WO2023010934A1 - 一种充电装置及新能源汽车 - Google Patents

一种充电装置及新能源汽车 Download PDF

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Publication number
WO2023010934A1
WO2023010934A1 PCT/CN2022/092022 CN2022092022W WO2023010934A1 WO 2023010934 A1 WO2023010934 A1 WO 2023010934A1 CN 2022092022 W CN2022092022 W CN 2022092022W WO 2023010934 A1 WO2023010934 A1 WO 2023010934A1
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Prior art keywords
battery
charging
module
vehicle
circuit
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Ceased
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PCT/CN2022/092022
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English (en)
French (fr)
Inventor
胡艳军
文锋
王天宇
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Huawei Digital Power Technologies Co Ltd
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Huawei Digital Power Technologies Co Ltd
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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
    • B60L50/00—Electric propulsion with power supplied within the vehicle
    • B60L50/50—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells
    • B60L50/70—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells using power supplied by fuel cells
    • 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
    • B60L1/00—Supplying electric power to auxiliary equipment of 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
    • 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
    • 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
    • B60L53/30—Constructional details of charging stations
    • B60L53/305—Communication interfaces
    • 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
    • B60L58/00—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles
    • B60L58/10—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries
    • B60L58/18—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries of two or more battery modules
    • 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
    • B60L58/00—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles
    • B60L58/10—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries
    • B60L58/18—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries of two or more battery modules
    • B60L58/20—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries of two or more battery modules having different nominal voltages
    • 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
    • B60L58/00—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles
    • B60L58/10—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries
    • B60L58/24—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries for controlling the temperature of batteries
    • B60L58/26—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries for controlling the temperature of batteries by cooling
    • 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
    • B60L58/00—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles
    • B60L58/10—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries
    • B60L58/24—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries for controlling the temperature of batteries
    • B60L58/27—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries for controlling the temperature of batteries by heating
    • 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
    • B60L58/00—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles
    • B60L58/30—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling fuel cells
    • 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
    • B60L58/00—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles
    • B60L58/40—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for controlling a combination of batteries and fuel cells
    • 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
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/40—Drive Train control parameters
    • B60L2240/54—Drive Train control parameters related to batteries
    • B60L2240/545—Temperature
    • 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
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/40—Drive Train control parameters
    • B60L2240/54—Drive Train control parameters related to batteries
    • B60L2240/547—Voltage
    • 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
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/40—Drive Train control parameters
    • B60L2240/54—Drive Train control parameters related to batteries
    • B60L2240/549—Current
    • 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
    • Y02T90/14—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 charging and discharging of new energy vehicles, in particular to a charging device and a new energy vehicle.
  • BEV battery electric vehicle
  • PHEV plug-in hybrid Plug-in hybrid electric vehicle
  • HEV hybrid electric vehicle
  • the power supply part of a new energy vehicle is generally composed of a high voltage power battery and a low voltage battery; among them, the low voltage battery is mainly used for automatic driving equipment, car entertainment equipment and other terminal equipment. Power supply, with the development of new energy vehicles, the number of the above-mentioned equipment is increasing, resulting in the gradual increase in the demand for low-voltage loads inside the car.
  • BMS battery management system
  • the application provides a charging device and a new energy vehicle, which can match the relevant requirements of the battery for the low-voltage load equipment in the vehicle after the vehicle is electrified, under the premise of simplifying the circuit and control nodes.
  • the present application provides a charging device, which is applied to new energy vehicles.
  • the new energy vehicles include: a first battery and a second battery, the first battery is used to provide driving power for the new energy vehicle, and the second battery is used for To supply power to the load equipment in the vehicle, the device includes: charging unit and general unit; the charging unit includes: DC to DC DCDC circuit and battery management system BMS; the general unit includes: control module, communication module and auxiliary power supply module; auxiliary power supply module It is used to supply power to the charging unit and the control module, and the communication module is used to establish communication connections for the control module and other circuits inside the new energy vehicle; the control module is used to control the charging unit to provide the electric energy output by the first battery to the second battery; the control module also It is used to control the charging unit to connect or disconnect the second battery with the first battery and the in-vehicle load device, and adjust the charging and discharging power of the second battery to the in-vehicle load device.
  • the first battery and the second battery may include at least one of the following types of batteries: lead-acid batteries, lithium-ion batteries, nickel-metal hydride batteries, lithium polymer batteries, nickel-cadmium batteries and supercapacitors; in addition , the first battery can also be a hydrogen fuel cell and an external power supply device.
  • various functional circuits with different functions in new energy vehicles can be integrated.
  • the new DCDC circuits in energy vehicles and BMS and other circuits or modules with the same function are fused and integrated at the circuit level, so that they can be used together as a common unit, which can save space and reduce costs.
  • Other circuits in the charging device can realize different functions by sharing the modules in the common unit, thereby simplifying the number of components or components in the entire charging device, reducing the difficulty of controlling various functional circuits, and reducing various The external communication node of the functional circuit, thereby significantly reducing the space occupied.
  • the control module is specifically used to: control the DCDC circuit to provide the electric energy output by the first battery to the second battery; the control module is specifically used to control the BMS to connect the second battery to the DCDC circuit and the load equipment in the vehicle The connection is established or disconnected, and the charging and discharging power of the second battery to the load device in the vehicle is adjusted.
  • the DCDC circuit in the charging unit can convert the direct current output by the first battery of the first energy storage battery into the charging voltage of the second battery of the second energy storage battery. components such as inductors and capacitors.
  • the DCDC circuit in the charging unit can also be used to directly provide the direct current output by the first energy storage battery and the first battery to the load device in the vehicle in some scenarios (when the second energy storage battery and the second battery are out of power). .
  • the direct current output by the first battery can be converted into the charging voltage of the second battery, and the BMS can also detect whether an arc fault occurs at each electrical connection point, and take corresponding protection.
  • a control module is used to control the DCDC circuit and BMS at the same time, so that the new energy vehicle can coordinate and dispatch its own power supply function and energy storage function.
  • the control by the controller is more flexible, and the final control strategy is more reasonable, which can improve the reliability of power supply to the load equipment in the vehicle, improve the freedom of the second battery to execute the charging and discharging strategy, and prolong the service life of the second battery .
  • the charging unit also includes: on-board charging OBC unit: the control module is also used to control the OBC unit, and convert the AC power input from the input AC source into DC power supplied to the first battery.
  • the control module under the control of the control module, direct current can be provided to the first battery as charging electric energy, thereby reducing the number of communication nodes and control nodes in the new energy vehicle.
  • the OBC unit further includes: a primary circuit, a first secondary circuit, and a second secondary circuit, the primary circuit and the first secondary circuit and The second secondary circuits are respectively coupled; the primary circuit is connected to the input AC source, the first secondary circuit is connected to the first battery, the second secondary circuit is connected to the second battery, and the first secondary circuit includes the first secondary circuit Windings, the second secondary circuit includes the second secondary winding, the number of the first secondary winding is not less than the second secondary winding number; the primary circuit is used to receive the AC input from the AC input source, respectively to the first secondary circuit And the second secondary side circuit outputs electric energy.
  • the charging unit further includes: a vehicle controller VCU, and the VCU is used to control the whole vehicle of the new energy vehicle.
  • the charging device can realize the functions of controlling the charging and discharging sequence and the power-on and power-on sequence of the new energy vehicle.
  • the general unit also includes: a voltage sampling module and a current sampling module; a voltage sampling module, used for: detecting the working voltage of the second battery; a current sampling module, Used for: detecting the working current of the second battery.
  • the general unit also includes: a temperature sampling module, which is used for: detecting the working temperature of the second battery.
  • the universal unit further includes: a functional safety module; the functional safety module is configured to: acquire the working voltage of the second battery and the working current of the second battery; When the working voltage of the second battery is not in the set voltage range, send an alarm signal to the control module; or when the working current of the second battery is not in the set current range, send an alarm signal to the control module; the control module is also used for : when receiving the warning signal, control the charging unit to disconnect the second battery from the first battery and the load device in the vehicle.
  • the functional safety module is configured to: acquire the working voltage of the second battery and the working current of the second battery; When the working voltage of the second battery is not in the set voltage range, send an alarm signal to the control module; or when the working current of the second battery is not in the set current range, send an alarm signal to the control module; the control module is also used for : when receiving the warning signal, control the charging unit to disconnect the second battery from the first battery and the load device in the vehicle.
  • the charging device also includes: a vehicle thermal management unit; the vehicle thermal management unit includes: a heating module and a cooling module; The module is also used to: obtain the operating temperature of the second battery, and when the operating temperature of the second battery is lower than the first threshold temperature, control the heating module in the vehicle thermal management unit to heat the second battery; When the temperature is higher than the second threshold temperature, the cooling module in the vehicle thermal management unit is controlled to cool down the second battery, and the first threshold temperature is lower than the second threshold temperature.
  • control module is further configured to: control the charging unit to provide the electric energy output by the first battery to the load device in the vehicle.
  • EMC noise is an unavoidable interference signal generated by electronic equipment in use.
  • EMC noise is composed of differential mode noise and common mode noise. Therefore, under the existing technology, the corresponding DCDC circuit and BMS will independently design their own EMC filter circuits. It will also take up more space, and the cost is higher.
  • the universal unit also includes: an electromagnetic compatibility filter EMC module, the EMC module includes at least one filter inductor, and the EMC module is used for, through at least A filter inductor suppresses differential-mode noise in the charging unit as well as common-mode noise.
  • the differential mode noise and common mode noise in the charging unit are suppressed through at least one filter inductor, and since the entire charging device has only one pair of external power connections, the EMC module can be connected to the input and output ends of the entire charging unit , to suppress differential-mode noise as well as common-mode noise while simplifying the design.
  • the charging device includes: Gun state detection circuit; the universal unit also includes a wake-up module; the gun insertion state detection circuit is used to detect the access resistance of the charging gun, and sends a wake-up signal to the wake-up module according to the access resistance; the wake-up module is used to: after receiving the wake-up signal , start the control module.
  • the second battery and charging Units are installed in the same enclosure.
  • the sampling signal of the second battery such as the control wiring harness of the battery cell voltage, charging current, battery temperature, voltage balance control, etc.
  • the power wiring of the second battery can also be integrated inside the charging unit, and the entire charging unit has only one pair of external power connections, thereby simplifying the vehicle power harness and reducing the cost of the harness.
  • the thermal management function of the second battery in high and low temperature scenarios is realized, which prolongs the service life of the battery while ensuring the reliability of the battery. In order to further reduce the communication nodes and control nodes in new energy vehicles.
  • the present application provides a new energy vehicle, which includes: a first battery, a second battery and any one of the charging device in the first aspect, the first battery is used to provide driving power for the new energy vehicle , the second battery is used to supply power to load equipment in the vehicle.
  • the technical effect of the corresponding solution in the second aspect can refer to the technical effect that can be obtained by the corresponding solution in the first aspect, and the repeated parts will not be described in detail.
  • Fig. 1 is a schematic diagram of the system structure of a new energy vehicle
  • Fig. 2 is a first structural schematic diagram of a charging device
  • Fig. 3 is a second structural schematic diagram of a charging device
  • FIG. 4 is a schematic diagram of a third structure of a charging device
  • Fig. 5 is a fourth structural schematic diagram of a charging device
  • Fig. 6 is a fifth structural schematic diagram of a charging device
  • Fig. 7 is a sixth structural schematic diagram of a charging device
  • Fig. 8 is a seventh structural schematic diagram of a charging device
  • FIG. 9 is a schematic diagram of an eighth structure of a charging device.
  • Fig. 10 is a ninth structural schematic diagram of a charging device
  • Fig. 11 is a tenth structural schematic diagram of a charging device.
  • coupling in the embodiments of this application refers to the energy transfer relationship, for example, the coupling between A and B refers to the ability to transfer energy between A and B, where there are many possibilities for the specific form of energy, Such as electric energy, magnetic field potential energy, etc.
  • electric energy can be transferred between A and B
  • it is reflected in the circuit connection relationship, that is, A and B can be directly electrically connected, or can be indirectly electrically connected through other conductors or circuit components.
  • the magnetic field potential energy can be transferred between A and B, it is reflected in the circuit connection relationship, that is, electromagnetic induction can occur between A and B, so that the magnetic field potential energy can be transferred from A to B.
  • using “magnetic coupling” specifically refers to the scene where energy can be transferred between A and B through a magnetic field.
  • FIG. 1 shows a schematic diagram of a system structure of a new energy vehicle.
  • the new energy vehicle mainly includes a charging circuit 101 , a low-voltage load device 102 , a low-voltage battery 103 , a high-voltage power battery 104 , a motor 105 , wheels 106 and a DCDC circuit 107 .
  • the low-voltage load device 102 may be a functional circuit inside a new energy vehicle or an on-board device.
  • the high-voltage power battery 104 can be a large-capacity, high-power accumulator.
  • the high-voltage power battery 104 can drive the motor 105 to work, and the motor 105 can then drive the wheels 106 to rotate, thereby realizing the movement of the new energy vehicle.
  • the high-voltage power battery 104 can also supply power to the low-voltage battery 103 through the DCDC circuit 107 , or can also supply power to an external load of the new energy vehicle (such as another new energy vehicle) through the charging circuit 101 .
  • New energy vehicles can generally be charged through charging piles. Similar to the relationship between gas stations and conventional cars, charging piles can "refuel" new energy vehicles, that is, they can charge new energy vehicles.
  • the charging pile mainly includes a power circuit and a charging gun. One end of the power circuit is coupled to the power frequency grid, and the other end is coupled to the charging gun through a cable.
  • the power circuit in the charging pile can regard the power frequency grid as an AC input source, receive the AC power provided by the power frequency grid, and convert the received AC power into charging power suitable for new energy vehicles.
  • the operator can insert the charging gun into the charging socket of the new energy vehicle to couple the charging gun with the charging circuit 101 in the new energy vehicle, and the power circuit of the charging pile can then provide charging power to the charging circuit 101 through the charging gun.
  • the charging circuit 101 provides a part of the received charging electric energy to the high-voltage power battery 104, and the high-voltage power battery 104 further stores the part of electric energy.
  • the charging circuit 101 in a new energy vehicle has at least two working modes: a charging mode and a discharging mode. Specifically, in the charging mode, the charging circuit 101 receives the charging electric energy provided by the charging pile, and provides the received charging electric energy to the high-voltage power battery 104 . In the discharge mode, the charging circuit 101 receives the battery power provided by the high-voltage power battery 104, and the charging circuit 101 can also provide the battery power provided by the high-voltage power battery 104 to the external load of the vehicle.
  • the present application provides a charging device for integrating various functional circuits with different functions in a new energy vehicle, thereby simplifying the number of components or components in the entire charging device and reducing the number of various functional circuits.
  • the control difficulty of the circuit reduces the external communication nodes of various functional circuits, thereby significantly reducing the space occupied.
  • Fig. 2 is a schematic diagram of the first structure of a charging device; the charging device 200 provided by the present application should be applicable to new energy vehicles, but not limited to, when applied to new energy vehicles, the new energy vehicles It may include: a first battery 201 and a second battery 202 , wherein the first battery 201 is used to provide driving power for the new energy vehicle, and the second battery 202 is used to supply power to the load device 203 in the vehicle.
  • the charging device 200 provided in this application includes: a charging unit 204 and a general unit 205 .
  • the general unit 205 includes: a control module 206, a communication module 207, and an auxiliary power supply module 208; the auxiliary power supply module 208 is used to supply power to the charging unit 204 and the control module 206, and the communication module 207 is used to supply power to the control module 206 and the interior of the new energy vehicle.
  • Other circuits establish communication links.
  • the control module 206 is used to control the charging unit 204 to provide the electric energy output by the first battery 201 to the second battery 202; Connect or disconnect, and adjust the charging and discharging power of the second battery 202 to the load device 203 in the vehicle.
  • Fig. 3 is a second structural schematic diagram of a charging device; wherein, the charging unit 204 may include: a DC-to-DC DCDC circuit 2041 and a battery management system BMS 2042; the control module 206 is specifically used In: controlling the DCDC circuit 2041 to provide the electric energy output by the first battery 201 to the second battery 202; the control module 206 is specifically used to control the BMS 2042 to connect the second battery 202 with the The DCDC circuit 2041 establishes connection or disconnection with the in-vehicle load device 203 , and adjusts the charging and discharging power of the second battery 202 to the in-vehicle load device 203 .
  • the charging unit 204 provided in the embodiment of the present application may also include, but is not limited to, functional modules including a vehicle controller, a thermal management unit, etc., so as to further realize the functional integration between the above modules, and the functions of the above functional modules
  • the fusion implementation method is specifically introduced in the following embodiments, and will not be repeated here.
  • the first battery 201 to the auxiliary power supply module 208 will be specifically described as examples.
  • the first battery 201 may be a high-voltage, large-capacity, and high-power storage battery, which is used to drive the motor in the new energy vehicle, and the motor drives the wheels to rotate, so that the new energy vehicle can drive.
  • the second battery 202 is used to supply power to the load device 203 in the vehicle, wherein the first battery 201 and the second battery 202 may include at least one of the following types of batteries: lead-acid batteries, lithium-ion batteries, nickel-metal hydride batteries, lithium polymer batteries batteries, nickel-cadmium batteries, and supercapacitors; in addition, the first battery can also be a hydrogen fuel cell and an external power supply device.
  • the in-vehicle load device 203 may include, but not limited to, the car radio, car navigator, assisted driving equipment, and automatic parking equipment in the new energy vehicle, which can be powered by low-voltage (12/24/36/48V)
  • the devices powered by the battery can be regarded as the in-vehicle load device 203, which will not be listed one by one in the embodiment of the present application.
  • the DCDC circuit 2041 in the charging unit 204 can convert the direct current output by the first battery 201 into the charging voltage of the second battery 201.
  • the DCDC circuit 2041 can be composed of: a switch tube, a diode, components such as inductors and capacitors.
  • the adjustment of the working state of the DCDC circuit 2041 is realized by adjusting the working state of the above-mentioned devices (for example, switching tubes).
  • the switching tube and the switch in the embodiment of the present application can be a relay, a metal oxide semiconductor field effect transistor (MOSFET), a bipolar junction transistor (bipolar junction transistor, BJT), One or more of various types of switch transistors such as an insulated gate bipolar transistor (insulated gate bipolar transistor, IGBT), which are not listed in the embodiments of the present application.
  • Each switch tube may include a first electrode, a second electrode and a control electrode, wherein the control electrode is used to control the switch tube to be turned on or off. When the switch tube is turned on, current can be transmitted between the first electrode and the second electrode of the switch tube, and when the switch tube is turned off, no current can be transmitted between the first electrode and the second electrode of the switch tube.
  • the control electrode of the switching tube is the gate
  • the first electrode of the switching tube can be the source of the switching tube
  • the second electrode can be the drain of the switching tube
  • the first electrode can be the drain of the switching tube. pole
  • the second electrode may be the source of the switch tube.
  • the DCDC circuit 2041 in the charging unit can also be used to directly provide the direct current output from the first battery 201 to the load device 203 in the vehicle under certain scenarios (when the second battery 202 is running out of power).
  • the manner in which the first battery 201 supplies power should be known to those skilled in the art, and is not specifically limited here.
  • the BMS 2042 in the charging unit 204 is used to manage the battery pack in the second battery 202, thereby preventing the battery pack in the second battery 202 from overcharging or over-discharging, thereby prolonging the battery life of the second battery.
  • the BMS 2042 detects whether an arc fault occurs at each electrical connection point and takes corresponding protection.
  • the BMS 2042 may also Including a low-voltage power distribution module, one end of the low-voltage power distribution module is connected to the second battery 202, and the other end can be connected to various load devices 203 in the vehicle.
  • the low-voltage power distribution module also includes at least one set of switch components, each The group switch assembly includes a main switch assembly and a plurality of equipment switch assemblies, wherein each equipment switch assembly is connected to a load device 203 in the vehicle, and the BMS 2042 is used to control the switching status of each equipment switch assembly, thereby controlling the transmission to different vehicles.
  • the internal load device 203 supplies power.
  • the BMS 2042 can also be used to balance the power of each battery pack in the second battery 202 to prevent potential safety hazards caused by unbalanced discharge of each battery pack.
  • the general unit 205 includes: a control module 206, a communication module 207, and an auxiliary power supply module 208. Since there are usually many circuits with the same function in the existing DCDC circuit and BMS, in this application, the new energy vehicle The DCDC circuit in the DCDC circuit and the circuit or module with the same function in the BMS are fused and integrated at the circuit level, so as to be used together as the common unit 205, thereby saving occupied space and reducing cost. It should be noted that the general unit 205 is not limited to include the control module 206 , the communication module 207 and the auxiliary power supply module 208 defined above. Other circuits in the charging device 200 can realize different functions by sharing each module in the common unit 205 .
  • the general unit 205 may also include a system basis chip (system basis chip, SBC), so as to realize functions such as safety monitoring for each device in the vehicle.
  • SBC system basis chip
  • the control module 206 may include at least one controller, at least one controller is used to jointly control the DCDC circuit 2041 in the charging unit 204, the BMS 2042 and other circuits in the charging device 200. Therefore, the control module 206 in the present application can have the function of controlling the DCDC circuit 2041, the BMS 2042 and other circuits in the charging device. Exemplarily, the control module 206 is used to simultaneously control the DCDC circuit 2041 and the BMS 2042, so that New energy vehicles can coordinate and dispatch their own power supply functions and energy storage functions. Compared with the existing technology, it is more flexible to set up controllers in each independent functional module for control, and the final control strategy is more reasonable. Therefore, the reliability of power supply to the in-vehicle load device 203 can be improved, and the degree of freedom for the second battery 202 to implement a charging and discharging strategy can be improved, thereby prolonging the service life of the second battery 202 .
  • the controller can be any conventional processor, computer, or memory.
  • the processor, computer, or memory may actually include multiple processors, computers, or memory that may or may not be stored within the same physical housing. Accordingly, references to a processor or computer are to be understood to include references to collections of processors or computers or memories that may or may not operate in parallel.
  • other components such as DCDC circuits and BMSs can each have their own processing subunits (processing cores), each of which only performs Computations related to component-specific functionality.
  • the above-mentioned processor can be a general-purpose central processing unit (central processing unit, CPU), a general-purpose processor, a digital signal processing (digital signal processing, DSP), an application specific integrated circuit (application specific integrated circuits, ASIC), and the field can be Programmable gate array (field programmable gate array, FPGA) or other programmable logic devices, transistor logic devices, hardware components, or any combination thereof. It can implement or execute the various illustrative logical blocks, modules and circuits described in connection with the present disclosure.
  • the control of the DCDC circuit 2041 and the BMS 2042 can be realized through the control module 206.
  • the control module 206 controls the DCDC circuit 2041 through a control signal to convert the first direct current output from the first battery 201 into The second direct current is input to the second battery 202, or the DCDC circuit 2041 is controlled to convert the first direct current output by the first battery 201 into a third direct current and input to each load device in the vehicle; in addition, the control module 206 controls the BMS 2042 through a control signal To establish or disconnect the second battery 202 from the first battery 201 and the in-vehicle load device 203 , and adjust the charging and discharging power of the second battery 202 to the in-vehicle load device 203 .
  • the communication module 207 includes a communication circuit for implementing a communication function, and the communication circuit communicates wirelessly with one or more devices directly or via a communication network.
  • the communication circuit can use the controller area network (controller area network, CAN) to communicate with in-vehicle devices and external devices, and the communication circuit can also use 3G cellular to communicate with external devices, such as code division multiple access (CDMA) , CDMA), EVD0, global system for mobile communications (GSM)/general packet radio service (general packet radio service, GPRS), or 4G cellular communication with external devices, such as long term evolution (long term evolution, LTE), or 5G cellular to communicate with external devices.
  • CDMA code division multiple access
  • CDMA code division multiple access
  • CDMA code division multiple access
  • CDMA Code division multiple access
  • EVD0 EVD0
  • GSM global system for mobile communications
  • GSM general packet radio service
  • GPRS general packet radio service
  • 4G cellular communication with external devices such as long term evolution (long term
  • the communication circuit can use WiFi and wireless local area network (wireless local area network, WLAN) to communicate with external devices.
  • the communication circuit can also directly communicate with the device by using an infrared link, Bluetooth or ZigBee.
  • Other wireless protocols such as various vehicular communication systems that include one or more dedicated short range communications (DSRC) devices that may include communication between vehicles and/or roadside stations Public and/or Private Data Communications.
  • DSRC dedicated short range communications
  • the DCDC circuit 2041 in the charging unit 204, the BMS 2042 and other functional modules can share the communication module 207, so that there is only one communication node between the entire charging device 200 and the vehicle, reducing the number of nodes in the vehicle communication network .
  • the auxiliary power supply module 208 may include at least one auxiliary power supply, each auxiliary power supply includes at least one output to supply power to the DCDC circuit, the BMS, and the control module, and the working voltage of the auxiliary power supply may be 12V or 3.3V etc.
  • the auxiliary power source is a rechargeable battery or a replaceable battery.
  • the rechargeable battery can be charged by the first battery 201 or the second battery 202.
  • the cell material of the battery without specific limitation.
  • the charging device 200 also has an OBC control function, as shown in FIG. 4 , which is a third structural schematic diagram of a charging device;
  • the charging unit 204 further includes: OBC unit 2043: the control module 206 in the general unit 205 is also used to control the OBC unit 2043 to convert the AC power input from the input AC source into DC power for the first battery 201.
  • the OBC unit 2043 may include a primary circuit and a secondary circuit, and the primary circuit and the secondary circuit are magnetically coupled.
  • the control module 206 in the general unit 205 generates various control signals to respectively control the operation of the primary circuit and the secondary circuit.
  • the OBC unit 2043 may also include a power factor correction (power factor correction, PFC) circuit, the PFC circuit can receive charging power in the form of alternating current, and under the control of the control module 206, the PFC circuit can charge the charging power in the form of alternating current.
  • Power calibration is performed on the electric energy, and the charging electric energy after power calibration is converted into primary-side DC electric energy, and the primary-side DC electric energy is provided to the primary-side circuit.
  • the power supply circuit of the charging pile in FIG. 1 can also convert the received AC power into DC charging power, and provide the DC charging power to the OBC unit 2043 .
  • the electric energy used to charge the power battery can be in the form of direct current or alternating current.
  • the direct current can be used as the charging electric energy and provided to the primary side circuit as the primary side direct current power, and the charging in the form of alternating current
  • the electric energy is provided to the PFC circuit first, and then the PFC circuit converts the charging electric energy in the form of alternating current into the primary direct current electric energy and supplies it to the primary circuit. Therefore, not only the AC charging pile but also the DC charging pile can be applied to the new energy vehicle, making the charging of the new energy vehicle more convenient.
  • the entire OBC unit 2043 is also controlled by the control module 206 in the general unit 205, Therefore, the communication nodes and control nodes in the new energy vehicle can be further reduced.
  • the OBC unit 2043 may further include: a primary circuit, a first secondary circuit, and a second secondary circuit, the primary circuit and the first secondary circuit and the second secondary circuit respectively; the primary circuit is connected to the input AC source, the first secondary circuit is connected to the first battery, the second secondary circuit is connected to the second battery, and the first secondary circuit includes the first side winding, the second secondary side circuit includes the second secondary side winding, the number of the first secondary side winding is not less than the number of the second secondary side winding; the primary side circuit is used to receive the AC input from the AC input source, The circuit and the second secondary circuit output electric energy.
  • a bridge rectifier circuit structure is jointly formed by a plurality of switch tubes.
  • Each switch control electrode of the plurality of switch transistors is coupled to the control module 206 respectively.
  • one is a high voltage terminal and the other is a low voltage terminal.
  • the low-voltage end can be coupled with the ground circuit, and the low-voltage end is regarded as zero potential. This embodiment of the present application will not describe it in detail.
  • the first secondary side circuit can receive part of the primary side AC power provided by the primary side circuit.
  • the first secondary circuit can also include a plurality of switching tubes.
  • the control module 206 can adjust the voltage value output from the first secondary circuit to the first DC power by changing the cycle duration and duty cycle of the control signal.
  • the multiple switches of the first secondary circuit can be turned on and off synchronously with the multiple switches of the primary circuit.
  • modules with DCDC function and BMS function usually need to have voltage sampling function. Therefore, modules with DCDC function and BMS function are usually designed with corresponding voltage sampling circuits, but the sampling parameters required by the above functional modules are not exactly the same.
  • the module for realizing the DCDC function needs to sample the voltage input in the DCDC circuit to prevent the input voltage from being too large.
  • the module used to realize the DCDC function also needs to sample the voltage output by the DCDC circuit to prevent the voltage output to the second battery 202 from being too large, causing damage to the second battery 202, and the module used to realize the DCDC function also needs to sample the first The working voltage of the second battery 202 is detected, and the second battery 202 is prevented from being overcharged according to the working voltage of the second battery 202 .
  • the module for implementing the BMS function also needs to detect the working voltage of the second battery 202 , so as to monitor the battery health of the second battery 202 in real time.
  • the universal unit 205 further includes: a voltage sampling module 210 configured to: detect the working voltage of the second battery 202 ;
  • the voltage sampling module 210 may specifically include a sampling resistor, and determine the working voltage of the second battery 202 by detecting the current flowing through the sampling resistor.
  • there are many possible structures and implementation manners of the voltage sampling module 210 which will not be listed one by one in the embodiment of the present application.
  • the general unit 205 further includes: a current sampling module 211 , configured to: detect the working current of the second battery 202 .
  • the current sampling module 211 may include a current transformer (current transformer, CT), and a current transformer is an instrument that converts a large current on the primary side into a small current on the secondary side for measurement based on the principle of electromagnetic induction.
  • a current transformer consists of a closed core and windings.
  • the working current of the second battery 202 is detected.
  • the working current of the second battery 202 can be determined by measuring the connecting cables inside the second battery 202 . Among them, a magnetic field will be generated around the cable to be measured. After the current transformer is placed outside the cable, the coil on the current transformer will generate an induced current due to the magnetic field of the cable to be measured, and the induced current will be amplified. After that, the current flowing through the cable under test can be obtained.
  • the current sampling module 211 there are many possible structures and implementation manners of the current sampling module 211, which will not be listed one by one in the embodiment of the present application.
  • the current modules with DCDC function and BMS function usually also have a temperature sampling function. Therefore, as shown in FIG. 5 , as a possible implementation, the general unit 205 also includes: temperature sampling The module 212 is used for: detecting the working temperature of the second battery 202 . Since the second battery 202 is generally a lithium battery structure, the suitable working temperature of the second battery 202 is about 25° C. Therefore, the working temperature of the second battery 202 needs to be monitored in real time. In a specific implementation structure, there are many possible structures and implementation manners of the temperature sampling module 212, which will not be listed one by one in this embodiment of the present application.
  • the charging device 200 of the present application may also include: a voltage sampling circuit input to the DCDC circuit required by the DCDC charging module, a DCDC circuit output voltage sampling circuit, a power tube temperature sampling circuit in the DCDC circuit, etc., specifically Those skilled in the art should know the circuit structure of , and will not go into details here.
  • the modules with DCDC function and BMS function usually also have a functional safety module, as shown in Figure 6, which is a charging device.
  • the fifth structural diagram; the general unit 205 also includes: a functional safety module 213, configured to: obtain the operating voltage of the second battery 202 and the operating current of the second battery; when the operating voltage of the second battery 202 is not in the set voltage range , send an alarm signal to the control module 206; or, when the operating current of the second battery 202 is not in the set current range, send an alarm signal to the control module 206; the control module 206 in the general unit 205 is also used for: receiving When an alarm signal is received, the BMS 2042 is controlled to disconnect the second battery 202 from the first battery 201 and the load device 203 in the vehicle.
  • the second battery 202 is usually a lithium battery, and the suitable working temperature of the lithium battery is about 25°C, therefore, there needs to be a module for thermal management of the second battery 202 in the charging device 200, so as to increase the service life of the lithium battery, see As shown in Fig. 7, Fig.
  • FIG. 7 is a schematic diagram of the sixth structure of a charging device; module 215 and cooling module 216; the control module 206 in the universal unit 205 is also used to: obtain the operating temperature of the second battery 202, and when the operating temperature of the second battery 202 is lower than the first threshold temperature, control the heating module 215 to the first threshold temperature; The second battery 202 is heated; when the operating temperature of the second battery 202 is higher than a second threshold temperature, the cooling module 216 is controlled to cool the second battery 202 , and the first threshold temperature is lower than the second threshold temperature.
  • the heating module 215 can be a water heater (water temperature control, WPTC) or a heating heat pump.
  • WPTC water temperature control
  • the water heater can be connected to the second battery 202 through a heat exchange pipe, and the heat exchange pipe is filled with cooling liquid.
  • the water heater heats the cooling liquid in the heat exchange pipe, and the heated cooling liquid can heat the second battery 202 .
  • the heating module 215 may also include a circulating water pump, which is used to drive the cooling liquid to circulate in the heat exchange pipe, so as to realize rapid heating.
  • the cooling module 216 may include a radiator and a cooling fan.
  • the radiator is connected to the second battery 202 through another heat exchange pipe, wherein the cooling fan is used to inhale wind into the radiator, and the radiator utilizes wind whose temperature is the ambient temperature
  • the temperature of the cooling liquid heated by the second battery 202 is lowered. Further, if it is detected that the temperature of the second battery 202 is too high, the temperature of the second battery 202 may be lowered by water cooling.
  • the second battery 202 can be cooled by using a liquid cold plate, and the liquid cold plate exchanges heat with the refrigerant in another circuit through a heat exchanger.
  • a compressor and a condenser are included, and the condenser It can be placed side by side with the radiator and share the same air duct.
  • the cooling fan sucks the wind into the radiator and then enters the condenser again.
  • the refrigerant undergoes a phase change (gas-liquid phase change) through the condenser.
  • the temperature of the refrigerant after liquid The lower the temperature, the cooling liquid in the heat exchanger can be lowered to obtain a better cooling effect.
  • the refrigerant in the above embodiment can be: ammonia, sulfur dioxide, and non-halogenated hydrocarbons.
  • Fig. 8 is a schematic diagram of the seventh structure of a charging device; based on integrated modular thinking, when designing the position of the second battery 202, the second battery 202 can be used to charge the second battery 202 Unit 204 is integrated in the same housing.
  • the sampling signals of the second battery 202 such as cell voltage, charging current, cell temperature, voltage balance control and other control wiring harnesses can be integrated inside the charging unit 204 to reduce the communication harness of the vehicle.
  • the power wiring of the second battery 202 can also be integrated inside the charging unit 204, and the entire charging unit 204 has only one pair of external power connections, thereby simplifying the vehicle power harness and reducing the cost of the harness.
  • the thermal management function of the second battery 202 in high and low temperature scenarios is also realized, thereby prolonging the service life of the battery and ensuring the reliability of the battery.
  • the heating module 215 is also used for heating the second battery 202 and the charging unit 204 at the same time; the cooling module 216 is also used for cooling the second battery 202 and the charging unit 204 at the same time.
  • the second battery 202 can also be integrated with modules such as OBC and share the same heat exchange pipes, so that the life of the above modules is greatly improved and components such as capacitors with low life can also be selected. , thereby reducing the cost of the entire charging device 200 .
  • each component in the above-mentioned charging device 200 may be arranged on the same printed circuit (printed circuit board, PCB) substrate, thereby further saving space.
  • the first battery 201, the second battery 202, the heating module 215 or the cooling module 216 can also be connected in series in the same heat exchange pipe, and the coolant in the heat exchange pipe can simultaneously supply the first battery 201 and the second battery 202 cools down or heats up, while saving the overall thermal management cost, while ensuring that the temperature of the above-mentioned energy storage battery will not be too high.
  • EMC noise is an unavoidable interference signal generated by electronic equipment in use.
  • EMC noise is composed of differential mode noise and common mode noise. Therefore, under the existing technology, the corresponding DCDC circuit and BMS will independently design their own EMC filter circuits. It will also take up more space, and the cost is higher.
  • FIG. 9, is a schematic diagram of the eighth structure of a charging device; in some possible implementations, the universal unit 205 also includes: Compatible with the filter EMC module 217 , the EMC module 217 includes at least one filter inductor, and the EMC module 217 is used to suppress differential mode noise and common mode noise in the charging unit 204 through the at least one filter inductor.
  • the EMC module 217 can be connected to the input and output of the entire charging unit 204 to suppress differential-mode noise and common-mode noise while simplifying the design.
  • FIG. 10 is A ninth schematic structural diagram of a charging device; in some possible implementation manners, the general unit 205 further includes a wake-up module 218; the wake-up module 218 is configured to start the control module 206 after receiving a wake-up signal.
  • the wake-up signal can be sent by different types of equipment; for example, the charging device also includes: a gun insertion state detection circuit; 218 Send a wake-up signal.
  • the connection between the CC signal port of the charging socket and the gun state detection circuit is purely resistive, while the CP signal is a PWM wave.
  • the gun insertion status detection circuit judges the power supply capability of the charging pile and the connection between the charging pile and the insertion gun status detection circuit by comparing the resistance value between the CC signal identification port and the insertion gun status detection circuit.
  • the type of charging cable between; at the same time, the detection circuit of the gun insertion status also determines the output power of the charging pile through the duty cycle of the CP signal.
  • the new energy vehicle enters a dormant state, thereby saving electric energy and preventing power battery loss.
  • the gun insertion state detection circuit maintains a certain voltage to monitor the CC signal in real time, and sends a wake-up signal to the wake-up module 218 after the CC signal is detected.
  • there are many possible implementation manners for triggering the wake-up signal which will not be listed one by one in the embodiment of the present application.
  • the charging unit 204 also includes: a vehicle control VCU unit 2044; VCU unit 2044 It is used to control the charging and discharging sequence and power on and off sequence of new energy vehicles.
  • VCU unit 2044 It is used to control the charging and discharging sequence and power on and off sequence of new energy vehicles.
  • BMS 2042 is woken up and is in initialization mode (init) at this time, BMS 2042 is in self-test state, if BMS 2042 does not detect a fault, it will send the pre-preparation state (ready) to VCU unit 2044 , after passing the fault detection, wait for the VCU unit 2044 to send a power-on command.
  • the new energy vehicle switches from the initialization mode to the standby mode for pre-charging. After the pre-charging is completed, it enters high-voltage power-on and finally enters operation model.
  • the VCU unit 2044 plays the role of the control center in the new energy vehicle, and is also used to manage and coordinate various units in the drive system of the new energy vehicle, so that the new energy vehicle can achieve the best driving state. Since the main control chip used for control also exists in the VCU unit 2044 , the functions of the main control chip can also be realized by the controller in the control module 206 . In some embodiments, the new energy vehicle can completely or partially complete the automatic driving mode under the coordinated control of the VCU unit 2044 . Wherein, the VCU unit 2044 can control the propulsion system based on the sensing information to realize the control of the driving state after receiving the sensing information sent by the sensor system.
  • the new energy vehicle can control itself in the automatic driving mode at the same time, and can determine the current state of the new energy vehicle and its surrounding environment through human operation, and determine the possible behavior of at least one other vehicle in the surrounding environment, based on The determined information is used to control itself in real time.
  • the propulsion system is controlled by the control module 206 to provide power movement for the new energy vehicle.
  • the propulsion system can include engine/engine, transmission, wheel/tyre steering unit, accelerator, brake unit to adjust the forward direction of the new energy vehicle.
  • the braking unit is used to control the deceleration of new energy vehicles. Braking units use friction to slow the wheels.
  • the braking unit can also take other forms to slow down the rotation speed of the wheels so as to control the speed of the new energy vehicle.
  • the propulsion system may additionally or alternatively have other components, which are not specifically limited in the present application.
  • the sensor system may include several sensors for sensing information about the environment in which the new energy vehicle is located.
  • the sensors in the sensor system can include Global Positioning System (GPS), Inertial Measurement Unit (IMU), LiDAR sensor, camera sensor, mmWave radar sensor, and sensors for modifying the position and/or orientation of the sensor brakes.
  • Millimeter-wave radar sensors can use radio signals to sense objects in the surrounding environment of new energy vehicles.
  • mmWave radars can also be used to sense the speed and/or heading of a target.
  • LiDAR uses laser light to sense objects in the environment in which the vehicle is located.
  • Lidar can include one or more laser sources, a laser scanner, and one or more detectors, among other system components.
  • Camera sensors can be used to capture multiple images of the surrounding environment of the new energy vehicle.
  • a camera sensor can be a still camera or a video camera.
  • GPS can be any sensor used to estimate geographic location. Therefore, GPS can include a transceiver to estimate the position of the new energy vehicle relative to the earth based on satellite positioning data. Sensors can also include accelerometers and gyroscopes.
  • the charging device provided by this application, under the background of the independent charging module of traditional new energy vehicles and the separation of lead-acid battery modules, this application integrates the charging circuit and the integrated parts in the BMS, which can greatly reduce the overall size and weight, and prolong the service life of the energy storage battery.
  • the charging device architecture proposed in this application can further reduce the volume, simplify the vehicle communication and control architecture, save the vehicle layout space and wiring harness costs, and reduce the overall cost of charging modules, energy storage batteries, and BMS modules.
  • the present application also provides a new energy vehicle, including: a first battery 201, a second battery 202 and the charging device 200 described in any of the above embodiments, the first battery 201 is used to provide driving power for the new energy vehicle, the second The second battery 202 is used to supply power to load equipment in the vehicle.
  • the embodiments of the present application may be provided as methods, systems, or computer program products. Accordingly, the present application may take the form of an entirely hardware embodiment, an entirely software embodiment, or an embodiment combining software and hardware aspects. Furthermore, the present application may take the form of a computer program product embodied on one or more computer-usable storage media (including but not limited to disk storage, CD-ROM, optical storage, etc.) having computer-usable program code embodied therein.
  • computer-usable storage media including but not limited to disk storage, CD-ROM, optical storage, etc.
  • These computer program instructions may also be stored in a computer-readable memory capable of directing a computer or other programmable data processing apparatus to operate in a specific manner, such that the instructions stored in the computer-readable memory produce an article of manufacture comprising instruction means, the instructions
  • the device realizes the function specified in one or more procedures of the flowchart and/or one or more blocks of the block diagram.

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Abstract

一种充电装置（200）及新能源汽车，该充电装置（200）应用于新能源汽车，新能源汽车包括第一电池（201）及第二电池（202），第一电池（201）为新能源汽车提供驱动动力，第二电池（202）为车内负载设备（203）供电，该装置包括充电单元（204）及通用单元（205），充电单元（204）包括DCDC电路（2041）及BMS（2042），通用单元（205）包括控制模块（206）、通信模块（207）及辅助供电模块（208）；辅助供电模块（208）给充电单元（204）及控制模块（206）供电；控制模块（206）用于控制充电单元（204）将第一电池（201）的电能提供给第二电池（202）；控制模块（206）用于控制充电单元（204）将第二电池（202）与第一电池（201）以及车内负载设备（203）建立或断开连接，调整第二电池（202）对车内负载设备（203）充放电功率。本装置能减小充电装置（200）体积和重量，延长电池使用寿命，简化车内部通讯及控制架构，节省整车布置空间及线束成本。

Description

一种充电装置及新能源汽车
相关申请的交叉引用
本申请要求在2021年07月31日提交中国专利局、申请号为202110876935.6、申请名称为“一种充电装置及新能源汽车”的中国专利申请的优先权，其全部内容通过引用结合在本申请中。
技术领域
本申请涉及新能源汽车充放电技术领域，特别涉及一种充电装置及新能源汽车。
背景技术
随着新能源汽车的发展以及碳中和战略目标的要求，传统的燃油动力车目前正在被新能源汽车逐步取代，新能源汽车如：纯电动车(battery electric vehicle，BEV)、插电式混合动力汽车(plug-in hybrid electric vehicle，PHEV)以及混合动力汽车(hybrid electric vehicle，HEV)。新能源汽车的供电部分一般由高压动力电池(high voltage power battery)以及低压电池(low voltage battery)共同组成；其中，低压电池主要用于给进行自动驾驶设备、车用娱乐设备以及其他终端设备进行供电，随着新能源汽车的发展，上述设备的数量不断增加，导致汽车内部对于低压负载的需求逐渐增大，传统汽车中仍然使用低压电池(铅酸蓄电池(VRLA)或启动电池(starting lighting and ignition，SLI))为上述设备单独供电，但传统汽车中使用的低压电池体积大、重量大、寿命低，因此无法匹配汽车电动化后对电池的要求。例如，铅酸蓄电池在长期待机或反复使用老化后都会存在严重亏电的问题，最终会影响整车使用的可靠性，用户体验差。因此，目前部分厂商正逐步的将传统低压电池进行锂电化。
将低压电池锂电化后，需要为锂电化的低压电池配置独立的电池管理系统(battery management system，BMS)，BMS内部的结构复杂不易控制、组件较多、占用的空间较大且成本较高。此外，由于新增了BMS，导致汽车内部增加了新的通信节点以及控制节点，对于新能源汽车整体上的控制难度大大增加。有鉴于此，如何在简化电路与控制节点的前提下，匹配车电动化后车内低压负载设备对电池的相关要求，是本领域技术人员亟待解决的问题。
发明内容
本申请提供一种充电装置及新能源汽车，能在简化电路与控制节点的前提下，匹配车电动化后车内低压负载设备对电池的相关要求。
第一方面，本申请提供一种充电装置，应用于新能源汽车，新能源汽车中包括：第一电池以及第二电池，第一电池用于为新能源汽车提供驱动动力，第二电池用于为车内负载设备供电，该装置包括：充电单元以及通用单元；充电单元包括：直流转直流DCDC电路以及电池管理系统BMS，通用单元包括：控制模块、通信模块以及辅助供电模块；辅助供电模块用于给充电单元以及控制模块供电，通信模块用于为控制模块以及新能源汽车内部 其他电路建立通信连接；控制模块用于控制充电单元将第一电池输出的电能提供给第二电池；控制模块还用于控制充电单元将第二电池与第一电池以及车内负载设备建立连接或断开连接，并调整第二电池对车内负载设备的充放电功率。
作为一种可能的实施方式，第一电池以及第二电池可以包括以下至少一种类型的电池：铅酸电池、锂离子电池、镍氢电池、锂聚合物电池、镍镉电池以及超级电容；此外，第一电池还可以为氢燃料电池以及外部供电设备。
利用本申请提供的充电装置，可以将新能源汽车中具备不同功能的各类功能电路进行集成化，具体的，由于现有的充电装置中通常存在很多具有相同功能的电路，本申请中将新能源汽车中的DCDC电路以及BMS等等具有相同功能的电路或模块，进行电路级的融合集成，从而作为通用单元进行共同使用，从而能节省占用的空间且能够降低成本。充电装置中的其他电路通过共用通用单元中的各模块，从而可以实现不同的功能，进而简化了整个充电装置中的元件或组件的数量、降低了各类功能电路的控制难度、减少了各类功能电路对外的通信节点，从而显著降低了空间的占用。
作为一种可能的实施方式，控制模块具体用于：控制DCDC电路将第一电池输出的电能提供给第二电池；控制模块具体用于控制BMS将第二电池与DCDC电路、以及车内负载设备建立连接或断开连接，并调整第二电池对车内负载设备的充放电功率。其中，充电单元中的DCDC电路可以将第一储能电池第一电池输出的直流电转化为第二储能电池第二电池的充电电压，具体实现时，DCDC电路中可以由：开关管、二极管、电感、电容等器件组成。此外，充电单元中的DCDC电路在某些场景下(第二储能电池第二电池亏电时)，还可以用于将第一储能电池第一电池输出的直流电直接提供给车内负载设备。
利用上述充电单元的结构，可以将第一电池输出的直流电转化为第二电池的充电电压，通过BMS还能检测各个电气连接点是否发生电弧故障，并采取相应的保护。此外，利用一个控制模块同时对DCDC电路以及BMS进行同时控制，使新能源汽车可以对自身的供电功能以及储能功能进行协调调度，相比于现有技术中在各个独立的功能模块中分别设置控制器进行控制更加灵活，并且最终实施的控制策略更加合理，从而可以提高对车内负载设备供电的可靠性，提高第二电池执行充放电策略的自由度，进而能延长第二电池的使用寿命。
为了降低新能源汽车中的通信节点以及控制节点，作为一种可能的实施方式，充电单元还包括：车载充电OBC单元：控制模块还用于控制OBC单元，将输入交流源输入的交流电转换为直流电提供给第一电池。利用上述结构，在控制模块的控制下，可以将直流电作为充电电能提供给第一电池，从而降低了新能源汽车中的通信节点以及控制节点。
为了简化向第二电池充电的电路结构，作为一种可能的实施方式，OBC单元还包括：原边电路、第一副边电路以及第二副边电路，原边电路与第一副边电路和第二副边电路分别耦合；原边电路与输入交流源连接，第一副边电路与第一电池连接，第二副边电路与第二电池连接，第一副边电路中包括第一副边绕组，第二副边电路中包括第二副边绕组，第一副边绕组数量不小于第二副边绕组数量；原边电路用于接收交流输入源输入的交流电，分别向第一副边电路以及第二副边电路输出电能。
作为一种可能的实施方式，充电单元还包括：整车控制器VCU，VCU用于对新能源汽车进行整车控制。利用上述结构，使得充电装置能够实现控制新能源汽车的充放电时序以及上下电时序等等功能。
为了实现电压、电流以及温度检测功能，作为一种可能的实施方式，通用单元还包括：电压采样模块以及电流采样模块；电压采样模块，用于：检测第二电池的工作电压；电流采样模块，用于：检测第二电池的工作电流。通用单元还包括：温度采样模块，温度采样模块，用于：检测第二电池的工作温度。
为了保证充电单元能够正常且安全的工作，作为一种可能的实施方式，通用单元还包括：功能安全模块；功能安全模块，用于：获取第二电池的工作电压以及第二电池的工作电流；在第二电池的工作电压不处于设定电压区间时，向控制模块发送告警信号；或在第二电池的工作电流不处于设定电流区间时，向控制模块发送告警信号；控制模块还用于：在接收到告警信号时，控制充电单元将第二电池与第一电池以及车内负载设备断开连接。
为了对车内电池进行热管理，提升车内电池的使用寿命，作为一种可能的实施方式，充电装置还包括：整车热管理单元；整车热管理单元包括：加热模块以及降温模块；控制模块还用于：获取第二电池的工作温度，在第二电池的工作温度低于第一阈值温度时，控制整车热管理单元中的加热模块给第二电池加热；在第二电池的工作温度高于第二阈值温度时，控制整车热管理单元中的降温模块给第二电池降温，第一阈值温度低于第二阈值温度。
作为一种可能的实施方式，控制模块还用于：控制充电单元，将第一电池输出的电能提供给车内负载设备。
EMC噪声是电子设备在使用中不可避免的产生的干扰信号，EMC噪声由差模噪声以及共模噪声组成，因此，现有技术下，对应DCDC电路以及BMS均会独立设计各自的EMC滤波电路，同样会占用较多空间，并且成本较高，有鉴于此，作为一种可能的实施方式，通用单元还包括：电磁兼容滤波EMC模块，EMC模块包括至少一个滤波电感，EMC模块用于，通过至少一个滤波电感抑制充电单元中的差模噪声以及共模噪声。利用上述结构，通过至少一个滤波电感抑制充电单元中的差模噪声以及共模噪声，并且由于整个充电装置对外仅有一对功率连接，因此可以将EMC模块连接在整个充电单元的输入端和输出端，在简化设计的同时抑制差模噪声以及共模噪声。
为了降低充电装置的整体耗电量，充电装置中的各部件，在一段时间后仍为处于工作状态，则会进入休眠状态，从而节省电能，作为一种可能的实施方式，充电装置包括：插枪状态检测电路；通用单元中还包括唤醒模块；插枪状态检测电路用于检测充电枪的接入电阻，根据接入电阻向唤醒模块发送唤醒信号；唤醒模块用于：在接收到唤醒信号后，启动控制模块。
集成模块化贯穿在新能源汽车的开发、工艺设计等环节的全过程，有利于减少零件数量，提升装配效率，降低物料成本，缩短开发周期，作为一种可能的实施方式，第二电池与充电单元安装在同一机壳内。利用上述结构，第二电池的采样信号，比如电芯电压、充电电流、电芯温度、电压均衡控制等控制线束可以集成在充电单元内部，减少整车的通讯线束。此外第二电池的功率走线同样也可以集成在充电单元内部，整个充电单元对外仅有一对功率连接，从而简化整车功率线束并降低线束成本。此外还实现了第二电池在高低温场景下的热管理功能，延长电池使用寿命的同时保证了电池的可靠性。为了进一步降低新能源汽车中的通信节点以及控制节点。
第二方面，本申请提供一种新能源汽车，新能源汽车中包括：第一电池、第二电池以及第一方面中任一项的充电装置，第一电池用于为新能源汽车提供驱动动力，第二电池用 于为车内负载设备供电。第二方面中相应方案的技术效果可以参照第一方面中对应方案可以得到的技术效果，重复之处不予详述。
本申请的这些方面或其他方面在以下实施例的描述中会更加简明易懂。
附图说明
图1为一种新能源汽车的系统结构示意图；
图2为一种充电装置的第一结构示意图；
图3为一种充电装置的第二结构示意图；
图4为一种充电装置的第三结构示意图；
图5为一种充电装置的第四结构示意图；
图6为一种充电装置的第五结构示意图；
图7为一种充电装置的第六结构示意图；
图8为一种充电装置的第七结构示意图；
图9为一种充电装置的第八结构示意图；
图10为一种充电装置的第九结构示意图；
图11为一种充电装置的第十结构示意图。
具体实施方式
为了使本申请的目的、技术方案和优点更加清楚，下面将结合附图对本申请作进一步地详细描述。需要说明的是，在本申请的描述中“至少一个”是指一个或多个，其中，多个是指两个或两个以上。鉴于此，本发明实施例中也可以将“多个”理解为“至少两个”。“和/或”，描述关联对象的关联关系，表示可以存在三种关系，例如，A和/或B，可以表示：单独存在A，同时存在A和B，单独存在B这三种情况。另外，字符“/”，如无特殊说明，一般表示前后关联对象是一种“或”的关系。另外，需要理解的是，在本申请的描述中，“第一”、“第二”等词汇，仅用于区分描述的目的，而不能理解为指示或暗示相对重要性，也不能理解为指示或暗示顺序。
需要指出的是，本申请实施例中“耦合”指的是能量传递关系，例如，A与B耦合，指的是A与B之间能够传递能量，其中，能量的具体形式存在多种可能，例如电能、磁场势能等。在A与B之间能够传递电能时，反映在电路连接关系上，便是A与B之间可以直接电连接，也可以通过其它导体或电路元件间接电连接。在A与B之间能够传递磁场势能时，反映在电路连接关系上，便是A与B之间可以发生电磁感应，使得磁场势能可以从A传递至B，有鉴于此，本申请实施例中，以“磁耦合”特指A与B之间可以通过磁场传递能量的场景。
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。
随着新能源汽车的发展，传统的燃油动力车目前正在被新能源汽车逐步取代，图1示例性示出了一种新能源汽车的系统结构示意图。新能源汽车主要包括充电电路101、低压负载设备102、低压电池103、高压动力电池104、电机105和、车轮106以及DCDC电路107。其中，低压负载设备102可以为新能源汽车内部的功能电路或车载设备。高压动 力电池104可以为大容量、高功率的蓄电池。
在新能源汽车行驶时，高压动力电池104可以驱动电机105工作，电机105进而驱动车轮106转动，从而实现新能源汽车的移动。此外，高压动力电池104还可以通过DCDC电路107为低压电池103供电，或者，也可以通过充电电路101为新能源汽车的外部负载(如另一辆新能源汽车)供电。
新能源汽车一般可以通过充电桩充电。类似于加油站与常规汽车之间的关系，充电桩可以为新能源汽车“加油”，也就是可以为新能源汽车充电。继续如图1所示，充电桩主要包括电源电路和充电枪。电源电路的一端与工频电网耦合，另一端通过线缆与充电枪耦合。一般来说，充电桩中的电源电路可以将工频电网视作交流输入源，接收工频电网提供的交流电，将接收到的交流电转换为与新能源汽车相适配的充电电能。操作人员可以将充电枪插入新能源汽车的充电插口，使充电枪与新能源汽车内的充电电路101耦合，充电桩的电源电路进而可以通过充电枪将充电电能提供给充电电路101。充电电路101将接收到的一部分充电电能提供给高压动力电池104，高压动力电池104进而存储该部分电能。一般，新能源汽车中的充电电路101至少具有两种工作模式：充电模式和放电模式。具体来说，在充电模式下，充电电路101接收充电桩提供的充电电能，并将所接收到的充电电能提供给高压动力电池104。在放电模式下，充电电路101接收高压动力电池104提供的电池电能，充电电路101也可以将高压动力电池104提供的电池电能提供给车辆外部负载。
由于新能源汽车内部的低压负载设备102数量正在不断增加，导致新能源汽车内部对于低压负载的需求也在逐渐增大，传统汽车中仍然使用低压电池或启动电池作为低压电池103为上述终端部件单独供电，其缺点在于，体积大、重量大、寿命低。因此，目前部分厂商正逐步的将低压电池103进行锂电化。
在将低压电池锂电化后，需要为低压电池103单独配置独立的BMS，BMS内部的结构复杂不易控制，且BMS与为低压电池供电的充电组件各自均独立设计，导致组件较多、占用的空间较大且成本较高，对于新能源汽车整体上的控制难度大大增加。有鉴于此，本申请提供一种充电装置，用于将新能源汽车中具备不同功能的各类功能电路进行集成化，从而简化了整个充电装置中的元件或组件的数量、降低了各类功能电路的控制难度、减少了各类功能电路对外的通信节点，从而显著降低了空间的占用。
参阅图2所示，图2为一种充电装置的第一结构示意图；本申请提供的充电装置200，应可以但不限于应用于新能源汽车，在应用于新能源汽车时，新能源汽车中可以包括：第一电池201以及第二电池202，其中，第一电池201用于为新能源汽车提供驱动动力，第二电池202用于为车内负载设备203供电。
本申请提供的充电装置200中包括：充电单元204以及通用单元205。其中，通用单元205包括：控制模块206、通信模块207以及辅助供电模块208；辅助供电模块208用于给充电单元204以及控制模块206供电，通信模块207用于为控制模块206以及新能源汽车内部其他电路建立通信连接。
控制模块206用于控制充电单元204将第一电池201输出的电能提供给第二电池202；控制模块206还用于控制充电单元204将第二电池202与第一电池以及车内负载设备203建立连接或断开连接，并调整第二电池202对车内负载设备203的充放电功率。
参阅图3所示，图3为一种充电装置的第二结构示意图；其中，所述充电单元204中可以包括：直流转直流DCDC电路2041以及电池管理系统BMS 2042；所述控制模块206 具体用于：控制所述DCDC电路2041将所述第一电池201输出的电能提供给所述第二电池202；所述控制模块206具体用于控制所述BMS 2042将所述第二电池202与所述DCDC电路2041、以及所述车内负载设备203建立连接或断开连接，并调整所述第二电池202对所述车内负载设备203的充放电功率。
可选的，本申请实施例提供的充电单元204中还可以但不限于包括整车控制器、热管理单元等等的功能模块，从而进一步实现上述模块之间的功能融合，对上述功能模块的融合实施方法在下文实施例进行具体介绍，这里不再赘述。
接下来，分别对第一电池201～辅助供电模块208作示例性的具体说明。
在本申请实施例中，第一电池201可以为高电压、大容量以及高功率的蓄电池，用于驱动新能源汽车中的电机工作，电机进而驱动车轮转动，从而使得新能源汽车驱动行驶。第二电池202用于为车内负载设备203供电，其中，第一电池201以及第二电池202可以包括以下至少一种类型的电池：铅酸电池、锂离子电池、镍氢电池、锂聚合物电池、镍镉电池以及超级电容；此外，所述第一电池还可以为氢燃料电池以及外部供电设备，需要说明的，任何可以用于存储电能和或释放电能的设备或器件均可以作为本申请的第一电池201以及第二电池202。示例性的，车内负载设备203可以包括但不限于新能源汽车内部的车载收音机、车载导航器、辅助驾驶设备以及自动泊车设备等等，能被低压(12/24/36/48V)的电池进行供电的设备均可以视作车内负载设备203，本申请实施例对此不再一一枚举。
在本申请实施例中，充电单元204中的DCDC电路2041可以将第一电池201输出的直流电转化为第二电池201的充电电压，具体实现时，DCDC电路2041中可以由：开关管、二极管、电感、电容等器件组成。通过调节上述器件(例如开关管)的工作状态来实现DCDC电路2041的工作状态调整。
需要指出的是，本申请实施例中的开关管和开关可以是继电器、金属氧化物半导体场效应晶体管(metal oxide semiconductor field effect transistor，MOSFET)，双极结型管(bipolar junction transistor，BJT)，绝缘栅双极型晶体管(insulated gate bipolar transistor，IGBT)等多种类型的开关管中的一种或多种，本申请实施例对此不再一一列举。每个开关管皆可以包括第一电极、第二电极和控制电极，其中，控制电极用于控制开关管的导通或断开。当开关管导通时，开关管的第一电极和第二电极之间可以传输电流，当开关管断开时，开关管的第一电极和第二电极之间无法传输电流。以MOSFET为例，开关管的控制电极为栅极，开关管的第一电极可以是开关管的源极，第二电极可以是开关管的漏极，或者，第一电极可以是开关管的漏极，第二电极可以是开关管的源极。
可选的，充电单元中的DCDC电路2041在某些场景下(第二电池202亏电时)，还可以用于将第一电池201输出的直流电直接提供给车内负载设备203，具体的利用第一电池201进行供电的方式，本领域人员应当知晓，这里不做具体限定。
在本申请实施例中，充电单元204中的BMS 2042用于管理第二电池202中的电池组，从而防止第二电池202中的电池组出现过充电或过放电等现象，从而延长第二电池202的使用寿命，具体的，BMS 2042与第二电池202之间存在多处电气连接点，BMS 2042通过检测各个电气连接点是否发生电弧故障，并采取相应的保护，此外，BMS 2042中还可能包括低压配电模块，低压配电模块的一端与第二电池202连接，另一端可以与各类车内负载设备203连接，示例性的，低压配电模块还包括至少一组的开关组件，每组开关组件包括一个主开关组件以及多个设备开关组件，其中，每个设备开关组件与一个车内负载设备 203连接，BMS 2042用于控制各个设备开关组件的开关状态，从而控制向不同的车内负载设备203供电。此外，BMS 2042还可以用于对第二电池202中各电池组的电量进行均衡处理，防止因各个电池组放电不均衡导致的安全隐患。
在本申请实施例中，通用单元205包括：控制模块206、通信模块207以及辅助供电模块208，由于现有的DCDC电路以及BMS中通常存在很多具有相同功能的电路，本申请中将新能源汽车中的DCDC电路以及BMS中具有相同功能的电路或模块，进行电路级的融合集成，从而作为通用单元205进行共同使用，从而能节省占用的空间且能够降低成本。需要说明的是，通用单元205中不限于包括上述限定的控制模块206、通信模块207以及辅助供电模块208。充电装置200中的其他电路通过共用通用单元205中的各模块，从而可以实现不同的功能。例如，通用单元205中还可以包括系统基础芯片(system basis chip，SBC)，从而对车内各设备实现安全监控等功能，下文实施例中对通用单元205会有更详细的介绍，这里暂时不做过多赘述。
在本申请实施例中，控制模块206中可以包括至少一个控制器，至少一个控制器用于共同对充电单元204中的DCDC电路2041、BMS 2042以及充电装置200中的其他电路进行控制。因此，本申请中的控制模块206可以具有对DCDC电路2041、BMS 2042及充电装置中的其他电路控制的功能，示例性的，利用控制模块206同时对DCDC电路2041以及BMS 2042进行同时控制，使新能源汽车可以对自身的供电功能以及储能功能进行协调调度，相比于现有技术中，在各个独立的功能模块中分别设置控制器进行控制更加灵活，并且最终实施的控制策略更加合理，从而可以提高对车内负载设备203供电的可靠性，提高第二电池202执行充放电策略的自由度，进而能延长第二电池202的使用寿命。
可选的，控制器可以是任何常规的处理器、计算机、或存储器。本领域的普通技术人员应该理解该处理器、计算机、或存储器实际上可以包括可以或者可以不存储在相同的物理外壳内的多个处理器、计算机、或存储器。因此，对处理器或计算机的引用将被理解为包括对可以或者可以不并行操作的处理器或计算机或存储器的集合的引用。不同于使用单一的处理器来执行此处所描述的步骤，诸如DCDC电路和BMS的其他组件每个都可以具有其自己的处理子单元(处理核心)，每个控制子单元(处理核心)只执行与特定于组件的功能相关的计算。
示例性的，上述处理器可以是通用中央处理器(central processing unit，CPU)，通用处理器，数字信号处理(digital signal processing，DSP)，专用集成电路(application specific integrated circuits，ASIC)，现场可编程门阵列(field programmable gate array，FPGA)或者其他可编程逻辑器件、晶体管逻辑器件、硬件部件或者其任意组合。其可以实现或执行结合本申请公开内容所描述的各种示例性的逻辑方框，模块和电路。
具体的，在本申请中，可以通过控制模块206实现对DCDC电路2041以及BMS 2042的控制，示例性的，控制模块206通过控制信号控制DCDC电路2041将第一电池201输出的第一直流电转化为第二直流电输入到第二电池202，或者控制DCDC电路2041将第一电池201输出的第一直流电转化为第三直流电输入到各个车内负载设备上；此外，控制模块206通过控制信号控制BMS 2042来将第二电池202与第一电池201以及车内负载设备203建立连接或断开连接，并调整第二电池202对车内负载设备203的充放电功率。
在本申请实施例中，通信模块207包括用于实现通信功能的通信电路，该通信电路直接地或者经由通信网络来与一个或多个设备无线通信。例如，通信电路可以使用控制器局 域网络(controller area network，CAN)与车内设备以及车外设备进行通信，通信电路还可使用3G蜂窝与外部设备通信，例如码分多址(code division multiple access，CDMA)、EVD0、全球移动通信系统(global system for mobile communications，GSM)/通用分组无线服务技术(general packet radio service，GPRS)，或者4G蜂窝与外部设备通信，例如长期演进(long term evolution，LTE)，或者5G蜂窝与外部设备通信。通信电路可利用WiFi与无线局域网(wireless local area network，WLAN)与外部设备通信。可选的，通信电路还可以利用红外链路、蓝牙或ZigBee与设备直接通信。其他无线协议，例如，各种车辆通信系统，上述车辆通信系统中包括一个或多个专用短程通信(dedicated short range communications，DSRC)设备，这些设备可包括车辆和/或路边台站之间的公共和/或私有数据通信。在充电装置200中充电单元204中的DCDC电路2041与BMS 2042以及其他功能模块可共用通信模块207，从而使得整个充电装置200与整车之间只有一个通信节点，降低整车通信网络的节点数量。
在本申请实施例中，辅助供电模块208可以包括至少一个辅助电源，每个辅助电源包括至少一路输出给所述DCDC电路、所述BMS以及所述控制模块供电，辅助电源的工作电压可以为12V或3.3V等。示例性的，辅助电源为可充电的电池或可更换的电池，在辅助电源为可充电电池时，可以由第一电池201或第二电池202给上述可充电电池充电，上述电池的电芯材质，不做具体限定。
为了降低新能源汽车中的通信节点以及控制节点，在上述实施例的基础上，充电装置200还具备OBC控制功能，参阅图4所示，图4为一种充电装置的第三结构示意图；在一些可能的实施方式中，充电单元204还包括：OBC单元2043：通用单元205中的控制模块206还用于控制OBC单元2043，将输入交流源输入的交流电转换为直流电提供给第一电池201。
其中，OBC单元2043中可以包括原边电路、副边电路，原边电路与副边电路磁耦合。通用单元205中的控制模块206生成多种控制信号分别控制原边电路以及副边电路的工作。
可选的，OBC单元2043还可以包括功率因数校正(power factor correction，PFC)电路，PFC电路可以接收交流电形式的充电电能，在同样在控制模块206的控制下，PFC电路可以对交流电形式的充电电能进行功率校准，将功率校准后的充电电能转换为原边直流电能，并将原边直流电能提供给原边电路。换言之，图1中充电桩的电源电路也可以将收到的交流电能转换为直流电形式的充电电能，并将直流电形式的充电电能提供给OBC单元2043。用于向动力电池充电的电能既可以是直流电形式，也可以是交流电形式，在控制模块206的控制下，可以将直流电作为充电电能作为原边直流电能提供给原边电路，将交流电形式的充电电能提供先给PFC电路，再由PFC电路将交流电形式的充电电能转换为原边直流电能后提供给原边电路。从而可以使得新能源汽车不仅可以适用交流充电桩，还可以适用直流充电桩，使新能源汽车的充电更加便捷，并且，由于整个OBC单元2043同样是由通用单元205中的控制模块206进行控制，因此，能够进一步降低新能源汽车中的通信节点以及控制节点。
为了简化向第二电池202充电的电路结构，可选的，上述OBC单元2043具体还可以包括：原边电路、第一副边电路以及第二副边电路，原边电路与第一副边电路和第二副边电路分别耦合；原边电路与输入交流源连接，第一副边电路与第一电池连接，第二副边电路与第二电池连接，第一副边电路中包括第一副边绕组，第二副边电路中包括第二副边绕组，第一副边绕组数量不小于第二副边绕组数量；原边电路用于接收交流输入源输入的交 流电，分别向第一副边电路以及第二副边电路输出电能。其中，由多个开关管共同构成了桥式整流电路结构。多个开关管中的每个开关控制电极分别与控制模块206耦合。一般来说，用于PFC电路的两个直流端中，其中一个为高压端，另一个为低压端。其中，低压端可以与接地电路耦合，将低压端视为0电势。本申请实施例对此不再赘述。
第一副边电路可以接收原边电路提供的部分原边交流电能。第一副边电路同样可以包括多个开关管，此外，控制模块206可以通过改变控制信号的周期时长、占空比来调节第一副边电路输出到第一直流电能的电压值。在此情况下，第一副边电路的多个开关管可以与原边电路多个开关管同步导通和断开。需要指出的是，以上原边电路和第一副边电路的电路结构仅为示例。在具体实现结构中，原边电路和第一副边电路还存在多种可能的实现方式，本申请实施例对此不再一一列举。类似的，原边电路与第二副边电路之间基于相同的构思，这里不再赘述。
目前具备DCDC功能以及BMS功能的模块中，通常都需要具备电压采样功能，因此，具备DCDC功能以及BMS功能的模块中通常都设计有对应的电压采样电路，但上述功能模块所需采样参数并不完全相同。其中，用于实现DCDC功能的模块需要对输入DCDC电路中输入的电压进行采样，防止输入的电压过大。用于实现DCDC功能的模块还需要对DCDC电路输出的电压进行采样，防止输出到第二电池202的电压过大，造成第二电池202的损坏，且用于实现DCDC功能的模块还需要对第二电池202的工作电压进行检测，根据第二电池202的工作电压，从而防止对第二电池202过充。并且，用于实现BMS功能的模块也需要第二电池202的工作电压进行检测，从而实时监测第二电池202的电池健康。
由上述分析可以得知，在具备DCDC功能以及BMS功能的模块中，对于第二电池202的工作电压均需要检测，因此，参阅图5所示，图5为一种充电装置的第四结构示意图；作为一种可能的实施方式，通用单元205还包括：电压采样模块210用于：检测所述第二电池202的工作电压。可选的，电压采样模块210具体可以包括采样电阻，通过检测采样电阻上流经的电流，确定第二电池202的工作电压。在具体实现结构中，电压采样模块210还存在多种可能的结构以及实现方式，本申请实施例对此不再一一列举。
同样的，目前具备DCDC功能以及BMS功能的模块中，通常也都具备电流采样功能，DCDC功能以及BMS功能的模块，对于第二电池202的工作电流也均需要检测。因此，继续参阅图5所示，作为一种可能的实施方式，通用单元205还包括：电流采样模块211，用于：检测第二电池202的工作电流。可选的，电流采样模块211可以包括电流互感器(current transformer，CT)，电流互感器是依据电磁感应原理将一次侧大电流转换成二次侧小电流来测量的仪器。电流互感器由闭合的铁芯和绕组构成。利用电磁互感的原理，检测第二电池202的工作电流，可选的，可以通过测量第二电池202内部的连接线缆来确定第二电池202的工作电流。其中，在被测量的线缆的周围会产生磁场，在将电流互感器套在线缆外部后，电流互感器上的线圈因被测的线缆的磁场，会产生感应电流，对感应电流放大后，可以得到被测的线缆上流经的电流。同样的，在具体实现结构中，电流采样模块211也还存在多种可能的结构以及实现方式，本申请实施例对此不再一一列举。
基于相同的构思，目前具备DCDC功能以及BMS功能的模块中，通常也都具备温度采样功能，因此，继续参阅图5所示，作为一种可能的实施方式，通用单元205中还包括：温度采样模块212用于：检测第二电池202的工作温度。由于第二电池202的通常为锂电池结构，因此，第二电池202适宜的工作温度在25℃左右，故而，需要对第二电池202的 工作温度进行实时监测。在具体实现结构中，温度采样模块212也还存在多种可能的结构以及实现方式，本申请实施例对此不再一一列举。
此外，在本申请的充电装置200中，还可以包括有：DCDC充电模块所需的输入DCDC电路的电压采样电路、DCDC电路输出电压采样电路、DCDC电路中的功率管温度采样电路等等，具体的电路结构本领域人员应当知晓，这里不做赘述。
为了保证具备DCDC功能以及BMS功能的模块能够正常且安全的工作，目前具备DCDC功能以及BMS功能的模块中，通常也都具备功能安全模块，参阅图6所示，图6为一种充电装置的第五结构示意图；通用单元205还包括：功能安全模块213，用于：获取第二电池202的工作电压以及第二电池的工作电流；在第二电池202的工作电压不处于设定电压区间时，向控制模块206发送告警信号；或，在第二电池202的工作电流不处于设定电流区间时，向控制模块206发送告警信号；通用单元205中的控制模块206还用于：在接收到告警信号时，控制BMS 2042将第二电池202与第一电池201以及车内负载设备203断开连接。
因第二电池202通常为锂电池，而锂电池适宜的工作温度在25℃左右，因此，充电装置200中需要存在对第二电池202进行热管理的模块，从而提升锂电池的使用寿命，参阅图7所示，图7为一种充电装置的第六结构示意图；在一些可能的实施方式中，所述充电装置还包括：整车热管理单元214，该整车热管理单元214包括：加热模块215以及降温模块216；通用单元205中的控制模块206还用于：获取第二电池202的工作温度，在第二电池202的工作温度低于第一阈值温度时，控制加热模块215给第二电池202加热；在第二电池202的工作温度高于第二阈值温度时，控制降温模块216给第二电池202降温，第一阈值温度低于第二阈值温度。
示例性的，加热模块215可以为水加热器(water temperature control，WPTC)或制热热泵，例如，水加热器可以与第二电池202通过换热管道连接，换热管道中充满冷却液，使用水加热器为换热管道中的冷却液加热，加热后的冷却液能够对第二电池202进行加热。可选的，加热模块215还可以包括循环水泵，循环水泵用于驱动冷却液在换热管道中循环流动，从而实现快速加热。
降温模块216可以为包括散热器以及冷却风扇，散热器与第二电池202通过另一条换热管道连接，其中，冷却风扇用于吸入将风吸入散热器中，散热器利用温度为环境温度的风对被第二电池202加热后的冷却液进行降温，进一步的，若检测到第二电池202的温度过高时，可以采用水冷方式对第二电池202进行降温。具体的，可以利用液冷板对第二电池202降温，液冷板通过热交换器与另一回路中的制冷剂进行热交换，在上述另一回路中，包括压缩机以及冷凝器，冷凝器可以与散热器并排放置，并共享同一风道，冷却风扇将风吸入散热器后再次进入冷凝器中，通过冷凝器对制冷剂进行相变(气-液相变)，液态后的制冷剂温度较低，可以对热交换器中的冷却液进行降温，从而获得更好降温效果，上述实施例中的制冷剂可以为：氨气、二氧化硫以及非卤代烃等。
集成模块化贯穿在新能源汽车的开发、工艺设计等环节的全过程，有利于减少零件数量，提升装配效率，降低物料成本，缩短开发周期，是新能源汽车开发设计的主要趋势。参阅图8所示，图8为一种充电装置的第七结构示意图；基于集成模块化思维，在设计第二电池202的位置时，可以将第二电池202与用于给第二电池202充电单元204集成在同一机壳中。第二电池202的采样信号，比如电芯电压、充电电流、电芯温度、电压均衡控 制等控制线束可以集成在充电单元204内部，减少整车的通讯线束。此外第二电池202的功率走线同样也可以集成在充电单元204内部，整个充电单元204对外仅有一对功率连接，从而简化整车功率线束并降低线束成本。此外还实现了第二电池202在高低温场景下的热管理功能，延长电池使用寿命的同时保证了电池的可靠性。
此外，加热模块215还用于同时为第二电池202以及充电单元204加热；降温模块216还用于同时为第二电池202以及充电单元204降温。
此外，同样基于集成模块化的思想，第二电池202同样可以与OBC等模块集成后，共用相同的换热管道，从而使得上述模块的寿命大大提升并且还可以选用寿命较低的电容等元器件，从而降低整个充电装置200的成本。可选的，上述充电装置200中的各个部件均可以被布置在同一印刷电路(printed circuit board，PCB)基板上，从而进一步节省空间。
可选的，还可以将第一电池201、第二电池202以及加热模块215或降温模块216串联在同一换热管道中，通过换热管道中的冷却液同时给第一电池201、第二电池202降温或加热，节省了整体的热管理成本的同时，保证上述储能电池的温度不会过高。
EMC噪声是电子设备在使用中不可避免的产生的干扰信号，EMC噪声由差模噪声以及共模噪声组成，因此，现有技术下，对应DCDC电路以及BMS均会独立设计各自的EMC滤波电路，同样会占用较多空间，并且成本较高，有鉴于此，参阅图9所示，图9为一种充电装置的第八结构示意图；在一些可能的实施方式中，通用单元205还包括：电磁兼容滤波EMC模块217，EMC模块217包括至少一个滤波电感，EMC模块217用于，通过至少一个滤波电感抑制充电单元204中的差模噪声以及共模噪声。可选的，由于整个充电装置200对外仅有一对功率连接，因此可以将EMC模块217连接在整个充电单元204的输入端和输出端，在简化设计的同时抑制差模噪声以及共模噪声。
为了降低充电装置200的整体耗电量，充电装置200中的各部件，在一段时间后仍为处于工作状态，则会进入休眠状态，从而节省电能，因此，参阅图10所示，图10为一种充电装置的第九结构示意图；在一些可能的实施方式中，通用单元205中还包括唤醒模块218；该唤醒模块218用于：在接收到唤醒信号后，启动控制模块206。其中，唤醒信号可以由不同类型的设备发送；示例性的，充电装置中还包括：插枪状态检测电路；插枪状态检测电路用于检测充电枪的接入电阻，根据接入电阻向唤醒模块218发送唤醒信号。
具体的，根据电动汽车传导供电系统标准的规定，充电桩上的充电枪与充电插口之间除了存在电连接之外，还存在两个信号端口，分别为用于传输控制引导(control pilot，CP)信号的CP信号端口，和用于传输连接确认(connection confirm，CC)信号的CC信号端口。其中，充电插口的CC信号端口与插枪状态检测电路之间为纯电阻性，而CP信号为PWM波。在充电枪插入充电插口后，插枪状态检测电路通过对比CC信号识别端口与插枪状态检测电路之间的电阻值，来判断出充电桩的供电能力以及连接充电桩与插枪状态检测电路之间的充电电缆类型；同时插枪状态检测电路还通过CP信号的占空比来确定该充电桩的输出功率。当充电桩不向新能源汽车提供电能时，新能源汽车进入休眠状态，从而节省电能，防止动力电池亏电。插枪状态检测电路保持一定的电压来实时监测CC信号，在监测到CC信号后，向唤醒模块218发送唤醒信号。此外，在具体实现结构中，触发唤醒信号也还存在多种可能的实现方式，本申请实施例对此不再一一列举。
为了进一步降低新能源汽车中的通信节点以及控制节点，参阅图11所示，图11为一种充电装置的第十结构示意图；充电单元204还包括：整车控制VCU单元2044；VCU单 元2044用于控制新能源汽车的充放电时序以及上下电时序。例如，在上电时序流程中：BMS 2042被唤醒，此时处于初始化模式(init)，BMS 2042进行自检状态，如果BMS 2042没有检测到故障，将预准备状态(ready)发送到VCU单元2044，在通过故障检测后，等待VCU单元2044发送上电指令，此时新能源汽车由初始化模式切换至待命(standby)模式进行预充，预充完成后进入高压上电，最终进入运作(operationa)模式。此外，VCU单元2044在新能源汽车中起到控制中枢的作用，还用于管理以及协调新能源汽车驱动系统中的各个单元，使得新能源汽车达到最佳的行驶状态。由于VCU单元2044中同样存在用作控制的主控芯片，因此，主控芯片的功能同样可以通过控制模块206中的控制器来实现。在一些实施例中，新能源汽车在VCU单元2044的协调控制下可以完全或部分的完成自动驾驶模式。其中，VCU单元2044可以在接收传感器系统发送的传感信息后，基于传感信息控制推进系统实现行驶状态的控制。
示例性的，新能源汽车可以在处于自动驾驶模式中同时控制自身，并且可以通过人为操作来确定新能源汽车及其周边环境的当前状态，确定周边环境中的至少一个其他车辆的可能行为，基于所确定的信息来实时控制自身。通过控制模块206控制推进系统来为新能源汽车提供动力运动。推进系统中可以包括引擎/发动机、传动装置、车轮/轮胎转向单元、油门、制动单元、来调整新能源汽车的前进方向。制动单元用于控制新能源汽车减速。制动单元可使用摩擦力来减慢车轮。可选的，制动单元也可采取其他形式来减慢车轮转速从而控制新能源汽车的速度。另外，推进系统可以额外地或可替换地其他组件，本申请对此不做具体限定。
传感器系统可以包括用于感测关于新能源汽车所位于的环境的信息的若干个传感器。传感器系统中的传感器可以包括全球定位系统(Global PositioningSystem，GPS)、惯性测量单元(Inertial Measurement Unit，IMU)、激光雷达传感器、相机传感器、毫米波雷达传感器以及用于修改传感器的位置和/或朝向的制动器。毫米波雷达传感器可利用无线电信号来感测新能源汽车的周边环境内的目标。除了感测目标以外，毫米波雷达还可用于感测目标的速度和/或前进方向。激光雷达可利用激光来感测车辆所位于的环境中的目标。激光雷达可包括一个或多个激光源、激光扫描器以及一个或多个检测器，以及其他系统组件。相机传感器可用于捕捉新能源汽车的周边环境的多个图像。相机传感器可以是静态相机或视频相机。GPS可以为用于估计地理位置的任何传感器。因此，GPS可以包括收发器，基于卫星定位数据估计新能源汽车相对于地球的位置。传感器还可以包括加速度计和陀螺仪。
利用本申请提供的充电装置，在传统新能源汽车的独立充电模块以及铅酸蓄电池模块的分立背景下，本申请将充电电路以及BMS中可集成的集成部分集成在一起，从而可以大幅减小总体体积和重量，并延长储能电池的使用寿命。此基础上本申请提出的充电装置架构可以进一步减小体积，简化整车通讯、控制架构，节省整车布置空间以及线束成本，降低充电模块、储能电池、BMS模块的总体成本。
本申请还提供一种新能源汽车，包括：第一电池201、第二电池202以及上述实施例中任一所述的充电装置200，第一电池201用于为新能源汽车提供驱动动力，第二电池202用于为车内负载设备供电。
本领域内的技术人员应明白，本申请的实施例可提供为方法、系统、或计算机程序产品。因此，本申请可采用完全硬件实施例、完全软件实施例、或结合软件和硬件方面的实施例的形式。而且，本申请可采用在一个或多个其中包含有计算机可用程序代码的计算机 可用存储介质(包括但不限于磁盘存储器、CD-ROM、光学存储器等)上实施的计算机程序产品的形式。
本申请是参照根据本申请的方法、设备(系统)、和计算机程序产品的流程图和/或方框图来描述的。应理解可由计算机程序指令实现流程图和/或方框图中的每一流程和/或方框、以及流程图和/或方框图中的流程和/或方框的结合。可提供这些计算机程序指令到通用计算机、专用计算机、嵌入式处理机或其他可编程数据处理设备的处理器以产生一个机器，使得通过计算机或其他可编程数据处理设备的处理器执行的指令产生用于实现在流程图一个流程或多个流程和/或方框图一个方框或多个方框中指定的功能的装置。
这些计算机程序指令也可存储在能引导计算机或其他可编程数据处理设备以特定方式工作的计算机可读存储器中，使得存储在该计算机可读存储器中的指令产生包括指令装置的制造品，该指令装置实现在流程图一个流程或多个流程和/或方框图一个方框或多个方框中指定的功能。
这些计算机程序指令也可装载到计算机或其他可编程数据处理设备上，使得在计算机或其他可编程设备上执行一系列操作步骤以产生计算机实现的处理，从而在计算机或其他可编程设备上执行的指令提供用于实现在流程图一个流程或多个流程和/或方框图一个方框或多个方框中指定的功能的步骤。
显然，本领域的技术人员可以对本申请进行各种改动和变型而不脱离本申请的精神和范围。这样，倘若本申请的这些修改和变型属于本申请权利要求及其等同技术的范围之内，则本申请也意图包含这些改动和变型在内。

Claims (14)

  1. 一种充电装置，应用于新能源汽车，所述新能源汽车中包括：第一电池以及第二电池，所述第一电池用于为新能源汽车提供驱动动力，所述第二电池用于为车内负载设备供电，其特征在于，所述装置包括：充电单元以及通用单元；
    所述充电单元包括：直流转直流DCDC电路以及电池管理系统BMS；
    所述通用单元包括：控制模块、通信模块以及辅助供电模块；所述辅助供电模块用于给所述充电单元以及所述控制模块供电，所述通信模块用于为所述控制模块以及所述新能源汽车内部其他电路建立通信连接；
    所述控制模块用于控制所述充电单元将所述第一电池输出的电能提供给所述第二电池；所述控制模块还用于控制所述充电单元将所述第二电池与第一电池以及所述车内负载设备建立连接或断开连接，并调整所述第二电池对所述车内负载设备的充放电功率。
  2. 根据权利要求1所述的充电装置，其特征在于，所述控制模块具体用于：控制所述DCDC电路将所述第一电池输出的电能提供给所述第二电池；
    控制所述BMS将所述第二电池与所述DCDC电路、以及所述车内负载设备建立连接或断开连接，并调整所述第二电池对所述车内负载设备的充放电功率。
  3. 根据权利要求1或2所述的充电装置，其特征在于，所述充电单元还包括：车载充电OBC单元：
    所述控制模块还用于控制所述OBC单元，将输入交流源输入的交流电转换为直流电提供给所述第一电池。
  4. 根据权利要求3所述的充电装置，其特征在于，所述OBC单元还包括：
    原边电路、第一副边电路以及第二副边电路，所述原边电路与所述第一副边电路和所述第二副边电路分别耦合；所述原边电路与所述输入交流源连接，所述第一副边电路与所述第一电池连接，所述第二副边电路与所述第二电池连接，所述第一副边电路中包括第一副边绕组，所述第二副边电路中包括第二副边绕组，所述第一副边绕组数量不小于所述第二副边绕组数量；
    所述原边电路用于接收所述交流输入源输入的交流电，分别向所述第一副边电路以及所述第二副边电路输出电能。
  5. 根据权利要求1-4任一所述的充电装置，其特征在于，所述充电单元还包括：整车控制器VCU；所述VCU用于对新能源汽车进行整车控制。
  6. 根据权利要求1-5任一所述的充电装置，其特征在于，所述通用单元还包括：电压采样模块以及电流采样模块；
    所述电压采样模块，用于：检测所述第二电池的工作电压；
    所述电流采样模块，用于：检测所述第二电池的工作电流。
  7. 根据权利要求6所述的充电装置，其特征在于，所述通用单元还包括：功能安全模块；
    所述功能安全模块，用于：
    获取所述第二电池的工作电压以及所述第二电池的工作电流；
    在所述第二电池的工作电压不处于设定电压区间时，向所述控制模块发送告警信号；或，在所述第二电池的工作电流不处于设定电流区间时，向所述控制模块发送告警信号；
    所述控制模块还用于：在接收到所述告警信号时，控制所述充电单元将所述第二电池与所述第一电池以及所述车内负载设备断开连接。
  8. 根据权利要求1-7任一所述的充电装置，其特征在于，所述通用单元还包括：温度采样模块；
    所述温度采样模块，用于：检测所述第二电池的工作温度。
  9. 根据权利要求8所述的充电装置，其特征在于，所述充电装置还包括：整车热管理单元；
    所述整车热管理单元包括：加热模块以及降温模块；
    所述控制模块还用于：获取所述第二电池的工作温度，在所述第二电池的工作温度低于第一阈值温度时，控制所述整车热管理单元中的所述加热模块给所述第二电池加热；
    在所述第二电池的工作温度高于第二阈值温度时，控制所述整车热管理单元中的所述降温模块给所述第二电池降温，所述第一阈值温度低于所述第二阈值温度。
  10. 根据权利要求1-9任一所述的充电装置，其特征在于，所述通用单元还包括：
    电磁兼容滤波EMC模块，所述EMC模块包括至少一个滤波电感，所述EMC模块用于，通过所述至少一个滤波电感抑制所述充电单元中的差模噪声以及共模噪声。
  11. 根据权利要求1-10任一所述的充电装置，其特征在于，所述通用单元中的所述控制模块还用于：控制所述充电单元，将所述第一电池输出的电能提供给所述车内负载设备。
  12. 根据权利要求1-11任一所述的充电装置，其特征在于，所述充电装置包括：插枪状态检测电路；所述通用单元中还包括唤醒模块；
    所述插枪状态检测电路用于检测充电枪的接入电阻，根据所述接入电阻向所述唤醒模块发送唤醒信号；
    所述唤醒模块，用于：在接收到所述唤醒信号后，启动所述控制模块。
  13. 根据权利要求1-12任一所述的充电装置，其特征在于，所述第二电池与所述充电单元安装在同一机壳内。
  14. 一种新能源汽车，其特征在于，所述新能源汽车中包括：第一电池、第二电池以及如权利要求1-13任一项所述的充电装置，所述第一电池用于为新能源汽车提供驱动动力，所述第二电池用于为车内负载设备供电。
PCT/CN2022/092022 2021-07-31 2022-05-10 一种充电装置及新能源汽车 Ceased WO2023010934A1 (zh)

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