenario of a resistive load control circuit provided by an embodiment of the present application
  • FIG. 2A is a schematic structural diagram of a resistive load control circuit provided by an embodiment of the present application.
  • FIG. 2B is a schematic structural diagram of a control switch circuit provided by an embodiment of the present application.
  • 2C is a schematic structural diagram of a resistive load control circuit provided by an embodiment of the present application.
  • FIG. 2D is a schematic structural diagram of a power taking circuit provided by an embodiment of the present application.
  • FIG. 2E is a schematic structural diagram of a first switch circuit provided by an embodiment of the present application.
  • 2F is a schematic structural diagram of a second switch circuit provided by an embodiment of the present application.
  • 2G is a schematic structural diagram of a voltage divider circuit provided by an embodiment of the present application.
  • FIG. 3 is a schematic structural diagram of an equivalent circuit of a voltage divider circuit when an on-board charger is in a forward charging state according to an embodiment of the present application.
  • FIG. 1A is the control and guidance principle of charging mode 3 connection method C in the national standard for electric vehicle circuits GBT 18487.1-2015 "Electric Vehicle Circuit Conductive Charging System” Part 1: General Requirements in the prior art. picture.
  • the charging mode 3 is applied to the case where the electric vehicle 130 is connected to the AC grid by the power supply apparatus 110 connected to the AC grid, and special protection devices are installed on the electric vehicle 130 and the power supply apparatus 110 .
  • each connection point should have a dedicated protection device and ensure that the control and guidance function can operate independently.
  • Charging mode 3 should have residual current protection function.
  • the cable assembly and the vehicle plug are part of the power supply device 110 , one end of the cable assembly is the main body of the power supply device 110 , and the other end is the vehicle plug, and the vehicle plug is combined with the vehicle socket of the electric vehicle 130 to form a coupling device.
  • the on-board charger 131 is a two-way charger.
  • the first control signal is generated by the power supply device 110 (charging
  • the first control signal is a pulse modulation signal (Pulse Width Modulation, PWM) square wave of ⁇ (12 ⁇ 0.8)V, 1KHz, and a duty ratio of 8%-90%.
  • PWM Pulse Width Modulation
  • Both ends of the load resistor r2 are directly connected between the pulse modulation signal and the body ground, and the r2 resistor is controlled by the S2 switch to connect the pulse modulation signal. signal and body ground.
  • the switch S1 of the power supply device 110 is closed, the switch S2 of the electric vehicle 130 is disconnected, and the load resistor r3 directly pulls down the 12V pulse modulation signal to a 9V pulse modulation signal, that is, the power supply of the power supply device 110
  • the load resistance r1 of the power supply equipment and the load resistance r3 of the electric vehicle connected between the control device 112 and the body ground of the electric vehicle 130, the voltage of the detection point 2 of the power supply equipment 110 is 9V; when the power supply control device 112 starts to supply the electric vehicle 130
  • the vehicle control device 132 that is, the switch S1 of the power supply device 110 is closed, the switch S2 of the electric vehicle 130 is closed, and the load resistor r2 and the load resistor r3 directly
  • the second control signal is sent by the charger CP signal generator 1311 of the on-board charger 131, and the second control signal is ⁇ (12 ⁇ 0.8)V, 1KHz, occupied For a PWM square wave with a duty ratio of 8%-90%, the second control signal has the same waveform as the first control signal generated by the power supply device 110 in the forward charging mode.
  • a load resistor r2 and a load resistor r3 are incorporated between the line of the second control signal in the on-board charger 131 and the vehicle body ground, and both ends of the load resistor r2 are directly connected between the pulse modulation signal and the vehicle body ground. After plugging in the charging gun, the load resistor r3 abnormally pulls the 12V pulse modulation signal down to a 9V pulse modulation signal.
  • the on-board charger 131 needs to provide the vehicle control device with a pulse modulation signal of ⁇ (12 ⁇ 0.8) in the reverse inverter working mode, a resistive load control circuit is required to solve the pulse generated by the two-way charger itself during the inverter output. The problem that the voltage of the modulation signal will be pulled down abnormally.
  • FIG. 2A is a schematic structural diagram of a resistive load control circuit 200 provided by an embodiment of the present application.
  • the resistive load control circuit 200 includes: a one-way energization circuit 210, a control switch circuit 230 and a voltage divider circuit 220, and the control switch circuit 230 and the voltage divider circuit 220 are respectively disposed inside the electric vehicle 130;
  • the output end of the one-way energization circuit 210 is connected to the first input end of the voltage dividing circuit 220, the output end of the voltage dividing circuit 220 is connected to the first input end of the control switch circuit 230, and the voltage dividing circuit The second input end of 220 is connected to the output end of the control switch circuit 230;
  • the input terminal of the one-way energization circuit 210 receives the first control signal or the second control signal
  • the second input terminal of the control switch circuit 230 receives the second control signal
  • the first control signal or the second control signal The signal controls the on-off of the control switch circuit 230
  • the first control signal is a control signal sent by the power supply device 112
  • the second control signal is sent by the charger CP signal generating device 131 of the vehicle charger 130 . control signal.
  • the first control signal is a PWM square wave
  • the second control signal is a PWM square wave
  • the waveform of the PWM square wave of the first control signal is the same as the waveform of the PWM square wave of the second control signal .
  • the first control signal can be ⁇ (12 ⁇ 0.8)V, 1KHz, PWM square wave with duty cycle 8%-90%
  • the second control signal can be ⁇ (12 ⁇ 0.8)V, 1KHz, duty cycle 8% -90% PWM square wave.
  • the input terminal of the one-way power-on circuit 210 receives the first control signal, and the control switch circuit 230 is in the switch-closed state, and the voltage divider circuit 220 is equivalent to the electric vehicle in FIG. 1A .
  • the input terminal of the one-way power-on circuit 210 receives the second control signal
  • the second input terminal of the control switch circuit 230 receives the second control signal to control the switch circuit 230 to switch
  • the voltage dividing circuit 220 is disconnected from the vehicle body ground.
  • the control switch circuit 230 includes: a power taking circuit 231 , a first switch circuit 232 and a second switch circuit 233 ;
  • the output end of the power taking circuit 231 is connected to the first input end of the first switch circuit 232, and the output end of the first switch circuit 232 is connected to the input end of the second switch circuit 233;
  • the first input terminal of 230 is the input terminal of the power taking circuit 231
  • the second input terminal of the control switch circuit 230 is the second input terminal of the first switch circuit 232
  • the output terminal of the control switch circuit 230 The terminal is the output terminal of the second switch circuit 233 .
  • control switch circuit 230 when the on-board charger 130 is in a forward charging state, the control switch circuit 230 is in a switch-on state.
  • the second input terminal of the control switch circuit 230 receives the second control signal to control the switch circuit 230 to be in the switch-off state.
  • FIG. 2C which is a schematic structural diagram of a resistive load control circuit
  • the control switch circuit 230 receives a third control signal, and the third control signal is the first control signal.
  • a control signal is a control signal obtained by passing through the one-way power-on circuit 210 and the voltage dividing circuit 220; the gate voltage of the first field effect transistor M1 of the first switching circuit 232 is pulled down, and the first field effect transistor M1 is turned off; the third control signal is sequentially Through the second diode D2 and the first resistor R1 of the power taking circuit 231 , the first capacitor C1 of the power taking circuit 231 is charged, and a DC voltage is generated on the first capacitor C1 , and the DC voltage passes through the first switching circuit 232 .
  • the third resistor R3 is sent to the gate of the second field effect transistor M2 of the second switch circuit 233, and the gate voltage of the second field effect transistor M2 is pulled up; the second field effect transistor M2 is turned on, and the voltage divider circuit 220 is pulled down the base voltage of the first transistor Q1; the first transistor Q1 is turned on, that is, the first transistor Q1 is in a saturated conduction state, and the fifth resistor R5, the sixth resistor R6 and the third resistor R5 of the voltage divider circuit 220
  • the seven resistors R7 are equivalent to the load resistors r3 in FIG. 1A , and the resistance load control circuit is in a forward charging working state.
  • FIG. 2C which is a schematic diagram of a resistive load control circuit
  • the first input end of the control switch circuit 230 receives a fourth control signal
  • the first The fourth control signal is the control signal obtained by the second control signal through the one-way energization circuit 210 and the third diode D3 in the voltage divider circuit 220, and the second input terminal of the control switch circuit 230 receives the second control signal;
  • the first switch The first field effect transistor M1 of the circuit 232 is turned on, the gate voltage of the second field effect transistor M2 of the second switch circuit 233 is pulled down, the second field effect transistor M2 is turned off, and the first transistor Q1 of the voltage divider circuit 220
  • the base voltage is pulled high, the first transistor Q1 is turned off, and the resistive load control circuit is in a reverse inverter working state.
  • the power taking circuit 231 includes: a second diode D2 , a first resistor R1 and a first capacitor C1 ;
  • the cathode of the second diode D2 is connected to the first port of the first resistor R1, and the second port of the first resistor R1 is connected to the first port of the first capacitor C1 and the power taking circuit 231
  • the output terminal of the first capacitor C1 is connected to the first ground wire;
  • the input terminal of the power taking circuit 231 is the anode of the second diode D2, and the output terminal of the power taking circuit 231 is the first port of the first capacitor C1.
  • the second diode D2 may be various types of diodes, which are not limited here.
  • the first switch circuit 232 includes: a second resistor R2 , a third resistor R3 , and a first field effect transistor M1 ;
  • the first port of the second resistor R2 is connected to the gate of the first field effect transistor M1, the drain of the first field effect transistor M1 is connected to the second port of the third resistor R3, and the first field effect transistor M1 is connected to the second port of the third resistor R3.
  • the source of the field effect transistor M1 is connected to the second port of the second resistor R2, and the second port of the second resistor R2 is connected to the second ground wire; the second input end of the first switch circuit 232 is the The first port of the second resistor R2, the first input end of the first switch circuit 232 is the first port of the third resistor R3, and the output end of the first switch circuit 232 is the first field The drain of effect transistor M1.
  • the first field effect transistor is any one of a junction field effect transistor and an insulated gate field effect transistor.
  • the first field effect transistor may be an N-channel enhancement type field effect transistor.
  • the second switch circuit 233 includes: a fourth resistor R4, a second field effect transistor M2; the The first port of the fourth resistor R4 is connected to the gate of the second field effect transistor M2, the second port of the fourth resistor R4 is connected to the source of the second field effect transistor M2, and the second field effect transistor M2
  • the source of the tube M2 is connected to the third ground wire; the input terminal of the second switch circuit 233 is the first port of the fourth resistor R4, and the output terminal of the second switch circuit 233 is the second field effect Drain of tube M2.
  • the second field effect transistor is any one of a junction field effect transistor and an insulated gate field effect transistor.
  • the second field effect transistor may be an N-channel enhancement type field effect transistor.
  • the voltage divider circuit 220 includes: a third diode D3 , a first transistor Q1 , a fifth Resistor R5, sixth resistor R6, and seventh resistor R7; the cathode of the third diode D3 is connected to the emitter of the first transistor D3 and the first port of the fifth resistor R5, respectively, and the The second port of the fifth resistor R5 is respectively connected to the base of the first transistor Q1 and the first port of the sixth resistor R6, and the collector of the first transistor Q1 is connected to the seventh resistor
  • the first port of R7, the second port of the seventh resistor R7 is connected to the fourth ground wire;
  • the first input end of the voltage divider circuit 220 is the anode of the third diode D3, the voltage divider circuit
  • the second input terminal of 220 is the second port of the sixth resistor R6, and the output terminal of the voltage divider circuit 220 is
  • the first triode is a silicon tube or a germanium tube.
  • the first transistor is a PNP transistor.
  • R (R 5 +R 6 )//R 7 ,
  • R is the equivalent resistance value of the equivalent resistance circuit when the on-board charger 131 is in the forward charging working state
  • R5 is the resistance value of the fifth resistor
  • R6 is the resistance value of the sixth resistor
  • R7 is the resistance value of the sixth resistor. The resistance value of the seven resistors.
  • the unidirectional energization circuit 210 includes a first diode D1; the input terminal of the unidirectional energization circuit 210 is the anode of the first diode D1, and the unidirectional energization circuit 210 is the anode of the first diode D1.
  • the output terminal of the circuit 210 is the cathode of the first diode D1.
  • first ground wire and/or the second ground wire and/or the third ground wire and/or the fourth ground wire are connected to the vehicle body ground.
  • the first control signal is a pulse width modulated square wave
  • the second control signal is a pulse width modulated square wave
  • the waveform of the pulse width modulated square wave of the first control signal and all The waveform of the pulse width modulated square wave of the second control signal is the same.
  • the first control signal is a pulse modulation signal and the second control signal is a pulse modulation signal.
  • the waveform of the PWM square wave of the first control signal is the same as the waveform of the PWM square wave of the second control signal.
  • the first control signal and the second control signal are both ⁇ (12 ⁇ 0.8)V, 1KHz, and PWM square waves with a duty ratio of 8%-90%.
  • the first control signal and the second control signal are the same pulse width modulated square wave.
  • Another embodiment of the present application provides an electric vehicle, including the resistive load control circuit described in the above embodiments.
  • the disclosed resistive load control circuit may be implemented in other ways.
  • the above-described embodiments of the resistive load control circuit are only illustrative, and for example, the components in the above-mentioned circuit may also adopt other components with the same function.
  • the shown or discussed mutual coupling or direct coupling or communication connection may be through some interfaces, indirect coupling or communication connection of circuits or components, and may be in electrical or other forms.
  • each circuit in each embodiment of the present application may be integrated in one circuit board, or each circuit may exist independently, or two or more circuits may be integrated in one circuit board.

Abstract

一种电阻负载控制电路及电动汽车，所述电阻负载控制电路包括：单向通电电路（210）、控制开关电路（230）和分压电路（220），所述控制开关电路（230）和分压电路（220）分别设置于电动汽车内部；所述单向通电电路（210）的输出端连接所述分压电路（220）的第一输入端，所述分压电路（220）的输出端连接所述控制开关电路（230）的第一输入端，所述分压电路（220）的第二输入端连接控制开关电路（230）的输出端，解决了双向充电机脉冲调制信号的电压异常拉低的问题。

Description

电阻负载控制电路及电动汽车 技术领域
本申请涉及电动汽车充电技术领域，尤其涉及电阻负载控制电路及电动汽车。
背景技术
随着电动汽车的普及，电动汽车技术不断的发展。在电动汽车中，车载充电机是极其重要的一环。车载充电机为车载动力充电机充电的设备，其中，双向充电机可以从交流电输入到直流电输出给车载动力电池，也可以将车载动力电池的高压直流电逆变成交流电，经交流电输入端口输出给外部交流电设备供电。
目前，在双向充电机的逆变模式中，双向充电机作为供电设备。双向充电机自身具备脉冲调制信号发生电路，能够产生脉冲调制信号，双向充电机产生的脉冲调制信号与充电桩给出的脉冲调制信号在线路上是连接在一起的。那么双向充电机自身发出的脉冲调制信号的电压会被异常拉低，会影响用电设备或者双向充电机自身的脉冲调制信号检测。双向充电机在实现正向充电，且可以实现双向充电机逆变输出时，双向充电机自身发出的脉冲调制信号的电压会被异常拉低。
发明内容
本申请实施例提供一种电阻负载控制电路及电动汽车，以期望解决双向充电机在实现正向充电不受影响的情况下，双向充电机逆变输出时，双向充电机自身发出的脉冲调制信号的电压会被异常拉低的问题。
本申请实施例第一方面提供一种电阻负载控制电路，所述电阻负载控制电路包括：单向通电电路、控制开关电路和分压电路，所述控制开关电路和分压电路分别设置于电动汽车内部；
所述单向通电电路的输出端连接所述分压电路的第一输入端，所述分压电路的输出端连接所述控制开关电路的第一输入端，所述分压电路的第二输入端连接控制开关电路的输出端；
所述电阻负载控制电路的第一端口为所述单向通电电路的输入端，所述电阻负载控制电路的第二端口为所述控制开关电路的第二输入端；
所述单向通电电路的输入端接收第一控制信号或第二控制信号，所述控制开关电路的第二输入端接收第二控制信号，所述第一控制信号或所述第二控制信号控制所述控制开关电路的通断，所述第一控制信号为所述供电装置发出的控制信号，所述第二控制信号为车载充电机的充电机CP信号发生装置的发出的控制信号。
可选的，所述控制开关电路包括：取电电路、第一开关电路和第二开关电路；所述取电电路的输出端连接所述第一开关电路的第一输入端，所述第一开关电路的输出端连接所述第二开关电路的输入端；所述控制开关电路的第一输入端为所述取电电路的输入端，所述控制开关电路的第二输入端为所述第一开关电路的第二输入端，所述控制开关电路的输出端为是第二开关电路的输出端。
可选的，所述取电电路包括：第二二极管、第一电阻和第一电容；所述第二二极管的负极连接所述第一电阻的第一端口，所述第一电阻的第二端口连接所述第一电容的第一端口和所述取电电路的输出端，所述第一电容的第二端口连接第一地线；所述取电电路的输入端为所述第二二极管的正极，所述取电电路的输出端为所述第一电容的第一端口。
可选的，所述第一开关电路包括：第二电阻、第三电阻、第一场效应管；所述第二电阻的第一端口连接所述第一场效应管的栅极，所述第一场效应管的漏极连接所述第三电阻的第二端口，所述第一场效应管的源极连接所述第二电阻的第二端口，所述第二电阻的第二端口连接第二地线；所述第一开关电路的第二输入端为所述第二电阻的第一端口，所述第一开关电路的第一输入端为所述第三电阻的第一端口，所述第一开关的输出端为所述第一场效应管的漏极。
可选的，所述第二开关电路包括：第四电阻、第二场效应管；所述第四电阻的第一端口连接所述第二场效应管的栅极，所述第四电阻的第二端口连接所 述场效应管的源极，所述场效应管的源极连接第三地线；所述第二开关电路的输入端为所述第四电阻的第一端口，所述第二开关电路的输出端为所述第二场效应管的漏极。
可选的，所述分压电路包括：第三二极管、第一三极管、所述第五电阻、所述第六电阻、第七电阻；所述第三二极管的负极分别连接所述第一三极管的发射极、所述第五电阻的第一端口，所述第五电阻的第二端口分别连接所述第一三极管的基极和所述第六电阻的第一端口，所述第一三极管的集电极连接所述第七电阻的第一端口，所述第七电阻的第二端口连接第四地线；所述分压电路的第一输入端为所述第三二极管的正极，所述分压电路的第二输入端为所述第六电阻的第二端口，所述分压电路的输出端为所述第五电阻的第一端口。
可选的，所述单向通电电路包括第一二极管；所述单向通电电路的输入端为所述第一二极管的正极，所述单向通电电路的输出端为所述第一二极管的负极。
可选的，所述第一地线和/或所述第二地线和/或所述第三地线和/或所述第四地线接车身地。
可选的，所述第一控制信号为脉冲宽度调制方波；所述第二控制信号为脉冲宽度调制方波；所述第一控制信号的脉冲宽度调制方波的波形和所述第二控制信号的脉冲宽度调制方波的波形相同。
第二方面，本申请实施例提供了一种电动汽车，所述电动汽车包括电阻负载控制电路，所述电阻负载控制电路包括：单向通电电路、控制开关电路和分压电路，所述控制开关电路和分压电路分别设置于电动汽车内部；
所述单向通电电路的输出端连接所述分压电路的第一输入端，所述分压电路的输出端连接所述控制开关电路的第一输入端，所述分压电路的第二输入端连接控制开关电路的输出端；
所述电阻负载控制电路的第一端口为所述单向通电电路的输入端，所述电阻负载控制电路的第二端口为所述控制开关电路的第二输入端；
所述单向通电电路的输入端接收第一控制信号或第二控制信号，所述控制开关电路的第二输入端接收第二控制信号，所述第一控制信号或所述第二控制 信号控制所述控制开关电路的通断，所述第一控制信号为所述供电装置发出的控制信号，所述第二控制信号为车载充电机的充电机CP信号发生装置的发出的控制信号。
在本申请实施例中，所述电阻负载控制电路包括：单向通电电路、控制开关电路和分压电路，所述控制开关电路和分压电路分别设置于电动汽车内部；所述单向通电电路的输出端连接所述分压电路的第一输入端，所述分压电路的输出端连接所述控制开关电路的第一输入端，所述分压电路的第二输入端连接控制开关电路的输出端；所述电阻负载控制电路的第一端口为所述单向通电电路的输入端，所述电阻负载控制电路的第二端口为所述控制开关电路的第二输入端；所述单向通电电路的输入端接收第一控制信号或第二控制信号，所述控制开关电路的第二输入端接收第二控制信号。可见，相比较于简单的将双向充电机产生的脉冲调制信号与充电桩给出的脉冲调制信号在线路上是连接一起，在本申请实施例通过逻辑电路的方式解决了双向充电机自身发出的脉冲调制信号的电压异常拉低的问题。
附图说明
为了更清楚地说明本申请实施例或现有技术中的技术方案，下面将对实施例或现有技术描述中所需要使用的附图作简单的介绍，显而易见地，下面描述中的附图仅仅是本申请的一些实施例，对于本领域普通技术人员来讲，在不付出创造性劳动的前提下，还可以根据这些附图获得其他的附图。
图1A是本申请提供的一种充电模式3连接方式C的控制引导电路原理图；
图1B是本申请实施例提供的一种电阻负载控制电路的应用场景示意图；
图2A是本申请实施例提供的一种电阻负载控制电路的结构示意图；
图2B是本申请实施例提供的一种控制开关电路结构示意图；
图2C是本申请实施例提供的一种电阻负载控制电路结构示意图；
图2D是本申请实施例提供的一种取电电路结构示意图；
图2E是本申请实施例提供的一种第一开关电路结构示意图；
图2F是本申请实施例提供的一种第二开关电路结构示意图；
图2G是本申请实施例提供的一种分压电路结构示意图；
图3是本申请实施例提供的一种车载充电机处于正向充电的状态时分压电路的等效电路结构示意图。
具体实施方式
下面将结合本申请实施方式中的附图，对本申请实施方式中的技术方案进行清楚、完整地描述。显然，所描述的实施方式是本申请的一部分实施方式，而不是全部实施方式。基于本申请中的实施方式，本领域普通技术人员在没有做出创造性劳动的前提下所获得的所有其他实施方式，都应属于本申请保护的范围。
为了使本技术领域的人员更好地理解本申请方案，下面将结合本申请实施例中的附图，对本申请实施例中的技术方案进行清楚、完整地描述，显然，所描述的实施例仅仅是本申请的一部分实施例，而不是全部的实施例。基于本申请中的实施例，本领域普通技术人员在没有作出创造性劳动前提下所获得的所有其他实施例，都属于本申请保护的范围。
本申请的说明书和权利要求书及上述附图中的术语“第一”、“第二”等是用于区别不同对象，而不是用于描述特定顺序。此外，术语“包括”和“具有”以及它们任何变形，意图在于覆盖不排他的包含。例如包含了一系列步骤或单元的过程、系统、产品或设备没有限定于已列出的步骤或单元，而是可选地还包括没有列出的步骤或单元，或可选地还包括对于这些过程、产品或设备固有的其他步骤或单元。
在本文中提及“实施例”意味着，结合实施例描述的特定特征、结构或特性可以包含在本申请的至少一个实施例中。在说明书中的各个位置出现该短语并不一定均是指相同的实施例，也不是与其它实施例互斥的独立的或备选的实施例。本领域技术人员显式地和隐式地理解的是，本文所描述的实施例可以与其它实施例相结合。
为了更好的说明本申请实施例，首先对现有方案中充电电路进行介绍。请参阅图1A，图1A为现有技术中电动汽车电路国家标准GBT 18487.1-2015《电 动汽车电路传导充电系统&nbsp；第1部分：通用要求》中的充电模式3连接方式C的控制导引原理图。
充电模式3应用于连接到交流电网的供电设备110将电动汽车130与交流电网连接起来的情况，并且在电动汽车130和供电设备110上安装了专用保护装置。
电动汽车130和供电设备110具有一个以及一个以上可同时使用的充电模式3连接点(供电插座)时，每一个连接点应具有专用保护装置，并确保控制导引功能可独立运行。充电模式3应具备剩余电流保护功能。
电动汽车130处于连接方式C时，电缆组件和车辆插头是供电设备110的一部分，电缆组件的一端为供电设备110的主体，另一端为车辆插头，车辆插头与电动汽车130的车辆插座组合成耦合器。
如图1A所示，车载充电机131为双向充电机，当车辆连接供电设备110且供电设备110无故障时，在车载充电机131正向充电模式下，第一控制信号由供电设备110(充电桩)发出，该第一控制信号为±(12±0.8)V、1KHz、占空比8％-90％的脉冲调制信号(Pulse Width Modulation，PWM)方波，供电设备110中的第一控制信号的线路和电动汽车130的车身地之间并入了负载电阻r2和负载电阻r3，负载电阻r2两端直接连接该脉冲调制信号和车身地之间，r2电阻则由S2开关控制连接脉冲调制信号和车身地。在插上充电枪后，即供电设备110的开关S1闭合，电动汽车130的开关S2断开，负载电阻r3将12V的脉冲调制信号直接拉低为9V的脉冲调制信号，即供电设备110的供电控制装置112与电动汽车130的车身地之间接入的供电设备的负载电阻r1和电动汽车的负载电阻r3，供电设备110的检测点2的电压为9V；当供电控制装置112开始给电动汽车130的车辆控制装置132进行充电时，即供电设备110的开关S1闭合，电动汽车130的开关S2闭合，负载电阻r2和负载电阻r3将12V的脉冲调制信号直接拉低为6V的脉冲调制信号。
在车载充电机131反向逆变的工作模式下，第二控制信号由车载充电机131的充电机CP信号发生装置1311发出，该第二控制信号为±(12±0.8)V、1KHz、占空比8％-90％的PWM方波，该第二控制信号与正向充电模式下供电设备110产生的第一控制信号的波形相同。
由于供电设备110中的第一脉冲调制信号的线路与车载充电机131中的第二脉冲调制信号的线路是连接到一起的。因此车载充电机131中第二控制信号的线路和车身地之间并入了负载电阻r2和负载电阻r3，负载电阻r2两端直接连接该脉冲调制信号和车身地之间。在插上充电枪后，负载电阻r3将12V的脉冲调制信号异常拉低为9V的脉冲调制信号。由于车载充电机131反向逆变的工作模式下需要给车辆控制装置提供的±(12±0.8)的脉冲调制信号，因此需要一个电阻负载控制电路解决双向充电机逆变输出时自身发出的脉冲调制信号的电压会被异常拉低的问题。
针对上述问题，如图1B所示，图1B为本申请实施例提供的一种电阻负载控制电路的应用场景示意图，本申请实施例提出一种电阻负载控制电路，本申请通过控制开关电路控制等效电阻电路中的电路的通断，从而解决了目前双向充电机在实现正向充电不受影响的情况下双向充电机逆变输出时自身发出的脉冲调制信号的电压会被异常拉低的问题。
下面结合附图对本申请实施例进行介绍，附图中相交导线的交叉处有圆点表示导线相接，交叉处无圆点表示导线不相接。
请参阅图2A，图2A是本申请实施例提供的一种电阻负载控制电路200的结构示意图。所述电阻负载控制电路200包括：单向通电电路210、控制开关电路230和分压电路220，所述控制开关电路230和分压电路220分别设置于电动汽车130内部；
所述单向通电电路210的输出端连接所述分压电路220的第一输入端，所述分压电路220的输出端连接所述控制开关电路230的第一输入端，所述分压电路220的第二输入端连接控制开关电路230的输出端；
所述单向通电电路210的输入端接收第一控制信号或第二控制信号，所述控制开关电路230的第二输入端接收第二控制信号，所述第一控制信号或所述第二控制信号控制所述控制开关电路230的通断，所述第一控制信号为所述供电装置112发出的控制信号，所述第二控制信号为车载充电机130的充电机CP信号发生装置131的发出的控制信号。
其中，第一控制信号为脉冲宽度调制方波；第二控制信号为脉冲宽度调制方波；第一控制信号的脉冲宽度调制方波的波形和第二控制信号的脉冲宽度调 制方波的波形相同。第一控制信号可以是±(12±0.8)V、1KHz、占空比8％-90％的PWM方波，第二控制信号可以是±(12±0.8)V、1KHz、占空比8％-90％的PWM方波。
当车载充电机130的处于正向充电状态下，单向通电电路210的输入端接收第一控制信号，控制开关电路230处于开关闭合状态，分压电路220等效为图1A中的电动汽车的负载电阻r3。
当车载充电机130的处于反向逆变状态下，单向通电电路210的输入端接收第二控制信号，所述控制开关电路230的第二输入端接收第二控制信号控制开关电路230处于开关断开状态，分压电路220与车身地断开。
在一种可能的示例中，如图2B所示，图2B为一种控制开关电路结构示意图，所述控制开关电路230包括：取电电路231、第一开关电路232和第二开关电路233；所述取电电路231的输出端连接所述第一开关电路232的第一输入端，所述第一开关电路232的输出端连接所述第二开关电路233的输入端；所述控制开关电路230的第一输入端为所述取电电路231的输入端，所述控制开关电路230的第二输入端为所述第一开关电路232的第二输入端，所述控制开关电路230的输出端为是第二开关电路233的输出端。
其中，当车载充电机130的处于正向充电状态下，控制开关电路230处于开关闭合状态。
当车载充电机130的处于反向逆变状态下，控制开关电路230的第二输入端接收第二控制信号控制开关电路230处于开关断开状态。
进一步地，如图2C所示，图2C为一种电阻负载控制电路结构示意图，当车载充电机130处于正向充电工作状态时，控制开关电路230接收第三控制信号，第三控制信号为第一控制信号经过单向通电电路210和分压电路220得到的控制信号；第一开关电路232的第一场效应管M1栅极电压拉低，第一场效应管M1截止；第三控制信号依次通过取电电路231的第二二极管D2和第一电阻R1，给取电电路231的第一电容C1充电，在第一电容C1上产生直流电压，该直流电压经过第一开关电路232的第三电阻R3送到第二开关电路233的第二场效应管M2的栅极，第二场效应管M2的栅极电压拉高；第二场效应管M2导通，拉低分压电路220的第一三极管Q1的基极电压；第一三极 管Q1导通，即第一三极管Q1处于饱和导通状态，分压电路220的第五电阻R5、第六电阻R6和第七电阻R7等效为图1A中负载电阻r3，电阻负载控制电路处于正向充电工作状态。
进一步地，如图2C所示，图2C为一种电阻负载控制电路示意图，当车载充电机130处于反向逆变工作状态时，控制开关电路230的第一输入端接收第四控制信号，第四控制信号为第二控制信号经过单向通电电路210和分压电路220中的第三二极管D3得到的控制信号，控制开关电路230的第二输入端接收第二控制信号；第一开关电路232的第一场效应管M1导通，第二开关电路233的第二场效应管M2的栅极电压拉低，第二场效应管M2截止，分压电路220的第一三极管Q1的基极电压拉高，第一三极管Q1截止，电阻负载控制电路处于反向逆变工作状态。
在一种可能的示例中，如图2D所示，图2D为一种取电电路结构示意图，所述取电电路231包括：第二二极管D2、第一电阻R1和第一电容C1；所述第二二极管D2的负极连接所述第一电阻R1的第一端口，所述第一电阻R1的第二端口连接所述第一电容C1的第一端口和所述取电电路231的输出端，所述第一电容C1的第二端口连接第一地线；所述取电电路231的输入端为所述第二二极管D2的正极，所述取电电路231的输出端为所述第一电容C1的第一端口。
其中，第二二极管D2可以是各类二极管，此处不做过多的限制。
在一种可能的示例中，如图2E所示，图2E为第一开关电路232结构示意图，所述第一开关电路232包括：第二电阻R2、第三电阻R3、第一场效应管M1；所述第二电阻R2的第一端口连接所述第一场效应管M1的栅极，所述第一场效应管M1的漏极连接所述第三电阻R3的第二端口，所述第一场效应管M1的源极连接所述第二电阻R2的第二端口，所述第二电阻R2的第二端口连接第二地线；所述第一开关电路232的第二输入端为所述第二电阻R2的第一端口，所述第一开关电路232的第一输入端为所述第三电阻R3的第一端口，所述第一开关电路232的输出端为所述第一场效应管M1的漏极。
其中，第一场效应管为结型场效应管和绝缘栅场效应管中的任意一种。第一场效应管可以是N沟道增强型场效应管。
在一种可能的示例中，如图2F所示，图2F为一种第二开关电路233结构示意图，所述第二开关电路233包括：第四电阻R4、第二场效应管M2；所述第四电阻R4的第一端口连接所述第二场效应管M2的栅极，所述第四电阻R4的第二端口连接所述第二场效应管M2的源极，所述第二场效应管M2的源极连接第三地线；所述第二开关电路233的输入端为所述第四电阻R4的第一端口，所述第二开关电路233的输出端为所述第二场效应管M2的漏极。
其中，第二场效应管为结型场效应管和绝缘栅场效应管中的任意一种。第二场效应管可以是N沟道增强型场效应管。
在一种可能的示例中，如图2G所示，图2G为一种分压电路220结构示意图，所述分压电路220包括：第三二极管D3、第一三极管Q1、第五电阻R5、第六电阻R6、第七电阻R7；所述第三二极管D3的负极分别连接所述第一三极管D3的发射极、所述第五电阻R5的第一端口，所述第五电阻R5的第二端口分别连接所述第一三极管Q1的基极和所述第六电阻R6的第一端口，所述第一三极管Q1的集电极连接所述第七电阻R7的第一端口，所述第七电阻R7的第二端口连接第四地线；所述分压电路220的第一输入端为所述第三二极管D3的正极，所述分压电路220的第二输入端为所述第六电阻R6的第二端口，所述分压电路220的输出端为所述第五电阻R5的第一端口。
其中，第一三极管为硅管或者是锗管。第一三极管为PNP三极管。
需要解释的是，当车载充电机处于正向充电的状态时，分压电路的等效电路如图3所示，图3为车载充电机处于正向充电的状态时分压电路的等效电路结构示意图，该等效电路的等效电阻值的计算公式为：
R＝(R 5+R 6)//R 7，
其中，R为车载充电机131处于正向充电工作状态时的等效电阻电路的等效电阻值，R 5为第五电阻的电阻值，R 6为第六电阻的电阻值，R 7为第七电阻的电阻值。
在一种可能的示例中，所述单向通电电路210包括第一二极管D1；所述单向通电电路210的输入端为所述第一二极管D1的正极，所述单向通电电路210的输出端为所述第一二极管D1的负极。
在一种可能的示例中，所述第一地线和/或所述第二地线和/或所述第三地 线和/或所述第四地线接车身地。
在一种可能的示例中，所述第一控制信号为脉冲宽度调制方波；所述第二控制信号为脉冲宽度调制方波；所述第一控制信号的脉冲宽度调制方波的波形和所述第二控制信号的脉冲宽度调制方波的波形相同。
其中，第一控制信号为脉冲调制信号和第二控制信号为脉冲调制信号。第一控制信号的脉冲宽度调制方波的波形和所述第二控制信号的脉冲宽度调制方波的波形相同。第一控制信号和第二控制信号均为±(12±0.8)V、1KHz、占空比8％-90％的PWM方波。所述第一控制信号与所述第二控制信号为相同的脉冲宽度调制方波。
本申请另一实施例中提供一种电动汽车，包括上述实施例所描述的电阻负载控制电路。
在上述实施例中，对各个实施例的描述都各有侧重，某个实施例中没有详述的部分，可以参见其他实施例的相关描述。
在本申请所提供的几个实施例中，应该理解到，所揭露的电阻负载控制电路，可通过其它的方式实现。例如，以上所描述的电阻负载控制电路实施例仅仅是示意性的，例如上述电路中的元器件也可以采用其他相同功能的元器件。另一点，所显示或讨论的相互之间的耦合或直接耦合或通信连接可以是通过一些接口，电路或元器件的间接耦合或通信连接，可以是电性或其它的形式。
另外，在本申请各个实施例中的各电路可以集成在一个电路板中，也可以是各个电路单独物存在，也可以两个或两个以上电路集成在一个电路板中。
以上对本申请实施例进行了详细介绍，本文中应用了具体个例对本申请的原理及实施方式进行了阐述，以上实施例的说明只是用于帮助理解本申请及其核心思想；同时，对于本领域的一般技术人员，依据本申请实施例的思想，在具体实施方式及应用范围上均会有改变之处，综上上述，本说明书内容不应理解为对本申请实施例的限制。

Claims (10)

  1. 一种电阻负载控制电路，其特征在于，所述电阻负载控制电路包括：单向通电电路、控制开关电路和分压电路，所述控制开关电路和分压电路分别设置于电动汽车内部；
    所述单向通电电路的输出端连接所述分压电路的第一输入端，所述分压电路的输出端连接所述控制开关电路的第一输入端，所述分压电路的第二输入端连接控制开关电路的输出端；
    所述电阻负载控制电路的第一端口为所述单向通电电路的输入端，所述电阻负载控制电路的第二端口为所述控制开关电路的第二输入端；
    所述单向通电电路的输入端接收第一控制信号或第二控制信号，所述控制开关电路的第二输入端接收第二控制信号，所述第一控制信号或所述第二控制信号控制所述控制开关电路的通断，所述第一控制信号为所述供电装置发出的控制信号，所述第二控制信号为车载充电机的充电机CP信号发生装置的发出的控制信号。
  2. 根据权利要求1所述的电阻负载控制电路，其特征在于，
    所述控制开关电路包括：取电电路、第一开关电路和第二开关电路；
    所述取电电路的输出端连接所述第一开关电路的第一输入端，所述第一开关电路的输出端连接所述第二开关电路的输入端；
    所述控制开关电路的第一输入端为所述取电电路的输入端，所述控制开关电路的第二输入端为所述第一开关电路的第二输入端，所述控制开关电路的输出端为是第二开关电路的输出端。
  3. 根据权利要求2所述的电阻负载控制电路，其特征在于，所述取电电路包括：第二二极管、第一电阻和第一电容；
    所述第二二极管的负极连接所述第一电阻的第一端口，所述第一电阻的第二端口连接所述第一电容的第一端口和所述取电电路的输出端，所述第一电容的第二端口连接第一地线；
    所述取电电路的输入端为所述第二二极管的正极，所述取电电路的输出端为所述第一电容的第一端口。
  4. 根据权利要求2所述的电阻负载控制电路，其特征在于，所述第一开关电路包括：第二电阻、第三电阻、第一场效应管；
    所述第二电阻的第一端口连接所述第一场效应管的栅极，所述第一场效应管的漏极连接所述第三电阻的第二端口，所述第一场效应管的源极连接所述第二电阻的第二端口，所述第二电阻的第二端口连接第二地线；
    所述第一开关电路的第二输入端为所述第二电阻的第一端口，所述第一开关电路的第一输入端为所述第三电阻的第一端口，所述第一开关的输出端为所述第一场效应管的漏极。
  5. 根据权利要求2所述的电阻负载控制电路，其特征在于，所述第二开关电路包括：第四电阻、第二场效应管；
    所述第四电阻的第一端口连接所述第二场效应管的栅极，所述第四电阻的第二端口连接所述第二场效应管的源极，所述第二场效应管的源极连接第三地线；
    所述第二开关电路的输入端为所述第四电阻的第一端口，所述第二开关电路的输出端为所述第二场效应管的漏极。
  6. 根据权利要求1所述的电阻负载控制电路，其特征在于，所述分压电路包括：第三二极管、第一三极管、第五电阻、第六电阻、第七电阻；
    所述第三二极管的负极分别连接所述第一三极管的发射极、所述第五电阻的第一端口，所述第五电阻的第二端口分别连接所述第一三极管的基极和所述第六电阻的第一端口，所述第一三极管的集电极连接所述第七电阻的第一端口，所述第七电阻的第二端口连接第四地线；
    所述分压电路的第一输入端为所述第三二极管的正极，所述分压电路的第二输入端为所述第六电阻的第二端口，所述分压电路的输出端为所述第五电阻的第一端口。
  7. 根据权利要求1所述的电阻负载控制电路，其特征在于，
    所述单向通电电路包括第一二极管；
    所述单向通电电路的输入端为所述第一二极管的正极，所述单向通电电路的输出端为所述第一二极管的负极。
  8. 根据权利要求3-6任一项所述的电阻负载控制电路，其特征在于，
    所述第一地线和/或所述第二地线和/或所述第三地线和/或所述第四地线接车身地。
  9. 根据权利要求1所述的电阻负载控制电路，其特征在于，所述第一控制信号为脉冲宽度调制方波；所述第二控制信号为脉冲宽度调制方波；所述第一控制信号的脉冲宽度调制方波的波形和所述第二控制信号的脉冲宽度调制方波的波形相同。
  10. 一种电动汽车，其特征在于，包括权利要求1～9的任一项所述电阻负载控制电路。
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