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GB2602858A - Charging circuit of electric vehicle and electric vehicle - Google Patents

Charging circuit of electric vehicle and electric vehicle Download PDF

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Publication number
GB2602858A
GB2602858A GB2112160.3A GB202112160A GB2602858A GB 2602858 A GB2602858 A GB 2602858A GB 202112160 A GB202112160 A GB 202112160A GB 2602858 A GB2602858 A GB 2602858A
Authority
GB
United Kingdom
Prior art keywords
resistor
impedance
switch
voltage
charging 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.)
Granted
Application number
GB2112160.3A
Other versions
GB2602858B8 (en
GB202112160D0 (en
GB2602858B (en
Inventor
Wang Zusheng
Xie Jiayue
Chen Yanlei
Du Peijun
Sun Ying
Hu Jing
Wang Mengyi
Shen Feng
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.)
SAIC Motor Corp Ltd
Original Assignee
SAIC Motor Corp 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
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Publication of GB202112160D0 publication Critical patent/GB202112160D0/en
Publication of GB2602858A publication Critical patent/GB2602858A/en
Application granted granted Critical
Publication of GB2602858B publication Critical patent/GB2602858B/en
Publication of GB2602858B8 publication Critical patent/GB2602858B8/en
Active 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
    • 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
    • H02J7/60—
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L3/00—Electric devices on electrically-propelled vehicles for safety purposes; Monitoring operating variables, e.g. speed, deceleration or energy consumption
    • 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
    • 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
    • B60L53/16—Connectors, e.g. plugs or sockets, specially adapted for charging electric vehicles
    • H02J7/64—
    • H02J7/667—
    • 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

Landscapes

  • Engineering & Computer Science (AREA)
  • Power Engineering (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Life Sciences & Earth Sciences (AREA)
  • Sustainable Development (AREA)
  • Sustainable Energy (AREA)
  • Charge And Discharge Circuits For Batteries Or The Like (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)

Abstract

A charging circuit for an electric vehicle (EV) includes: first and second impedance adjustable circuits 301, 302 connected in series; a high-voltage (HV) relay K3; and a controller. The charging circuit prevents an electric shock due to a high voltage without the addition of components. A first end of the first and second impedance circuits is connected to a positive terminal of a power battery B. A second end of the first and second impedance circuits is connected to a negative terminal of the power battery. The first end of the first and second impedance circuits is further connected to a first end of a switch for a HV relay. A second end of the switch for the HV relay is connected to a DC positive pole interface. The second end of the first and second impedance circuits is further connected to a DC negative pole interface. A common end of the first and second impedance circuits is connected to a DC ground interface. The controller adjusts an impedance ratio of the first impedance adjustable circuit to the second impedance adjustable circuit when the switch for the HV relay is switched off, such that a voltage between the DC negative pole interface and the DC ground interface is set to be lower than a preset threshold value.

Description

Charging Circuit of Electric Vehicle and Electric Vehicle
Technical Field
This application relates to the field of circuit technology:, in particular to a charging circuit for an electric vehicle and an electric vehicle.
Background Art
Standards and regulations for charging of an electric vehicle prohibit a charging interface from applying a high-voltage such as greater than 60 V when the electric vehicle is not to be charged so as to avoid an electric shock due to the high-voltage.
Fig.1 is a schematic diagram of a charging circuit, in which R7, R8, R3, R4, 1(1. 1(2 are configured as insulation monitoring circuit components, where R7=R8. R3=R4 and R5zR6. Thus, a power battery B is to be charged when a switch 1(3 of a high-voltage relay is closed, wherein there are a voltage Vb representing a voltage between a DC positive pole interface DC+ and a DC negative pole interface DC-equal to a voltage Vr representing a real-time voltage of the power battery B, a voltage V+z---1/2Vr representing a voltage between the DC positive pole interface DC+ and a ground interface PE, and a voltage V-z1/2Vr representing a voltage between the DC negative pole interface DC-and the ground interface PE.
However, the voltage V-is still equal to approximately 1/2Vr when the switch 1{.3 is switched off to stop the charging of the electric vehicle. As the voltage Vr is generally above 300 V, there is 1/2Vr>60V. Thus, the electric shock is likely to occur due to the high-voltage.
Summary of the Invention
The present application is directed to solve the above-mentioned technical problems by providing a charging circuit for an electric vehicle and an electric vehicle preventing an electric shock due to a high-voltage without the addition of components.
Embodiments of the present application disclose the following technical solutions.
In a first aspect, the present application provides the charging circuit for the electric vehicle comprising first and second impedance adjustable circuits connected in series, a high-voltage relay, and a controller, wherein a first end of the first and second impedance circuits connected in senes is configured to be connected to a positive terminal of a power battery, and a second end of the first and second impedance circuits connected in series is configured to be connected to a negative temlinal of the power battery; wherein the first end of the first and second impedance circuits connected in series is further configured to be connected to a first end of a switch for a high-voltage relay, and a second end of the switch for the high-voltage relay is configured to be connected to a DC positive pole interface, the second end of the first and second impedance circuits connected in series is further configured to be connected to a DC negative pole interface, and a common end of the first and second impedance circuits connected in series is configured to be connected to a DC ground interface: and wherein the controller is configured to adjust an impedance ratio of the first impedance adjustable circuit to the second impedance adjustable circuit when the switch for the high-voltage relay is switched off, such that a voltage between the DC negative pole interface and the DC ground interface is set to be lower than a preset threshold value.
Optionally, the first impedance adjustable circuit comprises a first resistor, a third resistor, a fifth resistor, mid a first switch, and the second impedance adjustable circuit comprises a second resistor, a fourth resistor, a sixth resistor, and a second switch, wherein the third resistor has a resistance value equal to that of the fourth resistor, the fifth resistor has a resistance value equal to that of the sixth resistor, and the first and second resistors have variable resistance values; wherein the third resistor connected in series with the first switch is connected in parallel with the first resistor and the fifth resistor, and the fourth resistor connected in series with the second switch is connected in parallel with the second resistor and the sixth resistor; and wherein the controller is configured to adjust an resistance ratio of the first resistor to the second resistor when the switch for the high-voltage relay is switched off.
Optionally, the controller is further configured to switch on the first and second switches alternately.
Optionally, the controller is further configured to adjust the resistance ratio of the first resistor to the second resistor when the switch for the high-voltage relay is switched off, the first switch is switched off, and the second switch is switched on.
Optionally, the controller is further configured to determine the resistance ratio of the first resistor to the sccond resistor according to a rcal-time voltage of the powcr battery, the resistance value of the fourth resistor, the resistance value of the fifth resistor, the resistance value of the sixth resistor, and the preset threshold value.
Optionally, the controller is further configured to determine the resistance ratio of the first resistor to the second resistor by using the following forniula: Vr v -1 1 1 ---R2 R4 R6 where R1/R2 is the resistance ratio of the first resistor to the second resistor; V-is the voltage between the DC negative pole interface and the DC ground interface and V-is less than the preset threshold value; Vr is the real-time voltage of the power battery; R4 is the resistance value of the fourth resistor, R5 is the resistance value of the fifth resistor, and R6 is the resistance value of the sixth resistor.
Optionally, the controller is further configured to adjust the impedance ratio of the first impedance adjustable circuit to the second impedance adjustable circuit according to the 1 1
-R1 RS +1
resistance ratio of the first resistor to the second resistor. Optionally, the preset threshold value is 60V.
Optionally, the charging circuit is applicable to a charging interface.
In a second aspect, the present application provides an electric vehicle including any one of optional charging circuits as described in the first aspect above.
It can be seen from the above teclunca1 solutions that the present application has the following advantages.
The present application provides the charging circuit for the electric vehicle and the electric vehicle, the charging circuit comprising the first and second impedance adjustable circuits connected in series, the high-voltage relay, and the controller, wherein the first end of the first and second impedance circuits connected in series is configured to be connected to the positive terminal of the power batten!, and the second end of the first and second impedance circuits connected in series is configured to be connected to the negative terminal of the power battery; wherein the first end of the first and second impedance circuits connected in series is further configured to be connected to the first end of the switch for the high-voltage relay, and the second end of the switch for the high-voltage relay is configured to be connected to the DC positive pole interface, the second end of the first and second impedance circuits connected in series is further configured to be connected to the DC negative pole interface, and the common end of the first and second impedance circuits connected in series is configured to be connected to the DC ground interface; and wherein the controller is configured to adjust the impedance ratio of the first impedance adjustable circuit to the second impedance adjustable circuit when the switch for the high-voltage relay is switched off, such that the voltage between the DC negative pole interface and the DC ground interface is set to be lower than the preset threshold value. Thus, in the present application, the voltage between the DC negative pole interface and the DC ground interface can be set to be lower than the preset threshold value without adding any hardware or component, such that the voltage between the DC negative pole interface and the DC ground interface is kept within a safe range by changing control logic of the controller, in which case a lower cost is achieved and a risk that the electric shock due to the high-voltage occurs when the electric vehicle is not to be charged is avoided.
Brief Description of the Drawin2s
Described in details below are the technical solutions in the embodiments of the present application or embodiments of the prior art, by way of example only, with reference to the accompanying drawings. It is apparent to those skilled in the art that other embodiments can be contemplated without creative work based on the embodiments of the present application.
Fig. 1 is a schematic diagram of a charging circuit; Fig. 2 is a schematic diagram of another charging circuit; Fig. 3 is a schematic diagram of a charging circuit provided by an embodiment of the application; and Fig. 4 is a schematic diagram of another charging circuit provided by an embodiment of the application.
Detailed Description of Preferred Embodiments
A switch for a high-voltage relay is connected in series with a DC negative pole interface DC-and a ground interface PE for preventing an electric shock due to a high-voltage when an electric vehicle is not to be charged.
Fig.2 is a schematic diagram of another charging circuit.
Fig. 2 is different from Fig. 1 in that a switch 1(4 for a high-voltage relay is connected in series with the DC negative pole interface DC-and the ground interface PE.
However, the addition of the high-voltage relay causes an additional production cost, leading to a greater cost pressure on manufacturing of the electric vehicle as a whole, which is a disadvantage to a cost control of the electric vehicle.
In order to solve the above-mentioned problem, the present application provides a charging circuit for an electric vehicle comprising first and second impedance adjustable circuits connected in series, a high-voltage relay, and a controller, wherein a first end of the first and second impedance circuits connected in series is configured to be connected to a positive terminal of a power battery, and a second end of the first and second impedance circuits connected in series is configured to be connected to a negative terminal of the power battery; wherein the first end of the first and second impedance circuits connected in series is further configured to be connected to a first end of a switch for a high-voltage relay, and a second end of the switch for the high-voltage relay is configured to be connected to a DC positive pole interface, the second end of the first and second impedance circuits connected in series is further configured to be connected to a DC negative pole interface, and a common end of the first and second impedance circuits connected in series is configured to be connected to a DC ground interface; and wherein the controller is configured to adjust an impedance ratio of the first impedance adjustable circuit to the second impedance adjustable circuit when the switch for the high-voltage relay is switched off, such that a voltage between the DC negative pole interface and the DC ground interface is set to be lower than a preset threshold value, thereby preventing an electric shock due to a high-voltage without the addition of components.
Described clearly and completely below are the technical solutions in the embodiments of the present application, by way of example only, with reference to the accompanying drawings, to facilitate a better understanding of the present application. It is apparent to those skilled in the art that other embodiments can be contemplated without creative work based on the embodiments of the present application and fall within the protection scope of the present application as well.
An embodiment of the present application provides a charging circuit for an electric vehicle, which is described in detail below with reference to the accompanying drawings.
Fig. 3 is a schematic diagram of the charging circuit provided by the embodiment of the application.
The charging circuit is applicable to a charging interface, the charging circuit comprising a first impedance adjustable circuit 301, a second impedance adjustable circuit 302, a high voltage relay, and a controller (not shown in the figure).
The first impedance adjustable circuit 301 and the second impedance adjustable circuit 302 are connected in series. A first end of the first impedance adjustable circuit 301 and the second impedance circuit 302 connected in series is configured to be connected to a positive terminal of a power battery B. A second end of the first impedance adjustable circuit 301 and the second impedance circuit 302 connected in series is configured to be connected to a negative terminal of the power battery B. The first end of the first impedance adjustable circuit 301 and the second impedance circuit 302 connected in series is further configured to be connected to a first end of a switch for the high-voltage relay K3, and a second end of the switch for the high-voltage relay K3 is configured to be connected to a DC positive pole interface DC+. The second end of the first impedance adjustable circuit 301 and the second impedance circuit 302 connected in series is further configured to be connected to a DC negative pole interface DC-. A common end of the first impedance adjustable circuit 301 and the second impedance circuit 302 connected in series is configured to be connected to a DC ground interface PE.
A controller is configured to adjust an impedance ratio of the first impedance adjustable circuit 301 to the second impedance adjustable circuit 302 when the switch for the high-voltage relay K3 is switched off, such that an applied voltage between the DC negative pole interface DC-and the DC ground interface PE is set to be lower than a preset threshold value.
Since the first impedance adjustable circuit 301 and the second impedance adjustable circuit 302 both have an adjustable impedance, the first impedance adjustable circuit 301 and the second impedance adjustable circuit 302 can be adjusted independently when the charging circuit is in an off state to stop charging the power battery B, so as to change a divided voltage between both ends of the first impedance adjustable circuit 301 and a divided voltage between both ends of the second impedance adjustable circuit 302. That is, a part of a divided voltage between the DC negative pole interface DC-and the DC ground interface PE is transferred to form a part of a divided voltage between the DC positive pole interface DC+ and the DC ground interface PE. Thus, the divided voltage between the DC negative pole interface DC-and the DC ground interface PE is reduced to be lower than the preset threshold value such as 60 V. In the meanwhile, the switch for the high-voltage relay K3 is switched off when the charging circuit is in the off state, such that there is no charge between the DC positive pole interface DC+ and the DC ground interface PE. As the voltage between the DC negative pole interface DC-and the DC ground interface PE and the voltage between the DC positive pole interface DC+ and the DC ground interface PE both are low, there is no risk of the electric shock due to the high-voltage.
Fig. 4 is a schematic diagram of another charging circuit provided by an embodiment of the application.
The first impedance adjustable circuit comprises a first resistor R1, a third resistor R3, a fifth resistor R5, and a first switch 1(1; and the second impedance adjustable circuit comprises a second resistor R2, a fourth resistor R4, a sixth resistor R6, and a second switch K2: wherein the third resistor R3 has a resistance value equal to that of the fourth resistor R4, the fifth resistor R5 has a resistance value equal to that of the sixth resistor R6, and the first and second resistors R1, R2 have variable resistance values.
The third resistor R3 connected in series with the first switch K I is connected in parallel with the first resistor R1 and the fifth resistor R5; and the fourth resistor R4 connected in series with the second switch K2 is connected in parallel with the second resistor R2 and the sixth resistor R6.
The controller is specifically configured to adjust a resistance ratio of the first resistor RI and the second resistor R2 when the switch for the high-voltage relay 1(3 is switched off.
As the third resistor R3, the fourth resistor R4, the first switch K1, and the second switch 1(2 are configured as an insulation monitoring circuit, the first switch K1 and the second switch 1(2 are required to be switched on alternately all the time, and thus the controller is configured to switch on the first switch K1 and the second switch K2 alternately.
Thus, the third resistor R3 to be connected in parallel with the first resistor RI and the fifth resistor R5 when the first switch K I is closed and the forth resistor R4 to be connected in parallel with the second resistor R2 and the sixth resistor R6 when the second switch K2 is closed are to be considered for adjusting the resistance values of the first resistor RI and the second resistor R2. As the voltage V-between the DC negative pole interface DC-and the DC ground interface PE is larger when the second switch K2 is closed compared to when the first switch K1 is closed, it is necessary to calculate a resistance ratio of the first resistor R1 to the second resistor R2 based on a closed state of the second switch K2 for ensuring the voltage V<60 V. The controller is specifically configured to adjust the resistance ratio of the first resistor R1 to the second resistor R2 when the switch for the high voltage relay 1(3 is switched off, the first switch KI is switched off, and the second switch K2 is switched on.
The controller is specifically configured to determine the resistance ratio of the first resistor RI to the second resistor R2 according to a real-time voltage of the power battery B, the resistance value of the fourth resistor R4, the resistance value of the fifth resistor R5, the resistance value of the sixth resistor R6, and the preset threshold value.
Specifically, the resistance ratio of the first resistor RI to the second resi is calculated by the following formula: Vr stor R2
V 1 1 1
-R2 + -R4 + -R6 1 1 R1 R5 +1 where R1/R2 is the resistance ratio of the first resistor to the second resistor; V-is the voltage between the DC negative pole interface and the DC ground interface, and V-is less than the preset threshold value; Vr is the real-time voltage of the power battery; R4 is the resistance value of the fourth resistor. R5 is the resistance value of the fifth resistor, and R6 is the resistance value of the sixth resistor.
The controller is specifically configured to adjust the impedance ratio of the first resistance adjustable circuit to the second resistance adjustable circuit according to the calculated and detennined resistance ratio of the first resistor to the second resistor.
The present application provides the charging circuit for the electric vehicle comprising the first and second impedance adjustable circuits connected in series, the high-voltage relay, and the controller, wherein the first end of the first and second impedance circuits connected in series is configured to be connected to the positive terminal of the power battery, and the second end of the first and second impedance circuits connected in series is configured to be connected to the negative terminal of the power battery; wherein the first end of the first and second impedance circuits connected in series is further configured to be connected to the first end of the switch for the high-voltage relay, and the second end of the switch for the high-voltage relay is configured to be connected to the DC positive pole interface, the second end of the first and second impedance circuits connected in series is further configured to be connected to the DC negative pole interface, and the common end of the first and second impedance circuits connected in series is configured to be connected to the DC ground interface; and wherein the controller is configured to adjust the impedance ratio of the first impedance adjustable circuit to the second impedance adjustable circuit when the switch for the high-voltage relay is switched off, such that the voltage between the DC negative pole interface and the DC ground interface is set to be lower than the preset threshold value. Thus, in the present application, the voltage between the DC negative pole interface and the DC ground interface can be set to be lower than the preset threshold value without adding any hardware or component, such that the voltage between the DC negative pole interface and the DC ground interface is kept within a safe range by changing control logic of the controller, in which case a lower cost is achieved and a risk that the electric shock due to the high-voltage occurs when the electric vehicle is not to be charged is avoided.
Another embodiment of the present application provides an electric vehicle comprising any one of the charging circuits described in the above embodiments.
The various embodiments in the specification are described in a progressive manner, that is, same or similar parts throughout the various embodiments can refer to each other, and each embodiment focuses on its different parts from those of the other embodiments. in particular, system embodiments are basically similar to method embodiments, so the system embodiments are described briefly and can refer to the description of the method embodiments. The system embodiments described above are merely illustrative, and the units and modules described as separate components may or may not be physically separated. In addition, some or all of the units and modules can be selected according to actual needs to achieve objectives of the embodiments without creative work from those skilled in the art.
It would be understood that in the application the expression "at least one" means one or more, and the expression "multiple" means two or more. The tenn "and/or" is used to describe associated objects in three kinds of relationships, for example, the expression "A and/or B" can mean only A. only B, and both A and B. where A and B can be singular or plural. The character "I" generally indicates that the associated objects before and after the character "I" are in an "or" relationship. The expression "at least one of items" or similar expressions means any combination of these items, comprising any combination of a single item or plural items. For example, at least one of a, b, or c can mean a, b, c, "a and b", "a and c", "b and c", or "a and b and c" ", where a, b, and c can be singular or plural.
Described above are only preferred embodiments of the present application and are not intended to limit the present application. It should be understood by those skilled in the art that the technical solutions including methods and devices disclosed in the above embodiments could be varied and modified without departing from the scope and spirit of the present application. Thus, any amendments, equivalents and modifications made to the above embodiments based on die technical essence of the present application without departing from die content of the technical solutions thereof still fall within the protection scope of the present application.

Claims (10)

  1. CLAIMS1. A charging circuit for an electric vehicle, characterized by comprising first and second impedance adjustable circuits connected in series, a high-voltage relay, and a controller, wherein a first end of the first and second impedance circuits connected in series is configured to be connected to a positive terminal of a power battery, and a second end of the first and second impedance circuits connected in series is configured to be connected to a negative terminal of the power battery; wherein the first end of the first and second impedance circuits connected in series is further configured to be connected to a first end of a switch for a high-voltage relay, and a second end of the switch for the high-voltage relay is configured to be connected to a DC positive pole interface, the second end of the first and second impedance circuits connected in series is further configured to be connected to a DC negative pole interface, and a common end of the first and second impedance circuits connected in series is configured to be connected to a DC ground interface; and wherein the controller is configured to adjust an impedance ratio of the first impedance adjustable circuit to the second impedance adjustable circuit when the switch for the high-voltage relay is switched off, such that a voltage between the DC negative pole interface and the DC ground interface is set to be lower than a preset threshold value.
  2. 2. The charging circuit according to claim 4 characterized in that the first impedance adjustable circuit comprises a first resistor, a third resistor, a fifth resistor, and a first switch, and the second impedance adjustable circuit comprises a second resistor, a fourth resistor, a sixth resistor, and a second switch, wherein the third resistor has a resistance value equal to that of the fourth resistor, the fifth resistor has a resistance value equal to that of the sixth resistor, and the first and second resistors have variable resistance values; wherein the third resistor connected in series with the first switch is connected in parallel with the first resistor and the fifth resistor, and the fourth resistor connected in series with the second switch is connected in parallel with the second resistor and the sixth resistor; and wherein the controller is configured to adjust a resistance ratio of the first resistor to the second resistor when the switch for the high-voltage relay is switched off.
  3. 3. The charging circuit according to claim 2, characterized in that the controller is further configured to switch on the first and second switches alternately.
  4. 4. The charging circuit according to claim 3, characterized in that the controller is further configured to adjust the resistance ratio of the first resistor to the second resistor when the switch for the high-voltage relay is switched off the first switch is switched off, and the second switch is switched on.
  5. 5. The charging circuit according to claim 4, characterized in that the controller is further configured to determine the resistance ratio of the first resistor to the second resistor according to a real-time voltage of the power battery, the resistance value of the fourth resistor, the resistance value of the fifth resistor, the resistance value of the sixth resistor, and the preset threshold value.
  6. 6. The charging circuit according to claim 5, characterized in that the controller is further configured to determine the resistance ratio of the first resistor to the second resistor by using the following formula: Vr V 1 1 R1 R5 +1 where RI/R2 is the resistance ratio of the first resistor to the second resistor; V-is the voltage between the DC negative pole interface and the DC ground interface and V-is less than the preset threshold value; Vr is the real-time voltage of the power battery; R4 is the resistance value of the fourth resistor, R5 is the resistance value of the fifth resistor, and R6 is the resistance value of the sixth resistor.
  7. 7. The charging circuit according to any one of claims 2-6, characterized in that the controller is further configured to adjust the impedance ratio of the first impedance adjustable circuit to the second impedance adjustable circuit according to the resistance ratio of the first resistor to the second resistor.
  8. 8. The charging circuit according to claim 7, characterized in that the preset threshold value is 60V.
  9. 9. The charging circuit according to claim 8, characterized in that the charging circuit is applicable to a charging interface.
  10. 10. An electric vehicle, characterized by including a charging circuit according to any one of claims 1-9. 1 1 1
GB2112160.3A 2020-09-22 2021-08-25 Charging circuit of electric vehicle and electric vehicle Active GB2602858B8 (en)

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AU2021221903B2 (en) 2023-03-09
GB2602858B8 (en) 2024-02-21
NO348025B1 (en) 2024-06-24
GB202112160D0 (en) 2021-10-06
NO20211065A1 (en) 2022-03-23
CN114256891B (en) 2023-08-11
GB2602858B (en) 2023-12-27
CN114256891A (en) 2022-03-29

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