CN112389177B - Integrated electric drive system and electric vehicle comprising same - Google Patents
Integrated electric drive system and electric vehicle comprising sameDownload PDFInfo
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- CN112389177B CN112389177BCN201910745586.7ACN201910745586ACN112389177BCN 112389177 BCN112389177 BCN 112389177BCN 201910745586 ACN201910745586 ACN 201910745586ACN 112389177 BCN112389177 BCN 112389177B
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
- B60K1/00—Arrangement or mounting of electrical propulsion units
- B60K1/04—Arrangement or mounting of electrical propulsion units of the electric storage means for propulsion
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
- B60K1/00—Arrangement or mounting of electrical propulsion units
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
- B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines
- B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
- B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
- B60K6/26—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the motors or the generators
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
- B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines
- B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
- B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
- B60K6/28—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the electric energy storing means, e.g. batteries or capacitors
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L50/00—Electric propulsion with power supplied within the vehicle
- B60L50/50—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells
- B60L50/60—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells using power supplied by batteries
- 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
- B60L53/24—Using the vehicle's propulsion converter for charging
- H—ELECTRICITY
- H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
- H02J—CIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
- H02J7/00—Circuit arrangements for charging or depolarising batteries or for supplying loads from batteries
- H02J7/0068—Battery or charger load switching, e.g. concurrent charging and load supply
- H—ELECTRICITY
- H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
- H02J—CIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
- H02J7/00—Circuit arrangements for charging or depolarising batteries or for supplying loads from batteries
- H02J7/02—Circuit arrangements for charging or depolarising batteries or for supplying loads from batteries for charging batteries from AC mains by converters
- H02J7/04—Regulation of charging current or voltage
- H02J7/06—Regulation of charging current or voltage using discharge tubes or semiconductor devices
- 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
- Y02T10/00—Road transport of goods or passengers
- Y02T10/80—Technologies aiming to reduce greenhouse gasses emissions common to all road transportation technologies
- Y02T10/92—Energy efficient charging or discharging systems for batteries, ultracapacitors, supercapacitors or double-layer capacitors specially adapted for vehicles
- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T90/00—Enabling technologies or technologies with a potential or indirect contribution to GHG emissions mitigation
- Y02T90/10—Technologies relating to charging of electric vehicles
- Y02T90/14—Plug-in electric vehicles
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- Engineering & Computer Science (AREA)
- Transportation (AREA)
- Mechanical Engineering (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Power Engineering (AREA)
- Life Sciences & Earth Sciences (AREA)
- Sustainable Development (AREA)
- Sustainable Energy (AREA)
- Electric Propulsion And Braking For Vehicles (AREA)
- Inverter Devices (AREA)
- Charge And Discharge Circuits For Batteries Or The Like (AREA)
Abstract
Description
Technical Field
The present disclosure relates to the field of electric vehicles, and more particularly, to an integrated electric drive system and an electric vehicle including the same.
Background
Driven by the dual pressures of energy crisis and environmental pollution, electric vehicles (and/or hybrid vehicles) are becoming a major trend in the future. Generally, an electric vehicle includes a rechargeable high-voltage battery, a three-phase motor that drives the vehicle to run using power supplied from the high-voltage battery, and an inverter for driving the motor by the high-voltage battery.
When the remaining power (SOC) of the high-voltage battery is too low, the high-voltage battery needs to be charged by a charger equipped in the vehicle, which is usually an ac charger that charges by external single-phase ac power or three-phase ac power.
In addition, an additional DC/DC converter is required to be installed to supply power to a 12V battery, which can supply power to low-voltage devices such as audio, windows, and lamps in a vehicle.
In the existing electric vehicle, an inverter, a charger, a DC/DC converter and the like used in the charging process and the driving process are respectively and independently installed on the vehicle, and the use scene is single, which not only increases the complexity of the circuit and the manufacturing cost of the vehicle, but also causes the waste of power electronic devices.
Disclosure of Invention
In order to solve the above problems in the prior art, the present disclosure provides an integrated electric drive system for a vehicle, which integrates a charger, an inverter, a motor, and a DC/DC converter, realizes multiplexing of power electronic devices, and can simultaneously support two-phase and three-phase alternating current charging and direct current charging; in addition, the system cancels a separate charger, an inverter and a direct current converter, reduces the fixed load of the vehicle and reduces the manufacturing cost of the vehicle.
The present disclosure provides an integrated electric drive system, comprising: a motor configured to drive the vehicle to run by an energy storage unit of the vehicle or to charge the energy storage unit of the vehicle by a power supply external to the vehicle or regenerative feedback energy of the motor under the control of the control unit; an energy storage unit configured to be charged with electric power of a power supply external to the vehicle or to drive the vehicle to run by the motor or to supply power to an in-vehicle load under the control of the control unit; a first conversion unit configured to convert alternating current generated at the time of regenerative feedback from a power supply external to the vehicle or the motor into direct current or convert direct current from the energy storage unit into alternating current under the control of the control unit; a second conversion unit configured to perform a step-up or step-down operation on the direct current from the first conversion unit or the energy storage unit under the control of a control unit; a third converting unit configured to convert the direct current from the second converting unit into direct current for charging the energy storing unit or convert high-voltage direct current from the energy storing unit into low-voltage direct current under the control of the control unit; and a control unit configured to selectively control a vehicle external power source, the motor, the first conversion unit, the second conversion unit, the third conversion unit, the energy storage unit to implement different operation modes of the system.
Advantageously, the different modes of operation of the system include one or more of driving a motor by means of the energy storage unit, charging a low voltage battery of the energy storage unit by means of a high voltage battery of the energy storage unit, charging the energy storage unit by means of a vehicle external power supply, and charging a high voltage battery of the energy storage unit by means of motor regenerative feedback energy.
Advantageously, the electric machine comprises a plurality of coil inductances, each coil inductance having a first end connected to a power supply external to the vehicle by means of a first switch and to a neutral point by means of a second switch, a second end connected to the alternating current end of the first conversion unit, and the control unit is configured to selectively control the switching of the first and second switches in different operating modes of the system.
Advantageously, the energy storage unit comprises a high voltage battery for driving the electric machine and a low voltage battery for powering low voltage devices in the vehicle.
Advantageously, thefirst conversion unit 13 comprises six semiconductor switching tubes, and the control unit is configured to selectively control the switching of the plurality of semiconductor switching tubes in different operating modes of the system.
Advantageously, the second switching unit comprises two semiconductor switching tubes and a choke inductor, a freewheeling diode is connected in parallel across the inductor, and the control unit is configured to selectively control the switching of the plurality of semiconductor switching tubes in different operating modes of the system.
Advantageously, the system further comprises:
a third switch connected between a direct current terminal of the first conversion unit and a first terminal of the second conversion unit;
a fourth switch connected between the second terminal of the second conversion unit and the input terminal of the third conversion unit;
a fifth switch connected between a dc terminal of the first conversion unit and a second terminal of the second conversion unit; and
a sixth switch connected between the first terminal of the second switching unit and the input terminal of the third switching unit,
wherein the control unit is configured to selectively control on and off of third, fourth, fifth and sixth switches to cause the second conversion unit to perform a step-up or step-down operation on the direct current from the high-voltage battery of the first conversion unit or the energy storage unit,
the control unit is configured to open the second switch, the third switch and the fourth switch and close the first switch, the fifth switch and the sixth switch so that the energy storage unit can be charged after the external power supply of the vehicle is stepped down; or the control unit is configured to open the second switch, the fifth switch and the sixth switch and close the first switch, the third switch and the fourth switch, so that the vehicle external power supply is used for charging the energy storage unit after being boosted.
Advantageously, the third conversion unit comprises:
an inverter including four semiconductor switching tubes configured to convert direct current from the high-voltage battery of the second conversion unit or the energy storage unit into alternating current;
an isolation transformer including a first output terminal with a first gate switch and a second output terminal with a second gate switch, configured to perform an isolation transformation operation on the alternating current from the inverter; and
a rectifier including two semiconductor switching tubes and diodes, input terminals of which are connected to first and second output terminals of the isolation transformer, output terminals of which are connected to a high-voltage battery of an energy storage unit by a seventh switch and to a low-voltage battery of the energy storage unit by an eighth switch, the rectifier being configured to convert alternating current from the isolation transformer into direct current for charging the high-voltage battery of the energy storage unit or the low-voltage battery of the energy storage unit,
wherein the control unit is configured to selectively control on and off of the first gate switch, the second gate switch, the seventh switch, and the eighth switch so that the direct current from the second conversion unit is used to charge the high-voltage battery of the energy storage unit or the direct current from the second conversion unit or the high-voltage battery of the energy storage unit is used to charge the low-voltage battery of the energy storage unit,
wherein the control unit is configured to close the first and seventh switches and open the second and eighth switches such that the direct current of the second conversion unit is used to charge the high voltage battery of the energy storage unit; alternatively, the control unit is configured to close the second and eighth switches and open the first and seventh switches, so that the direct current from the second conversion unit or the high-voltage battery is used to charge the low-voltage battery of the energy storage unit.
Advantageously, the system further comprises: and the control unit is configured to close the second switch and the ninth switch and open the first switch, the third switch, the fifth switch and the seventh switch so as to drive the motor by the high-voltage battery of the energy storage unit or charge the high-voltage battery of the energy storage unit by regenerative feedback energy of the motor.
Advantageously, the system further comprises: and a tenth switch connected between the high-voltage battery of the energy storage unit and the input terminal of the third conversion unit, wherein the control unit is configured to selectively control on/off of the first to tenth switches and the first and second gate switches to realize different operation modes of the system, and wherein the control unit is configured to close the eighth and tenth switches and open the fourth, sixth and seventh switches to charge the low-voltage battery of the energy storage unit by means of the high-voltage battery of the energy storage unit.
Advantageously, the control unit selectively controls charging of the high-voltage battery of the energy storage unit or the low-voltage battery of the energy storage unit as a function of the states of charge of the high-voltage battery of the energy storage unit and the low-voltage battery of the energy storage unit.
Advantageously, an LC filter, connected in parallel to the output of the third conversion unit, for filtering out harmonics in the output signal of the third conversion unit; the first filter capacitor is connected to the direct current end of the first conversion unit in parallel and used for filtering out harmonic waves in a direct current end signal of the first conversion unit; and/or a second filter capacitor connected to the input end of the third conversion unit in parallel for filtering out harmonics in the input signal of the third conversion unit.
Advantageously, the first to tenth switches are controlled switches or semiconductor switches, and the plurality of semiconductor switching tubes are field effect transistors or insulated gate bipolar transistors, and a freewheeling diode is connected in parallel to each semiconductor switching tube.
The invention also provides an electric vehicle comprising the integrated electric drive system.
Drawings
FIG. 1 illustrates a schematic block diagram of an integrated electric drive system for a vehicle according to the present disclosure; and
fig. 2 shows a circuit diagram of the integrated electric drive system shown in fig. 1.
Detailed Description
An integrated electric drive system according to the present disclosure will be described below by way of example with reference to the accompanying drawings. In the following description, numerous specific details are set forth in order to provide a more thorough understanding of the present disclosure to those skilled in the art. It will be apparent, however, to one skilled in the art, that implementations of the present disclosure may be practiced without some of these specific details. Rather, it is contemplated that the present disclosure may be practiced with any combination of the following features and elements, whether or not they relate to different embodiments. Thus, the following aspects, features, embodiments and advantages are merely illustrative and should not be considered elements or limitations of the claims except where explicitly recited in a claim(s).
Figure 1 shows a schematic block diagram of an integrated electric drive system for a vehicle according to the present disclosure,
fig. 2 shows a circuit diagram of the integrated electric drive system shown in fig. 1. As shown in fig. 1 and 2, thesystem 10 includes acontrol unit 11, amotor 12, a tractionpower conversion unit 13, a bidirectional buck-boost conversion unit 14, a charge conversion unit, and an energy storage unit.
The energy storage unit comprises a high-voltage battery 18 and a low-voltage battery 19, the high-voltage battery 18 being configured to supply power to saidelectric machine 12 to cause it to rotate the wheels, and therefore also referred to as "power battery"; the low-voltage battery 19 refers to a 12V storage battery in the vehicle, which is configured to supply power to low-voltage devices in the vehicle. The "vehicle" referred to herein includes electric vehicles and hybrid vehicles. The functions of the various modules in the system and their connections are described in detail below.
Themotor 12 rotates the wheel by means of amotor output member 110, is configured as a permanent magnet/AC induction motor, and includes aninduction unit 121 composed of a plurality of induction coils. As shown in fig. 2, theinductance unit 121 is constituted by three-phase windings (inductances L1, L2, L3), in the driving mode, the inductances L1, L2, L3 are configured as induction coils serving as excitation of externally input alternating current, and one ends of the inductances L1, L2, L3 are connected to the tractionpower conversion unit 13 and the other ends are connected to a neutral point to drive the vehicle motor to rotate by means of electric power from the high-voltage battery; in the charging mode, the inductances L1, L2, L3 are configured as filter inductances for filtering the external input alternating current, wherein the inductances L1, L2, L3 open the neutral point by means of the switches S4, S5, S6, respectively, and are connected to the external power grid by means of further switches S1, S2, S3 for charging the vehicle energy storage unit by means of the external power grid. In a particular example of a charging mode, such as where regenerative energy feedback occurs, theelectric machine 12 now acts as a generator and charges the high voltage battery with the generated regenerative feedback energy.
The tractionpower conversion unit 13 is a bidirectional DC/AC converter including a plurality of semiconductor switching tubes Q1-Q6. The ac terminal of the tractionpower conversion unit 13 is connected to the inductances L1, L2, L3 of theelectric machine 12, and the dc terminal is connected to the high-voltage battery 18 via a switch S7, which is configured to convert ac power from the electric machine (in the case of regenerative feedback) or an external grid into dc power for charging the energy storage unit (i.e., "charging mode" when the tractionpower conversion unit 13 functions as a rectifier) or convert dc power from the energy storage unit into ac power for driving the electric machine (i.e., "driving mode" when the tractionpower conversion unit 13 functions as an inverter) under the control of thecontrol unit 11.
The bidirectional buck-boost conversion unit 14 is a DC/DC converter, and is composed of two semiconductor switching tubes Q13 and Q14 and a choke inductor L5. The bidirectional buck-boost converting unit 14 is connected to the dc terminal of the tractionpower converting unit 13 through the switch 2PS1 or 3PS3, connected to the charge converting unit through the switch 2PS2 or 3PS4, and further connected to the high-voltage battery 18 through the switch S8, so as to perform a boost or buck operation on the dc voltage converted by the tractionpower converting unit 13 or the dc voltage output by the high-voltage battery 18 by turning on and off the switches 2PS1,2PS2, 3PS3, 3PS4, and S8.
Specifically, the bidirectional buck-boost converting unit 14 performs a boost operation on the direct current from the tractionpower converting unit 13 when the switches 2PS1 and 2PS2 are closed and the switches 3PS3 and 3PS4 are open, or performs a buck operation on the direct current from the high-voltage battery 18 when the switch S8 is further closed; the bidirectional buck-boost conversion unit 14 performs a buck operation on the direct current from the tractionpower conversion unit 13 when the switches 2PS1 and 2PS2 are open and the switches 3PS3 and 3PS4 are closed, or performs a boost operation on the direct current from the high-voltage battery 18 when the switch S8 is further closed.
The charge conversion unit is connected not only to the bidirectional buck-boost conversion unit 14 by means of the switch 2PS2 or 3PS4, but also to the high-voltage battery 18 by means of the switch S8, and is configured to convert the direct current from the bidirectional buck-boost conversion unit 14 into direct current for charging the high-voltage battery 18 or the low-voltage battery 19, or convert the direct current of the high-voltage battery 18 into direct current for charging the low-voltage battery 19. The charging conversion unit specifically includes an H-bridge inverter 15, anisolation transformer 16, and arectifier 17, and the internal circuit structure of the charging conversion unit is explained in detail below.
The H-bridge inverter 15 is an H-bridge inverter formed by connecting four switching tubes Q7-Q10, and the input end thereof is connected to the bidirectional buck-boost converting unit 14 through a switch 2PS2 or 3PS4 and is connected to the high-voltage battery 18 through a switch S8 so as to convert the direct current from the bidirectional buck-boost converting unit 14 or from the high-voltage battery 18 into alternating current.
An input terminal of theisolation transformer 16 is connected to an output terminal of the H-bridge inverter 15 for performing an isolation transforming operation on the alternating current from the H-bridge inverter 15. Therein, theisolation transformer 16 includes two output terminals with gate switches K1 and K2 (not shown in fig. 1-2), respectively, to output different isolation voltages (depending on whether thehigh voltage battery 18 or thelow voltage battery 19 is charged) to therectifier 17 according to a control command of thecontrol unit 11. At any time, only one of the gate switches K1 and K2 remains closed while the other is open. For example, when charging a high-voltage battery, the gate switch K1 is closed, and K2 is opened, so that the alternating current after the isolation transformation operation is supplied to therectifier 17 via the first output terminal; when charging the low-voltage battery, the gate switch K1 is opened and the gate switch K2 is closed, so that the alternating current after the isolation transformation operation is transmitted to therectifier 17 through the second output terminal.
Therectifier 17 is composed of switching tubes Q11, Q12 and diodes D1, D2, the input terminals of which are connected to the output terminals of theisolation transformer 16, for converting the alternating current from theisolation transformer 16 back to direct current. The output end of therectifier 17 is connected to the high-voltage battery 18 through the switch S9 and connected to the low-voltage battery 19 through the switch S10, and the direct current rectified by therectifier 17 can be used for charging the high-voltage battery 18 or the low-voltage battery 19 according to the on and off of S9 and S10. It will be appreciated by those skilled in the art that the on-off states of the gate switches K1 and K2 of theisolation transformer 16 may be maintained in line with the switches S9 and S10, respectively, e.g., with thelow voltage battery 19 charged, both switches K2 and S10 are maintained closed and both switches K1 and S9 are maintained open, and vice versa.
Herein, the operation mode of the integrated electric drive system for a vehicle is largely classified into two modes of "charging mode" and "driving mode". The term "driving mode" refers to that the vehicle motor is driven to run by means of the high-voltage battery of the vehicle during the running process of the vehicle; alternatively, the low-voltage battery may be charged by the vehicle high-voltage battery while the vehicle motor is driven in operation (i.e., the motor is driven and the low-voltage battery is charged by the high-voltage battery). The "charging mode" referred to herein relates to the following two cases:
-charging the low-voltage battery by means of a high-voltage battery of the vehicle in a stationary state of the vehicle (e.g. parked in a garage), or charging the high-voltage battery or the low-voltage battery of the vehicle by means of an external power supply, in particular comprising charging the high-voltage battery (HV) by means of a three-phase voltage, charging the high-voltage battery by means of a two-phase voltage, charging the low-voltage battery (LV) by means of a three-phase voltage and charging the low-voltage battery by means of a two-phase voltage; and
in the event of feedback energy occurring during the driving of the vehicle, the regenerative feedback energy is used for charging the high-voltage battery of the vehicle, i.e. the high-voltage battery is charged by means of the regenerative energy. In this context, regenerative braking or regenerative braking refers to the conversion of mechanical energy from a load into electrical energy by means of an electric machine during braking or freewheeling of the vehicle and the storage of the electrical energy in a high-voltage battery, in which case the electric machine of the vehicle acts as a generator.
In different operation modes of the system, thecontrol unit 11 can selectively turn on or off the above-mentioned switches S1-S10, K1, K2, 2PS1,2PS2, 3PS3 and 3PS4 and the semiconductor switch tubes Q1-Q14 to control themotor 12, the tractionpower conversion unit 13, the bidirectional buck-boost conversion unit 14, the H-bridge inverter 15, theisolation transformer 16, therectifier 17, the high-voltage battery 18 and the low-voltage battery 19 to perform different functions.
In the present disclosure, the semiconductor switching transistors Q1-Q14 may be implemented as field effect transistors (e.g., MOSFETs and JFETs) or Insulated Gate Bipolar Transistors (IGBTs). Preferably, a freewheeling diode (not shown in fig. 2) may be connected in parallel to each semiconductor switch tube to prevent the switch tube from being broken down by reverse voltage; in addition, a capacitor may be connected in parallel to the input terminals of the tractionpower conversion unit 13 and the charging conversion unit to filter out harmonics in the circuit. More preferably, an LC low pass filter (as shown in fig. 2) may be connected at the output of therectifier 17 to filter out harmonics in the circuit.
In the drive mode, thecontrol unit 11 controls the electric power of the high-voltage battery 18 to flow through the tractionpower conversion unit 13 by means of the switch S7 to be converted into alternating current for driving the motor; at the same time, thecontrol unit 11 can also control the power of the high-voltage battery 18 to flow through the H-bridge inverter 15, theisolation transformer 16 and therectifier 17 in order by means of the switch S8, and finally used to charge the 12V low-voltage battery 19.
In the charging mode, thecontrol unit 11 accesses external alternating current through theinductance unit 121 of the motor, rectifies the alternating current into direct current through the tractionpower conversion unit 13, boosts or reduces the voltage through the bidirectional boost-buck conversion unit 14, converts the direct current into alternating current through the H-bridge inverter 15, regulates the voltage through theisolation transformer 16, and rectifies the alternating current into direct current through therectifier 17 to charge the high-voltage battery 18 or the low-voltage battery 19. According to a particular embodiment, in the event of regenerative energy feedback, thecontrol unit 11 may charge thehigh voltage battery 18 by means of the power provided by themotor inductance unit 121 itself, in which case the power generated by theinductance unit 121 is provided directly to the high voltage battery after being rectified by the tractionpower conversion unit 13.
According to a preferred embodiment, thecontrol unit 11 can control the on/off of each switch and/or switch tube in real time according to the SOC of the high-voltage battery 18 and/or the low-voltage battery 19, so as to coordinate the charging of the high-voltage battery 18 and the low-voltage battery 19. Specifically, when the SOC of the high-voltage battery 18 is lower than the first threshold value, thecontrol unit 11 preferentially ensures charging of the high-voltage battery 18; in the case where the SOC of the high-voltage battery 18 is restored to the second threshold value (which is higher than the first threshold value), when the SOC of the low-voltage battery 19 is lower than the third threshold value, thecontrol unit 11 stops charging of the high-voltage battery 18 while the high-voltage battery 18 charges the low-voltage battery 19 through the H-bridge inverter 15, theisolation transformer 16, and therectifier 17.
In this context, the low-voltage battery is a 12V battery and the external power source (i.e., the "off-board power source") is 220V mains or 380V three-phase ac. As a first example, assuming that both the vehicle motor and the high voltage battery operate at a 400v voltage platform, several primary modes of operation of the integrated electric drive system for a vehicle according to the present disclosure under that platform may be described as follows.
a. Charging mode
1.1 charging high-Voltage batteries by means of three-phase Voltage
The operating mode refers to charging a high-voltage battery of the vehicle by means of an external three-phase network. In this mode, switches S1-S3 are closed and S4-S6 are open, so that the ac power of the external grid is filtered by motor inductors L1, L2 and L3 and then transmitted to the tractionpower conversion unit 13, and at this time, the tractionpower conversion unit 13 is composed of Q1-Q6 switching tubes. The tractionpower conversion unit 13 operates in a rectification mode to convert the ac power of the external grid into dc power.
Further, the switches S7 and S8 are opened, the switches S1 and 2PS2 are opened, the switches 3PS3 and 3PS4 are closed, the direct current output from the tractionpower conversion unit 13 is input to the second end of the bidirectional buck-boost conversion unit 14, the bidirectional buck-boost conversion unit 14 performs a buck operation on the direct current output from the traction power conversion unit, and the buck direct current is transmitted from the first end of the bidirectional buck-boost conversion unit 14 to the H-bridge inverter 15, and the H-bridge inverter 15 converts the buck direct current back to alternating current. The ac power converted by the H-bridge inverter 15 is regulated by theisolation transformer 16, and then transmitted to therectifier 17 via the gate switch K1 to be converted into dc power again by therectifier 17. Further, the switch S10 is opened, the switch S9 is closed, and the dc power rectified by therectifier 17 is transmitted to the high-voltage battery 18 through the switch S9 to charge the battery.
1.2 charging a high-voltage battery by means of a two-phase voltage
The operating mode refers to charging a high-voltage battery of the vehicle by means of an external two-phase voltage. In the mode, switches S1-S2 are closed, and switches S3-S6 are opened, so that alternating current of an external power grid is filtered by motor inductors L1 and L2 and then transmitted to the tractionpower conversion unit 13, at the moment, the tractionpower conversion unit 13 is composed of Q1-Q4 switching tubes, and Q5-Q6 do not work. The tractionpower conversion unit 13 operates in a rectification mode to convert the ac power of the external grid into dc power.
Further, the switches S7 and S8 are opened, the switches S1 and 2PS2 are closed, the switches 3PS3 and 3PS4 are opened, the direct current output from the tractionpower conversion unit 13 is input to the first end of the bidirectional buck-boost conversion unit 14, the bidirectional buck-boost conversion unit 14 performs a boost operation on the direct current output from the traction power conversion unit, and the boosted direct current is transmitted from the second end of the bidirectional buck-boost conversion unit 14 to the H-bridge inverter 15, and the H-bridge inverter 15 converts the boosted direct current back to alternating current. The ac power converted by the H-bridge inverter 15 is regulated by theisolation transformer 16, and then transmitted to therectifier 17 via the gate switch K1 to be converted into dc power again by therectifier 17. Further, the switch S10 is opened, the switch S9 is closed, and the dc power rectified by therectifier 17 is transmitted to the high-voltage battery 18 through the switch S9 to charge the battery.
1.3 charging Low-Voltage batteries by means of three-phase Voltage
The operating mode refers to the charging of a low-voltage battery (12v accumulator) of the vehicle by means of an external three-phase network. In this mode, switches S1-S3 are closed and S4-S6 are open, so that the ac power of the external grid is filtered by motor inductors L1, L2 and L3 and then transmitted to the tractionpower conversion unit 13, and at this time, the tractionpower conversion unit 13 is composed of Q1-Q6 switching tubes. The tractionpower conversion unit 13 operates in a rectification mode to convert the ac power of the external grid into dc power.
Further, the switches S7 and S8 are opened, the switches S1 and 2PS2 are opened, the switches 3PS3 and 3PS4 are closed, the direct current output from the tractionpower conversion unit 13 is input to the second end of the bidirectional buck-boost conversion unit 14, the bidirectional buck-boost conversion unit 14 performs a buck operation on the direct current output from the traction power conversion unit, and the buck direct current is transmitted from the first end of the bidirectional buck-boost conversion unit 14 to the H-bridge inverter 15, and the H-bridge inverter 15 converts the buck direct current back to alternating current. The ac power converted by the H-bridge inverter 15 is regulated by theisolation transformer 16, and then transmitted to therectifier 17 via the gate switch K2 to be converted into dc power again by therectifier 17. Further, the switch S9 is opened, the switch S10 is closed, and the dc power rectified by therectifier 17 is transmitted to the low-voltage battery 19 through the switch S10 to charge the battery.
1.4 charging Low-Voltage batteries by means of two-phase Voltage
The operating mode refers to charging a low-voltage battery of the vehicle by means of an external two-phase voltage. In the mode, switches S1-S2 are closed, and switches S3-S6 are opened, so that alternating current of an external power grid is filtered by motor inductors L1 and L2 and then transmitted to the tractionpower conversion unit 13, at the moment, the tractionpower conversion unit 13 is composed of Q1-Q4 switching tubes, and Q5-Q6 do not work. The tractionpower conversion unit 13 operates in a rectification mode to convert the external alternating current into direct current.
Further, the switches S7 and S8 are opened, the switches S1 and 2PS2 are closed, the switches 3PS3 and 3PS4 are opened, the direct current output from the tractionpower conversion unit 13 is input to the first end of the bidirectional buck-boost conversion unit 14, the bidirectional buck-boost conversion unit 14 performs a boost operation on the direct current output from the traction power conversion unit, and the boosted direct current is transmitted from the second end of the bidirectional buck-boost conversion unit 14 to the H-bridge inverter 15, and the H-bridge inverter 15 converts the boosted direct current back to alternating current. The ac power converted by the H-bridge inverter 15 is regulated by theisolation transformer 16, and then transmitted to therectifier 17 via the gate switch K2 to be converted into dc power again by therectifier 17. Further, the switch S9 is opened, the switch S10 is closed, and the dc power rectified by therectifier 17 is transmitted to the low-voltage battery 19 through the switch S10 to charge the battery.
1.5 charging Low-Voltage batteries by means of high-Voltage batteries
The operating mode refers to charging the low-voltage battery by means of the high-voltage battery of the vehicle. In this mode, the switches 2PS2, 3PS4, and S7 are open, and S8 is closed, and dc power from thehigh voltage battery 18 is transmitted to the H-bridge inverter 15 via the switch S8. The H-bridge inverter 15 converts the direct current into alternating current, regulates the alternating current by means of theisolation transformer 16, and then further supplies the regulated alternating current to therectifier 17 via the gate switch K2 to be converted back into direct current by means of therectifier 17. Further, S9 is opened, S10 is closed, and the direct current rectified by therectifier 17 is transmitted to the low-voltage battery 19 through the switch S10 to charge it.
1.6 charging high-Voltage batteries by means of regenerative energy
In this mode of operation, switches S1-S3 are open, S4-S6 are closed, and the vehicle motor functions as a generator. The alternating current generated by the motor under the feedback of the regenerated energy is transmitted to the tractionpower conversion unit 13, and the tractionpower conversion unit 13 consists of Q1-Q6 switching tubes and works in a rectification mode to convert the alternating current provided by the motor into direct current.
Further, the switches 2PS1 and 3PS3 are opened, and at the same time, the switch S7 is closed, the switch S9 is opened, and the converted direct current is transmitted to the high-voltage battery 18 via the switch S7 to charge it.
b. Drive mode
The operation mode refers to driving the vehicle motor by means of the high voltage battery, in which the switches S8-S9 are open and S7 is closed, while the switches 2PS1 and 3PS3 are open, and the direct current from thehigh voltage battery 18 is transmitted to the tractionpower conversion unit 13 via the switch S7, at which time the tractionpower conversion unit 13 is composed of Q1-Q6 switching tubes, operating in the inverter mode, to convert the direct current of thehigh voltage battery 18 into alternating current. Further, the switches S1-S3 are opened, S4-S6 are closed, and the inductors L1-L3 are configured as winding coils to drive the motor to rotate by the alternating current converted by the tractionpower conversion unit 13.
Additionally or alternatively, while the motor is driven in rotation by the high-voltage battery 18, S8 is closed, while switches 2PS2 and 3PS4 are open, the direct current from the high-voltage battery 18 is transmitted via switch S8 to the H-bridge inverter 15, the H-bridge inverter 15 converts the direct current from the high-voltage battery 18 into alternating current and delivers the converted alternating current to theisolation transformer 16 for voltage regulation, the regulated alternating current being further delivered via the gate switch K2 to therectifier 17 for reconversion into direct current by therectifier 17. Further, S10 is closed, and the dc power rectified by therectifier 17 is transmitted to the low-voltage battery 19 through the switch S10 to charge it.
As a second example, assuming that the vehicle motor operates at a voltage platform of 800v and the high voltage battery operates at a voltage platform of 400v, several main operating modes of the integrated electric drive system for a vehicle according to the present disclosure under such platforms may be described as follows.
a. Charging mode
2.1 charging high-Voltage batteries by means of three-phase Voltage
The operating mode refers to charging a high-voltage battery of the vehicle by means of an external three-phase network. In this mode, switches S1-S3 are closed and S4-S6 are open, so that the ac power of the external grid is filtered by motor inductors L1, L2 and L3 and then transmitted to the tractionpower conversion unit 13, and at this time, the tractionpower conversion unit 13 is composed of Q1-Q6 switching tubes. The tractionpower conversion unit 13 operates in a rectification mode to convert the ac power of the external grid into dc power.
Further, the switches S7 and S8 are opened, the switches S1 and 2PS2 are opened, the switches 3PS3 and 3PS4 are closed, the direct current output from the tractionpower conversion unit 13 is input to the second end of the bidirectional buck-boost conversion unit 14, the bidirectional buck-boost conversion unit 14 performs a buck operation on the direct current output from the traction power conversion unit, and the buck direct current is transmitted from the first end of the bidirectional buck-boost conversion unit 14 to the H-bridge inverter 15, and the H-bridge inverter 15 converts the buck direct current back to alternating current. The ac power converted by the H-bridge inverter 15 is regulated by theisolation transformer 16, and then transmitted to therectifier 17 via the gate switch K1 to be converted into dc power again by therectifier 17. Further, the switch S10 is opened, the switch S9 is closed, and the dc power rectified by therectifier 17 is transmitted to the high-voltage battery 18 through the switch S9 to charge the battery.
2.2 charging high-Voltage batteries by means of two-phase Voltage
The operating mode refers to charging a high-voltage battery of the vehicle by means of an external two-phase voltage. In the mode, switches S1-S2 are closed, and switches S3-S6 are opened, so that alternating current of an external power grid is filtered by motor inductors L1 and L2 and then transmitted to the tractionpower conversion unit 13, at the moment, the tractionpower conversion unit 13 is composed of Q1-Q4 switching tubes, and Q5-Q6 do not work. The tractionpower conversion unit 13 operates in a rectification mode to convert the ac power of the external grid into dc power.
Further, the switches S7 and S8 are opened, the switches S1 and 2PS2 are closed, the switches 3PS3 and 3PS4 are opened, the direct current output from the tractionpower conversion unit 13 is input to the first end of the bidirectional buck-boost conversion unit 14, the bidirectional buck-boost conversion unit 14 performs a boost operation on the direct current output from the traction power conversion unit, and the boosted direct current is transmitted from the second end of the bidirectional buck-boost conversion unit 14 to the H-bridge inverter 15, and the H-bridge inverter 15 converts the boosted direct current back to alternating current. The ac power converted by the H-bridge inverter 15 is regulated by theisolation transformer 16, and then transmitted to therectifier 17 via the gate switch K1 to be converted into dc power again by therectifier 17. Further, the switch S10 is opened, the switch S9 is closed, and the dc power rectified by therectifier 17 is transmitted to the high-voltage battery 18 through the switch S9 to charge the battery.
2.3 charging Low-Voltage batteries by means of three-phase Voltage
The operating mode refers to charging a low-voltage battery of the vehicle by means of an external three-phase network. In this mode, switches S1-S3 are closed and S4-S6 are open, so that the ac power of the external grid is filtered by the motor inductances L1, L2, L3 and transmitted to the tractionpower conversion unit 13. The tractionpower conversion unit 13 operates in a rectification mode to convert the ac power of the external grid into dc power.
Further, the switches S7 and S8 are opened, the switches S1 and 2PS2 are opened, the switches 3PS3 and 3PS4 are closed, the direct current output from the tractionpower conversion unit 13 is input to the second end of the bidirectional buck-boost conversion unit 14, the bidirectional buck-boost conversion unit 14 performs a buck operation on the direct current output from the traction power conversion unit, and the buck direct current is transmitted from the first end of the bidirectional buck-boost conversion unit 14 to the H-bridge inverter 15, and the H-bridge inverter 15 converts the buck direct current back to alternating current. The ac power converted by the H-bridge inverter 15 is regulated by theisolation transformer 16, and then transmitted to therectifier 17 via the gate switch K2 to be converted into dc power again by therectifier 17. Further, the switch S9 is opened, the switch S10 is closed, and the dc power rectified by therectifier 17 is transmitted to the low-voltage battery 19 through the switch S10 to charge the battery.
2.4 charging Low-Voltage batteries by means of two-phase Voltage
The operating mode refers to charging a low-voltage battery of the vehicle by means of an external two-phase voltage. In the mode, switches S1-S2 are closed, and switches S3-S6 are opened, so that alternating current of an external power grid is filtered by motor inductors L1 and L2 and then transmitted to the tractionpower conversion unit 13, at the moment, the tractionpower conversion unit 13 is composed of Q1-Q4 switching tubes, and Q5-Q6 do not work. The tractionpower conversion unit 13 operates in a rectification mode to convert the external alternating current into direct current.
Further, the switches S7 and S8 are opened, the switches S1 and 2PS2 are closed, the switches 3PS3 and 3PS4 are opened, the direct current output from the tractionpower conversion unit 13 is input to the first end of the bidirectional buck-boost conversion unit 14, the bidirectional buck-boost conversion unit 14 performs a boost operation on the direct current output from the traction power conversion unit, and the boosted direct current is transmitted from the second end of the bidirectional buck-boost conversion unit 14 to the H-bridge inverter 15, and the H-bridge inverter 15 converts the boosted direct current back to alternating current. The ac power converted by the H-bridge inverter 15 is regulated by theisolation transformer 16, and then transmitted to therectifier 17 via the gate switch K2 to be converted into dc power again by therectifier 17. Further, the switch S9 is opened, the switch S10 is closed, and the dc power rectified by therectifier 17 is transmitted to the low-voltage battery 19 through the switch S10 to charge the battery.
2.5 charging Low-Voltage batteries by means of high-Voltage batteries
The operating mode refers to charging the low-voltage battery by means of the high-voltage battery of the vehicle. In this mode, the switches 2PS2, 3PS4, and S7 are open, and S8 is closed, and dc power from thehigh voltage battery 18 is transmitted to the H-bridge inverter 15 via the switch S8. The H-bridge inverter 15 converts the direct current into alternating current, regulates the alternating current by means of theisolation transformer 16, and then further transmits the regulated alternating current to therectifier 17 via the gate switch K2 to be converted back into direct current by means of therectifier 17. Further, S9 is opened, S10 is closed, and the direct current rectified by therectifier 17 is transmitted to the low-voltage battery 19 through the switch S10 to charge it.
2.6 charging the high-voltage battery by means of the regenerative energy of the electric machine
In this mode of operation, switches S1-S3 are open, S4-S6 are closed, and the vehicle motor functions as a generator. The alternating current generated by the motor under the feedback of the regenerated energy is transmitted to the tractionpower conversion unit 13, and then the tractionpower conversion unit 13 consists of Q1-Q6 switching tubes and works in a rectification mode to convert the alternating current provided by the motor into direct current.
Further, 2PS1 and 2PS2 are opened, 3PS3 and 3PS4 are closed, switches S7 and S9 are opened, and S8 is closed, the direct current output from the tractionpower conversion unit 13 is input to the second end of the bidirectional buck-boost conversion unit 14, the bidirectional buck-boost conversion unit 14 performs a buck operation on the direct current output from theconversion unit 13, and the buck direct current is transmitted from the first end of the bidirectional buck-boost conversion unit 14 to the high-voltage battery 18 by means of the switch S8 to charge the high-voltage battery 18.
b. Drive mode
The operation mode refers to driving the vehicle motor by means of the high-voltage battery, in which the switches 2PS1 and 2PS2 are opened, the switches 3PS3 and 3PS4 are closed, the switches S7 and S9 are opened, and the switch S8 is closed, the direct current from the high-voltage battery 18 is input to the first end of the bidirectional buck-boost converting unit 14, the bidirectional buck-boost converting unit 14 performs a boosting operation on the direct current, and the boosted direct current is transmitted from the second end of the bidirectional buck-boost converting unit 14 to the tractionpower converting unit 13, at this time, the tractionpower converting unit 13 is composed of a Q1-Q6 switching tube and operates in an inverter mode to convert the direct current of the high-voltage battery 18 into alternating current. Further, the switches S1-S3 are opened, S4-S6 are closed, and the inductors L1-L3 are configured as winding coils to drive the motor to rotate by the alternating current converted by the tractionpower conversion unit 13.
Additionally or alternatively, the low-voltage battery 19 can be charged by means of the high-voltage battery 18 while the electric machine is being driven in rotation, in which case the direct current from the high-voltage battery 18 is transmitted via a switch S8 to the H-bridge inverter 15, which converts the direct current from the high-voltage battery 18 into an alternating current and supplies this converted alternating current to the isolatingtransformer 16 for voltage regulation, which regulated alternating current is further supplied via a gate switch K2 to therectifier 17 for renewed conversion into direct current by means of therectifier 17. Further, S10 is closed, and the dc power rectified by therectifier 17 is transmitted to the low-voltage battery 19 through the switch S10 to charge it.
As a third example, assuming that both the vehicle motor and the high-voltage battery operate at a 800v voltage platform, unlike the first and second examples, in a mode of charging the high-voltage or low-voltage battery by external three-phase alternating current, the switches 2PS1 and 2PS2 are closed, the switches 3PS3 and 3PS4 are open, and the switches S7 and S8 are open, thereby performing a boosting operation on the direct current from the tractionpower conversion unit 13 by the bidirectional boost-buck conversion unit 14 and transmitting the boosted direct current to the charge conversion unit for charging the high-voltage or low-voltage battery. Further, in the mode of charging the high-voltage battery by means of the regenerative energy of the motor, the switches S8, 2PS1, and 2PS2 are closed, and S7, S9, 3PS3, and 3PS4 are opened, so that the boosting operation of the direct current from the tractionpower converting unit 13 is performed by means of the bidirectional step-up/step-down convertingunit 14, and the boosted direct current is transmitted from the first end of the bidirectional step-up/step-down convertingunit 14 to the high-voltage battery 18 by means of the switch S8 to charge it.
It will be understood by those skilled in the art that a system according to the present disclosure is not limited to the above-listed modes of operation, but includes all possible modes of operation that can be implemented using the disclosed system or circuit configuration. For example, the following variations are within the scope of the disclosure:
as a first variation, an external dc power source may be directly connected across the capacitor C1 or C2 to charge the high-voltage battery or the low-voltage battery of the vehicle.
As a second modification, the charge conversion unit (H-bridge inverter 15,isolation transformer 16, and rectifier 17) may be omitted, and the high-voltage battery may be directly connected to the bidirectional buck-boost conversion unit 14 (i.e., connected to both ends of C2). For example, the high-voltage battery may be directly connected to the first terminal of the bidirectional buck-boost converting unit 14 by the switch 3PS4, or directly connected to the second terminal of the bidirectional buck-boost converting unit 14 by the switch 2PS2, so that the boosted or stepped-down dc power is directly used for charging the high-voltage battery. In this case, the integrated electric drive system is integrated with the function of a charger, and thecontrol unit 11 can make the charger realize different operation modes by controlling the on and off of the switches S1-S6 and 2PS1,2PS2, 3PS3 and 3PS 4. For example, when the switches S1-S3, 3PS3, and 3PS4 are closed and the switches S4-S6, 2PS1, and 2PS2 are open, the alternating current from the vehicle external power source can be used to charge the high-voltage battery after being subjected to rectification and voltage-reducing operations in sequence.
The present disclosure focuses on the description that thecontrol unit 11 implements different operation modes of the integrated electric drive system by controlling the on-off states of the respective switches S1-S10 and 2PS1,2PS2, 3PS3 and 3PS 4. It will be understood by those skilled in the art that the various modules (e.g., tractionpower conversion unit 13, bi-directional buck-boost conversion unit 14, H-bridge inverter 15,isolation transformer 16, and rectifier 17) that make up the integrated electric drive system of the present disclosure, and in particular the semiconductor switching tubes that make up these modules, may also be controlled. For example, when the tractionpower conversion unit 13 operates in a rectification mode or an inversion mode, thecontrol unit 11 inputs different control signals through the enable control terminals of the switching tubes Q1-Q6 to control the on/off states of the switching tubes. The description is omitted in some places since the mode of operation of the modules is not the focus of the present disclosure.
In the present disclosure, the term "connected" refers to "electrically connected". Furthermore, the terms "comprises" and "comprising" mean that, in addition to elements directly and explicitly recited in the specification and claims, elements not directly or explicitly recited are excluded from the scope of the present application. Furthermore, terms such as "first", "second", "third", and the like do not denote any order of components or values in time, space, size, or the like, but are used merely to distinguish one component or value from another.
In the present disclosure, one of ordinary skill in the art will appreciate that the disclosed system may be implemented in other ways. The above-described system embodiments are merely illustrative, for example, the division of the modules is only one logical division, and there may be other divisions in actual implementation, for example, the functions of a plurality of modules may be combined or the function of a module may be further split. Each module in the embodiments of the present disclosure may be integrated into one processing unit, or each module may exist alone physically, or two or more modules may be integrated into one unit.
While the present disclosure has been described above with reference to preferred embodiments, it is not intended that the present disclosure be limited thereto. Various changes and modifications can be made without departing from the spirit and scope of the disclosure, and the scope of the disclosure should be determined by the appended claims.
Claims (13)
1. An integrated electric drive system, comprising:
a motor (12) configured to drive the vehicle to run by means of an energy storage unit of the vehicle under the control of the control unit (11), or to charge the energy storage unit of the vehicle by means of a power supply external to the vehicle or regenerative feedback energy of the motor;
an energy storage unit configured to be charged with electric power of a power supply external to the vehicle under the control of the control unit (11), or to drive the vehicle to run by the motor (12), or to supply power to an in-vehicle load;
a first conversion unit (13) configured to convert alternating current generated at the time of regenerative feedback from a power supply or a motor outside the vehicle into direct current or convert direct current from the energy storage unit into alternating current under the control of a control unit (11);
a second conversion unit (14) configured to perform a step-up or step-down operation on the direct current from the first conversion unit (13) or the energy storage unit under the control of a control unit (11);
a third conversion unit (15,16,17) configured to convert the direct current from the second conversion unit into direct current for charging the energy storage unit or convert the high-voltage direct current from the energy storage unit into low-voltage direct current under the control of a control unit (11); and
a control unit (11) configured to selectively control a vehicle external power source, the electric machine, the first conversion unit, the second conversion unit, the third conversion unit, the energy storage unit to achieve different operating modes of the system,
wherein the electric machine (12) comprises a plurality of coil inductances, each coil inductance (L1, L2, L3) having a first end connected to a vehicle external power source by means of a first switch (S1, S2, S3) and to a neutral point by means of a second switch (S4, S5, S6), a second end connected to an alternating current end of the first conversion unit (13), and the control unit (11) is configured to selectively control the switching on and off of the first and second switches in different operating modes of the system.
2. The system of claim 1,
the different modes of operation of the system include one or more of driving a motor with the energy storage unit, charging a low voltage battery (19) of the energy storage unit with a high voltage battery (18) of the energy storage unit, charging the energy storage unit with a vehicle external power source, and charging the high voltage battery (18) of the energy storage unit with motor regenerative feedback energy.
3. The system of claim 1,
the energy storage unit comprises a high voltage battery (18) for driving the electric machine (12) and a low voltage battery (19) for powering low voltage devices in the vehicle.
4. The system of claim 1,
the first switching unit (13) comprises six semiconductor switching tubes (Q1-Q6), and the control unit (11) is configured to selectively control the switching of the six semiconductor switching tubes in different operation modes of the system.
5. The system of claim 1,
the second conversion unit (14) comprises two semiconductor switching tubes (Q13, Q14) and a choke inductor (L5), a freewheeling diode is connected in parallel to two ends of the choke inductor (L5), and the control unit (11) is configured to selectively control the on and off of the two semiconductor switching tubes in different operation modes of the system.
6. The system of claim 1, further comprising:
a third switch (2PS1) connected between a dc terminal of the first conversion unit (13) and a first terminal of the second conversion unit (14);
a fourth switch (2PS2) connected between the second terminal of the second switching unit (14) and the input terminal of the third switching unit;
a fifth switch (3PS3) connected between the dc terminal of the first conversion unit (13) and the second terminal of the second conversion unit (14); and
a sixth switch (3PS4) connected between the first terminal of the second switching unit (14) and the input terminal of the third switching unit,
wherein the control unit (11) is configured to selectively control the on and off of the third, fourth, fifth and sixth switches to cause the second conversion unit (14) to perform a step-up or step-down operation on the direct current from the first conversion unit (13) or the high-voltage battery (18) of the energy storage unit,
wherein the control unit (11) is configured to open the second, third and fourth switches and close the first, fifth and sixth switches to step down the vehicle external power supply for charging the energy storage unit; alternatively, the control unit (11) is configured to open the second, fifth and sixth switches and close the first, third and fourth switches, so that the vehicle external power supply is boosted for charging the energy storage unit.
7. The system of claim 6, wherein the third conversion unit comprises:
an inverter (15) including four semiconductor switching tubes (Q7-Q10) configured to convert direct current from the high-voltage battery (18) of the second conversion unit or the energy storage unit into alternating current;
an isolation transformer (16) including a first output terminal with a first gate switch (K1) and a second output terminal with a second gate switch (K2) configured to perform an isolation transformation operation on the alternating current from the inverter; and
a rectifier (17) comprising two semiconductor switching tubes (Q11-Q12) and diodes (D1-D2), the inputs of which are connected to the first and second outputs of the isolation transformer (16), the outputs of which are connected to a high-voltage battery (18) of an energy storage unit by means of a seventh switch (S9) and to a low-voltage battery (19) of the energy storage unit by means of an eighth switch (S10), the rectifier (17) being configured to convert the alternating current coming from the isolation transformer into direct current for charging the high-voltage battery (18) of the energy storage unit or the low-voltage battery (19) of the energy storage unit,
wherein the control unit (11) is configured to selectively control the switching of the first gate switch (K1), the second gate switch (K2), the seventh switch (S9) and the eighth switch (S10) such that the direct current from the second conversion unit is used to charge the high voltage battery (18) of the energy storage unit or the direct current from the high voltage battery (18) of the second conversion unit or the energy storage unit is used to charge the low voltage battery (19) of the energy storage unit,
wherein the control unit (11) is configured to close a first gate switch (K1) and a seventh switch (S9) and open a second gate switch (K2) and an eighth switch (S10) such that the direct current of the second conversion unit is used to charge the high voltage battery (18) of the energy storage unit; alternatively, the control unit (11) is configured to close the second gate switch (K2) and the eighth switch (S10) and open the first gate switch (K1) and the seventh switch (S9) so that the direct current from the high voltage battery (18) of the second conversion unit or the energy storage unit is used to charge the low voltage battery (19) of the energy storage unit.
8. The system of claim 7, further comprising:
a ninth switch (S7) connected between the DC terminal of the first conversion unit (13) and the high voltage battery (18) of the energy storage unit,
wherein the control unit (11) is configured to selectively control the switching of the first to ninth switches and the first and second gating switches to realize different operation modes of the system,
wherein the control unit (11) is configured to close the second and ninth switches and to open the first, third, fifth and seventh switches to drive the motor by means of the high voltage battery (18) of the energy storage unit or to charge the high voltage battery (18) of the energy storage unit by means of regenerative feedback energy of the motor.
9. The system of claim 8, further comprising:
a tenth switch (S8) connected between a high voltage battery (18) of the energy storage unit and an input of the third conversion unit,
wherein the control unit (11) is configured to selectively control the switching of the first to tenth switches and the first and second gating switches to realize different operation modes of the system,
wherein the control unit (11) is configured to close the eighth and tenth switches and to open the fourth, sixth and seventh switches to charge the low voltage battery (19) of the energy storage unit by means of the high voltage battery (18) of the energy storage unit.
10. The system of claim 1,
the control unit (11) selectively controls the charging of the high-voltage battery (18) of the energy storage unit or of the low-voltage battery (19) of the energy storage unit as a function of the states of charge of the high-voltage battery (18) of the energy storage unit and of the low-voltage battery (19) of the energy storage unit.
11. The system of claim 1, further comprising:
the LC filter is connected to the output end of the third conversion unit in parallel and is used for filtering out harmonic waves in the output signal of the third conversion unit;
a first filter capacitor (C1) connected in parallel to the DC terminal of the first conversion unit (13) for filtering out harmonics in the DC terminal signal of the first conversion unit (13); and/or
A second filter capacitor (C2) connected in parallel to the input of the third converting unit for filtering out harmonics in the input signal of the third converting unit.
12. The system of claim 4 or 5,
the first to tenth switches (S1-S10,2PS1,2PS2, SPS3,3PS4) are controlled switches or semiconductor switches, and the semiconductor switching tubes (Q1-Q14) are field effect transistors or insulated gate bipolar transistors, and a free wheel diode is connected in parallel to each semiconductor switching tube.
13. An electric vehicle comprising an integrated electric drive system according to any one of claims 1 to 12.
Priority Applications (2)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201910745586.7ACN112389177B (en) | 2019-08-13 | 2019-08-13 | Integrated electric drive system and electric vehicle comprising same |
| DE102020209806.9ADE102020209806A1 (en) | 2019-08-13 | 2020-08-04 | Integrated electric drive system and electric vehicle with this system |
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| Application Number | Priority Date | Filing Date | Title |
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| CN201910745586.7ACN112389177B (en) | 2019-08-13 | 2019-08-13 | Integrated electric drive system and electric vehicle comprising same |
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| CN112389177A CN112389177A (en) | 2021-02-23 |
| CN112389177Btrue CN112389177B (en) | 2022-05-03 |
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| CN201910745586.7AActiveCN112389177B (en) | 2019-08-13 | 2019-08-13 | Integrated electric drive system and electric vehicle comprising same |
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| Publication number | Priority date | Publication date | Assignee | Title |
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| CN113972729A (en)* | 2021-10-29 | 2022-01-25 | 哈尔滨理工大学 | An electric vehicle on-board charger |
| CN116552274B (en)* | 2022-01-27 | 2024-11-15 | 比亚迪股份有限公司 | Charge-discharge control system, control method thereof and electric vehicle |
| DE102024205527B3 (en)* | 2024-06-14 | 2025-10-16 | Volkswagen Aktiengesellschaft | Electrical traction network for a motor vehicle and method for operating the same in a driving and a charging mode |
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| AT515032B1 (en)* | 2013-11-12 | 2016-09-15 | Schipfer Gottfried | Energy storage system |
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- 2019-08-13CNCN201910745586.7Apatent/CN112389177B/enactiveActive
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| DE102020209806A1 (en) | 2021-02-18 |
| CN112389177A (en) | 2021-02-23 |
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