WO2024001459A1 - 车载充电机、车载动力系统及电动车辆 - Google Patents

车载充电机、车载动力系统及电动车辆 Download PDF

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Publication number
WO2024001459A1
WO2024001459A1 PCT/CN2023/089907 CN2023089907W WO2024001459A1 WO 2024001459 A1 WO2024001459 A1 WO 2024001459A1 CN 2023089907 W CN2023089907 W CN 2023089907W WO 2024001459 A1 WO2024001459 A1 WO 2024001459A1
Authority
WO
WIPO (PCT)
Prior art keywords
power
bridge arm
switch
load
circuit
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Ceased
Application number
PCT/CN2023/089907
Other languages
English (en)
French (fr)
Inventor
封宁波
梁志刚
孟元东
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Huawei Digital Power Technologies Co Ltd
Original Assignee
Huawei Digital Power Technologies Co Ltd
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Huawei Digital Power Technologies Co Ltd filed Critical Huawei Digital Power Technologies Co Ltd
Priority to EP23829646.1A priority Critical patent/EP4527681A4/en
Publication of WO2024001459A1 publication Critical patent/WO2024001459A1/zh
Priority to US19/002,272 priority patent/US20250121712A1/en
Anticipated expiration legal-status Critical
Ceased legal-status Critical Current

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Classifications

    • 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
    • B60L1/003—Supplying electric power to auxiliary equipment of vehicles to auxiliary motors, e.g. for pumps, compressors
    • 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
    • B60L53/10—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
    • B60L53/11—DC charging controlled by the charging station, e.g. mode 4
    • 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
    • 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
    • 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
    • B60L53/20—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
    • B60L2210/00—Converter types
    • B60L2210/10—DC to DC converters
    • 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
    • B60L2210/00—Converter types
    • B60L2210/30—AC to DC converters
    • 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
    • B60L2210/00—Converter types
    • B60L2210/40—DC to AC converters
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02M—APPARATUS FOR CONVERSION BETWEEN AC AND AC, BETWEEN AC AND DC, OR BETWEEN DC AND DC, AND FOR USE WITH MAINS OR SIMILAR POWER SUPPLY SYSTEMS; CONVERSION OF DC OR AC INPUT POWER INTO SURGE OUTPUT POWER; CONTROL OR REGULATION THEREOF
    • H02M7/00—Conversion of AC power input into DC power output; Conversion of DC power input into AC power output
    • H02M7/02—Conversion of AC power input into DC power output without possibility of reversal
    • H02M7/04—Conversion of AC power input into DC power output without possibility of reversal by static converters
    • H02M7/12—Conversion of AC power input into DC power output without possibility of reversal by static converters using discharge tubes with control electrode or semiconductor devices with control electrode
    • H02M7/21—Conversion of AC power input into DC power output without possibility of reversal by static converters using discharge tubes with control electrode or semiconductor devices with control electrode using devices of a triode or transistor type requiring continuous application of a control signal
    • H02M7/217—Conversion of AC power input into DC power output without possibility of reversal by static converters using discharge tubes with control electrode or semiconductor devices with control electrode using devices of a triode or transistor type requiring continuous application of a control signal using semiconductor devices only
    • H02M7/219—Conversion of AC power input into DC power output without possibility of reversal by static converters using discharge tubes with control electrode or semiconductor devices with control electrode using devices of a triode or transistor type requiring continuous application of a control signal using semiconductor devices only in a bridge configuration
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02M—APPARATUS FOR CONVERSION BETWEEN AC AND AC, BETWEEN AC AND DC, OR BETWEEN DC AND DC, AND FOR USE WITH MAINS OR SIMILAR POWER SUPPLY SYSTEMS; CONVERSION OF DC OR AC INPUT POWER INTO SURGE OUTPUT POWER; CONTROL OR REGULATION THEREOF
    • H02M7/00—Conversion of AC power input into DC power output; Conversion of DC power input into AC power output
    • H02M7/42—Conversion of DC power input into AC power output without possibility of reversal
    • H02M7/44—Conversion of DC power input into AC power output without possibility of reversal by static converters
    • H02M7/48—Conversion of DC power input into AC power output without possibility of reversal by static converters using discharge tubes with control electrode or semiconductor devices with control electrode
    • H02M7/53—Conversion of DC power input into AC power output without possibility of reversal by static converters using discharge tubes with control electrode or semiconductor devices with control electrode using devices of a triode or transistor type requiring continuous application of a control signal
    • H02M7/537—Conversion of DC power input into AC power output without possibility of reversal by static converters using discharge tubes with control electrode or semiconductor devices with control electrode using devices of a triode or transistor type requiring continuous application of a control signal using semiconductor devices only, e.g. single switched pulse inverters
    • H02M7/5387—Conversion of DC power input into AC power output without possibility of reversal by static converters using discharge tubes with control electrode or semiconductor devices with control electrode using devices of a triode or transistor type requiring continuous application of a control signal using semiconductor devices only, e.g. single switched pulse inverters in a bridge configuration
    • 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

Definitions

  • the present application relates to the field of power electronics technology, and in particular to a vehicle charger, a vehicle power system and an electric vehicle.
  • electric vehicles include a power battery, an on-board charger (OBC) and a compressor.
  • OBC on-board charger
  • the on-board charger is used to power the power battery.
  • the compressor starts to work, the on-board charger cannot power the compressor. Power supply, poor applicability.
  • This application provides a vehicle-mounted charger, a vehicle-mounted power system and an electric vehicle, which are compatible with the function of powering the power battery and the function of powering the AC load.
  • the structural layout is simpler, the integration is high, the power supply flexibility is strong, and the applicability is strong.
  • this application provides a vehicle-mounted charger for using AC power to supply power to at least one of a power battery and an AC load or using a power battery to power an AC load.
  • Car chargers including:
  • the insulating shell is provided with an AC power input port, a power battery connection port and an AC load power supply port;
  • the vehicle charging module is installed inside the insulating case and includes a first bridge arm circuit, a DC bus, a bidirectional DC conversion circuit and a second bridge arm circuit, including:
  • a bidirectional DC conversion circuit for receiving a first direct current and outputting a second direct current through the power battery connection port to supply power to the power battery, or for receiving power from the power battery through the power battery connection port and outputting the first direct current;
  • the first bridge arm circuit is used for receiving AC power through the AC power input port and outputting the first DC power, or for receiving the first DC power and outputting the first AC power through the AC load power supply port to power the AC load;
  • the second bridge arm circuit is configured to receive the first direct current and output the second alternating current through the AC load power supply port to power the AC load.
  • the function of supplying power to the power battery and the function of supplying power to the AC load are compatible.
  • the structure is simpler, the integration level is high, and the cost is lower.
  • the AC power supply can be used to power the power battery alone, the AC power supply or the power battery can be used to power the AC load alone, or the AC power supply can be used to power the power battery and the AC load simultaneously, thus meeting the different power supply needs of the vehicle charger. Strong flexibility and adaptability.
  • the AC power input port and the AC load power supply port are arranged on opposite sides of the insulating case, and the AC power input port and the power battery connection port are arranged on the insulating case. of the same side.
  • the first bridge arm circuit is disposed on one side of the insulating casing close to the AC power input port
  • the second bridge arm circuit is disposed on one side of the insulating casing close to the AC load power supply port
  • the bidirectional DC conversion circuit is disposed inside the insulating casing.
  • the first bridge arm circuit and the second bridge arm circuit are isolated from the bidirectional DC conversion circuit to achieve circuit protection.
  • the above-mentioned first bridge arm circuit includes a first bridge arm, a second bridge arm and a third bridge arm, wherein, Each of the first bridge arm, the second bridge arm and the third bridge arm is connected in series between the positive and negative poles of the DC bus, and the midpoint of each of the first bridge arm and the second bridge arm is connected to the AC power supply.
  • the live wire, the midpoint of the third bridge arm is connected to the neutral wire of the AC power supply.
  • each of the first bridge arm, the second bridge arm and the third bridge arm includes a first switch and a second switch connected in series, and the series connection point of the first switch and the second switch serves as the center of each bridge arm. point.
  • the above-mentioned second bridge arm circuit includes three fourth bridge arms, wherein each fourth bridge arm of the three fourth bridge arms The arms are connected in series between the positive and negative poles of the DC bus, and each fourth bridge arm includes a third switch and a fourth switch connected in series.
  • the above-mentioned vehicle-mounted charger is used to supply power to the power battery using AC power;
  • the vehicle-mounted charging module includes a controller;
  • the DC conversion circuit operates to convert the first DC power into the second DC power
  • the third switch and the fourth switch in each fourth bridge arm are controlled to be turned off, that is, the second bridge arm circuit stops operating.
  • the switches in each circuit of the first bridge arm circuit, the bidirectional DC conversion circuit and the second bridge arm circuit can be controlled to be turned on or off, thereby realizing that the AC power supply alone supplies power to the power battery.
  • the vehicle-mounted charger is used to use the AC power supply to power the AC load;
  • the vehicle-mounted charging module includes a controller;
  • the third switch and the fourth switch in each fourth bridge arm are controlled to be turned on alternately to convert the first direct current into the second alternating current.
  • the switches in each circuit of the first bridge arm circuit, the bidirectional DC conversion circuit and the second bridge arm circuit can be controlled to be turned on or off, thereby realizing that the AC power supply supplies power to the AC load alone.
  • the above-mentioned vehicle charger is used to use AC power to supply power to the power battery and AC load;
  • the vehicle charging module includes a controller;
  • the third switch and the fourth switch in each fourth bridge arm are controlled to be turned on alternately to convert the first direct current into the second alternating current.
  • the switches in each circuit of the first bridge arm circuit, the bidirectional DC conversion circuit and the second bridge arm circuit can be controlled to be turned on or off, thereby realizing that the AC power supply supplies power to the power battery and the AC load at the same time, and the power supply efficiency is improved. higher.
  • the vehicle-mounted charger is used to use the power battery to power the AC load;
  • the vehicle-mounted charging module includes a controller and a fifth switch, and the first bridge The midpoint of each bridge arm in the arm and the second bridge arm is connected to the live wire of the AC power supply through the fifth switch;
  • the switches in each circuit of the first bridge arm circuit, the bidirectional DC conversion circuit and the second bridge arm circuit can be controlled to be turned on or off to realize that the power battery supplies power to the AC load, and at the same time, the fifth switch is controlled to turn off cut off to avoid AC power short circuit, thereby improving the power supply security of the load.
  • the vehicle-mounted charger is used to use the power battery to power the AC load;
  • the vehicle-mounted charging module includes a controller;
  • the switches in each circuit of the first bridge arm circuit, the bidirectional DC conversion circuit and the second bridge arm circuit can be controlled to be turned on or off to realize the power battery to power the AC load, with lower cost.
  • the controller is used for:
  • the switching duty cycle of the bidirectional DC conversion circuit is controlled to adjust the first DC power transmitted by the DC bus, wherein the switching duty cycle is determined by the operating parameters of the AC load.
  • the voltage value corresponding to the first DC current can be dynamically adjusted by controlling the switch duty cycle, so that the AC load operates in a high-efficiency state and has strong applicability.
  • the midpoints of each of the first bridge arm, the second bridge arm and the third bridge arm are connected through the AC load power supply port to AC load;
  • each fourth bridge arm is connected to the AC load through the AC load power supply port, and the series connection point of the third switch and the fourth switch in each fourth bridge arm serves as the midpoint of each fourth bridge arm.
  • this application provides a vehicle-mounted power system, including a power battery and a vehicle-mounted charger provided in any one of the above-mentioned first aspect to the tenth possible implementation manner of the first aspect; the vehicle-mounted charger is used for Powered by battery. Since the structural layout of the vehicle charger is simpler and highly integrated, the structural layout of the vehicle power system is simplified and the power density of the vehicle power system is improved.
  • the above-mentioned vehicle power system includes a compressor motor, and the vehicle charger is used to use AC power to power the compressor motor or use a power battery to power the compressor motor, providing flexibility in power supply. powerful.
  • the present application provides an electric vehicle, including a power battery, a drive motor and a vehicle-mounted charger provided in any one of the above-mentioned first to tenth possible embodiments of the first aspect; the vehicle-mounted charger is used for It is used to power the power battery; the power battery is used to power the drive motor.
  • the AC power supply can be used to power the power battery alone, or the AC power supply can be used alone. Power the AC load, or the AC power supply supplies power to the power battery and AC load at the same time, or the power battery supplies power to the AC load, thereby meeting the different power supply needs of the vehicle charger, with strong power supply flexibility and strong applicability.
  • Figure 1A is a schematic structural diagram of the electric vehicle provided by this application.
  • FIG 1B is another structural schematic diagram of the electric vehicle provided by this application.
  • FIG. 2 is a schematic structural diagram of the vehicle charger provided by this application.
  • FIG. 3 is another structural schematic diagram of the vehicle charger provided by this application.
  • FIG. 4A is a circuit schematic diagram of the vehicle charging module provided by this application.
  • FIG. 4B is another circuit schematic diagram of the vehicle charging module provided by this application.
  • FIG. 5 is a schematic structural diagram of the vehicle power system provided by this application.
  • FIG. 1A is a schematic structural diagram of the electric vehicle provided by this application.
  • the electric vehicle 1 includes an on-board charger 10 , a power battery 20 and a driving motor 30 .
  • the vehicle charger 10 is used to receive the input voltage V in1 provided by the AC power supply 2 and provide the output voltage V out1 to supply power to the power battery 20 .
  • the power battery 20 is used to provide the input voltage V in2 to the driving motor 30 to power the driving motor 30 .
  • FIG. 1B is another structural schematic diagram of the electric vehicle provided by this application.
  • the electric vehicle 1 includes an on-board charger 10 , a power battery 20 , a drive motor 30 and a compressor motor 40 .
  • the vehicle charger 10 is configured to receive the input voltage V in1 provided by the AC power supply 2 and provide the output voltage V out1 to power the power battery 20 .
  • the power battery 20 is used to provide the input voltage V in2 to the driving motor 30 to power the driving motor 30 .
  • the vehicle charger 10 is configured to receive the input voltage V in1 provided by the AC power supply 2 and provide the output voltage V out2 to power the compressor motor 40 . In another embodiment, the vehicle charger 10 is configured to receive the input voltage V in2 provided by the power battery 20 and provide the output voltage V out3 to power the compressor motor 40 .
  • the vehicle charger 10 is configured to receive the input voltage V in1 provided by the AC power supply 2 and provide the output voltage V out1 and the output voltage V out2 respectively to power the power battery 20 and the compressor motor 40 .
  • the compressor motor 40 is disposed within the air conditioning compressor of the electric vehicle 1 . After the on-board charger 10 supplies power to the compressor motor 40, the air conditioning and refrigeration system of the electric vehicle 1 operates normally.
  • the vehicle-mounted charger 10 provided by the embodiment of the present application is compatible with the function of powering the power battery 20 and the function of powering the compressor motor 40 , thereby simplifying the structural layout of the electric vehicle 1 , with low cost, small size and high integration.
  • the on-board charger 10 and the compressor motor 40 can share the high-voltage distribution box in the electric vehicle 1, thereby reducing the number of high-voltage components in the electric vehicle 1, resulting in lower cost and better applicability.
  • the AC power supply 2 provided by the embodiment of the present application may be an AC power grid, an AC charging pile, or an uninterruptible power system (UPS).
  • UPS uninterruptible power system
  • FIG. 2 is a schematic structural diagram of the vehicle charger provided by this application.
  • the on-board charger 10 is used to use the AC power supply 11 to supply power to at least one of the power battery 12 and the AC load 13 , or to use the power battery 12 to supply power to the AC load 13 .
  • at least one of the power battery 12 and the AC load 13 includes the power battery 12 , or the AC load 13 , or the power battery 12 and the AC load 13 .
  • the AC power supply 11 may be an AC power grid, an AC charging pile, or an uninterruptible power supply.
  • the AC load 13 may be a compressor motor or other low-power motor.
  • the vehicle charger 10 includes an insulating housing 100 and a vehicle charging module 101 .
  • the vehicle charging module 101 is disposed inside the insulating housing 100 .
  • the insulating case 100 is provided with an AC power input port 1000, a power battery connection port 1001 and an AC load power supply port 1002.
  • the AC power input port 1000 and the AC load power supply port 1002 are relatively arranged on both sides of the insulating case 100, and the AC The power input port 1000 and the power battery connection port 1001 are provided on the same side of the insulating housing 100 .
  • the AC power input port 1000 and the power battery connection port 1001 are provided on the right side of the insulating housing 100
  • the AC load power supply port 1002 is provided on the left side of the insulating housing 100 .
  • the above-mentioned vehicle charging module 101 includes a first bridge arm circuit 1010, a DC bus 1011, a bidirectional DC conversion circuit 1012 and a second bridge arm circuit 1013.
  • the first bridge arm circuit 1010 is disposed on the side of the insulating case 100 close to the AC power input port 1000
  • the second bridge arm circuit 1013 is disposed on the side of the insulating case 100 close to the AC load power supply port 1002.
  • the bidirectional DC The conversion circuit 1012 is disposed inside the insulating case 100 on one side close to the power battery connection port 1001, and both the first bridge arm circuit 1010 and the second bridge arm circuit 1013 are isolated from the bidirectional DC conversion circuit 1012 to achieve circuit protection.
  • the first bridge arm circuit 1010 is connected to the AC power supply 11 through the AC power input port 1000
  • the second bridge arm circuit 1013 is connected to the AC load 13 through the AC load power supply port 1002
  • the bidirectional DC conversion circuit 1012 is connected through the power battery.
  • Port 1001 is connected to the power battery 12.
  • the first bridge arm circuit 1010 is connected to the AC load 13 through the AC load power supply port 1002 .
  • the DC bus 1011 is used to transmit the first DC power.
  • the DC bus 1011 refers to the intermediate bus of the vehicle-mounted charger 10 .
  • the bidirectional DC conversion circuit 1012 is used to receive the first DC power and output the second DC power V out4 through the power battery connection port 1001 to provide power for the power battery 12, or to receive power from the power battery 12 through the power battery connection port 1001 and output the first DC power. .
  • the bidirectional DC conversion circuit 1012 is configured to receive the input voltage V in4 provided by the power battery 12 through the power battery connection port 1001 and output the first direct current.
  • the first bridge arm circuit 1010 is used to receive AC power through the AC power input port 1000 and output the first DC power, or to receive the first DC power and output the first AC power V out5 through the AC load power supply port 1002 to power the AC load 13 .
  • the first bridge arm circuit 1010 is an alternating current-direct current (AC-DC) conversion circuit.
  • the second bridge arm circuit 1013 is configured to receive the first DC power and output the second AC power V out6 through the AC load power supply port 1002 to power the AC load 13 .
  • the first bridge arm circuit 1010 is a DC-AC conversion circuit.
  • the vehicle-mounted charger 10 provided by the embodiment of the present application can supply power to the power battery 20 alone, to the AC load 13 alone, or to power the power battery 20 and the AC load 13 at the same time, thereby meeting the different power supply needs of the vehicle-mounted charger 10.
  • Power supply flexibility is strong. It can be seen that the on-board charger 10 is compatible with the function of supplying power to the power battery 20 and the function of supplying power to the AC load 13.
  • the structure layout is simpler, the integration is high, the cost is lower, and the applicability is strong.
  • the second bridge arm circuit 1013 is connected in series between the positive and negative poles of the DC bus 1011, which can realize the normalization of the voltage level of the second bridge arm circuit 1013 and the voltage level of the DC bus 1011, thus facilitating AC communication.
  • the design and selection of load 13 has lower cost and strong applicability.
  • FIG 3 is another structural schematic diagram of the vehicle charger provided by this application.
  • the vehicle charger 10 includes an insulating housing 100 and a vehicle charging module 101.
  • the insulating housing 100 is provided with an AC power input port 1000, a power battery connection port 1001 and an AC load power supply port 1002.
  • the vehicle charging The module 101 includes a first bridge arm circuit 1010, a DC bus 1011, a bidirectional DC conversion circuit 1012, a second bridge arm circuit 1013, a controller 1014 and a high voltage filter circuit 1015.
  • the controller 1014, the high-voltage filter circuit 1015 and the bidirectional DC conversion circuit 1012 are arranged on the same side inside the insulating housing 100, and the controller 1014 and the high-voltage filter circuit 1015 are isolated from the first bridge arm circuit 1010.
  • the controller 1014 may be a control circuit, a control chip, or a software code. In one embodiment, the controller 1014 may be connected to the first bridge arm circuit 1010, the bidirectional DC conversion circuit 1012 and the second bridge arm circuit 1013 through wired connections or wireless connections.
  • the controller 1014 is used to control the operation of the first bridge arm circuit 1010, the bidirectional DC conversion circuit 1012 and the second bridge arm circuit 1013. Specifically, the controller 1014 is used to control the on or off of multiple switches in the first bridge arm circuit 1010, the bidirectional DC conversion circuit 1012 or the second bridge arm circuit 1013, thereby controlling the first bridge arm circuit 1010, the bidirectional DC conversion circuit 1013, and the bidirectional DC conversion circuit 1013. The operation of the conversion circuit 1012 or the second bridge arm circuit 1013. It can be seen that the first bridge arm circuit 1010, the bidirectional DC conversion circuit 1012 and the second bridge arm circuit 1013 share the controller 1014, which reduces the cost of the controller.
  • the first bridge arm circuit 1010, the bidirectional DC conversion circuit 1012 or the second bridge arm circuit 1013 The multiple switches in the device include but are not limited to: insulated gate bipolar transistor (IGBT), or metal-oxide-semiconductor field-effect transistor (MOSFET).
  • IGBT insulated gate bipolar transistor
  • MOSFET metal-oxide-semiconductor field-effect transistor
  • MOS transistors The metal oxide Physical semiconductor field effect transistors.
  • multiple switches can be made of silicon semiconductor material Si, or silicon carbide SiC of the third generation wide bandgap semiconductor material, or gallium nitride GaN. The details can be determined according to the actual application scenario and are not limited here.
  • the high-voltage filter circuit 1015 is configured to receive the second direct current V out4 output by the bidirectional DC conversion circuit 1012 and perform high-voltage filtering processing, and provide power to the power battery 12 through the power battery connection port 1001 .
  • the high-voltage filter circuit 1015 is configured to receive the input voltage V in4 provided by the power battery 12 through the power battery connection port 1001 , perform high-voltage filter processing, and then output it to the bidirectional DC conversion circuit 1012 .
  • the high-voltage filter circuit 1015 includes but is not limited to a capacitor filter circuit, an inductor filter circuit, an RC filter circuit or an LC filter circuit.
  • the first bridge arm circuit 1010, the bidirectional DC conversion circuit 1012 and the second bridge arm circuit 1013 share the high voltage filter circuit 1015, thereby realizing the first bridge arm circuit 1010, the bidirectional DC conversion circuit 1012 and the second bridge arm circuit 1015.
  • the two-level short-circuit protection of the bridge arm circuit 1013 reduces the high-voltage network resonance point of the system, thereby improving the system stability; at the same time, it saves power distribution insurance and eliminates the need to set up multiple independent high-voltage filter circuits, which is more costly. Low, more applicable.
  • FIG 4A is a circuit schematic diagram of the vehicle charging module provided by this application.
  • the first bridge arm circuit 1010 includes a first bridge arm 10100, a second bridge arm 10101 and a third bridge arm 10102.
  • the first bridge arm 10100, the second bridge arm 10101 and the third bridge arm 10102 are Each bridge arm is connected in series between the positive and negative poles of the DC bus 1011.
  • the midpoint of each bridge arm in the first bridge arm 10100 and the second bridge arm 10101 is connected to the live wire of the AC power supply 11, and the midpoint of the third bridge arm 10102 is connected to the AC power supply. Neutral wire of power supply 11.
  • each of the first bridge arm 10100, the second bridge arm 10101 and the third bridge arm 10102 includes a first switch and a second switch connected in series, and the series connection point of the first switch and the second switch serves as each bridge arm. the midpoint.
  • the first switch and the second switch are conductive in a complementary manner, that is, the second switch is turned off when the first switch is turned on, or the second switch is turned on when the first switch is turned off.
  • the first bridge arm 10100 includes a first switch Q 1 and a second switch Q 2 connected in series, and the series connection point of the first switch Q 1 and the second switch Q 2 serves as the midpoint of the first bridge arm 10100 .
  • the second bridge arm 10101 includes a first switch Q 3 and a second switch Q 4 connected in series, and the series connection point of the first switch Q 3 and the second switch Q 4 serves as the midpoint of the second bridge arm 10101.
  • the third bridge arm 10102 includes a first switch Q 5 and a second switch Q 6 connected in series, and the series connection point of the first switch Q 5 and the second switch Q 6 serves as the midpoint of the third bridge arm 10102 .
  • the first bridge arm circuit 1010 includes a filter inductor L 1 and a filter inductor L 2 .
  • the midpoint of the first bridge arm 10100 is connected to the live wire of the AC power supply 11 through the filter inductor L 1 .
  • the second bridge arm 10101 The midpoint is connected to the live wire of the AC power supply 11 through the filter inductor L 2 .
  • the second bridge arm circuit 1013 includes three fourth bridge arms, and the three fourth bridge arms include a fourth bridge arm 10130, a fourth bridge arm 10131, and a fourth bridge arm 10132. Among them, each of the fourth bridge arm 10130, the fourth bridge arm 10131 and the fourth bridge arm 10132 is connected in series between the positive and negative poles of the DC bus 1011.
  • the fourth bridge arm 10130, the fourth bridge arm 10131 and Each of the fourth bridge arms 10132 includes a third switch and a fourth switch connected in series, and the series connection point of the third switch and the fourth switch serves as the midpoint of each fourth bridge arm.
  • the third switch and the fourth switch are conductive in a complementary manner, that is, the fourth switch is turned off when the third switch is turned on, or the fourth switch is turned on when the third switch is turned off.
  • the fourth bridge arm 10130 includes a switch S 1 and a switch S 2 connected in series, and the series connection point of the switch S 1 and the switch S 2 serves as the midpoint of the fourth bridge arm 10130 .
  • the fourth bridge arm 10131 includes a switch S 3 and a switch S 4 connected in series, and the series connection point of the switch S 3 and the switch S 4 serves as the midpoint of the fourth bridge arm 10131 .
  • the fourth bridge arm 10132 includes a switch S 5 and a switch S 6 connected in series, and the series connection point of the switch S 5 and the switch S 6 serves as the midpoint of the fourth bridge arm 10132 .
  • each fourth bridge arm is connected to the AC load 13 through the AC load power supply port 1002 .
  • the AC load 13 is a compressor motor
  • the AC load 13 includes a stator winding N, a stator winding W, and a stator winding V, and One end of each of the stator winding N, the stator winding W and the stator winding V is connected to each other.
  • the midpoint of the fourth bridge arm 10130 is connected to the other end of the stator winding N
  • the midpoint of the fourth bridge arm 10131 is connected to the other end of the stator winding W
  • the midpoint of the fourth bridge arm 10132 is connected to the other end of the stator winding V.
  • the above-mentioned bidirectional DC conversion circuit 1012 is connected in series between the positive and negative poles of the DC bus 1011, and the high-voltage filter circuit 1015 is connected in series between the positive and negative poles of the DC bus 1011.
  • the vehicle charging module 101 includes a bus capacitor C dc , which is connected in series between the positive and negative poles of the DC bus 1011 . Among them, the voltage across the bus capacitor C dc is the first direct current transmitted by the DC bus 1011.
  • the vehicle charging module 101 includes a fifth switch K 1 , and the midpoint of each of the first bridge arm 10100 and the second bridge arm 10101 is connected to the live wire of the AC power supply 11 through the fifth switch K 1 .
  • the turn-on or turn-off of the fifth switch K 1 can be used to close or break the loop between the first bridge arm circuit 1010 and the AC power supply 11 .
  • the vehicle charger 10 provided in the embodiment of the present application is used to use the AC power supply 11 to supply power to the power battery 12 .
  • the above-mentioned controller 1014 is used to: control the first switch and the second switch in each of the first bridge arm 10100, the second bridge arm 10101 and the third bridge arm 10102 to alternately conduct, so as to connect the AC power input port 1000
  • the received alternating current V in3 is converted into a first direct current
  • the operation of the bidirectional DC conversion circuit 1012 is controlled to convert the first direct current into a second direct current V out4 ; further, the third switch and the fourth switch in each fourth bridge arm are controlled.
  • Turn off that is, the second bridge arm circuit 1013 stops operating.
  • the high-voltage filter circuit 1015 is used to receive the second direct current V out4 and perform high-voltage filtering processing to provide power to the power battery 12 .
  • the first switch and the second switch in each bridge arm are alternately turned on, including: the first switch in each bridge arm is turned on and the second switch is turned off in a time period, and in another time period, the first switch in each bridge arm is turned on and the second switch is turned off. The first switch in each bridge arm is turned off and the second switch is turned on. Wherein, one time period and another time period are within a switching cycle of each bridge arm, and the other time period is after a time period. It can be seen that the controller 1014 can control the switches in each circuit of the first bridge arm circuit 1010 , the bidirectional DC conversion circuit 1012 and the second bridge arm circuit 1013 to turn on or off, thereby realizing that the AC power supply 11 can be used as the power battery 12 alone powered by.
  • the vehicle charger 10 provided in the embodiment of the present application is used to use the AC power supply 11 to supply power to the AC load 13 .
  • the above-mentioned controller 1014 is used to: control the first switch and the second switch in each of the first bridge arm 10100, the second bridge arm 10101 and the third bridge arm 10102 to alternately conduct, so as to connect the AC power input port 1000
  • the received alternating current V in3 is converted into the first direct current, and the bidirectional DC conversion circuit 1012 is controlled to stop running; further, the third switch and the fourth switch in each fourth bridge arm are controlled to alternately conduct, so as to convert the first direct current into The second alternating current V out6 .
  • the stator winding N, the stator winding W and the stator winding V can be used to receive the second alternating current V out6 and start working.
  • the third switch and the fourth switch in each fourth bridge arm are alternately turned on including: within a period of time, the third switch in each fourth bridge arm is turned on and the fourth switch is turned off. In another period of time, the third switch in each fourth bridge arm is turned off and the fourth switch is turned on. Wherein, one time period and another time period are within a switching period of each fourth bridge arm, and the other time period is after a time period. It can be seen that the controller 1014 can control the switches in each circuit of the first bridge arm circuit 1010, the bidirectional DC conversion circuit 1012 and the second bridge arm circuit 1013 to turn on or off, thereby realizing that the AC power supply 11 can independently supply the AC load 13 Power supply and strong applicability.
  • the vehicle charger 10 provided in the embodiment of the present application is used to use the AC power supply 11 to supply power to the power battery 12 and the AC load 13 .
  • the above-mentioned controller 1014 is used to: control the first switch and the second switch in each of the first bridge arm 10100, the second bridge arm 10101 and the third bridge arm 10102 to alternately conduct, so as to connect the AC power input port 1000
  • the received alternating current V in3 is converted into the first direct current
  • the bidirectional DC conversion circuit 1012 is controlled to operate to convert the first direct current into the second direct current V out4 ; further, the third switch and the fourth switch in each fourth bridge arm are controlled to alternate is turned on to convert the first direct current into the second alternating current V out6 .
  • the high-voltage filter circuit 1015 is used to receive the second direct current V out4 and perform high-voltage filtering processing to provide power to the power battery 12 .
  • the stator winding N, the stator winding W and the stator winding V can be used to receive the second alternating current V out6 and start working.
  • controller 1014 can control the first bridge arm circuit 1010, the bidirectional DC conversion circuit 1012 and the second bridge arm
  • the switches in each circuit in the circuit 1013 are turned on or off, so that the AC power supply 11 supplies power to the power battery 12 and the AC load 13 at the same time, and the power supply efficiency is higher.
  • the vehicle charger 10 is used to use the AC power supply 11 to supply power to at least one of the power battery 12 and the AC load 13 .
  • the above-mentioned controller 1014 is used to control the fifth switch K 1 to be turned on.
  • the switching control method of each circuit in the above-mentioned first bridge arm circuit 1010, bidirectional DC conversion circuit 1012 and second bridge arm circuit 1013 can refer to the description of the above embodiment. I won’t go into details here.
  • the vehicle charger 10 provided in the embodiment of the present application is used to use the power battery 12 to supply power to the AC load 13 .
  • the high-voltage filter circuit 1015 is used to receive the input voltage V in4 provided by the power battery 12 and perform high-voltage filtering processing.
  • the controller 1014 is used to control the operation of the bidirectional DC conversion circuit 1012 to convert the high-voltage filtered input voltage V in4 into the first direct current.
  • the controller 1014 is used to: control the first switch and the second switch in each of the first bridge arm 10100, the second bridge arm 10101 and the third bridge arm 10102 to turn off, and control the switch in each fourth bridge arm to turn off.
  • the third switch and the fourth switch are alternately turned on to convert the first direct current into the second alternating current V out6 .
  • the stator winding N, the stator winding W and the stator winding V are used to receive the second alternating current V out6 and start working.
  • controller 1014 can control the switches in each circuit of the first bridge arm circuit 1010, the bidirectional DC conversion circuit 1012 and the second bridge arm circuit 1013 to turn on or off, thereby realizing the power battery 12 to supply power to the AC load 13 , strong applicability.
  • the on-board charger 10 is used to use the power battery 12 to supply power to the AC load 13 .
  • the above-mentioned controller 1014 is used to control the fifth switch K 1 to turn off.
  • the switching control method of each circuit in the above-mentioned first bridge arm circuit 1010, bidirectional DC conversion circuit 1012 and second bridge arm circuit 1013 can refer to the description of the above embodiment. I won’t go into details here.
  • the vehicle charger 10 provided in the embodiment of the present application is used to use the power battery 12 to supply power to the AC load 13 .
  • the controller 1014 is used to: control the switching duty cycle of the bidirectional DC conversion circuit 1012 to adjust the first DC power transmitted by the DC bus 1011.
  • the switching duty cycle is determined by the operating parameters of the AC load 13.
  • the operating parameter may be the required operating speed of the compressor motor. It can be seen that the controller 1014 can dynamically adjust the voltage value corresponding to the first DC current by controlling the switch duty cycle, so that the AC load 13 operates in a high-efficiency state with strong applicability.
  • the first direct current transmitted by the DC bus 1011 is the same voltage as the voltage across the bus capacitor C dc , and the voltage across the bus capacitor C dc can be referred to as the bus voltage. Therefore, the controller 1014 can control the switch to occupy The voltage value corresponding to the bus voltage is dynamically adjusted using the air ratio, which has strong applicability.
  • FIG. 4B is another circuit schematic diagram of the vehicle charging module provided by this application.
  • the midpoint of each of the first bridge arm 10100 , the second bridge arm 10101 and the third bridge arm 10102 is connected to the AC load 13 through the AC load power supply port 1002 .
  • the AC load 13 is a compressor motor.
  • the AC load 13 includes a stator winding N, a stator winding W and a stator winding V, and one end of each of the stator windings N, the stator winding W and the stator winding V is connected to each other. .
  • the midpoint of the first bridge arm 10100 is connected to the other end of the stator winding N
  • the midpoint of the second bridge arm 10101 is connected to the other end of the stator winding W
  • the midpoint of the third bridge arm 10102 is connected to the other end of the stator winding V.
  • the vehicle charger 10 provided in the embodiment of the present application is used to use the power battery 12 to supply power to the AC load 13 .
  • the high-voltage filter circuit 1015 is used to receive the input voltage V in4 provided by the power battery 12 and perform high-voltage filtering processing.
  • the above-mentioned controller 1014 is used to control the operation of the bidirectional DC conversion circuit 1012 to convert the high-voltage filtered input voltage V in4 into the first direct current.
  • the above-mentioned controller 1014 is used to: control the fifth switch K 1 to turn off, and control the first switch and the second switch in each of the first bridge arm 10100, the second bridge arm 10101 and the third bridge arm 10102 to alternate conducts to convert the first DC current to the first Alternating current V out5 ; further, the third switch and the fourth switch in each fourth bridge arm are controlled to be turned off, that is, the second bridge arm circuit 1013 stops operating.
  • the stator winding N, the stator winding W and the stator winding V are used to receive the first alternating current V out5 and start working.
  • controller 1014 can control the switches in each circuit of the first bridge arm circuit 1010, the bidirectional DC conversion circuit 1012 and the second bridge arm circuit 1013 to turn on or off to realize that the power battery 12 supplies power to the AC load 13.
  • the fifth switch K1 is controlled to be turned off to avoid short circuit of the AC power supply 11, thereby improving the power supply security of the load.
  • the controller 1014 can realize this by controlling the switches in each circuit of the first bridge arm circuit 1010, the bidirectional DC conversion circuit 1012 and the second bridge arm circuit 1013 to turn on or off.
  • the AC power supply 11 supplies power to the power battery 12 alone, or the AC power supply 11 supplies power to the AC load 13 alone, or the AC power supply 11 supplies power to the power battery 12 and the AC load 13 at the same time, or the power battery 12 supplies power to the AC load 13, thereby satisfying the vehicle-mounted requirements.
  • the charger 10 has different power supply needs and has strong power supply flexibility.
  • FIG. 5 is a schematic structural diagram of the vehicle power system provided by this application.
  • the vehicle power system 3 includes a power battery 30 and a vehicle charger 31 .
  • the vehicle charger 31 is used to supply power to the power battery 30 . Since the structural layout of the vehicle-mounted charger 31 is simpler and highly integrated, the structural layout of the vehicle-mounted power system 3 is simplified and the power density of the vehicle-mounted power system 3 is improved.
  • the vehicle-mounted power system 3 includes a compressor motor 32, and the vehicle-mounted charger 31 is used to use AC power to power the compressor motor 32 or use the power battery 30 to power the compressor motor 32, which has high power supply flexibility.
  • the on-board charger 31 and the compressor motor 32 can share the high-voltage distribution box in the on-board power system 3, thereby reducing the number of high-voltage components in the on-board power system 3, resulting in lower cost and strong applicability.
  • the vehicle power system 3 may be a power system in an electric vehicle, and the compressor motor 32 may be an air conditioning compressor motor in the electric vehicle. After the on-board charger 31 supplies power to the compressor motor 32, the air conditioning and refrigeration system in the electric vehicle starts to work.

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Abstract

一种车载充电机，包括绝缘壳体（100）和车载充电模组（101），在车载充电模组（101）中，双向直流变换电路（1012）用于接收直流母线（1011）传输的第一直流电并通过动力电池连接端口（1001）输出第二直流电为动力电池（12）供电，或者用于通过动力电池连接端口（1001）接收动力电池（12）供电并输出第一直流电；第一桥臂电路（1010）用于通过交流电源输入端口（1000）接收交流电并输出第一直流电，或者用于接收第一直流电并通过交流负载供电端口（1002）输出第一交流电为交流负载（13）供电；第二桥臂电路（1013）用于接收第一直流电并通过交流负载供电端口（1002）输出第二交流电为交流负载（13）供电，从而兼容对动力电池（12）供电的功能和对交流负载（13）供电的功能，结构布局更加简单且集成度高，供电灵活性强，适用性强。还公开一种车载动力系统及电动车辆。

Description

车载充电机、车载动力系统及电动车辆
本申请要求于2022年06月29日提交中国专利局、申请号为202210751597.8、申请名称为“车载充电机、车载动力系统及电动车辆”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
本申请涉及电力电子技术领域，尤其涉及一种车载充电机、车载动力系统及电动车辆。
背景技术
目前，电动汽车包括动力电池、车载充电机(on-board charger，OBC)和压缩机，车载充电机用于为动力电池供电，然而，在压缩机开始工作的情况，车载充电机无法为压缩机供电，适用性差。
发明内容
本申请提供一种车载充电机、车载动力系统及电动车辆，可兼容对动力电池供电的功能和对交流负载供电的功能，结构布局更加简单且集成度高，供电灵活性强，适用性强。
第一方面，本申请提供了一种车载充电机，用于利用交流电源为动力电池和交流负载中的至少一种供电或利用动力电池为交流负载供电。车载充电机，包括：
绝缘壳体，设置有交流电源输入端口、动力电池连接端口及交流负载供电端口；
车载充电模组，设置于绝缘壳体内部，包括第一桥臂电路、直流母线、双向直流变换电路及第二桥臂电路，其中：
直流母线，用于传输第一直流电；
双向直流变换电路，用于接收第一直流电并通过动力电池连接端口输出第二直流电为动力电池供电，或者用于通过动力电池连接端口接收动力电池供电并输出第一直流电；
第一桥臂电路，用于通过交流电源输入端口接收交流电并输出第一直流电，或者用于接收第一直流电并通过交流负载供电端口输出第一交流电为交流负载供电；
第二桥臂电路，用于接收第一直流电并通过交流负载供电端口输出第二交流电为交流负载供电。
在本申请中，可兼容对动力电池供电的功能和对交流负载供电的功能，结构更加简单且集成度高，成本更低。另外，可利用交流电源单独为动力电池供电、利用交流电源或者动力电池单独为交流负载供电、或者利用交流电源同时为动力电池和对交流负载供电，从而满足了车载充电机的不同供电需求，供电灵活性强，适用性强。
结合第一方面，在第一种可能的实施方式中，上述交流电源输入端口和交流负载供电端口相对设置于绝缘壳体的两侧，且交流电源输入端口和动力电池连接端口设置于绝缘壳体的同一侧。第一桥臂电路设置于绝缘壳体内部靠近交流电源输入端口的一侧，第二桥臂电路设置于绝缘壳体内部靠近交流负载供电端口的一侧，双向直流变换电路设置于绝缘壳体内部靠近动力电池连接端口的一侧，且第一桥臂电路和第二桥臂电路均与双向直流变换电路隔离以实现电路保护。
结合第一方面或者第一方面第一种可能的实施方式，在第二种可能的实施方式中，上述第一桥臂电路包括第一桥臂、第二桥臂和第三桥臂，其中，第一桥臂、第二桥臂和第三桥臂中的各桥臂串联于直流母线的正负极之间，第一桥臂和第二桥臂中各桥臂的中点连接交流电源的火线，第三桥臂的中点连接交流电源的零线。其中，第一桥臂、第二桥臂和第三桥臂中的各桥臂包括串联的第一开关和第二开关，且第一开关和第二开关的串联连接点作为各桥臂的中点。
结合第一方面第二种可能的实施方式，在第三种可能的实施方式中，上述第二桥臂电路包括三个第四桥臂，其中，三个第四桥臂中的各第四桥臂串联于直流母线的正负极之间，各第四桥臂包括串联的第三开关和第四开关。
结合第一方面第三种可能的实施方式，在第四种可能的实施方式中，上述车载充电机用于利用交流电源为动力电池供电；车载充电模组包括控制器；
控制器，用于：
控制第一桥臂、第二桥臂和第三桥臂中各桥臂中的第一开关和第二开关交替导通，以将交流电源输入端口接收的交流电转换为第一直流电，并控制双向直流变换电路运行以将第一直流电转换为第二直流电；
控制各第四桥臂中的第三开关和第四开关关断，即第二桥臂电路停止运行。
在本申请中，可控制第一桥臂电路、双向直流变换电路和第二桥臂电路中各电路中的开关导通或者关断，从而实现交流电源单独为动力电池供电。
结合第一方面第三种可能的实施方式，在第五种可能的实施方式中，车载充电机用于利用交流电源为交流负载供电；车载充电模组包括控制器；
控制器，用于：
控制第一桥臂、第二桥臂和第三桥臂中各桥臂中的第一开关和第二开关交替导通，以将交流电源输入端口接收的交流电转换为第一直流电，并控制双向直流变换电路停止运行；
控制各第四桥臂中的第三开关和第四开关交替导通，以将第一直流电转换为第二交流电。
在本申请中，可控制第一桥臂电路、双向直流变换电路和第二桥臂电路中各电路中的开关导通或者关断，从而实现交流电源单独为交流负载供电。
结合第一方面第三种可能的实施方式，在第六种可能的实施方式中，上述车载充电机用于利用交流电源为动力电池和交流负载供电；车载充电模组包括控制器；
控制第一桥臂、第二桥臂和第三桥臂中各桥臂中的第一开关和第二开关交替导通，以将交流电源输入端口接收的交流电转换为第一直流电；
控制双向直流变换电路运行以将第一直流电转换为第二直流电；
控制各第四桥臂中的第三开关和第四开关交替导通，以将第一直流电转换为第二交流电。
在本申请中，可控制第一桥臂电路、双向直流变换电路和第二桥臂电路中各电路中的开关导通或者关断，从而实现交流电源同时为动力电池和交流负载供电，供电效率更高。
结合第一方面第三种可能的实施方式，在第七种可能的实施方式中，车载充电机用于利用动力电池为交流负载供电；车载充电模组包括控制器和第五开关，第一桥臂和第二桥臂中各桥臂的中点通过第五开关连接交流电源的火线；
控制器，用于：
控制第五开关关断，并控制第一桥臂、第二桥臂和第三桥臂中各桥臂中的第一开关和第二开关交替导通，以将第一直流电转换为第一交流电；
控制各第四桥臂中的第三开关和第四开关关断。
在本申请中，可控制第一桥臂电路、双向直流变换电路和第二桥臂电路中各电路中的开关导通或者关断以实现动力电池为交流负载供电，同时通过控制第五开关关断来避免交流电源短路，从而提高了负载的供电安全性。
结合第一方面第三种可能的实施方式，在第八种可能的实施方式中，车载充电机用于利用动力电池为交流负载供电；车载充电模组包括控制器；
控制器，用于：
控制第一桥臂、第二桥臂和第三桥臂中各桥臂中的第一开关和第二开关关断，并控制各第四桥臂中的第三开关和第四开关交替导通，以将第一直流电转换为第二交流电。
在本申请中，可控制第一桥臂电路、双向直流变换电路和第二桥臂电路中各电路中的开关导通或者关断以实现动力电池为交流负载供电，成本更低。
结合第一方面第八种可能的实施方式，在第九种可能的实施方式中，控制器，用于：
控制双向直流变换电路的开关占空比以调节直流母线传输的第一直流电，其中，开关占空比由交流负载的运行参数确定。在本申请中，可通过控制开关占空比来动态调节第一直流电对应的电压值，从而使得交流负载工作在高效状态，适用性强。
结合第一方面第三种可能的实施方式，在第十种可能的实施方式中，第一桥臂、第二桥臂和第三桥臂中的各桥臂的中点通过交流负载供电端口连接至交流负载；或者
各第四桥臂的中点通过交流负载供电端口连接至交流负载，各第四桥臂中的第三开关和第四开关的串联连接点作为各第四桥臂的中点。
第二方面，本申请提供了一种车载动力系统，包括动力电池以及如上述第一方面至第一方面第十种可能的实施方式中任一种提供的车载充电机；车载充电机用于为动力电池供电。由于车载充电机的结构布局更加简单且集成度高，因此简化了车载动力系统的结构布局，提高了车载动力系统的功率密度。
结合第二方面，在第一种可能的实施方式中，上述车载动力系统包括压缩机电机，车载充电机用于利用交流电源为压缩机电机供电或利用动力电池为压缩机电机供电，供电灵活性强。
第三方面，本申请提供了一种电动车辆，包括动力电池、驱动电机以及如上述第一方面至第一方面第十种可能的实施方式中任一种提供的车载充电机；车载充电机用于为动力电池供电；动力电池用于为驱动电机供电。
在本申请中，可通过控制第一桥臂电路、双向直流变换电路和第二桥臂电路中各电路中的开关导通或者关断，来实现交流电源单独为动力电池供电，或者交流电源单独为交流负载供电，或者交流电源同时为动力电池和交流负载供电，或者动力电池为交流负载供电，从而满足了车载充电机的不同供电需求，供电灵活性强，适用性强。
附图说明
图1A是本申请提供的电动车辆的一种结构示意图；
图1B是本申请提供的电动车辆的另一种结构示意图；
图2是本申请提供的车载充电机的一种结构示意图；
图3是本申请提供的车载充电机的另一种结构示意图；
图4A是本申请提供的车载充电模组的一种电路示意图；
图4B是本申请提供的车载充电模组的另一种电路示意图；
图5是本申请提供的车载动力系统的结构示意图。
具体实施方式
下面将结合图示对本申请提供的车载充电机、车载动力系统及电动车辆进行说明。
图1A是本申请提供的电动车辆的一种结构示意图。如图1A所示，电动车辆1包括车载充电机10、动力电池20和驱动电机30。车载充电机10用于接收交流电源2提供的输入电压Vin1，并提供输出电压Vout1为动力电池20供电。动力电池20用于为驱动电机30提供输入电压Vin2以对驱动电机30供电。
图1B是本申请提供的电动车辆的另一种结构示意图。如图1B所示，电动车辆1包括车载充电机10、动力电池20、驱动电机30和压缩机电机40。在一种实施例中，车载充电机10用于接收交流电源2提供的输入电压Vin1，并提供输出电压Vout1为动力电池20供电。动力电池20用于为驱动电机30提供输入电压Vin2以对驱动电机30供电。
在一种实施例中，车载充电机10用于接收交流电源2提供的输入电压Vin1，并提供输出电压Vout2为压缩机电机40供电。在另一种实施例中，车载充电机10用于接收动力电池20提供的输入电压Vin2，并提供输出电压Vout3为压缩机电机40供电。
在一种实施例中，车载充电机10用于接收交流电源2提供的输入电压Vin1，并分别提供输出电压Vout1和输出电压Vout2为动力电池20和压缩机电机40供电。在一种实施例中，压缩机电机40设置在电动车辆1的空调压缩机内。在车载充电机10为压缩机电机40供电之后，电动车辆1的空调制冷系统正常工作。
本申请实施例提供的车载充电机10可兼容对动力电池20供电的功能和对压缩机电机40供电的功能，从而简化了电动车辆1的结构布局，成本低、体积小且集成度高。在一种实施例中，车载充电机10和压缩机电机40可共用电动车辆1中的高压配电盒，从而减少了电动车辆1中的高压部件数量，成本更低，适用性强。
本申请实施例提供的交流电源2可以是交流电网、交流充电桩或者不间断电源(uninterruptible power system，UPS)。
图2是本申请提供的车载充电机的一种结构示意图。车载充电机10用于利用交流电源11为动力电池12和交流负载13中的至少一种供电，或利用动力电池12为交流负载13供电。其中，动力电池12和交流负载13中的至少一种包括动力电池12、或者交流负载13、或者动力电池12和交流负载13。在一种实施例中，交流电源11可以是交流电网、交流充电桩或者不间断电源。交流负载13可以是压缩机电机或者其他小功率电机。
如图2所示，车载充电机10包括绝缘壳体100和车载充电模组101，车载充电模组101设置在绝缘壳体100内部。其中，绝缘壳体100设置有交流电源输入端口1000、动力电池连接端口1001及交流负载供电端口1002，交流电源输入端口1000和交流负载供电端口1002相对设置于绝缘壳体100的两侧，且交流电源输入端口1000和动力电池连接端口1001设置于绝缘壳体100的同一侧。在一种实施例中，交流电源输入端口1000和动力电池连接端口1001设置于绝缘壳体100的右侧，交流负载供电端口1002设置于绝缘壳体100的左侧。
上述车载充电模组101包括第一桥臂电路1010、直流母线1011、双向直流变换电路1012及第二桥臂电路1013。其中，第一桥臂电路1010设置于绝缘壳体100内部靠近交流电源输入端口1000的一侧，第二桥臂电路1013设置于绝缘壳体100内部靠近交流负载供电端口1002的一侧，双向直流变换电路1012设置于绝缘壳体100内部靠近动力电池连接端口1001的一侧，且第一桥臂电路1010和第二桥臂电路1013均与双向直流变换电路1012隔离以实现电路保护。
在一种实施例中，第一桥臂电路1010通过交流电源输入端口1000连接交流电源11，第二桥臂电路1013通过交流负载供电端口1002连接交流负载13，双向直流变换电路1012通过动力电池连接端口1001连接动力电池12。在另一种实施例中，第一桥臂电路1010通过交流负载供电端口1002连接交流负载13。
其中，直流母线1011，用于传输第一直流电。该直流母线1011是指车载充电机10的中间母线。
双向直流变换电路1012，用于接收第一直流电并通过动力电池连接端口1001输出第二直流电Vout4为动力电池12供电，或者用于通过动力电池连接端口1001接收动力电池12供电并输出第一直流电。在一种实施例中，双向直流变换电路1012用于通过动力电池连接端口1001接收动力电池12提供的输入电压Vin4，并输出第一直流电。
第一桥臂电路1010，用于通过交流电源输入端口1000接收交流电并输出第一直流电，或者用于接收第一直流电并通过交流负载供电端口1002输出第一交流电Vout5为交流负载13供电。其中，第一桥臂电路1010为交直流(alternating current-direct current，AC-DC)变换电路。
第二桥臂电路1013，用于接收第一直流电并通过交流负载供电端口1002输出第二交流电Vout6为交流负载13供电。其中，第一桥臂电路1010为DC-AC变换电路。
本申请实施例提供的车载充电机10可单独对动力电池20供电、单独对交流负载13供电、或者同时为动力电池20和对交流负载13供电，从而满足了车载充电机10的不同供电需求，供电灵活性强。由此可见，该车载充电机10可兼容对动力电池20供电的功能和对交流负载13供电的功能，结构布局更加简单且集成度高，成本更低，适用性强。
在一种实施例中，第二桥臂电路1013串联于直流母线1011的正负极之间，可实现第二桥臂电路1013的电压等级和直流母线1011的电压等级归一，从而有利于交流负载13的设计和选型，成本更低，适用性强。
图3是本申请提供的车载充电机的另一种结构示意图。如图3所示，车载充电机10包括绝缘壳体100和车载充电模组101，其中，绝缘壳体100设置有交流电源输入端口1000、动力电池连接端口1001及交流负载供电端口1002，车载充电模组101包括第一桥臂电路1010、直流母线1011、双向直流变换电路1012、第二桥臂电路1013、控制器1014和高压滤波电路1015。其中，第一桥臂电路1010、直流母线1011、双向直流变换电路1012、第二桥臂电路1013、交流电源输入端口1000、动力电池连接端口1001以及交流负载供电端口1002之间的位置关系可参见图2对应的实施例，以下不再赘述。
其中，控制器1014、高压滤波电路1015和双向直流变换电路1012设置在绝缘壳体100内部的同一侧，且控制器1014和高压滤波电路1015均与第一桥臂电路1010隔离。
在一种实施例中，控制器1014可以是控制电路、控制芯片或者软件代码。在一种实施例中，控制器1014可以与第一桥臂电路1010、双向直流变换电路1012和第二桥臂电路1013通过有线连接或者无线连接。
在一种实施例中，控制器1014用于控制第一桥臂电路1010、双向直流变换电路1012和第二桥臂电路1013的运行。具体地，控制器1014用于控制第一桥臂电路1010、双向直流变换电路1012或者第二桥臂电路1013中多个开关的导通或者关断，从而控制第一桥臂电路1010、双向直流变换电路1012或者第二桥臂电路1013的运行。由此可见，第一桥臂电路1010、双向直流变换电路1012和第二桥臂电路1013共用控制器1014，降低了控制器成本。
在一种实施例中，第一桥臂电路1010、双向直流变换电路1012或者第二桥臂电路1013 中的多个开关包括但不限于：绝缘栅双极性晶体管(insulated gate bipolar transistor，IGBT)，或者金属氧化物半导体场效应晶体管(metal-oxide-semiconductor field-effect transistor，MOSFET)，该金属氧化物半导体场效应晶体管可简称为MOS管。其中，多个开关可由硅半导体材料Si，或者第三代宽禁带半导体材料的碳化硅SiC，或者氮化镓GaN制成，具体可根据实际应用场景确定，在此不作限制。
在一种实施例中，高压滤波电路1015用于接收双向直流变换电路1012输出的第二直流电Vout4并进行高压滤波处理，并通过动力电池连接端口1001为动力电池12供电。或者，高压滤波电路1015用于通过动力电池连接端口1001接收动力电池12提供的输入电压Vin4，并进行高压滤波处理后输出至双向直流变换电路1012。其中，高压滤波电路1015包括但不限于电容滤波电路、电感滤波电路、RC滤波电路或者LC滤波电路。
在一种实施例中，第一桥臂电路1010、双向直流变换电路1012和第二桥臂电路1013共用高压滤波电路1015，从而可实现第一桥臂电路1010、双向直流变换电路1012和第二桥臂电路1013的两级短路保护，并且减小了系统的高压网络谐振点，从而提高了系统稳定性；同时，节省了配电的保险，并且无需设置多个独立的高压滤波电路，成本更低，适用性更强。
图4A是本申请提供的车载充电模组的一种电路示意图。如图4A所示，第一桥臂电路1010包括第一桥臂10100、第二桥臂10101和第三桥臂10102，第一桥臂10100、第二桥臂10101和第三桥臂10102中的各桥臂串联于直流母线1011的正负极之间，第一桥臂10100和第二桥臂10101中各桥臂的中点连接交流电源11的火线，第三桥臂10102的中点连接交流电源11的零线。其中，第一桥臂10100、第二桥臂10101和第三桥臂10102中的各桥臂包括串联的第一开关和第二开关，第一开关和第二开关的串联连接点作为各桥臂的中点。第一开关和第二开关互补导通，即第一开关导通时第二开关关断，或者第一开关关断时第二开关导通。
本申请实施例中，第一桥臂10100包括串联的第一开关Q1和第二开关Q2，第一开关Q1和第二开关Q2的串联连接点作为第一桥臂10100的中点。第二桥臂10101包括串联的第一开关Q3和第二开关Q4，第一开关Q3和第二开关Q4的串联连接点作为第二桥臂10101的中点。第三桥臂10102包括串联的第一开关Q5和第二开关Q6，第一开关Q5和第二开关Q6的串联连接点作为第三桥臂10102的中点。
在一种实施例中，第一桥臂电路1010包括滤波电感L1和滤波电感L2，第一桥臂10100的中点通过滤波电感L1连接交流电源11的火线，第二桥臂10101的中点通过滤波电感L2连接交流电源11的火线。
第二桥臂电路1013包括三个第四桥臂，该三个第四桥臂包括第四桥臂10130、第四桥臂10131和第四桥臂10132。其中，第四桥臂10130、第四桥臂10131和第四桥臂10132中的各第四桥臂串联于直流母线1011的正负极之间，第四桥臂10130、第四桥臂10131和第四桥臂10132中的各第四桥臂包括串联的第三开关和第四开关，且第三开关和第四开关的串联连接点作为各第四桥臂的中点。其中，第三开关和第四开关互补导通，即第三开关导通时第四开关关断，或者第三开关关断时第四开关导通。
本申请实施例中，第四桥臂10130包括串联的开关S1和开关S2，开关S1和开关S2的串联连接点作为第四桥臂10130的中点。第四桥臂10131包括串联的开关S3和开关S4，开关S3和开关S4的串联连接点作为第四桥臂10131的中点。第四桥臂10132包括串联的开关S5和开关S6，开关S5和开关S6的串联连接点作为第四桥臂10132的中点。
上述各第四桥臂的中点通过交流负载供电端口1002连接至交流负载13。在一种实施例中，交流负载13为压缩机电机，交流负载13包括定子绕组N、定子绕组W和定子绕组V，且 定子绕组N、定子绕组W和定子绕组V中各定子绕组的一端相连。第四桥臂10130的中点连接定子绕组N的另一端，第四桥臂10131的中点连接定子绕组W的另一端，第四桥臂10132的中点连接定子绕组V的另一端。
上述双向直流变换电路1012串联在直流母线1011的正负极之间，高压滤波电路1015串联在直流母线1011的正负极之间。
在一种实施例中，车载充电模组101包括母线电容Cdc，该母线电容Cdc串联在直流母线1011的正负极之间。其中，母线电容Cdc两端的电压为直流母线1011所传输的第一直流电。
在一种实施例中，车载充电模组101包括第五开关K1，第一桥臂10100和第二桥臂10101中各桥臂的中点通过第五开关K1连接交流电源11的火线。其中，第五开关K1的导通或者关断可用于闭合或者断开第一桥臂电路1010和交流电源11之间的回路。
本申请实施例提供的车载充电机10用于利用交流电源11为动力电池12供电。上述控制器1014，用于：控制第一桥臂10100、第二桥臂10101和第三桥臂10102中各桥臂中的第一开关和第二开关交替导通，以将交流电源输入端口1000接收的交流电Vin3转换为第一直流电，并控制双向直流变换电路1012运行以将第一直流电转换为第二直流电Vout4；进一步地，控制各第四桥臂中的第三开关和第四开关关断，即第二桥臂电路1013停止运行。高压滤波电路1015用于接收第二直流电Vout4，并进行高压滤波处理后为动力电池12供电。
在一实施例中，各桥臂中的第一开关和第二开关交替导通包括：在一时间段内各桥臂中的第一开关导通且第二开关关断，在另一时间段内各桥臂中的第一开关关断且第二开关导通。其中，一时间段和另一时间段处于各桥臂的一个开关周期，且另一时间段在一时间段之后。由此可见，控制器1014可控制第一桥臂电路1010、双向直流变换电路1012和第二桥臂电路1013中各电路中的开关导通或者关断，从而实现交流电源11单独为动力电池12供电。
本申请实施例提供的车载充电机10用于利用交流电源11为交流负载13供电。上述控制器1014，用于：控制第一桥臂10100、第二桥臂10101和第三桥臂10102中各桥臂中的第一开关和第二开关交替导通，以将交流电源输入端口1000接收的交流电Vin3转换为第一直流电，并控制双向直流变换电路1012停止运行；进一步地，控制各第四桥臂中的第三开关和第四开关交替导通，以将第一直流电转换为第二交流电Vout6。定子绕组N、定子绕组W和定子绕组V可用于接收第二交流电Vout6并开始工作。
在一实施例中，各第四桥臂中的第三开关和第四开关交替导通包括：在一时间段内各第四桥臂中的第三开关导通且第四开关关断，在另一时间段内各第四桥臂中的第三开关关断且第四开关导通。其中，一时间段和另一时间段处于各第四桥臂的一个开关周期，且另一时间段在一时间段之后。由此可见，控制器1014可控制第一桥臂电路1010、双向直流变换电路1012和第二桥臂电路1013中各电路中的开关导通或者关断，从而实现交流电源11单独对交流负载13供电，适用性强。
本申请实施例提供的车载充电机10用于利用交流电源11为动力电池12和交流负载13供电。上述控制器1014，用于：控制第一桥臂10100、第二桥臂10101和第三桥臂10102中各桥臂中的第一开关和第二开关交替导通，以将交流电源输入端口1000接收的交流电Vin3转换为第一直流电；控制双向直流变换电路1012运行以将第一直流电转换为第二直流电Vout4；进一步地，控制各第四桥臂中的第三开关和第四开关交替导通，以将第一直流电转换为第二交流电Vout6。高压滤波电路1015用于接收第二直流电Vout4，并进行高压滤波处理后为动力电池12供电。定子绕组N、定子绕组W和定子绕组V可用于接收第二交流电Vout6并开始工作。
由此可见，控制器1014可控制第一桥臂电路1010、双向直流变换电路1012和第二桥臂 电路1013中各电路中的开关导通或者关断，从而实现交流电源11同时为动力电池12和交流负载13供电，供电效率更高。
在一实施例中，车载充电机10用于利用交流电源11为动力电池12和交流负载13中的至少一种供电。上述控制器1014用于控制第五开关K1导通，上述第一桥臂电路1010、双向直流变换电路1012和第二桥臂电路1013中各电路的开关控制方式可参见以上实施例的描述，在此不再赘述。
本申请实施例提供的车载充电机10用于利用动力电池12为交流负载13供电。高压滤波电路1015用于接收动力电池12提供的输入电压Vin4并进行高压滤波处理。控制器1014用于控制双向直流变换电路1012运行，以将高压滤波处理后的输入电压Vin4转换为第一直流电。控制器1014，用于：控制第一桥臂10100、第二桥臂10101和第三桥臂10102中各桥臂中的第一开关和第二开关关断，并控制各第四桥臂中的第三开关和第四开关交替导通，以将第一直流电转换为第二交流电Vout6。定子绕组N、定子绕组W和定子绕组V用于接收第二交流电Vout6并开始工作。
由此可见，控制器1014可控制第一桥臂电路1010、双向直流变换电路1012和第二桥臂电路1013中各电路中的开关导通或者关断，从而实现动力电池12为交流负载13供电，适用性强。
在一种实施例中，车载充电机10用于利用动力电池12为交流负载13供电。上述控制器1014用于控制第五开关K1断开，上述第一桥臂电路1010、双向直流变换电路1012和第二桥臂电路1013中各电路的开关控制方式可参见以上实施例的描述，在此不再赘述。
本申请实施例提供的车载充电机10用于利用动力电池12为交流负载13供电。控制器1014，用于：控制双向直流变换电路1012的开关占空比以调节直流母线1011传输的第一直流电。其中，开关占空比由交流负载13的运行参数决定，例如，运行参数可以是压缩机电机所需求的运行转速。由此可见，控制器1014可通过控制开关占空比来动态调节第一直流电对应的电压值，从而使得交流负载13工作在高效状态，适用性强。
在一实施例中，直流母线1011传输的第一直流电与母线电容Cdc两端的电压为同一电压，且母线电容Cdc两端的电压可简称为母线电压，因此，控制器1014可通过控制开关占空比来动态调节母线电压对应的电压值，适用性强。
图4B是本申请提供的车载充电模组的另一种电路示意图。如图4B所示，第一桥臂10100、第二桥臂10101和第三桥臂10102中的各桥臂的中点通过交流负载供电端口1002连接至交流负载13。在一种实施例中，交流负载13为压缩机电机，交流负载13包括定子绕组N、定子绕组W和定子绕组V，且定子绕组N、定子绕组W和定子绕组V中各定子绕组的一端相连。第一桥臂10100的中点连接定子绕组N的另一端，第二桥臂10101的中点连接定子绕组W的另一端，第三桥臂10102的中点连接定子绕组V的另一端。
需要说明的是，第一桥臂电路1010、双向直流变换电路1012、第二桥臂电路1013以及高压滤波电路1015之间的具体连接关系和电路结构可参见图4A对应的实施例的描述，在此不再赘述。
本申请实施例提供的车载充电机10用于利用动力电池12为交流负载13供电。高压滤波电路1015用于接收动力电池12提供的输入电压Vin4并进行高压滤波处理。上述控制器1014，用于：控制双向直流变换电路1012运行，以将高压滤波处理后的输入电压Vin4转换为第一直流电。上述控制器1014，用于：控制第五开关K1关断，并控制第一桥臂10100、第二桥臂10101和第三桥臂10102中各桥臂中的第一开关和第二开关交替导通，以将第一直流电转换为第一 交流电Vout5；进一步地，控制各第四桥臂中的第三开关和第四开关关断，即第二桥臂电路1013停止运行。定子绕组N、定子绕组W和定子绕组V用于接收第一交流电Vout5并开始工作。
由此可见，控制器1014可控制第一桥臂电路1010、双向直流变换电路1012和第二桥臂电路1013中各电路中的开关导通或者关断以实现动力电池12为交流负载13供电，同时通过控制第五开关K1关断来避免交流电源11短路，从而提高了负载的供电安全性。
在本申请提供的车载充电机10中，控制器1014可通过控制第一桥臂电路1010、双向直流变换电路1012和第二桥臂电路1013中各电路中的开关导通或者关断，来实现交流电源11单独为动力电池12供电，或者交流电源11单独为交流负载13供电，或者交流电源11同时为动力电池12和交流负载13供电，或者动力电池12为交流负载13供电，从而满足了车载充电机10的不同供电需求，供电灵活性强。
参见图5，图5是本申请提供的车载动力系统的结构示意图。如图5所示，车载动力系统3包括动力电池30和车载充电机31，车载充电机31用于为动力电池30供电。由于车载充电机31的结构布局更加简单且集成度高，因此简化了车载动力系统3的结构布局，提高了车载动力系统3的功率密度。在一种实施例中，车载动力系统3包括压缩机电机32，车载充电机31用于利用交流电源为压缩机电机32供电或利用动力电池30为压缩机电机32供电，供电灵活性强。
在一种实施例中，车载充电机31和压缩机电机32可共用车载动力系统3中的高压配电盒，从而减少了车载动力系统3中的高压部件数量，成本更低，适用性强。
在一种实施例中，车载动力系统3可以是电动车辆内的动力系统，压缩机电机32可以是电动车辆内的空调压缩机电机。在车载充电机31为压缩机电机32供电之后，电动车辆内的空调制冷系统开始工作。
以上所述，仅为本发明的具体实施方式，但本发明的保护范围并不局限于此，任何熟悉本技术领域的技术人员在本发明揭露的技术范围内，可轻易想到变化或替换，都应涵盖在本发明的保护范围之内。因此，本发明的保护范围应以所述权利要求的保护范围为准。

Claims (14)

  1. 一种车载充电机，用于利用交流电源为动力电池和交流负载中的至少一种供电或利用所述动力电池为所述交流负载供电，其特征在于，包括：
    绝缘壳体，设置有交流电源输入端口、动力电池连接端口及交流负载供电端口；
    车载充电模组，设置于所述绝缘壳体内部，包括第一桥臂电路、直流母线、双向直流变换电路及第二桥臂电路，其中：
    所述直流母线，用于传输第一直流电；
    所述双向直流变换电路，用于接收所述第一直流电并通过所述动力电池连接端口输出第二直流电为所述动力电池供电，或者用于通过所述动力电池连接端口接收所述动力电池供电并输出所述第一直流电；
    所述第一桥臂电路，用于通过所述交流电源输入端口接收交流电并输出所述第一直流电，或者用于接收所述第一直流电并通过所述交流负载供电端口输出第一交流电为所述交流负载供电；
    所述第二桥臂电路，用于接收所述第一直流电并通过所述交流负载供电端口输出第二交流电为所述交流负载供电。
  2. 根据权利要求1所述的车载充电机，其特征在于，所述交流电源输入端口和所述交流负载供电端口相对设置于所述绝缘壳体的两侧，且所述交流电源输入端口和所述动力电池连接端口设置于所述绝缘壳体的同一侧；
    所述第一桥臂电路设置于所述绝缘壳体内部靠近所述交流电源输入端口的一侧，所述第二桥臂电路设置于所述绝缘壳体内部靠近所述交流负载供电端口的一侧，所述双向直流变换电路设置于所述绝缘壳体内部靠近所述动力电池连接端口的一侧，且所述第一桥臂电路和所述第二桥臂电路均与所述双向直流变换电路隔离。
  3. 根据权利要求1或2所述的车载充电机，其特征在于，所述第一桥臂电路包括第一桥臂、第二桥臂和第三桥臂，其中，所述第一桥臂、所述第二桥臂和所述第三桥臂中的各桥臂串联于所述直流母线的正负极之间，所述第一桥臂和所述第二桥臂中各桥臂的中点连接所述交流电源的火线，所述第三桥臂的中点连接所述交流电源的零线；
    所述第一桥臂、所述第二桥臂和所述第三桥臂中的各桥臂包括串联的第一开关和第二开关，所述第一开关和所述第二开关的串联连接点作为所述各桥臂的中点。
  4. 根据权利要求3所述的车载充电机，其特征在于，所述第二桥臂电路包括三个第四桥臂，其中，所述三个第四桥臂中的各第四桥臂串联于所述直流母线的正负极之间，所述各第四桥臂包括串联的第三开关和第四开关。
  5. 根据权利要求4所述的车载充电机，其特征在于，所述车载充电机用于利用所述交流电源为所述动力电池供电；所述车载充电模组包括控制器；
    所述控制器，用于：
    控制所述第一桥臂、所述第二桥臂和所述第三桥臂中各桥臂中的第一开关和第二开关交替导通，以将所述交流电源输入端口接收的所述交流电转换为所述第一直流电，并控制所述 双向直流变换电路运行以将所述第一直流电转换为所述第二直流电；
    控制所述各第四桥臂中的第三开关和第四开关关断。
  6. 根据权利要求4所述的车载充电机，其特征在于，所述车载充电机用于利用所述交流电源为所述交流负载供电；所述车载充电模组包括控制器；
    所述控制器，用于：
    控制所述第一桥臂、所述第二桥臂和所述第三桥臂中各桥臂中的第一开关和第二开关交替导通，以将所述交流电源输入端口接收的所述交流电转换为所述第一直流电，并控制所述双向直流变换电路停止运行；
    控制所述各第四桥臂中的第三开关和第四开关交替导通，以将所述第一直流电转换为所述第二交流电。
  7. 根据权利要求4所述的车载充电机，其特征在于，所述车载充电机用于利用所述交流电源为所述动力电池和所述交流负载供电；所述车载充电模组包括控制器；
    控制所述第一桥臂、所述第二桥臂和所述第三桥臂中各桥臂中的第一开关和第二开关交替导通，以将所述交流电源输入端口接收的所述交流电转换为所述第一直流电；
    控制所述双向直流变换电路运行以将所述第一直流电转换为所述第二直流电；
    控制所述各第四桥臂中的第三开关和第四开关交替导通，以将所述第一直流电转换为所述第二交流电。
  8. 根据权利要求4所述的车载充电机，其特征在于，所述车载充电机用于利用所述动力电池为所述交流负载供电；所述车载充电模组包括控制器和第五开关，所述第一桥臂和所述第二桥臂中各桥臂的中点通过所述第五开关连接所述交流电源的火线；
    所述控制器，用于：
    控制所述第五开关关断，并控制所述第一桥臂、所述第二桥臂和所述第三桥臂中各桥臂中的第一开关和第二开关交替导通，以将所述第一直流电转换为所述第一交流电；
    控制所述各第四桥臂中的第三开关和第四开关关断。
  9. 根据权利要求4所述的车载充电机，其特征在于，所述车载充电机用于利用所述动力电池为所述交流负载供电；所述车载充电模组包括控制器；
    所述控制器，用于：
    控制所述第一桥臂、所述第二桥臂和所述第三桥臂中各桥臂中的第一开关和第二开关关断，并控制所述各第四桥臂中的第三开关和第四开关交替导通，以将所述第一直流电转换为所述第二交流电。
  10. 根据权利要求9所述的车载充电机，其特征在于，所述控制器，用于：
    控制所述双向直流变换电路的开关占空比以调节所述直流母线传输的所述第一直流电，其中，所述开关占空比由所述交流负载的运行参数确定。
  11. 根据权利要求4-10任一项所述的车载充电机，其特征在于，所述第一桥臂、所述第二桥臂和所述第三桥臂中的各桥臂的中点通过所述交流负载供电端口连接至所述交流负载； 或者
    所述各第四桥臂的中点通过所述交流负载供电端口连接至所述交流负载，所述各第四桥臂中的第三开关和第四开关的串联连接点作为所述各第四桥臂的中点。
  12. 一种车载动力系统，其特征在于，包括动力电池以及如权利要求1-11任一项所述的车载充电机；
    所述车载充电机用于为所述动力电池供电。
  13. 根据权利要求12所述的系统，其特征在于，所述车载动力系统包括压缩机电机，所述车载充电机用于利用所述交流电源为所述压缩机电机供电或利用所述动力电池为所述压缩机电机供电。
  14. 一种电动车辆，其特征在于，包括动力电池、驱动电机以及如权利要求1-11任一项所述的车载充电机；
    所述车载充电机用于为所述动力电池供电；所述动力电池用于为所述驱动电机供电。
PCT/CN2023/089907 2022-06-29 2023-04-21 车载充电机、车载动力系统及电动车辆 Ceased WO2024001459A1 (zh)

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