CN110336469B - Direct current converter, charge discharge control method, power supply circuit and vehicle - Google Patents
Direct current converter, charge discharge control method, power supply circuit and vehicleDownload PDFInfo
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- CN110336469B CN110336469BCN201910615447.2ACN201910615447ACN110336469BCN 110336469 BCN110336469 BCN 110336469BCN 201910615447 ACN201910615447 ACN 201910615447ACN 110336469 BCN110336469 BCN 110336469B
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- H—ELECTRICITY
- H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
- H02H—EMERGENCY PROTECTIVE CIRCUIT ARRANGEMENTS
- H02H7/00—Emergency protective circuit arrangements specially adapted for specific types of electric machines or apparatus or for sectionalised protection of cable or line systems, and effecting automatic switching in the event of an undesired change from normal working conditions
- H02H7/10—Emergency protective circuit arrangements specially adapted for specific types of electric machines or apparatus or for sectionalised protection of cable or line systems, and effecting automatic switching in the event of an undesired change from normal working conditions for converters; for rectifiers
- H02H7/12—Emergency protective circuit arrangements specially adapted for specific types of electric machines or apparatus or for sectionalised protection of cable or line systems, and effecting automatic switching in the event of an undesired change from normal working conditions for converters; for rectifiers for static converters or rectifiers
- H02H7/1213—Emergency protective circuit arrangements specially adapted for specific types of electric machines or apparatus or for sectionalised protection of cable or line systems, and effecting automatic switching in the event of an undesired change from normal working conditions for converters; for rectifiers for static converters or rectifiers for DC-DC 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
- H02M3/00—Conversion of DC power input into DC power output
- H02M3/22—Conversion of DC power input into DC power output with intermediate conversion into AC
- H02M3/24—Conversion of DC power input into DC power output with intermediate conversion into AC by static converters
- H02M3/28—Conversion of DC power input into DC power output with intermediate conversion into AC by static converters using discharge tubes with control electrode or semiconductor devices with control electrode to produce the intermediate AC
- H02M3/325—Conversion of DC power input into DC power output with intermediate conversion into AC by static converters using discharge tubes with control electrode or semiconductor devices with control electrode to produce the intermediate AC using devices of a triode or a transistor type requiring continuous application of a control signal
- H02M3/335—Conversion of DC power input into DC power output with intermediate conversion into AC by static converters using discharge tubes with control electrode or semiconductor devices with control electrode to produce the intermediate AC using devices of a triode or a transistor type requiring continuous application of a control signal using semiconductor devices only
- H02M3/33507—Conversion of DC power input into DC power output with intermediate conversion into AC by static converters using discharge tubes with control electrode or semiconductor devices with control electrode to produce the intermediate AC using devices of a triode or a transistor type requiring continuous application of a control signal using semiconductor devices only with automatic control of the output voltage or current, e.g. flyback converters
- H02M3/33523—Conversion of DC power input into DC power output with intermediate conversion into AC by static converters using discharge tubes with control electrode or semiconductor devices with control electrode to produce the intermediate AC using devices of a triode or a transistor type requiring continuous application of a control signal using semiconductor devices only with automatic control of the output voltage or current, e.g. flyback converters with galvanic isolation between input and output of both the power stage and the feedback loop
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- Power Engineering (AREA)
- Dc-Dc Converters (AREA)
- Electric Propulsion And Braking For Vehicles (AREA)
Abstract
Description
Technical Field
The application relates to the field of vehicles, in particular to a direct current converter, a charge leakage control method, a power circuit and a vehicle.
Background
After the path between the power battery and the filter capacitor of the electric vehicle is disconnected, a large amount of charges stored in the filter capacitor can pose a serious safety threat to the vehicle and people. Therefore, it is necessary to drain the charge stored in the filter capacitor as quickly as possible.
In the related art, the charge in the filter capacitor can be discharged in a passive discharge manner. The filter capacitor can be connected with a resistor (namely a discharge resistor) with larger impedance in parallel, and after a path between the power battery and the filter capacitor is disconnected, the electric charge in the filter capacitor can be discharged in a resistor heating mode.
However, the time taken for the bleeding by the bleed-off resistor is long, and the efficiency is low.
Disclosure of Invention
The application provides a direct current converter, a charge discharge control method, a power circuit and a vehicle, which can solve the problem of low discharge efficiency when charges in a filter capacitor are discharged in a passive discharge mode in the related art. The technical scheme is as follows:
in one aspect, there is provided a dc converter of a vehicle, the dc converter including: the device comprises an inverter circuit, a transformer, a rectifying circuit, a booster circuit and a switch;
one end of the inverter circuit is connected with the input end of the transformer, and the other end of the inverter circuit is used for being connected with a filter capacitor of the vehicle;
the output end of the transformer is connected with one end of the rectifying circuit, the other end of the rectifying circuit is connected with the boosting circuit, and the switch is positioned on a connecting passage of the rectifying circuit and the boosting circuit and is used for controlling the connection or disconnection of the connecting passage;
when the connection path is on, the rectifying circuit is connected with the load of the vehicle through the booster circuit, and when the connection path is off, the rectifying circuit is directly connected with the load.
Optionally, a first end of the switch is connected to the rectifying circuit, a second end of the switch is connected to the boost circuit, and a third end of the switch is used for connecting to the load.
Optionally, the transformer includes two output ends, and the rectifying circuit includes a first rectifying sub-circuit and a second rectifying sub-circuit;
one end of the first sub-rectification circuit is connected with one output end of the transformer, and the other end of the first sub-rectification circuit is connected with the switch;
one end of the second sub-rectifying circuit is connected with the other output end of the transformer, and the other end of the second sub-rectifying circuit is used for being connected with the load.
Optionally, the dc converter further includes: a first filter circuit;
one end of the first filter circuit is connected with the booster circuit and the rectifying circuit respectively, and the other end of the first filter circuit is used for being connected with the load.
Optionally, the dc converter further includes: a second filter circuit;
one end of the second filter circuit is connected with the other end of the inverter circuit, and the other end of the second filter circuit is used for being connected with the filter capacitor.
Optionally, the boost circuit includes: an inductor, a transistor, a diode and a driving sub-circuit;
one end of the inductor is connected with the switch, and the other end of the inductor is respectively connected with the first pole of the transistor and one end of the diode;
the other end of the diode is used for being connected with one pole of the load;
the second pole of the transistor is used for being connected with the other pole of the load, the grid of the transistor is connected with the driving sub-circuit, and the driving sub-circuit is used for controlling the conducting state of the transistor.
Optionally, the dc converter further includes: the sampling circuit and the control circuit are connected with the sampling circuit;
the sampling circuit is also connected with the rectifying circuit and is used for collecting the output current of the rectifying circuit and transmitting the output current to the control circuit;
the control circuit is also connected with the switch and used for controlling the working state of the switch according to the output current.
In another aspect, a charge leakage control method is provided, which is applied to the dc converter according to the above aspect; the method comprises the following steps:
detecting an output current of the rectifying circuit;
when the output current is larger than the current threshold, controlling the connection path between the rectifying circuit and the booster circuit to be disconnected;
and when the output current is not greater than the current threshold value, controlling the conduction of a connecting passage between the rectifying circuit and the booster circuit.
In still another aspect, there is provided a power supply circuit of a vehicle, the power supply circuit including: a first battery, a dc converter as described in the above aspect connected to the first battery, and a second battery connected to the dc converter;
wherein the voltage of the first battery is greater than the voltage of the second battery.
In yet another aspect, a vehicle is provided that includes a power supply circuit as described in the above aspect.
In yet another aspect, a computer-readable storage medium having instructions stored therein, which when run on a computer, cause the computer to perform a charge bleed-off control method as described in the above aspect.
The beneficial effect that technical scheme that this application provided brought includes at least:
the application provides a direct current converter, a charge discharge control method, a power supply circuit and a vehicle. In the process of discharging the charges, when the output current of the rectifying circuit in the direct current converter is not less than the current threshold, the switch in the direct current converter can control the connection path between the rectifying circuit and the booster circuit to be disconnected, and the charges in the filter capacitor can directly enter the load through the rectifying circuit. The charge bleed-off efficiency is high due to the high power demand of the load. When the output current of the rectifying circuit is smaller than the current threshold value, the switch can control the connection path of the rectifying circuit and the boosting circuit to be conducted, at the moment, the output voltage of the rectifying circuit can be boosted through the boosting circuit, so that the charge in the filter capacitor is continuously discharged, and the charge discharging effect is further ensured.
Drawings
In order to more clearly illustrate the technical solutions in the embodiments of the present invention, the drawings needed to be used in the description of the embodiments will be briefly introduced below, and it is obvious that the drawings in the following description are only some embodiments of the present invention, and it is obvious for those skilled in the art to obtain other drawings based on these drawings without creative efforts.
Fig. 1 is a schematic structural diagram of a dc converter according to an embodiment of the present invention;
fig. 2 is a schematic structural diagram of another dc converter provided in the embodiment of the present invention;
fig. 3 is a schematic structural diagram of another dc converter provided in the embodiment of the present invention;
fig. 4 is a schematic structural diagram of another dc converter provided in the embodiment of the present invention;
fig. 5 is a flowchart of a charge bleeding control method according to an embodiment of the present invention;
fig. 6 is a schematic structural diagram of a power supply circuit of a vehicle according to an embodiment of the present invention.
Detailed Description
In order to make the objects, technical solutions and advantages of the present invention more apparent, embodiments of the present invention will be described in detail with reference to the accompanying drawings.
In the related art, the discharge efficiency of passive discharge can be improved by increasing the resistance value of the discharge resistor. However, when the resistance value of the bleeder resistor is increased, both the volume and the weight of the bleeder resistor are increased, resulting in a possibility that the power supply circuit needs to be redesigned.
In addition, the electric charge in the filter capacitor can be discharged in an active discharging mode, but the active discharging mode is limited by the working condition of the vehicle, for example, when the vehicle is in a high-speed driving state, the electric charge in the filter capacitor cannot be discharged in the discharging mode.
Embodiments of the present invention provide a dc converter for a vehicle, which may be used to bleed off charge in a filter capacitor of the vehicle. When the direct current converter is adopted to discharge the charges in the filter capacitor, the problem that the discharge efficiency is low when the charges in the filter capacitor are discharged in a passive discharge mode in the related technology can be solved, and the problem that the discharge is limited when an active discharge mode is adopted. The DC converter may also be referred to as a direct current-to-direct current (DC-DC) converter. Alternatively, the vehicle may be an electric vehicle, for example a purely electric vehicle.
Referring to fig. 1, the dc converter may include:inverter circuit 01,transformer 02, rectifier circuit 03,boost circuit 04, and switch K1. One end of theinverter circuit 01 is connected to an input end (i.e., a primary side) of thetransformer 02, and the other end of theinverter circuit 01 may be used to connect to a filter capacitor of a vehicle. The filter capacitor stores a large amount of charges, so the filter capacitor can be referred to as a high-voltage capacitor.
The output end (i.e., the secondary side) of thetransformer 02 is connected to one end of the rectifier circuit 03, and the other end of the rectifier circuit 03 may be connected to thebooster circuit 04. The switch K1 is located on a connection path between the rectifier circuit 03 and thebooster circuit 04, and controls the connection path to be turned on or off. The other end of the rectifier circuit 03 may also be connected to a load (not shown) of the vehicle.
When the connection path is on, the rectifier circuit 03 can be connected to the load of the vehicle via thebooster circuit 04, and when the connection path is off, the rectifier circuit 03 can be directly connected to the load of the vehicle. Alternatively, the rectifier circuit 03 may be a bridge rectifier circuit.
In the embodiment of the invention, when the charge stored in the filter capacitor of the vehicle needs to be discharged, the direct current converter can be directly adopted for discharging. When the discharging is started, the switch K1 may be in an off state, the rectifying circuit 03 may be directly connected to the load of the vehicle, and at this time, the charge in the filter capacitor enters the load after passing through theinverter circuit 01, theinverter 02, and the rectifying circuit 03 in sequence. After the discharging for a period of time, when the output current of the rectifying circuit 03 is smaller than the current threshold (i.e. the output voltage of the dc converter is lower than the voltage threshold), the dc converter cannot transfer the charge in the filter capacitor to the load of the vehicle, that is, the charge in the filter capacitor cannot be discharged to the load. At this time, the switch K1 may be closed, and the rectifier circuit 03 may be connected to the load of the vehicle through thebooster circuit 04. Theboost circuit 04 can boost the output voltage of the rectification circuit 03, so that the output voltage of the dc converter is not less than the voltage threshold, and the dc converter can continue to discharge the charge in the filter capacitor until the voltage of the filter capacitor is reduced to below the human body safety voltage.
The current threshold may be 0.1 ampere (a), and the voltage threshold may be determined according to a rated voltage of the load, and may be greater than or equal to the rated voltage, for example.
In summary, the embodiments of the present invention provide a dc converter for a vehicle, which can discharge charges stored in a filter capacitor. In the process of discharging the charges, when the output current of the rectifying circuit in the direct current converter is not less than the current threshold, the switch in the direct current converter can control the connection path between the rectifying circuit and the booster circuit to be disconnected, and the charges in the filter capacitor can directly enter the load through the rectifying circuit. The charge bleed-off efficiency is high due to the high power demand of the load. When the output current of the rectifying circuit is smaller than the current threshold value, the switch can control the connection path of the rectifying circuit and the boosting circuit to be conducted, at the moment, the output voltage of the rectifying circuit can be boosted through the boosting circuit, so that the charge in the filter capacitor is continuously discharged, and the charge discharging effect is further ensured.
In the embodiment of the present invention, theinverter circuit 01 in the dc converter can convert the dc power provided by the filter capacitor into ac power through a Pulse Width Modulation (PWM) technique, and then transmit the ac power to thetransformer 02. Thetransformer 02 changes the voltage of the alternating current and transmits the alternating current with the changed voltage to the rectifying circuit 03. The rectifier circuit 03 can convert alternating current to direct current to power a load.
As an alternative implementation, the switch K1 may be a single pole double throw switch, as shown in fig. 1. The first terminal a of the switch K1 is connected to the rectifying circuit 03, the second terminal b of the switch K1 is connected to theboost circuit 04, and the third terminal c of the switch K1 can be used for connecting to the load.
In the process of discharging the charge in the filter capacitor of the vehicle by using the dc converter provided by the embodiment of the present invention, the first end a of the switch K1 may be first connected to the third end c, and at this time, the rectifier circuit 03 may be directly connected to the load of the vehicle. When the output current of the rectifier circuit 03 is smaller than the current threshold value, the first terminal a and the second terminal b of the switch K1 are connected, and the rectifier circuit 03 is connected to theload 10 through thebooster circuit 04.
In the discharging process, the discharging of the charges in the filter capacitor can be completed only through one rectifying circuit 03 by controlling the state of the switch K1, so that the cost of the direct current converter is effectively reduced.
For example, as shown in fig. 1, the positive electrode of the other end of the rectifying circuit 03 is connected to the first end a of the switch K1, the second end b of the switch K1 is connected to the positive electrode of one end of thevoltage boost circuit 04, the third end c of the switch K1 is directly connected to the positive output terminal of the dc converter, and the negative electrode of the other end of the rectifying circuit 03 and the negative electrode of one end of thevoltage boost circuit 04 are both directly connected to the negative output terminal of the dc converter.
Or, the positive electrode of the other end of the rectifying circuit 03 and the positive electrode of one end of the boostingcircuit 04 are both directly connected to the positive output end of the dc converter, the negative electrode of the other end of the rectifying circuit 03 is connected to the first end a of the switch K1, the negative electrode of one end of the boostingcircuit 04 is connected to the second end b of the switch K1, and the third end c of the switch K1 is directly connected to the negative output end of the dc converter.
As can be seen from fig. 1, the positive electrode of the other end of the boostingcircuit 04 is connected to the positive output terminal of the dc converter, and the negative electrode of the other end of the boostingcircuit 04 is connected to the negative output terminal of the dc converter.
Fig. 2 is a schematic structural diagram of another dc converter according to an embodiment of the present invention. As another alternative implementation, the switch K1 may be a single pole, single throw switch, as shown in fig. 2. For example, a solenoid valve. Thetransformer 02 may comprise two outputs (i.e. two secondary sides), and the rectifying circuit 03 comprises afirst rectifying sub-circuit 031 and asecond rectifying sub-circuit 032.
One end of the firstsub-rectifying circuit 031 is connected to one output end of thetransformer 02, and the other end of the firstsub-rectifying circuit 031 is connected to the switch K1. One end of the secondsub-rectifying circuit 032 is connected to the other output end of thetransformer 02, and the other end of the secondsub-rectifying circuit 032 is used to connect to theload 10.
In this implementation, in the process of discharging the charge in the filter capacitor by using the dc converter, when the discharge starts, the switch K1 keeps the off state, the connection path between thefirst rectifier sub-circuit 031 and thevoltage boost circuit 04 is disconnected, and both thefirst rectifier sub-circuit 031 and thevoltage boost circuit 04 are in the non-operating state. Thesecond rectifying sub-circuit 032 is in working state, and the charge in the filter capacitor can enter theload 10 through thesecond rectifying sub-circuit 032.
After a period of time, when the output current of thesecond rectifier sub-circuit 032 is smaller than the current threshold, the switch K1 is closed, and the connection path between thefirst rectifier sub-circuit 031 and thevoltage boost circuit 04 is conducted. At this time, thesecond rectifying sub-circuit 032 is in a non-operating state, thefirst rectifying sub-circuit 031 and thevoltage boost circuit 04 are both in an operating state, and the charges in the filter capacitor can sequentially enter theload 10 through thefirst rectifying sub-circuit 031 and thevoltage boost circuit 04.
In the embodiment of the present invention, the voltage output by the rectifier circuit 03 is a unidirectional pulsating dc voltage (also referred to as a unidirectional pulsating voltage). The magnitude of the unidirectional pulsating voltage may vary and may not be directly used to power theload 10 of the vehicle. Therefore, it is necessary to filter the unidirectional pulsating voltage output from the rectifying circuit 03 to reduce the variation amplitude of the voltage, so that the voltage output from the rectifying circuit 03 can supply power to theload 10. Referring to fig. 3, the dc converter may further include: thefirst filter circuit 05. One end of thefirst filter circuit 05 is connected to theboost circuit 04 and the rectifier circuit 03, respectively, and the other end of thefirst filter circuit 05 is used for connecting to theload 10.
Alternatively, as can be seen from fig. 2 and 3, theload 10 of the vehicle may include a low-voltage apparatus 10a and a battery 10 b. Wherein, this low-voltage apparatus can include: horns, instrument panels, lamps, etc. of vehicles. The battery may be a 12V to 15V (volt) lead battery, for example, a 12V lead battery.
In addition, referring to fig. 3, when the rectifying circuit 03 includes afirst rectifying sub-circuit 031 and asecond rectifying sub-circuit 032, the other end of thevoltage boosting circuit 04 may be connected to the other end of thesecond rectifying sub-circuit 032. Accordingly, one end of thefirst filter circuit 05 can be connected to the other end of thevoltage boost circuit 04 and the other end of thesecond rectifier sub-circuit 032, respectively.
For example, as shown in fig. 3, the positive electrode of one end of thevoltage boost circuit 04 is connected to the positive electrode of thefirst rectifier sub-circuit 031 through the switch K1, and the negative electrode of one end of thevoltage boost circuit 04 is directly connected to the negative electrode of thefirst rectifier sub-circuit 031. The positive electrode of the other end of thevoltage boost circuit 04 and the positive electrode of the other end of thesecond rectifier sub-circuit 032 are both connected to the positive output end of the dc converter. The negative electrode of the other end of thevoltage boost circuit 04 and the negative electrode of the other end of thesecond rectifier sub-circuit 032 are both connected to the negative output end of the dc converter.
Because the output voltages of thesecond rectifying circuit 032 and the boostingcircuit 04 can be transmitted to theload 10 through thefirst filter circuit 05, that is, only onefirst filter circuit 05 needs to be arranged, the filtering of the output voltages of thesecond rectifying sub-circuit 032 and the boostingcircuit 04 can be completed, so that the complexity of the circuit in the dc converter is reduced, and the manufacturing cost of the dc converter can be reduced.
As can also be seen from fig. 3, the dc converter may further include: asecond filter circuit 06. One end of thesecond filter circuit 06 is connected to the other end of theinverter circuit 01, and the other end of thesecond filter circuit 06 is used for being connected to a filter capacitor of a vehicle. Thesecond filter circuit 06 may filter the dc voltage provided by the filter capacitor.
Fig. 4 is a schematic structural diagram of another dc converter according to an embodiment of the present invention. Referring to fig. 4, the dc converter further includes: a sampling circuit 07, and acontrol circuit 08 connected to the sampling circuit 07. The sampling circuit 07 is also connected to the rectifying circuit 03, and the sampling circuit 07 is configured to collect an output current of the rectifying circuit 03 and transmit the output current to thecontrol circuit 08. Thecontrol circuit 08 is further connected to the switch K1, and thecontrol circuit 08 is configured to control an operating state of the switch K1 according to the output current.
In the embodiment of the present invention, if the rectifying circuit 03 includes thefirst rectifying sub-circuit 031 and thesecond rectifying sub-circuit 032, as shown in fig. 3, the sampling circuit 07 collects the output current of thesecond rectifying sub-circuit 032 when the switch K1 is kept in the off state. Thecontrol circuit 08 can control the operation state of the switch K1 according to the output current of thesecond rectifier sub-circuit 032.
Optionally, the sampling circuit 07 may further collect an output voltage of the rectifying circuit 03, and send the output voltage to thecontrol circuit 08. Thecontrol circuit 08 may also be connected to theinverter circuit 01, and may control the magnitude of the output voltage of theinverter circuit 01 according to the received output voltage, so as to achieve stable output at the output terminal of the dc converter.
In addition, when the dc converter provided in the embodiment of the present invention is used to perform charge discharging, when the dc converter starts to discharge, the sampling circuit 07 may collect the output voltage of thesecond rectifier sub-circuit 032, and control the magnitude of the output voltage of theinverter circuit 01 according to the output voltage of thesecond rectifier sub-circuit 032. After a period of time of bleeding, when the switch K1 is closed, the sampling circuit 07 may collect the output voltage of thefirst rectifying sub-circuit 031, and accordingly, thecontrol circuit 08 may control the magnitude of the output voltage of theinverter circuit 01 according to the output voltage of thefirst rectifying sub-circuit 031.
Alternatively, referring to fig. 2 and 3, theboost circuit 04 may include: inductor L1, transistor Q, diode D1, and drive sub-circuit 041.
One end of the inductor L1 is connected to the switch K1, the other end of the inductor L1 is connected to the first pole of the transistor Q and one end of the diode D1, respectively, and the other end of the diode D1 is used for being connected to one pole of theload 10. The second pole of the transistor Q can be used to connect to the other pole of theload 10, and the gate of the transistor Q is connected to the drivingsub-circuit 041, which is used to control the conducting state of the transistor Q.
The first pole of the transistor Q may be one of a source and a drain, and the second pole may be the other of the source and the drain. One end of the diode D1 may be the anode of the diode D1, and the other end of the diode D1 may be the cathode of the diode D1. Accordingly, one electrode of theload 10 is a positive electrode, and the other electrode is a negative electrode.
For example, as shown in fig. 3, the other end of the diode D1 may be connected to the positive electrode of one end of thefirst filter circuit 05, and the positive electrode of the other end of thefirst filter circuit 05 is used for connecting to the positive electrode of theload 10. The second pole of the transistor Q may be connected to the cathode of one end of thefirst filter circuit 05, and the cathode of the other end of thefirst filter circuit 05 is used to connect to the other pole of theload 10.
In the embodiment of the present invention, referring to fig. 4, thefirst filter circuit 05 may include an inductor L2 and a capacitor C1, one end of the inductor L2 is connected to the other pole of the diode D1 in thevoltage boost circuit 04, and the other end of the inductor L2 is connected to one end of the capacitor C1 and the positive pole of one end of the sampling circuit 07, respectively. The other end of the capacitor C1 is connected to the negative electrode of one end of the sampling circuit 07.
Thesecond filter circuit 06 may include an inductor L3 and a capacitor C2, one end of the inductor L3 is connected to the anode of the other end of theinverter circuit 01 and one end of the capacitor C2, respectively, and the other end of the inductor L3 is used to be connected to the anode of the filter capacitor. The other end of the capacitor C2 is connected to the negative electrode of the other end of theinverter circuit 01 and the negative electrode of the filter capacitor of the vehicle, respectively.
It should be noted that, when the dc converter provided in the embodiment of the present invention is in the non-bleeder operating state, the connection path between the rectifier circuit 03 and theboost circuit 04 in the dc converter may be kept disconnected, that is, the connection path between the rectifier circuit 03 and theboost circuit 04 is disconnected. The dc voltage provided by the power battery of the vehicle is converted into an ac voltage through theinverter circuit 01, and the ac voltage can be output from the output terminal of thetransformer 02 and then converted into a dc voltage through the rectifier circuit 03 to supply power to theload 10.
In summary, the embodiments of the present invention provide a dc converter for a vehicle, which can discharge charges stored in a filter capacitor. In the process of discharging the charges, when the output current of the rectifying circuit is not less than the current threshold, a switch in the direct current converter can control a connecting passage between the rectifying circuit and the booster circuit to be disconnected, and the charges in the filter capacitor can directly enter a load through the rectifying circuit. Because the load connected with the direct current converter needs higher power, the discharge time when the direct current converter is adopted to discharge the charges in the filter capacitor is shorter. When the output current of the rectifying circuit is smaller than the current threshold value, the switch can control the connection path of the rectifying circuit and the boosting circuit to be conducted, at the moment, the output voltage of the rectifying circuit can be boosted through the boosting circuit, so that the charge in the filter capacitor is continuously discharged, and the discharge efficiency of the charge is further ensured. In addition, when the direct current converter provided by the embodiment of the invention is adopted to discharge the charges in the filter capacitor, the limitation of the working condition of the vehicle is avoided.
Fig. 5 is a flowchart of a charge bleeding control method according to an embodiment of the present invention. The bleeding control method may be applied to the dc converter provided in the above embodiments, for example, may be applied to the dc converter shown in any one of fig. 1 to 4. Referring to fig. 5, the method may include:
In an embodiment of the present invention, the dc converter may be connected to a Vehicle Control Unit (VCU) of a vehicle. The VCU can detect whether the charge in a filter capacitor of a vehicle needs to be discharged or not, and can send a discharge triggering instruction to the direct current converter when the discharge is needed. After receiving the discharge trigger instruction, the DC converter can enter a discharge working state and detect the output current of the rectifying circuit.
Optionally, the dc converter may include a sampling circuit connected to the rectifying circuit, and a control circuit connected to the sampling circuit. The control circuit in the dc converter can receive a bleeding trigger instruction sent by the VCU, and can control the sampling circuit to collect the output current of the rectifying circuit and detect the magnitude of the output current after receiving the bleeding trigger instruction.
For example, the filter capacitor of the vehicle may be connected to a power battery of the vehicle via a first relay and a second relay. The VCU can be connected with the first relay and the second relay, and can detect the working states of the two relays. When the VCU detects that the first relay and the second relay are both off, a bleeding trigger command may be generated, and the bleeding trigger command may be sent to the dc converter through a Controller Area Network (CAN) bus.
And 102, when the output current is larger than the current threshold, controlling the connection between the rectifying circuit and the booster circuit to be disconnected.
The current threshold may be a fixed value pre-stored by a control circuit in the dc converter, or may be sent to the control circuit of the dc converter by the VCU. The control circuit can also be connected with a switch in the direct current converter, and when the control circuit detects that the output current is greater than a current threshold value, the control circuit can control the state of the switch, so that a connecting path of the rectifying circuit and the boosting circuit is kept disconnected, and the rectifying circuit can be directly connected with a load of a vehicle.
In an alternative implementation, as shown in fig. 1, the switch K1 may be a single pole double throw switch. A first terminal a of the switch K1 may be connected to the rectifying circuit 03, a second terminal b of the switch K1 may be connected to theboost circuit 04 in the dc converter, and a third terminal c of the switch may be used for connection to the load. In this implementation manner, when the control circuit detects that the output current of the rectifying circuit is greater than the current threshold, the control circuit may control the first end a and the third end c of the switch to be connected, so that the connection path between the rectifying circuit 03 and theboost circuit 04 is disconnected, and the charge in the filter capacitor enters the load through the rectifying circuit 03.
In another alternative implementation, as shown in fig. 2-4, the switch K1 may be a single pole, single throw switch. Thetransformer 02 in the dc converter comprises two output terminals, and the rectifying circuit 03 comprises afirst rectifying sub-circuit 031 and asecond rectifying sub-circuit 032. One end of the firstsub-rectifying circuit 031 is connected to an output terminal of thetransformer 032, and the other end of the firstsub-rectifying circuit 031 is connected to the switch K1. One end of the secondsub-rectifying circuit 032 is connected to the other output end of thetransformer 02, and the other end of the secondsub-rectifying circuit 032 is used to connect to theload 10. In this implementation, when detecting that the output current of the rectifier circuit 03 is greater than the current threshold, thecontrol circuit 08 may control the switch K1 to be turned off, so that the charge in the filter capacitor enters the load through thesecond rectifier sub-circuit 032.
It should be noted that before the dc converter does not receive the bleeding trigger command sent by the VCU, that is, beforestep 101, the control circuit may control the state of the switch, so that the connection path between the rectifying circuit and the boost circuit is kept disconnected.
And 103, controlling the connection of the rectifying circuit and the booster circuit when the output current is not greater than the current threshold value.
When the control circuit detects that the output current is larger than the current threshold value, the control circuit can control the state of the switch to enable the connection path of the rectifying circuit and the boosting circuit to be conducted, and at the moment, the rectifying circuit can be connected with the load of the vehicle through the boosting circuit.
In the embodiment of the invention, when the output current is not greater than the current threshold value, the output voltage of the dc converter is less than the rated voltage of the load, and the dc converter cannot transfer the charge in the filter capacitor to the load of the vehicle, that is, the charge in the filter capacitor is no longer discharged to the load. At this time, in order to continue discharging the charge in the filter capacitor, the connection path between the rectifier circuit and the booster circuit may be made conductive. The booster circuit can boost the output voltage of the rectifying circuit to be not less than the rated voltage of the load.
In an alternative implementation, as shown in fig. 1, the switch K1 may be a single pole double throw switch. When thecontrol circuit 08 detects that the output current of the rectifying circuit 03 is greater than the current threshold, the first end a and the second end b of the switch K1 may be controlled to be communicated, so that the connection path between the rectifying circuit 03 and the boostingcircuit 04 is conducted. The control circuit may further control the driving sub-circuit in thevoltage boost circuit 04 to provide a driving signal to the transistor to drive the transistor to be turned on, that is, control thevoltage boost circuit 04 to be in an operating state, where the charge in the filter capacitor may enter theload 10 through the rectifying circuit 03 and thevoltage boost circuit 04.
In another alternative implementation, as shown in fig. 2-4, the switch K1 may be a single pole, single throw switch. When thecontrol circuit 08 detects that the output current of the rectifier circuit 03 is greater than the current threshold, the switch K1 may be controlled to be turned on. In addition, thecontrol circuit 08 may further control the driving sub-circuit 041 in thevoltage boosting circuit 04 to provide a driving signal to the transistor Q to drive the transistor Q to conduct, so that thevoltage boosting circuit 04 is in an operating state, and at this time, the charge in the filter capacitor may enter the load through thefirst rectifying sub-circuit 031 and thevoltage boosting circuit 04.
It should be noted that, when the vehicle is powered off (i.e., the vehicle is not in a working state), the dc converter may discharge the charge in the filter capacitor, and in the discharging process, the VCU of the vehicle may also detect the voltage of the filter capacitor of the vehicle in real time, and when it is detected that the voltage of the filter capacitor is smaller than the human body safety voltage, the dc converter may be controlled to be in a non-working state.
For example, the VCU may be connected to a power supply switch of the dc converter, and when the voltage of the filter capacitor is detected to be less than the human body safety voltage, the power supply switch may be controlled to be turned off, so that the dc converter is in a non-operating state (also referred to as a sleep state).
In summary, embodiments of the present invention provide a bleeding control method for a dc converter of a vehicle, which can detect an output current of a rectifying circuit when a charge in a filter capacitor is bled. When the output current is larger than the current threshold value, the connection path between the rectifying circuit and the booster circuit is controlled to be disconnected, so that the charges in the filter capacitor directly enter the load through the rectifying circuit. When the output current is not larger than the current threshold, the connection path between the rectifying circuit and the booster circuit can be controlled to be conducted, so that the charges in the filter capacitor can be continuously discharged.
The embodiment of the present invention further provides a computer-readable storage medium, which stores instructions that, when executed on a computer, cause the computer to execute the bleeding control method of the dc converter of the vehicle as provided in the above method embodiment.
Fig. 6 is a schematic structural diagram of a power supply circuit of a vehicle according to an embodiment of the present invention. Referring to fig. 6, the power supply circuit may include: afirst battery 20, a dc converter 00 connected to thefirst battery 20, and asecond battery 30 connected to the dc converter 00.
Wherein the voltage of thefirst battery 20 may be higher than the voltage of thesecond battery 30. For example, the voltage of thefirst battery 20 may be 300V to 400V, and the voltage of thesecond battery 30 may be 12V to 15V. Thefirst battery 20 may be a power battery of a vehicle, and thesecond battery 30 may be a storage battery of the vehicle, for example, a lead storage battery.
Referring to fig. 6, the power circuit may further include afilter capacitor 40, a first relay K2, and a second relay K2. Thefilter capacitor 40 may be connected to thepower battery 20 and the dc converter 00 through a first relay K2 and a second relay K2, respectively.
The embodiment of the invention also provides a vehicle, which can comprise the power supply circuit provided by the embodiment, for example, the power supply circuit shown in fig. 6.
Alternatively, the vehicle may be an electric vehicle.
The above description is only exemplary of the present application and should not be taken as limiting the present application, and any modifications, equivalents, improvements and the like that are made within the spirit and principle of the present application should be included in the protection scope of the present application.
Claims (9)
1. A direct current converter of a vehicle, characterized in that the direct current converter (00) comprises: an inverter circuit (01), a transformer (02), a rectifier circuit (03), a booster circuit (04), and a switch (K1);
one end of the inverter circuit (01) is connected with the input end of the transformer (02), and the other end of the inverter circuit (01) is used for being connected with a filter capacitor (40) of the vehicle;
the output end of the transformer (02) is connected with one end of the rectifying circuit (03), the other end of the rectifying circuit (03) is connected with the boosting circuit (04), and the switch (K1) is positioned on a connecting path of the rectifying circuit (03) and the boosting circuit (04) and is used for controlling the connection or disconnection of the connecting path;
wherein the rectifier circuit (03) is connected to a load (10) of the vehicle via the booster circuit (04) when the connection path is on, and the rectifier circuit (03) is directly connected to the load (10) when the connection path is off;
the DC converter (00) further comprises: a sampling circuit (07), and a control circuit (08) connected to the sampling circuit (07);
the sampling circuit (07) is also connected with the rectifying circuit (03), and the sampling circuit (07) is used for collecting the output current of the rectifying circuit (03) and transmitting the output current to the control circuit (08);
the control circuit (08) is also connected with the switch (K1), and the control circuit (08) is used for controlling the working state of the switch (K1) according to the output current.
2. The dc converter according to claim 1, wherein a first terminal of the switch (K1) is connected to the rectifying circuit (03), a second terminal of the switch (K1) is connected to the boost circuit (04), and a third terminal of the switch (K1) is used for connecting to the load (10).
3. The dc converter according to claim 1, wherein the transformer (02) comprises two of the output terminals, the rectifying circuit (03) comprises a first rectifying sub-circuit (031) and a second rectifying sub-circuit (032);
one end of the first rectifier sub-circuit (031) is connected with one output end of the transformer (02), and the other end of the first rectifier sub-circuit is connected with the switch (K1);
one end of the second rectifier sub-circuit (032) is connected with the other output end of the transformer (02), and the other end of the second rectifier sub-circuit (032) is used for being connected with the load (10).
4. A dc-converter according to any of claims 1 to 3, characterized in that the dc-converter (00) further comprises: a first filter circuit (05);
one end of the first filter circuit (05) is connected with the boost circuit (04) and the rectifying circuit (03) respectively, and the other end of the first filter circuit (05) is used for being connected with the load (10).
5. A dc-converter according to any of claims 1 to 3, characterized in that the dc-converter (00) further comprises: a second filter circuit (06);
one end of the second filter circuit (06) is connected with the other end of the inverter circuit (01), and the other end of the second filter circuit (06) is used for being connected with the filter capacitor (40).
6. A dc-converter according to any of claims 1 to 3, characterized in that the boost circuit (04) comprises: an inductor (L1), a transistor (Q), a diode (D1), and a driver sub-circuit (041);
one end of the inductor (L1) is connected with the switch (K1), and the other end of the inductor (L1) is respectively connected with the first pole of the transistor (Q) and one end of the diode (D1);
the other end of the diode (D1) is used for being connected with one pole of the load (10);
the second pole of the transistor (Q) is used for connecting with the other pole of the load (10), the grid of the transistor (Q) is connected with the driving sub-circuit (041), and the driving sub-circuit (041) is used for controlling the conducting state of the transistor (Q).
7. A charge bleeding control method, applied to the dc converter according to any one of claims 1 to 6; the method comprises the following steps:
detecting an output current of the rectifying circuit;
when the output current is larger than the current threshold, controlling the connection path between the rectifying circuit and the booster circuit to be disconnected;
and when the output current is not greater than the current threshold value, controlling the conduction of a connecting passage between the rectifying circuit and the booster circuit.
8. A power supply circuit of a vehicle, characterized by comprising: -a first battery (20), -a dc-converter (00) according to any of claims 1 to 6 connected to the first battery (20), and-a second battery (30) connected to the dc-converter (00);
wherein the voltage of the first battery (20) is greater than the voltage of the second battery (30).
9. A vehicle characterized in that the vehicle comprises the power supply circuit according to claim 8.
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| CN201910615447.2ACN110336469B (en) | 2019-07-09 | 2019-07-09 | Direct current converter, charge discharge control method, power supply circuit and vehicle |
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| CN201910615447.2ACN110336469B (en) | 2019-07-09 | 2019-07-09 | Direct current converter, charge discharge control method, power supply circuit and vehicle |
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| CN113179011B (en)* | 2021-05-17 | 2024-02-23 | 阳光储能技术有限公司 | Power supply circuit, control method thereof, capacitor discharge circuit and power conversion circuit |
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