CN112440766B - Electric vehicle and its charging system - Google Patents
Electric vehicle and its charging system Download PDFInfo
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- CN112440766B CN112440766B CN201910810612.XA CN201910810612A CN112440766B CN 112440766 B CN112440766 B CN 112440766B CN 201910810612 A CN201910810612 A CN 201910810612A CN 112440766 B CN112440766 B CN 112440766B
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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
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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
- B60L53/10—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 the energy transfer between the charging station and the vehicle
- B60L53/14—Conductive energy transfer
- B60L53/16—Connectors, e.g. plugs or sockets, specially adapted for charging electric vehicles
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- H—ELECTRICITY
- H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
- H02J—CIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
- H02J3/00—Circuit arrangements for AC mains or AC distribution networks
- H02J3/38—Arrangements for parallely feeding a single network by two or more generators, converters or transformers
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- H02J7/865—
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- H—ELECTRICITY
- H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
- H02P—CONTROL OR REGULATION OF ELECTRIC MOTORS, ELECTRIC GENERATORS OR DYNAMO-ELECTRIC CONVERTERS; CONTROLLING TRANSFORMERS, REACTORS OR CHOKE COILS
- H02P27/00—Arrangements or methods for the control of AC motors characterised by the kind of supply voltage
- H02P27/04—Arrangements or methods for the control of AC motors characterised by the kind of supply voltage using variable-frequency supply voltage, e.g. inverter or converter supply voltage
- H02P27/06—Arrangements or methods for the control of AC motors characterised by the kind of supply voltage using variable-frequency supply voltage, e.g. inverter or converter supply voltage using DC to AC converters or inverters
- H02P27/08—Arrangements or methods for the control of AC motors characterised by the kind of supply voltage using variable-frequency supply voltage, e.g. inverter or converter supply voltage using DC to AC converters or inverters with pulse width modulation
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/60—Other road transportation technologies with climate change mitigation effect
- Y02T10/64—Electric machine technologies in electromobility
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- Engineering & Computer Science (AREA)
- Power Engineering (AREA)
- Transportation (AREA)
- Mechanical Engineering (AREA)
- Charge And Discharge Circuits For Batteries Or The Like (AREA)
- Electric Propulsion And Braking For Vehicles (AREA)
Abstract
本发明提出一种电动汽车及其充电系统，其中，电动汽车的充电系统包括：电控模块；储能模块，储能模块的一端与电动汽车的直流充放电口的第一端口连接，储能模块的另一端通过电控模块与动力电池的第一极连接，其中，直流充放电口的第二端口与动力电池的第二极连接；控制模块，控制模块用于分时对电控模块进行控制，以实现外部直流电源对动力电池进行升压直流充电，或者，实现动力电池通过直流充放电口向外部负载进行直流放电，或者，实现对电机的驱动。该充电系统实现了电控模块的复用，消除了车载充电机的电压转换模块，能够降低车载充电机的重量、体积和成本，提高充电功率，缩短充电时间。
The invention provides an electric vehicle and a charging system thereof, wherein the charging system of the electric vehicle comprises: an electronic control module; The other end of the module is connected to the first pole of the power battery through the electronic control module, wherein the second port of the DC charging and discharging port is connected to the second pole of the power battery; the control module is used for time-sharing for the electronic control module. Control, so as to realize the boosted DC charging of the power battery by the external DC power supply, or to realize the DC discharge of the power battery to the external load through the DC charging and discharging port, or to realize the driving of the motor. The charging system realizes the multiplexing of the electronic control modules, eliminates the voltage conversion module of the on-board charger, and can reduce the weight, volume and cost of the on-board charger, increase the charging power, and shorten the charging time.
Description
Technical Field
The invention relates to the technical field of electric automobiles, in particular to an electric automobile and a charging system thereof.
Background
The vehicle-mounted charger of the electric automobile is a device for charging the battery of the electric automobile, and the battery is charged by an external power supply through a booster circuit. Due to the limitations of size, weight and cost, the power of the vehicle-mounted charger is generally low, so that the charging time of the electric automobile is too long. In addition, a low-power vehicle-mounted charger generally needs a separate DC/DC converter, an independent switch tube and a controller are arranged in the DC/DC converter, and an existing motor controller also comprises devices such as the switch tube and the controller. Therefore, there is redundancy between the components in the on-board charger and the components in the motor controller, which brings disadvantages of cost, weight and volume, and may result in a decrease in the power density of the controller.
Disclosure of Invention
The present invention is directed to solving, at least in part, one of the technical problems in the related art.
Therefore, an object of the present invention is to provide a charging system for an electric vehicle, so as to implement time-sharing multiplexing of an electric control module, eliminate a voltage conversion device in a vehicle-mounted charger, further reduce the weight, volume and cost of the vehicle-mounted charger, shorten the charging time, and improve the charging power.
Another object of the present invention is to provide an electric vehicle.
In order to achieve the above object, an embodiment of a first aspect of the present invention provides a charging system for an electric vehicle, including: the direct current end of the electric control module is connected with a power battery of the electric automobile, and the alternating current end of the electric control module is connected with a motor of the electric automobile; one end of the energy storage module is connected with a first port of a direct current charging and discharging port of the electric automobile, the other end of the energy storage module is connected with a first pole of the power battery through the electric control module, and a second port of the direct current charging and discharging port is connected with a second pole of the power battery; and the control module is used for controlling the electric control module in a time-sharing manner so as to realize that an external direct-current power supply boosts the direct-current charge of the power battery, or realize that the power battery carries out direct-current discharge to an external load through the direct-current charge-discharge port, or realize driving of the motor.
The charging control system of the electric automobile of the embodiment of the invention realizes time-sharing multiplexing of the electric control module, eliminates a voltage conversion device in the vehicle-mounted charger, and further can reduce the weight, the volume and the cost of the vehicle-mounted charger, shorten the charging time and improve the charging power.
In addition, the charging control system of the electric vehicle according to the above embodiment of the present invention may further have the following additional technical features:
according to an embodiment of the invention, the motor comprises a first phase coil, a second phase coil and a third phase coil, one ends of the first phase coil, the second phase coil and the third phase coil are connected together to form a star-shaped connection point, wherein the electric control module comprises a first phase bridge arm, a second phase bridge arm and a third phase bridge arm, the first phase bridge arm, the second phase bridge arm and the third phase bridge arm are connected in parallel to form a first junction end and a second junction end, the first junction end is connected with a first pole of the power battery, the second junction end is connected with a second pole of the power battery, a midpoint of the first phase bridge arm is connected with the other end of the first phase coil, a midpoint of the second phase bridge arm is connected with the other end of the second phase coil, and a midpoint of the third phase bridge arm is connected with the other end of the third phase coil.
According to an embodiment of the invention, the energy storage module includes a first inductor, one end of the first inductor is connected to the midpoint of the first phase bridge arm, and the other end of the first inductor is connected to the first port of the dc charge/discharge port.
According to an embodiment of the present invention, the energy storage module further includes a second inductor, one end of the second inductor is connected to the midpoint of the second phase bridge arm, and the other end of the second inductor is connected to the first port of the dc charging/discharging port.
According to an embodiment of the present invention, one end of the first inductor connected to the midpoint of the first phase arm is a dotted end of the first inductor, one end of the first inductor connected to the first port of the dc charge/discharge port is a dotted end of the first inductor, one end of the second inductor connected to the first port of the dc charge/discharge port is a dotted end of the second inductor, and one end of the second inductor connected to the midpoint of the second phase arm is a dotted end of the second inductor.
According to an embodiment of the present invention, when the boost dc charging of the power battery is performed by an external dc power supply, the control module is specifically configured to: generating two-phase control signals, wherein the two-phase control signals comprise a first control signal and a second control signal which have a preset phase difference; and controlling the alternate conduction of the two power switches of the first phase bridge arm according to the first control signal, and controlling the alternate conduction of the two power switches of the second phase bridge arm according to the second control signal.
According to an embodiment of the present invention, the charging system for an electric vehicle further includes: one end of the first capacitor is connected with a first pole of the power battery; one end of the second capacitor is connected with the second pole of the power battery, and the other end of the second capacitor is connected with the other end of the first capacitor and grounded; one end of the first resistor is connected with one end of the first capacitor, and the other end of the first resistor is connected with one end of the second capacitor; a third capacitor connected in parallel with the first resistor.
According to an embodiment of the present invention, a charging system for an electric vehicle further includes: one end of the fourth capacitor is connected with the first port of the direct current charging and discharging port, and the other end of the fourth capacitor is connected with the second port of the direct current charging and discharging port.
According to an embodiment of the present invention, a charging system for an electric vehicle further includes: one end of the first controllable switch is connected with the midpoint of the first phase bridge arm, and the other end of the first controllable switch is connected with the other end of the first phase coil; one end of the second controllable switch is connected with the midpoint of the second phase bridge arm, and the other end of the second controllable switch is connected with the other end of the second phase coil; one end of the third controllable switch is connected with the synonym end of the first inductor, and the other end of the third controllable switch is connected with the first port of the direct-current charging and discharging port; one end of the fourth controllable switch is connected with the dotted end of the second inductor, and the other end of the fourth controllable switch is connected with the first port of the direct-current charging and discharging port; one end of the fifth controllable switch is connected with the second confluence end, and the other end of the fifth controllable switch is connected with the second port of the direct-current charging and discharging port; and one end of the sixth controllable switch is connected with the other end of the third controllable switch, the other end of the fourth controllable switch and the first port of the direct-current charging and discharging port respectively, and the other end of the sixth controllable switch is connected with one end of the fourth capacitor.
In order to achieve the above object, a second aspect of the present invention provides an electric vehicle, which includes the charging control system of the electric vehicle according to the first aspect of the present invention.
According to the electric vehicle provided by the embodiment of the invention, the time-sharing multiplexing of the electric control module is realized through the charging control system of the electric vehicle provided by the embodiment of the invention, and a voltage conversion device in a vehicle-mounted charger is eliminated, so that the weight, the volume and the cost of the vehicle-mounted charger can be reduced, the charging time is shortened, and the charging power is improved.
Additional aspects and advantages of the invention will be set forth in part in the description which follows and, in part, will be obvious from the description, or may be learned by practice of the invention.
Drawings
The above and/or additional aspects and advantages of the present invention will become apparent and readily appreciated from the following description of the embodiments, taken in conjunction with the accompanying drawings of which:
fig. 1 is a block diagram of a charging control system of an electric vehicle according to an embodiment of the present invention;
fig. 2 is a schematic configuration diagram of a charge control system of an electric vehicle according to an example of the present invention;
fig. 3 is a schematic configuration diagram of a charge control system of an electric vehicle according to another example of the present invention;
fig. 4 is a block diagram of the electric vehicle according to the embodiment of the present invention.
Detailed Description
Reference will now be made in detail to embodiments of the present invention, examples of which are illustrated in the accompanying drawings, wherein like or similar reference numerals refer to the same or similar elements or elements having the same or similar function throughout. The embodiments described below with reference to the drawings are illustrative and intended to be illustrative of the invention and are not to be construed as limiting the invention.
An electric vehicle and a charging system thereof according to an embodiment of the present invention are described below with reference to the drawings.
FIG. 1 is a block diagram of a charging control system of an electric vehicle according to an embodiment of the present invention
As shown in fig. 1, the charging control system 100 for an electric vehicle includes: an electronic control module 10, an energy storage module 20 and a control module 30.
The direct current end of the electric control module 10 is connected with a power battery 1 of the electric automobile, and the alternating current end of the electric control module 10 is connected with a motor M of the electric automobile 1000; one end of the energy storage module 20 is connected with a first port of a direct current charging and discharging port 2 of the electric automobile, the other end of the energy storage module 20 is connected with a first pole of the power battery 1 through the electric control module 10, and a second port of the direct current charging and discharging port 2 is connected with a second pole of the power battery 1; the control module 30 is configured to control the electronic control module 10 in a time-sharing manner, so as to implement boost dc charging of the power battery 1 by an external dc power supply, or implement dc discharging of the power battery 1 to an external load through the dc charging/discharging port 2, or implement driving of the motor M. The first pole of the power cell 1 may be a positive pole and the second pole of the power cell 1 may be a negative pole.
Specifically, the charging System 100 of the electric vehicle may further include a BMS (Battery Management System), when the power Battery 1 needs to be charged, the BMS may send a charging request to the control module 30, an external dc power supply may be connected to the dc charging/discharging port 2, and the control module 30 may control the electronic control module 10 according to the charging request, so that the energy storage module 20 starts to store energy, and after the energy storage is completed, the control module 30 may control the electronic control module 10, so that the energy storage module 20 performs boost dc charging on the power Battery 1 through the electronic control module 10, thereby implementing boost dc charging on the power Battery 1 by the external dc power supply until the charging is completed; when the power battery 1 needs to discharge to an external load, that is, power needs to be supplied to the external load, the control module 30 may control the electronic control module 10 to enable the power battery 1 to perform dc discharge to the external load through the dc charge-discharge port 2, where the external load may be a load device such as a vehicle-mounted air conditioner or a vehicle-mounted audio device; when the electric vehicle needs to run, the control module 30 controls the electronic control module 10, so that the direct current output by the power battery 1 is converted into alternating current through the electronic control module 10, and is transmitted to the motor M to drive the motor M to run, wherein the output torque of the motor M can be controlled through a space vector pulse width modulation technology.
It is understood that the energy storage time and the charging time of the energy storage module 20 can be determined from the actual charging voltage and the battery voltage when the power battery 1 is charged.
Therefore, in the embodiment, the control module controls the electric control module according to the actual demand of the electric vehicle, so that the external direct-current power supply can boost the power battery through the energy storage module and the electric control module for direct-current charging, and compared with the case that the external direct-current power supply performs boost processing through a voltage conversion device (such as a switch tube and a controller) in the vehicle-mounted charger and then charges the power battery, the charging system of the embodiment realizes time division multiplexing of the electric control module, eliminates the boost device in the vehicle-mounted charger, and further can reduce the weight, the volume and the cost of the vehicle-mounted charger, improve the charging power and shorten the charging time.
In an embodiment of the present invention, as shown in fig. 2, the motor M may include a first phase coil a, a second phase coil B, and a third phase coil C, where one end of the first phase coil a, one end of the second phase coil B, and one end of the third phase coil C are connected together to form a star-shaped connection point, the electronic control module 10 may include a first phase bridge arm a, a second phase bridge arm B, and a third phase bridge arm C, the first phase bridge arm a, the second phase bridge arm B, and the third phase bridge arm C are connected in parallel to form a first bus end and a second bus end, the first bus end is connected to a first pole of the power battery 1, the second bus end is connected to a second pole of the power battery 1, a midpoint of the first phase bridge arm a is connected to the other end of the first phase coil a, a midpoint of the second phase bridge arm B is connected to the other end of the second phase coil B, and a midpoint of the third phase bridge arm C is connected to the other end of the third phase coil C.
Specifically, referring to fig. 2, the first phase arm a may include a first IGBT (Insulated Gate Bipolar Transistor) T1 and a second IGBT tube T2, the second phase arm B may include a third IGBT tube T3 and a fourth IGBT tube T4, and the third phase arm C may include a fifth IGBT tube T5 and a sixth IGBT tube T6, that is, the electronic control module 10 may be a DC/AC full-bridge inverter circuit. Wherein, the IGBT tube can be replaced by a Metal Oxide Semiconductor Field Effect Transistor (MOSFET), silicon carbide, gallium nitride and other switching devices.
In one example, referring to fig. 2, the energy storage module 20 may include a first inductor L1, one end of the first inductor L1 is connected to the middle point of the first phase arm a, and the other end of the first inductor L1 is connected to the first port of the dc charging/discharging port 2.
Further, referring to fig. 2, the energy storage module 20 may further include a second inductor L2, where one end of the second inductor L2 is connected to the midpoint of the second phase bridge arm B, and the other end of the second inductor L2 is connected to the first port of the dc charging/discharging port 2.
Further, referring to fig. 2, the end of the first inductor L1 connected to the midpoint of the first phase arm a is the dotted end of the first inductor L1, the end of the first inductor L1 connected to the first port of the dc charge/discharge port 2 is the dotted end of the first inductor L1, the end of the second inductor L2 connected to the first port of the dc charge/discharge port 2 is the dotted end of the second inductor L2, and the end of the second inductor L2 connected to the midpoint of the second phase arm B is the dotted end of the second inductor L2.
Specifically, when the power battery 1 needs to be charged, an external dc power source may be connected to the first port (positive port) and the second port (negative port) of the dc charging/discharging port 2, the BMS may send a charging request to the control module 30, and the control module 30 may control the first IGBT transistor T1, the third IGBT transistor T3, the fifth IGBT transistor T5, and the sixth IGBT transistor T6 to be turned off, and control the second IGBT transistor T2 and the fourth IGBT transistor T4 to be turned on, so that the first inductor L1 and the second inductor L2 start charging and energy storage, and after the energy storage is completed, the second IGBT transistor T2 may be turned off first, and the first inductor L1 may freewheel through the freewheel diode of the switching transistor T1 to perform boost dc charging on the power battery 1, after the charging process is completed, the control module 30 may control the fourth IGBT transistor T4 to be turned off, the second IGBT transistor T2 to be turned on, and the second inductor L2 may freewheel the third IGBT T3 to perform boost dc charging on the power battery 1, meanwhile, the first inductor L1 starts to charge and store energy, after the charging process is finished in the process, the control module 30 may control the fourth IGBT T4 to be turned on, the second IGBT T2 to be turned off, the first inductor L1 continues to flow through the freewheeling diode of the first IGBT T1 to charge the power battery 1, and the second inductor L2 starts to charge and store energy, that is, the first phase arm a and the second phase arm B alternately operate to alternately boost the voltage through the first inductor L1 and the second inductor L2 to charge the power battery 1 until the charging operation is finished.
In this embodiment, the first inductor L1 and the first phase arm a, or the second inductor L2 and the second phase arm B, may be used alone to perform the boost charging operation.
Further, in this embodiment, the first phase arm a and the second phase arm B may be controlled in a staggered manner to implement the boost charging operation. Specifically, the control module 30 is further configured to generate two-phase control signals, where the two-phase control signals include a first control signal and a second control signal that differ by a preset phase; the two power switches of the first phase arm a (i.e. the first IGBT transistor T1 and the second IGBT transistor T2) are controlled to be alternately conducted according to a first control signal, and the two power switches of the second phase arm B (i.e. the third IGBT transistor T3 and the fourth IGBT transistor T4) are controlled to be alternately conducted according to a second control signal.
In the embodiment, the first phase bridge arm a and the second phase bridge arm B are controlled in a staggered manner, so that the ripple voltage of the direct current bus is reduced, and the charging power is further improved. Further, the magnetic fields of the first inductor L1 and the second inductor L2 cancel each other out, so that the first inductor L1 and the second inductor L2 are not easily saturated, the heat generated by the IGBT tube can be reduced, the switching frequency of the IGBT tube can be increased, and the charging power can be increased.
It can be understood that the inductor has the characteristic that the lower the inductance, the smaller the volume and the weight, therefore, in this embodiment, when the power battery 1 is dc-charged through the two-phase interleaving control to reduce the current ripple, the inductance required by the first inductor L1 and the second inductor L2 is reduced, the volume and the weight are also reduced, which further helps to reduce the weight of the charging system 100 of the electric vehicle, reduce the cost, and realize the light weight of the electric vehicle.
In this example, an external dc power source can be connected by connecting a dc charging post to the dc charging/discharging port 2, so as to realize dc charging of the power battery 1.
Therefore, the power battery is charged in a direct-current charging two-phase staggered control mode, current ripples can be reduced, heating of the IGBT tube is reduced, and charging power is improved.
In an example of the present invention, as shown in fig. 3, the charging system 100 of the electric vehicle may further include: the circuit comprises a first capacitor C1, a second capacitor C2, a first resistor R1 and a third capacitor C3.
One end of the first capacitor C1 is connected with the first pole of the power battery 1; one end of a second capacitor C2 is connected with the second pole of the power battery 1, and the other end of the second capacitor C2 is connected with the other end of the first capacitor C1 and is grounded GND; one end of the first resistor R1 is connected with one end of the first capacitor C1, and the other end of the first resistor R1 is connected with one end of the second capacitor C2; the third capacitor C3 is connected in parallel with the first resistor R1. The first capacitor C1 and the second capacitor C2 may be common mode capacitors, and common mode interference and common mode noise are suppressed by the first capacitor C1 and the second capacitor C2.
Specifically, when the power battery 1 does not need to be charged and the electric vehicle is in a running state, the direct current output by the power battery 1 eliminates harmonic components therein through the third capacitor C3, and is inverted into alternating current through the electronic control module 10 and then provided to the motor M, meanwhile, the rotor position of the motor M can be obtained through the rotary transformer according to a decoding technology and sent to the control module 30, and the control module 30 can control the electronic control module 10 through the SVPWM technology so as to control the output torque of the driving motor 50 through the electronic control module 10, thereby meeting the running requirement of the electric vehicle.
In an example of the present invention, referring to fig. 3, the charging system 100 of the electric vehicle may further include: a fourth capacitor C4. One end of the fourth capacitor C4 is connected to the first port of the dc charging/discharging port 2, and the other end of the fourth capacitor C4 is connected to the second port of the dc charging/discharging port 2. It can be appreciated that the problem of large leakage current is common to inverter and grid-tied systems that are generally transformerless isolated. Therefore, the system is provided with the fourth capacitor C4 at the positive end and the negative end of the direct current bus, and leakage current can be effectively reduced.
Further, referring to fig. 3, the charging system 100 of the electric vehicle may further include: a first controllable switch S1, a second controllable switch S2, a third controllable switch S3, a fourth controllable switch S4, a fifth controllable switch S5 and a sixth controllable switch S6.
One end of the first controllable switch S1 is connected with the midpoint of the first phase bridge arm A, and the other end of the first controllable switch S1 is connected with the other end of the first phase coil; one end of a second controllable switch S2 is connected with the midpoint of the second phase bridge arm, and the other end of the second controllable switch S2 is connected with the other end of the second phase coil; one end of the third controllable switch S4 is connected to the synonym terminal of the first inductor L1, and the other end of the third controllable switch S4 is connected to the first port of the dc charging/discharging port 2; one end of a fourth controllable switch S4 is connected to the dotted end of the second inductor L2, and the other end of the fourth controllable switch S4 is connected to the first port of the dc charging/discharging port 2; one end of a fifth controllable switch S5 is connected with the second confluence end, and the other end of the fifth controllable switch S5 is connected with the second port of the DC charging and discharging port 2; one end of the sixth controllable switch S6 is connected to the other end of the third controllable switch S3, the other end of the fourth controllable switch S4, and the first port of the dc charging/discharging port 2, respectively, and the other end of the sixth controllable switch S6 is connected to one end of the fourth capacitor C4.
Specifically, when the power battery 1 needs to be charged, the BMS may send a charging request to the control module 30, and then the control module 30 controls the first controllable switch S1 and the second controllable switch S2 to be turned off, controls the third controllable switch S3, the fourth controllable switch S4, the fifth controllable switch S5 and the sixth controllable switch S6 to be turned on, controls the first IGBT tube T1, the third IGBT tube T3, the fifth IGBT tube T5 and the sixth IGBT tube T6 to be turned off, controls the second IGBT tube T2 and the fourth IGBT tube T4 to be turned on, so that the first inductor L1 and the second inductor L2 start charging and energy storage, and after energy storage is completed, the second IGBT tube T355 may be turned off first, and then the first inductor L1 may freewheel through the freewheeling diode of the switch tube T1 to charge the power battery 1 with a boost direct current, and after the charging process is completed, the control module 6330 may control the fourth IGBT tube T4, the second IGBT tube T5739, the second IGBT tube T2, the third IGBT tube T829 and the third IGBT tube T826959 to be turned on, after the charging process is finished, the control module 30 may control the fourth IGBT tube T4 to be turned on and the second IGBT tube T2 to be turned off, so that the first inductor L1 continues to flow through a freewheeling diode of the first IGBT tube T1 to charge the power battery 1, and the second inductor L2 starts to charge and store energy, that is, the first phase arm a and the second phase arm B alternately operate to alternately boost the voltage through the first inductor L1 and the second inductor L2 to charge the power battery 1 until the charging operation is finished.
When the charging needs to be stopped, the control module 30 may control the third controllable switch S3, the fourth controllable switch S4, and the sixth controllable switch S6 to be turned off, and the dc charging gun connected to the dc charging/discharging port 2 may be pulled out to disconnect the external dc power source.
In this example, as described above, the on and off of the first controllable switch S1 to the sixth controllable switch S6 and the on and off of the first controllable switch S1 to the sixth controllable switch S6 may not be controlled by the control module 30, that is, the first controllable switch S1 to the sixth controllable switch S6 may be the normally open contact or the normally closed contact of the first relay S1 to the sixth relay S6, and when the coils of the first relay S1 to the sixth relay S6 are powered, the first controllable switch S1 to the sixth controllable switch S6 may be closed or opened.
Referring to fig. 3, the charging system 100 of the electric vehicle may further include a first switch K1 and a second switch K2, and the control module 30 may control opening and closing of the first switch K1 and the second switch K2, for example, when the power battery 1 needs to be charged, the control module 30 may control the first switch K1 and the second switch K2 to be closed, so as to perform dc charging of the power battery 1.
In summary, the charging system of the electric vehicle in the embodiment of the invention realizes time-sharing multiplexing of the electric control module, eliminates a voltage conversion device in the vehicle-mounted charger, and further can reduce the weight, volume and cost of the vehicle-mounted charger and shorten the charging time; and the power battery is charged by adopting a direct current charging two-phase staggered control mode, so that current ripples can be reduced, and the charging power is improved.
Fig. 4 is a block diagram illustrating an electric vehicle according to an embodiment of the present invention.
As shown in fig. 4, the electric vehicle 1000 includes the charging system 100 of the electric vehicle according to the above embodiment of the present invention.
According to the electric vehicle provided by the embodiment of the invention, the time-sharing multiplexing of the electric control module is realized through the charging system of the electric vehicle provided by the embodiment of the invention, and a voltage conversion device in a vehicle-mounted charger is eliminated, so that the weight, the volume and the cost of the vehicle-mounted charger can be reduced, the charging time is shortened, and the charging power is improved.
In the description herein, references to the description of the term "one embodiment," "some embodiments," "an example," "a specific example," or "some examples," etc., mean that a particular feature, structure, material, or characteristic described in connection with the embodiment or example is included in at least one embodiment or example of the invention. In this specification, the schematic representations of the terms used above do not necessarily refer to the same embodiment or example. Furthermore, the particular features, structures, materials, or characteristics described may be combined in any suitable manner in any one or more embodiments or examples.
In the description of the present invention, it is to be understood that the terms "central," "longitudinal," "lateral," "length," "width," "thickness," "upper," "lower," "front," "rear," "left," "right," "vertical," "horizontal," "top," "bottom," "inner," "outer," "clockwise," "counterclockwise," "axial," "radial," "circumferential," and the like are used in the orientations and positional relationships indicated in the drawings for convenience in describing the invention and to simplify the description, but are not intended to indicate or imply that the device or element so referred to must have a particular orientation, be constructed in a particular orientation, and be operated in a particular manner, and are not to be construed as limiting the invention.
Furthermore, the terms "first", "second" and "first" are used for descriptive purposes only and are not to be construed as indicating or implying relative importance or implicitly indicating the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include at least one such feature. In the description of the present invention, "a plurality" means at least two, e.g., two, three, etc., unless explicitly specified otherwise.
In the present invention, unless otherwise explicitly stated or limited, the terms "mounted," "connected," "fixed," and the like are to be construed broadly, e.g., as being permanently connected, detachably connected, or integral; can be mechanically or electrically connected; they may be directly connected or indirectly connected through intervening media, or they may be interconnected within two elements or in a relationship where two elements interact with each other unless otherwise specifically limited. The specific meanings of the above terms in the present invention can be understood by those skilled in the art according to specific situations.
In the present invention, unless expressly stated or limited otherwise, the first feature "on" or "under" the second feature may be directly contacting the second feature or the first and second features may be indirectly contacting each other through intervening media. Also, a first feature "on," "over," and "above" a second feature may be directly or diagonally above the second feature, or may simply indicate that the first feature is at a higher level than the second feature. A first feature being "under," "below," and "beneath" a second feature may be directly under or obliquely under the first feature, or may simply mean that the first feature is at a lesser elevation than the second feature.
Although embodiments of the present invention have been shown and described above, it is understood that the above embodiments are exemplary and should not be construed as limiting the present invention, and that variations, modifications, substitutions and alterations can be made to the above embodiments by those of ordinary skill in the art within the scope of the present invention.
Claims (10)
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| WO2023168634A1 (en) * | 2022-03-09 | 2023-09-14 | 宁德时代新能源科技股份有限公司 | Power battery voltage regulation system, and control method and control apparatus therefor |
| CN115835978B (en) * | 2022-03-09 | 2025-05-30 | 宁德时代新能源科技股份有限公司 | Power battery voltage regulation circuit, system, control method and control device thereof |
| CN115016345B (en) * | 2022-06-08 | 2023-04-07 | 势加透博（北京）科技有限公司 | High-speed and high-efficiency turbofan controller and program refreshing method |
| CN117656892B (en) * | 2022-08-30 | 2024-10-29 | 比亚迪股份有限公司 | Vehicle power supply system and vehicle |
| WO2024216418A1 (en) * | 2023-04-17 | 2024-10-24 | 威刚科技股份有限公司 | Vehicle-mounted charging apparatus |
| DE102023135948A1 (en) | 2023-12-20 | 2025-06-26 | Seg Automotive Germany Gmbh | Electrical machine unit, vehicle and method for operating an electrical machine unit |
| CN118651090B (en) * | 2024-08-21 | 2024-11-29 | 广汽埃安新能源汽车股份有限公司 | Vehicle charging device, method, system and vehicle |
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