CN112224057B

CN112224057B - Vehicle and energy conversion device and power system thereof

Info

Publication number: CN112224057B
Application number: CN201910582140.7A
Authority: CN
Inventors: 滕景翠; 刘宇; 梁树林; 王超; 罗红斌
Original assignee: BYD Co Ltd
Current assignee: BYD Co Ltd
Priority date: 2019-06-30
Filing date: 2019-06-30
Publication date: 2022-03-18
Anticipated expiration: 2039-06-30
Also published as: CN112224057A

Abstract

The application belongs to the technical field of electronics, and particularly relates to a vehicle, an energy conversion device of the vehicle and a power system of the vehicle. In the application, through adopting the energy conversion device which comprises the motor coil and integrates the driving and charging functions of the bridge arm converter, the energy conversion device can work in a driving mode and a direct current charging mode, and further the motor driving and battery charging of a vehicle are realized by adopting the same system, the multiplexing degree of components is high, the system integration level is high, the structure is simple, the system cost is reduced, the system volume is reduced, and the problems of complex overall structure, low integration level, large size and high cost of the existing motor driving and charging system are solved.

Description

Vehicle and energy conversion device and power system thereof

Technical Field

The application belongs to the technical field of electronics, and particularly relates to a vehicle, an energy conversion device of the vehicle and a power system of the vehicle.

Background

With the development and rapid popularization of electric vehicles, motor control and battery charging of electric vehicles become more and more important. At present, the motor drive and the battery charge of the existing electric automobile are separated independently, that is, the motor drive circuit and the battery charge circuit are two independent and unrelated circuits, the motor drive circuit is only used for motor drive and cannot be used for battery charge, and the battery charge circuit can only be used for battery charge and cannot be used for motor drive.

However, although the above method can effectively ensure normal operation of motor driving and battery charging of the vehicle, the above method has a complicated circuit structure, low integration, large volume and high cost because the motor driving circuit and the battery charging circuit are independent and unrelated to each other.

In summary, the prior art has the problems of complex overall circuit structure, low integration level, large volume and high cost of the motor driving and charging system.

Disclosure of Invention

The application aims to provide a vehicle, an energy conversion device and a power system thereof, and aims to solve the problems that in the prior art, the overall circuit structure of a motor driving and charging system is complex, the integration level is low, the size is large and the cost is high.

The energy conversion device comprises a motor coil and a bridge arm converter;

the bridge arm converter is connected with the motor coil;

the motor coil and the bridge arm converter are both connected with an external charging port, and the bridge arm converter is connected with an external battery;

the motor coil, the bridge arm converter and an external charging port form a direct current charging circuit to charge an external battery;

the motor coil, the bridge arm converter and an external battery form a motor driving circuit.

Another object of the present application is to provide a power system, which includes the above energy conversion device and a control module, wherein the energy conversion device includes:

a motor including a motor coil;

the motor control module comprises a bridge arm converter, the bridge arm converter is connected with one end of the motor coil, and the other end of the motor coil is connected with an external charging port;

the control module is used for controlling a charging port, the motor coil, the bridge arm converter to form a direct current charging circuit for an external battery and controlling a motor driving circuit formed by the motor coil, the bridge arm converter and the external battery; the direct current charging circuit and the driving circuit share the motor coil and the bridge arm converter.

Another object of the present application is to provide a vehicle including the powertrain described above.

In the application, through adopting the energy conversion device which comprises the motor coil and integrates the driving and charging functions of the bridge arm converter, the energy conversion device can work in a driving mode and a direct current charging mode, and further the motor driving and battery charging of a vehicle are realized by adopting the same system, the multiplexing degree of components is high, the system integration level is high, the structure is simple, the system cost is reduced, the system volume is reduced, and the problems of complex overall structure, low integration level, large size and high cost of the existing motor driving and charging system are solved.

Drawings

Fig. 1 is a schematic block diagram of an energy conversion device according to a first embodiment of the present application;

fig. 2 is a schematic circuit diagram of an energy conversion device according to a first embodiment of the present application;

fig. 3 is a schematic circuit diagram of an energy conversion device according to a second embodiment of the present application;

fig. 4 is a schematic block diagram of an energy conversion device according to a second embodiment of the present application;

fig. 5 is a schematic block diagram of an energy conversion device according to a third embodiment of the present application;

fig. 6 is a schematic circuit diagram of an energy conversion device according to a third embodiment of the present application;

fig. 7 is a schematic block diagram of an energy conversion device according to a fourth embodiment of the present application;

fig. 8 is a schematic circuit diagram of an energy conversion device according to a fourth embodiment of the present application;

fig. 9 is a schematic diagram of another circuit structure of an energy conversion device according to a fourth embodiment of the present application;

fig. 10 is a schematic block diagram of an energy conversion device according to a fifth embodiment of the present application;

fig. 11 is a schematic structural diagram of another module of an energy conversion device according to a fifth embodiment of the present application;

fig. 12 is a schematic view of still another module structure of an energy conversion device according to a fifth embodiment of the present application;

fig. 13 is a schematic block diagram of an energy conversion device according to a sixth embodiment of the present application;

fig. 14 is a schematic circuit diagram of an energy conversion device according to a seventh embodiment of the present application;

fig. 15 is a schematic circuit diagram of an energy conversion device according to an eighth embodiment of the present application;

fig. 16 is a schematic block diagram of an energy conversion device according to a ninth embodiment of the present application;

fig. 17 is a schematic circuit diagram of an energy conversion device according to a ninth embodiment of the present application;

fig. 18 is a timing chart illustrating an operation of an energy conversion apparatus according to a ninth embodiment of the present application;

FIG. 19 is a schematic block diagram of a powertrain provided in a tenth embodiment of the present application;

FIG. 20 is a schematic block diagram of a powertrain provided in an eleventh embodiment of the present application;

fig. 21 is a schematic structural diagram of a power system provided in a twelfth embodiment of the present application.

Detailed Description

In order to make the objects, technical solutions and advantages of the present application more apparent, the present application is described in further detail below with reference to the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are merely illustrative of the present application and are not intended to limit the present application.

Implementations of the present application are described in detail below with reference to the following detailed drawings:

fig. 1 shows a module structure of an energy conversion device provided in a first embodiment of the present application, and for convenience of description, only the parts related to the present embodiment are shown, and detailed description is as follows:

as shown in fig. 1, the energy conversion device provided by the embodiment of the present application includes a motor coil 11 and a bridge arm inverter 12.

The bridge arm converter 12 is connected with the motor coil 11; both the motor coil 11 and the arm converter 12 are connected to an external charging port 10, and the arm converter 12 is connected to an external battery 200.

Specifically, the motor coil 11, the bridge arm inverter 12 and the external charging port 10 form a dc charging circuit to charge the external battery 200;

motor coil 11, arm inverter 12, and external battery 200 form a motor drive circuit.

In specific implementation, when the energy conversion device is used for dc charging, the energy conversion device may be connected to an external dc power supply or an external ac power supply through the charging port 10, where the dc power supply may be a dc power obtained by rectifying an external ac power supply through the charging port, or a dc power input by the external dc power supply through the charging port.

In addition, it should be noted that, during specific work, the energy conversion device may not only work in the driving mode and the dc charging mode, but also work in the dc discharging mode, the driving discharging mode, the emergency mode, and the like.

In addition, in the present application, "external battery" and "external charging port" described in the present embodiment are "external" with respect to the energy conversion device, and are not "external" of the vehicle in which the energy conversion device is located.

In this embodiment, the energy conversion device integrating the driving and charging functions and including the motor coil and the bridge arm converter is adopted, so that the energy conversion device can work in a driving mode and a direct-current charging mode, and further motor driving and battery charging of a vehicle are performed by adopting the same system, that is, the motor coil and the bridge arm converter are used for direct-current charging, and the motor coil and the bridge arm converter are used for motor driving, so that the multiplexing degree of components is high, the system integration level is high, the structure is simple, the system cost is reduced, the system size is reduced, and the problems of complex overall structure, low integration level, large size and high cost of the existing motor driving and charging system are solved.

Further, the bridge arm converter 12 can realize bidirectional current conversion, and when the energy conversion device works in a driving mode, the bridge arm converter 12 serves as a three-phase inversion function to realize the function of the motor controller. When the energy conversion device operates in the dc charging mode, the bridge arm converter 12 performs a dc boost function.

In the related art, a direct current charging module is required for realizing direct current charging, an inverter module is required for realizing motor driving, and neither related technology integrates the two functions into one module, so that the circuit structure is complex, the integration level is low, the size is large, and the cost is high. This application creatively with these two functions integration in same circuit, realized the function multiplexing of a plurality of components and parts, after the function integration, compare the split type product that flows charging module, contravariant module mutually independent, circuit structure is simple, the integrated level is high, small and with low costs.

Further, the motor coil 11 and the bridge arm converter 12 realize function multiplexing. In the motor driving circuit, a motor coil 11 is used for generating induced electromotive force after being electrified, and a bridge arm converter 12 is used for realizing a three-phase inversion function; in the DC charging circuit, the motor coil 11 functions as a boost inductor in the boost DC on the one hand and reduces ripple in the circuit on the other hand, and the arm converter 12 functions as an arm in the boost DC.

In addition, when the energy conversion device operates in the current charging mode, the three-phase interleaved control operation mode adopted by the bridge arm converter 12 can enable the direct-current side ripple to be reduced and the charging power to be increased when the energy conversion device is charged.

When the energy conversion device in the application is used for testing the direct-current charging performance, the inventor proposes a design concept of improving the overall inductance of the energy conversion device to improve the charging efficiency, and finds that improving the inductance of a motor coil is one of feasible ways by researching the structure of the motor.

Further, as an embodiment of the present application, as shown in fig. 2, three-phase windings of the motor coil 11 respectively include N coil branches, and first ends of the N coil branches in each phase winding are connected to the bridge arm converter 12 after being connected in common, second ends of the N coil branches in each phase winding are connected to second ends of the N coil branches in the other two-phase windings in a one-to-one correspondence manner, so as to form N neutral points, and the charging port 10 is connected to M neutral points; where N is an integer greater than 1 and preferably 4, and M is a positive integer less than N.

Specifically, in fig. 2, a specific structure of the motor coil 11 of the present application is described by taking an example where M is 2 and N is 4, that is, two neutral points among four neutral points are connected to the charging port 10; in the present embodiment, the number of coil branches included in each phase winding of the motor coil 11 is described by taking 4 as an example, and the number of coil branches is not limited to a specific number.

The three-phase winding of the motor coil 11 will be described in detail below by way of specific examples, as follows:

specifically, as shown in fig. 2, the motor coil 11 includes a U-phase winding, a V-phase winding, and a W-phase winding, and each of the U-phase winding, the V-phase winding, and the W-phase winding includes N coil branches.

Further, as shown in fig. 2, first ends of N coil branches in the U-phase winding are connected to a first phase bridge arm of the bridge arm converter 12 after being connected in common, first ends of N coil branches in the V-phase winding are connected to a second phase bridge arm of the bridge arm converter 12 after being connected in common, first ends of N coil branches in the W-phase winding are connected to a third phase bridge arm of the bridge arm converter 12 after being connected in common, and second ends of N coil branches in each of the U-phase winding, the V-phase winding and the W-phase winding are connected to second ends of N coil branches in other two-phase windings in one-to-one correspondence, so as to form N neutral points N1, N2 and N3., and the N neutral points may be directly connected to the charging port 10 or may be connected to the charging port 10 through other connecting circuits, which is exemplified in this embodiment by that M neutral points of the N neutral points are directly connected to the charging port 10, and the connection circuit will be described in detail later, and will not be described in detail here.

In this embodiment, compare all neutral points of motor coil and all be connected with the mouth that charges, in this embodiment, be connected partial neutral point with the mouth that charges, lead to parallelly connected motor coil to reduce, motor coil's equivalent inductance increases, and energy conversion device's whole inductance increases to charging efficiency has been promoted.

In another embodiment, the inventor comprehensively considers the factors of charging power and charging efficiency, the charging power is positively correlated with the overcurrent capacity of the motor coils, and the more the motor coils are connected in parallel, the stronger the overcurrent capacity is; the charging efficiency is inversely related to the inductance of the motor coil, and the fewer the motor coils are connected in parallel, the greater the inductance of the motor coil is. This embodiment is through adopting every phase winding all to include the motor coil 11 of N coil branch road for this energy conversion device can realize direct current charging or alternating current charging under the different power through the inductance value that changes motor coil 11, and then realizes the purpose that this energy conversion device's charging power accessible inductance value was adjusted.

Further, as an embodiment of the present application, as shown in fig. 3, the energy conversion apparatus further includes a neutral switch 130. Neutral point switch 130 controls M neutral points among N neutral points of motor coil 11 to be connected to charging port 10.

In specific implementation, the neutral point switch 130 may be implemented by N single-pole single-throw switches, or may be implemented by a plurality of single-pole double-throw switches. When the neutral point switch 130 is implemented by N single-pole single-throw switches, first ends of the N single-pole single-throw switches are connected to N neutral points of the motor coil 11 in a one-to-one correspondence, and second ends of the N single-pole single-throw switches are connected to the charging port 10. When the neutral point switch 10 is implemented by using a plurality of single-pole double-throw switches, the moving ends of the plurality of single-pole double-throw switches are all connected with the charging port 10, and the two fixed ends of each single-pole double-throw switch are correspondingly connected with two neutral points in the motor coil 11 one by one according to requirements. In addition, the neutral point switch 10 can also be implemented by a single-pole multi-throw switch, a moving end of the single-pole multi-throw switch is connected with the charging port 10, and stationary ends of the single-pole multi-throw switch are respectively connected with the neutral points in the motor coils 11 in a one-to-one correspondence manner according to requirements.

In this embodiment, the neutral point switch 130 is added to the energy conversion device, and the neutral point switch is selectively turned on and off, so that the neutral point switch 130 connects the charging port 10 with M neutral points of N neutral points of the motor coil 11, and the energy conversion device is further facilitated to turn on or off the switches of the neutral point switch 130 as required, so that different numbers of coil branches are selected from three-phase windings of the motor coil 11, and thus the adjustment of the charging power is realized.

Further, as an embodiment of the present application, as shown in fig. 4, the energy conversion apparatus further includes a switch module 14.

One end of the switch module 14 is connected to the charging port 10, the other end of the switch module is respectively connected to the motor coil 11 and the bridge arm converter 12, and the switch module 14 is configured to switch between a driving mode and a direct current charging mode.

In this embodiment, the switch module 14 is added to the energy conversion device, so that the switch module 14 can facilitate the energy conversion device to switch between the driving mode and the dc charging mode, thereby effectively preventing the energy conversion device from failing due to the failure of the energy conversion device in accurate mode switching, and improving the reliability of the energy conversion device.

Further, as an embodiment of the present application, as shown in fig. 5, the charging port 10 includes a direct current charging port 101; the switching module 14 includes a first switching unit 141.

The dc charging port 101, the first switching unit 141, the motor coil 11, and the arm converter 12 form a dc charging circuit for the battery 200.

Further, the energy conversion device further includes a charging terminal connection set, one end of which is connected to the dc charging port 101, and the other end of which is connected to the motor coil 11 and the bridge arm converter 12.

Further, the energy conversion device further includes an energy storage terminal group, one end of which is connected to the battery 200, and the other end of which is connected to the bridge arm converter 12.

In this embodiment, by using the charging port 10 formed by the dc charging port 101 and the switching module 14 formed by the first switching unit 141, when the energy conversion device operates in the dc charging mode, the first switching unit 141 can control the on/off of the dc path, so that the dc charging circuit does not malfunction when the external voltage is too high, and the circuit has high reliability and high stability.

Further, as an embodiment of the present application, as shown in fig. 6, the first switching unit 141 includes a first switch K1 and a second switch K2, one end of the first switch K1 is connected to the dc charging port 101, and the other end is connected to the motor coil 11; one end of second switch K2 is connected to dc charging port 101, and the other end is connected to arm converter 12.

Specifically, referring to fig. 6 again, in this embodiment, in an implementation, the first switch K1 and the second switch K2 are implemented by single-pole single-throw switches, a first end of the first switch K1 and a first end of the second switch K2 are both connected to the dc charging port 101, a second end of the first switch K1 is connected to the neutral point of the motor coil 11, and a second end of the second switch K2 is connected to the negative end of the bridge arm converter 12.

In specific implementation, when the energy conversion device works in the driving mode, the first switch K1 and the second switch K2 are both turned off, and at this time, the battery 200, the bridge arm converter 12 and the motor coil 11 form a motor driving loop; when the energy conversion device operates in the dc charging mode, the first switch K1 and the second switch K2 are closed, and at this time, the dc charging port 101, the first switch K1 and the second switch K2, the motor coil 11, and the bridge arm converter 12 form a dc charging loop for the battery 200.

Further, as an embodiment of the present application, as shown in fig. 6, the energy conversion device further includes a first capacitor C1, and the first capacitor C1 is connected in parallel with the bridge arm converter 12. The first capacitor C1 also realizes function multiplexing, and the dc charging circuit and the motor driving circuit of the energy conversion device share the first capacitor C1, specifically, the motor coil 11, the bridge arm converter 12 and the first capacitor C1 form a dc charging circuit with an external charging port to charge an external battery; the motor coil 11, the arm inverter 12, the first capacitor C1, and an external battery form a motor drive circuit.

Specifically, when the energy conversion device operates in the dc charging mode, the first capacitor C1 not only filters the voltage output by the bridge arm converter 12 during the dc charging of the battery 200, but also stores energy according to the voltage output by the bridge arm converter 12, so as to complete the dc charging or ac charging of the battery 200.

In this embodiment, the first capacitor C1 is disposed in the energy conversion device, so that the first capacitor C1 filters the voltage output by the bridge arm converter 12, and can store energy according to the voltage output by the bridge arm converter 12 to complete dc charging of the battery 200, thereby ensuring that the energy conversion device has a normal charging function and other noise waves do not interfere with the charging process; in addition, when the energy conversion device works in the motor driving mode, the first capacitor C1 can be used as a capacitor of a motor controller, so that the capacitor C1 can be used as a PFC capacitor and can also be used as a capacitor of the motor controller for multiplexing, the utilization rate of electronic elements in the energy conversion device is improved, and the structure of the energy conversion device is simplified.

As an embodiment of the present invention, as shown in fig. 7, the switch module further includes a second switch unit 142, one end of the second switch unit 142 is connected to the battery 200, and the other end is connected to the bridge arm converter 12.

In the present embodiment, the second switch unit 142 is additionally provided in the switch module, and the battery 200 is connected to the arm converter 12 through the second switch unit 142, so that when the front-end circuit of the energy conversion apparatus fails (for example, when any one of the switch module 14, the motor coil 11, and the arm converter 12 fails), the battery 200 can be prevented from being damaged by controlling the second switch unit 142, and the service life of the battery 200 is prolonged.

Further, as an embodiment of the present application, as shown in fig. 8, the second switching unit 142 includes a switch K3 and a switch K4. The first end of the switch K3 is connected to the positive electrode of the battery 200, the first end of the switch K4 is connected to the negative electrode of the battery 200, the second end of the switch K3 is connected to the positive terminal of the bridge arm converter 12, and the second end of the switch K4 is connected to the negative terminal of the bridge arm converter 12.

Further, as an embodiment of the present application, as shown in fig. 10 or 11, the energy conversion apparatus further includes a bidirectional DC module 15, the switch module 14 further includes a third switch unit 143, the bidirectional DC module 15 includes a first direct current terminal and a second direct current terminal, the first direct current terminal is connected to the bidirectional arm 13, the second direct current terminal is connected to one end of the third switch unit 143, and the other end of the third switch unit 143 is connected to the battery 200.

In this embodiment, the third switching unit 143 is additionally arranged in the switching module 14, and the bidirectional DC module 15 is additionally arranged in the energy conversion device, so that the bidirectional DC module 15 and the third switching unit 143, the charging port 10, the motor coil 11 and the bidirectional DC module 15 in the energy conversion device form another DC charging circuit, thereby enriching the DC charging mode of the energy conversion device, and when the energy conversion device performs DC charging, not only isolated DC charging but also non-isolated DC charging can be performed, and further the charging process of the energy conversion device can be redundant in multiple schemes, thereby improving the safety of the energy conversion device in the DC charging process.

Further, as an embodiment of the present application, as shown in fig. 14, the third switching unit 143 includes a switch K5 and a switch K6. Wherein a first terminal of the switch K5 is connected to a positive terminal of the battery 200, a first terminal of the switch K6 is connected to a negative terminal of the battery 200, a second terminal of the switch K5 is connected to a second DC terminal of the bi-directional DC module 15, and a second terminal of the switch K6 is connected to the second DC terminal of the bi-directional DC module 15.

Further, as an embodiment of the present application, as shown in fig. 11, the bidirectional DC module 15 further includes a third DC terminal, and the third DC terminal is connected to the storage battery or the vehicle-mounted discharge port.

In this embodiment, by using the bidirectional DC module 15 including the third DC terminal, the bidirectional DC module 15 can be connected to the battery and the vehicle-mounted discharge port through the third DC terminal, so that the energy conversion device can use the energy provided by the battery to drive the motor, or use the vehicle-mounted discharge port to supply power to an external device, thereby enriching the working modes of the energy conversion device and improving the application range of the energy conversion device.

In addition, in the embodiment of the application, the bidirectional DC module 15 can be used for charging the battery, charging the storage battery, discharging to an in-vehicle load, emergency driving and the like, that is, the bidirectional DC module 15 is reused in different working modes of the energy conversion device, so that different circuits do not need to be added in different working modes, and the complexity and the cost of the energy conversion device are reduced.

Further, as an embodiment of the present application, as shown in fig. 12, the bidirectional DC module 15 includes a first converter 151, a second converter 152, a third converter 153, and a voltage transforming unit 154. The primary side, the first secondary side and the second secondary side of the transformation unit 154 are respectively connected with the first converter 151, the second converter 152 and the third converter 153, that is, the primary side of the transformation unit 154 is connected with the first converter 151, the first secondary side of the transformation unit 151 is connected with the second converter 152, the second secondary side of the transformation unit 154 is connected with the third converter 153, the first converter 151 is connected with the bridge arm converter 12 in parallel, the second converter 152 is connected with the battery 200 in parallel, and the third converter 153 is connected with the storage battery or the vehicle-mounted discharge port in parallel.

In this embodiment, by using the bidirectional DC module 15 including the first converter 151, the second converter 152, the third converter 153 and the transforming unit 154, when the energy conversion apparatus is in operation, another DC charging circuit can be formed by the charging port 10, the motor coil 11, the bridge arm converter 12, the first converter 151, the transforming unit 154, the second converter 152, the third switching unit 143 and the battery 200, so as to realize another DC charging; the charging port 10, the motor coil 11, the bridge arm converter 12, the first converter 151, the voltage transformation unit 154, the third converter 153 and the storage battery or the vehicle-mounted discharging port form a storage battery charging circuit or a vehicle-mounted discharging port circuit, so that the other direct current charging circuit and the storage battery charging circuit or the vehicle-mounted discharging port circuit cannot interfere with each other when in work, and the reliability of the circuit is improved.

Further, as an embodiment of the present application, as shown in fig. 12, the third converter 153 includes a first sub-converter 153a and a second sub-converter 153b, and both the first sub-converter 153a and the second sub-converter 153b are connected to the second sub-side of the voltage transformation unit 154.

Specifically, the operation mode of the third converter 153 includes a first state in which the first sub-converter 153a and the second sub-converter 153b operate simultaneously, and a second state in which the first sub-converter 153a and the second sub-converter 153b operate in a switching manner. That is, when the third converter 153 operates, the first sub-converter 153a inside thereof may function as a converter alone for use, or the second sub-converter 153b may function as a converter alone for use, or the first sub-converter 153a and the second sub-converter 153b may operate simultaneously to perform a converter function of the third converter 153.

In this embodiment, the third converter 153 is implemented by using a first sub-converter 153a and a second sub-converter 153b, so that when the energy conversion device works, any one of the first sub-converter 153a and the second sub-converter 153b can complete the function of the third converter 153, and further, when any one of the first sub-converter 153a and the second sub-converter 153b fails, the energy conversion device is not affected; in addition, when the first sub-converter 153a and the second sub-converter 153b simultaneously perform the function of the third converter 153, the rectification capability of the third converter 153 may be enhanced.

Further, as an embodiment of the present application, as shown in fig. 14, the first converter 151 includes switching units Q3, Q4, Q5, and Q6, an inductor L2, and a capacitor C2. The switching units Q3, Q4, Q5 and Q6 form a full-bridge rectification circuit, the input end of the switching unit Q3 and the input end of the switching unit Q5 are connected in common to form a first direct current end of the bidirectional DC module 15, and the output end of the switching unit Q4 and the output end of the switching unit Q6 are connected in common to form a first direct current end of the bidirectional DC module 15; the output end of the switching unit Q3 is connected with the input end of the switching unit Q4 and the first end of the capacitor C2, the second end of the capacitor C2 is connected with the primary side of the transforming unit 154, the output end of the switching unit Q5 is connected with the input end of the switching unit Q6 and the first end of the inductor L2, and the second end of the inductor L2 is connected with the primary side of the transforming unit 154.

Further, as an embodiment of the present application, as shown in fig. 14, the second converter 152 includes switching units Q7, Q8, Q9 and Q10, an inductor L3 and a capacitor C3. The switching units Q7, Q8, Q9 and Q10 form a full-bridge rectification circuit, the input end of the switching unit Q7 and the input end of the switching unit Q9 are connected in common to form a second direct current end of the bidirectional DC module 15, and the output end of the switching unit Q8 and the output end of the switching unit Q10 are connected in common to form a second direct current end of the bidirectional DC module 15; an output terminal of the switch unit Q7 is connected to an input terminal of the switch unit Q8 and a first terminal of the capacitor C3, a second terminal of the capacitor C3 is connected to a first secondary side of the transforming unit 154, an output terminal of the switch unit Q9 is connected to an input terminal of the switch unit Q10 and a first terminal of the inductor L3, and a second terminal of the inductor L3 is connected to a first secondary side of the transforming unit 154.

Further, as an embodiment of the present application, as shown in fig. 14, the first sub-transformer 153a includes switching units Q11 and Q12, and the second sub-transformer 153b includes switching units Q13 and Q14. The input terminals of the switching units Q11, Q12, Q13 and Q14 are all connected to the second secondary side of the transformer unit 154, and the output terminals of the switching units Q11, Q12, Q13 and Q14 are connected to the ground.

In the embodiment of the present application, the plurality of switch units included in the bidirectional DC module 15 may be implemented by devices that are connected in parallel with diodes and can perform switching operations, such as power transistors, Metal-Oxide-Semiconductor Field-Effect transistors (MOSFETs), Insulated Gate Bipolar Transistors (IGBTs), and other switching devices.

Further, as an embodiment of the present application, as shown in fig. 14, the transforming unit 154 includes a transformer T1, the primary side of the transformer T1 is the primary side of the transforming unit 154, the first secondary side of the transformer T1 is the first secondary side of the transforming unit 154, the second secondary side of the transformer T1 is the second secondary side of the transforming unit 154, and the second secondary side constitutes the third DC terminal of the bidirectional DC module 15.

Further, as an embodiment of the present invention, as shown in fig. 14, the energy conversion device further includes a voltage inductor L1, and one end of the inductor L1 is connected to the charging port 10, and the other end is connected to the motor coil 11.

Specifically, as an embodiment of the present application, as shown in fig. 14, a first terminal of an inductor L1 is connected to a second terminal of a switch K1, and a second terminal of the inductor L1 is connected to a neutral point of a three-phase winding of the motor coil 11.

Specifically, in the dc charging mode, charging port 10, inductor L1, motor coil 11, and arm converter 12 form a dc charging circuit for battery 200.

In this embodiment, when the energy conversion device operates in the dc charging mode, the inductor L1 cooperates with the bidirectional arm 13 to convert the dc power received by the charging port 10 into the target voltage and then perform dc charging on the battery 200, that is, in the charging process of the battery 200, when an ideal voltage needs to be output to charge the battery 200, the output voltage in the charging process can be adjusted through the combined action of the inductor L1 and the arm converter 12 to ensure the voltage conversion function of the energy conversion device.

Further, as an embodiment of the present application, as shown in fig. 16, the bidirectional DC module 15 includes a first DC/DC conversion circuit 155 and a second DC/DC conversion circuit 156.

One end of the first DC/DC conversion circuit 155 is connected to the bridge arm converter 12, and the other end is connected to the third switching unit 143;

one end of the second DC/DC conversion circuit 156 is connected to the arm converter 12, and the other end is connected to the battery.

In the embodiment, by using the bidirectional DC module 15 including the first DC/DC conversion circuit 155 and the second DC/DC conversion circuit 156, the bidirectional DC module 15 can be connected to the battery 200 through the first DC/DC conversion circuit 155, and is connected to the storage battery through the second DC/DC conversion circuit 156, so that the energy conversion device can be driven by the energy provided by the storage battery, and can be charged to the battery, thereby enriching the operation mode of the energy conversion device and improving the application range of the energy conversion device.

Further, in a specific implementation, as shown in fig. 17, the first DC/DC conversion circuit 155 includes a switching tube Q3 to a switching tube Q10, an inductor L2 and an inductor L3, a capacitor C2 and a capacitor C3, and a transformer T1, and connection relationships between the switching tube Q3 to the switching tube Q10, the inductor L2 and the inductor L3, and connection relationships between the capacitor C2 and the capacitor C3 are the same as the connection relationships between the first converter 151 and the second converter 152 shown in fig. 14, so that reference may be made to the related description of fig. 14, which is not repeated here, and connection relationships between the transformer T1 and other devices may refer to the specific illustration of fig. 17, which is not repeated here.

In addition, the second DC/DC conversion circuit 156 includes a switching tube Q31, a switching tube Q41, a switching tube Q51, a switching tube Q61, a switching tube Q11, a switching tube Q12, a switching tube Q13, a switching tube Q14, an inductor L21, a capacitor C21, and a transformer T2, and the connection relationships among the switching tube Q31, the switching tube Q41, the switching tube Q51, the switching tube Q61, the switching tube Q11, the switching tube Q12, the switching tube Q13, the switching tube Q14, the inductor L21, the capacitor C21, and the transformer T2 can be referred to the specific illustration in fig. 14, and will not be described herein.

In the present application, when the energy conversion device cannot output a normal current due to a severe power feeding of the power battery 200 or a failure of the power battery 200 through the bidirectional DC module 15 shown in fig. 15 or 17, the fifth switching unit 145 and the third switching unit 143 may be turned off, so that the storage battery supplies power to the motor through the bidirectional DC module 15 and the bridge arm converter 12, and the motor is driven, thereby implementing emergency driving.

Further, as an embodiment of the present application, as shown in fig. 15 or fig. 17, the energy conversion apparatus further includes a switch K7 and a resistor R1, and the switch K7 and the resistor R1 form a pre-charge module to pre-charge the switch K3 and the switch K5 when the energy conversion apparatus is in operation, so as to prevent the switch K3 and the switch K5 from malfunctioning, thereby reducing the failure rate of the energy conversion apparatus.

Specifically, as shown in fig. 15 or 17, the first terminal of the switch K7 is connected to the second terminal of the switch K3, the second terminal of the switch K7 is connected to the second terminal of the switch K5 and the first terminal of the resistor R1, and the second terminal of the resistor R1 is connected to the first terminal of the switch K3, the first terminal of the switch K5, and the positive electrode of the battery 200.

Further, as an embodiment of the present invention, as shown in fig. 6, 8, 9, 14, 15, or 17, the arm converter 12 in the energy conversion device includes a three-phase arm formed of a first power switch cell 1 and a second power switch cell 2 connected in series, a third power switch cell 3 and a fourth power switch cell 4 connected in series, and a fifth power switch cell 5 and a sixth power switch cell 6 connected in series.

Specifically, the first end of the first power switch unit 1, the first end of the third power switch unit 3 and the first end of the fifth power switch unit 5 are connected in common to form a positive end of the bridge arm converter 12, and the positive end of the bridge arm converter 12 is connected with the positive end of the bidirectional bridge arm 13;

the second end of the second power switch unit 2, the second end of the fourth power switch unit 4 and the second end of the sixth power switch unit 6 are connected together to form a negative end of the bridge arm converter 12, and the negative end of the bridge arm converter 12 is connected with the negative end of the bidirectional bridge arm 13;

the connection point of the second end of the first power switch unit 1 and the first end of the second power switch unit 2 is connected with the first phase coil of the motor coil 11, the connection point of the second end of the third power switch unit 3 and the first end of the fourth power switch unit 4 is connected with the second phase coil of the motor coil 11, and the connection point of the second end of the fifth power switch unit 5 and the first end of the sixth power switch unit 6 is connected with the third phase coil of the motor coil 11.

In the embodiment of the present application, the plurality of power switch cells in the bridge arm converter 12 may be implemented by devices that are connected in parallel with diodes and can perform switching operations, such as power transistors, Metal-Oxide-Semiconductor Field-Effect transistors (MOSFETs), Insulated Gate Bipolar Transistors (IGBTs), and other switching devices.

Further, when the bridge arm converter 12 operates, the power switch unit in the first phase bridge arm, the power switch unit in the second phase bridge arm and the power switch unit in the third phase bridge arm sequentially receive the control signal with the preset phase difference to enter a three-phase staggered control mode; it should be noted that, in the present embodiment, the preset phase is preferably 120 degrees, and the preferred angle does not limit the preset phase.

Specifically, when the bridge arm converter 12 is in operation, as can be seen from the operation timing chart shown in fig. 18, the control signal PWM1 controls the on/off of the first power switch unit 1 and the second power switch unit 2 in the first phase bridge arm in the bridge arm converter 12, and controls the first power switch unit 1 to be turned on and the second power switch unit 2 to be turned off when the control signal PWM1 is at a high level, and controls the second power switch unit 2 to be turned on and the first power switch unit 1 to be turned off when the control signal PWM1 is at a low level; after a preset phase difference from the control signal PWM1, the control signal PWM2 controls the third power switch unit 3 and the fourth power switch unit 4 in the second phase arm of the arm converter 12 to be turned on and off, and controls the third power switch unit 3 to be turned on and the fourth power switch unit 4 to be turned off at the high level of the control signal PWM2, and controls the fourth power switch unit 4 to be turned on and the third power switch unit 3 to be turned off at the low level of the control signal PWM 2; and after a preset phase difference with the control signal PWM2, the control signal PWM3 controls the fifth power switch unit 5 and the sixth power switch unit 6 in the third phase arm of the arm converter 12 to be turned on and off, controls the fifth power switch unit 5 to be turned on and controls the sixth power switch unit 6 to be turned off when the control signal PWM3 is at a high level, and controls the sixth power switch unit 6 to be turned on and controls the fifth power switch unit 5 to be turned off when the control signal PWM3 is at a low level, thereby realizing three-phase interleaved control of the arm converter 12.

In this embodiment, a three-phase interleaved control operation mode is adopted to control a three-phase bridge arm of the bridge arm converter 12, so that when the energy conversion device is charged, an equivalent inductance value is effectively increased, and further, the charging power is increased, and an inductance L1 does not need to be added to the energy conversion device, so that the number of electronic components in the energy conversion device is reduced, and the cost of the energy conversion device is reduced.

The operation principle of the energy conversion device provided by the present application in different embodiments is specifically described below by taking the circuits shown in fig. 14 and fig. 15 as an example, and the following details are described below:

specifically, as shown in fig. 14, when the energy conversion device operates in the dc charging mode, and the dc charging mode is non-isolated dc charging, the first switch K1, the second switch K2, the switch K3, the switch K4, and the switch K7 are closed, and the other switch elements are opened, and at this time, the dc voltage received by the dc charging port 101 is boosted through the inductor L1, the three-phase winding U, V, W of the motor coil 11, and the arm converter 12, and then output to the battery 200 through the capacitor C1, so as to implement dc charging of the battery 200.

Alternatively, as shown in fig. 15, when the energy conversion device operates in the dc charging mode, and the dc charging mode is non-isolated dc charging, the first switch K1, the second switch K2, the switch K3, the switch K4, and the switch K7 are closed, and the other switch elements are opened, and at this time, the dc voltage received by the dc charging port 101 is boosted by the three-phase winding U, V, W of the motor coil 11 and the arm converter 12, and then output to the battery 200 through the capacitor C1, so as to implement dc charging of the battery 200.

In addition, when the energy conversion device operates in the dc charging mode, and the dc charging mode is isolated dc charging, as shown in fig. 14, the first switch K1, the second switch K2, the switch K5, and the switch K6 are attracted, and other switch elements are disconnected, at this time, the dc voltage received by the dc charging port 101 is pumped from the motor through the inductor L1 to the three-phase winding U, V, W of the motor coil 11, and then is boosted through the bridge arm converter 12 to output the voltage U0, the voltage U0 is filtered through the capacitor C1, and then is rectified through the switch tubes Q3, Q4, Q5, and Q6 to output the value transformer T1, and is inverted through the transformer T1, rectified through the switch tubes Q7, Q8, Q9, and Q10, and then is output to the battery 200 through the filter capacitor C4, so as to implement isolated dc charging of the battery 200; it should be noted that, in this embodiment, the isolated dc charging is mainly used when it is difficult to match the battery voltage of the electric vehicle with a special charging facility, and it needs to be completed through two-stage voltage regulation.

Or as shown in fig. 15, the first switch K1, the second switch K2, the switch K5, and the switch K6 are closed, and other switch elements are opened, at this time, the dc voltage received by the dc charging port 101 is pumped from the motor into the three-phase winding U, V, W of the motor coil 11, and then is boosted by the bridge arm converter 12, and then the voltage U0 is output, and the voltage U0 is filtered by the capacitor C1, then is output to the transformer T1 after being rectified by the switch tubes Q3, Q4, Q5, and Q6 in a full-bridge manner, and is inverted by the transformer T1, rectified by the switch tubes Q7, Q8, Q9, and Q10, and then is output to the battery 200 by the filter capacitor C4, so as to implement isolated dc charging of the battery 200.

It should be noted that, in this embodiment, the energy conversion apparatus may also operate in a dc discharging mode, and when the energy conversion apparatus operates in the dc discharging mode, a specific operation process of the energy conversion apparatus is an inverse process of a charging process, so that the dc discharging process may refer to a dc charging process, which is not described herein again; in addition, in this embodiment, the energy conversion device provided by the present application can operate in both a dc charging mode and a dc discharging mode, so when the energy conversion device is simultaneously installed on two vehicles, one of the vehicles can perform dc discharging and the other vehicle performs dc charging, thereby implementing vehicle charging.

Further, as shown in fig. 14, when the energy conversion device operates in the motor driving mode, the switch K3, the switch K4, and the switch K7 are closed, and the other switches are opened, and at this time, the battery 200 outputs high-voltage direct current, which outputs three-phase alternating current to the three-phase windings of the motor coil 11 through the three-phase motor driving bridge of the bridge arm inverter 12, thereby realizing driving of the motor.

In the embodiment, the motor coil 11, the bridge arm converter 12 and the bidirectional DC module 15 are integrated in one circuit, so that the energy conversion device can drive the vehicle motor and also can perform DC charging and discharging of the vehicle battery, thereby improving the circuit integration level, reducing the circuit cost and the circuit volume, and having a simple circuit structure.

Further, as shown in fig. 14, when the energy conversion device operates in the dc external discharge mode, the switch K7, the switch K3, the switch K4, the switch K1, and the switch K2 are turned on, and the other switches are turned off, so that the dc power output by the battery 200 is discharged to the outside by the three-phase motor driving bridge of the bridge arm inverter 12, the three-phase winding U, V, W of the motor coil 15, the inductor L1, and the dc charging port 101.

Further, as shown in fig. 14, when the energy conversion device operates in the driving discharge mode, the switch K7, the switch K3, and the switch K4 are closed, and the other switches are opened, at this time, a part of the high voltage output by the battery 200 is output to the three-phase motor driving bridge of the bridge arm inverter 12 through the capacitor C1, and then the high voltage is converted by the three-phase motor driving bridge to drive the three-phase winding of the motor coil 11, and another part of the high voltage is output to the full bridge circuit composed of the switch Q3 to the switch Q6, and after the high voltage is rectified by the full bridge circuit, and then the high voltage is converted by the transformer T1, the capacitor C2, and the inductor L2, and after the high voltage is rectified by the full bridge circuit composed of the switch Q11 to the switch Q14, and then the low voltage dc voltage of 13.8V is output to the vehicle-mounted discharge port through the capacitor filter.

In this embodiment, the energy conversion device provided by the present application enables the high-voltage direct current output by the battery 200 to drive the motor to operate under the action of the bridge arm converter 12 and the bidirectional DC module 15 by controlling on/off of each switch, and the high-voltage direct current output by the battery 200 outputs the low-voltage direct current under the action of the bidirectional DC module 15, so that a circuit can be used for both driving the motor and performing DC discharge.

Further, as shown in fig. 14, when the energy conversion device operates in the DC discharge mode, the switch K5, the switch K6, and the switch K7 are closed, and the other switches are opened, at this time, the high voltage output by the battery 200 is output to the full bridge circuit formed by the switch Q7 to the switch Q10 through the capacitor C4, rectified by the full bridge circuit, converted by the inductor L3, the capacitor C3, and the transformer T1, rectified again by the switch Q11 to the switch Q14, and filtered by the capacitor C5 to output 13.8V low voltage DC voltage to the vehicle discharge port.

In this embodiment, the energy conversion device provided by the present application enables the high-voltage DC output by the battery 200 to output the low-voltage DC under the action of the bidirectional DC module 15 by controlling the on/off of each switch in the circuit, and different DC output paths can be selected in the process of outputting the DC, so as to avoid the problem that the circuit cannot perform DC discharge when only one DC discharge path is provided and the path fails.

Further, as shown in fig. 14, when the energy conversion device operates in the intelligent charging mode, the switch K5, the switch K6, and the switch K7 are closed, and the other switches are opened, at this time, the high-voltage capacitor C4 output by the battery 200 is output to the full-bridge circuit formed by the switch Q7 to the switch Q10, rectified by the full-bridge circuit, converted by the inductor L3, the capacitor C3, and the transformer T1, rectified again by the switch Q11 to the switch Q14, and filtered by the capacitor C5 to output the 13.8V low-voltage dc voltage, so that the 13.8V low-voltage dc voltage is charged to the storage battery.

In this embodiment, the energy conversion device provided by the present application enables the high-voltage direct current output by the battery 200 to output the low-voltage direct current under the action of the bidirectional DC module 15 by controlling on/off of each switch, and the output direct current can charge the storage battery, so as to realize intelligent charging of the energy conversion device.

Further, as shown in fig. 14, when the energy conversion device operates in the emergency driving mode, all switches in the energy conversion device are turned off, and at this time, the low-voltage direct current output by the storage battery is rectified by a full-bridge circuit composed of a switch Q11 to a switch Q14 after passing through a filter capacitor C5, then is converted by a transformer T1, an inductor L2 and a capacitor C2, is rectified by a bridge rectifier circuit composed of a switch Q3 to a switch Q6, and then is output to a capacitor C1, and is filtered by a capacitor C1, and then is output to the three-phase winding of the motor coil 11 through the three-phase motor driving bridge of the bridge arm converter 12, so as to drive the motor.

In this embodiment, when the battery 200 fails and is unavailable and needs to drive the motor, the energy conversion device provided by the present application controls the on/off of the switching element K1 to the switching element K7, so that the low-voltage direct current output by the storage battery drives the motor behind the bidirectional DC module 15 and the bridge arm converter 12, thereby implementing emergency driving of the energy conversion device and further ensuring normal operation of the vehicle.

It should be noted that, in the present application, the specific operation mode of the circuit 100 integrating the driving and charging functions and the specific operation principle of the circuit 100 in each mode are mainly described by taking the circuit shown in fig. 14 and fig. 15 as an example, and when the implementation structure of the circuit 100 is the circuit shown in fig. 17, the operation principle and the operation process of the first DC/DC conversion circuit in the circuit 100 are the same as those of the first converter 151, the second converter 152 and the voltage transformation unit 154 in the bidirectional DC module 15 in fig. 14 or fig. 15, and the operation principle and the operation process of the second DC/DC conversion circuit are the same as those of the first converter 151 and the third converter 153 in fig. 14 or fig. 15, so that the operation principle of the first DC/DC conversion circuit and the second DC/DC conversion circuit can refer to the operation principle of the bidirectional DC module 15 shown in fig. 14 or fig. 15, and will not be described in detail herein.

Further, as shown in FIG. 19, the present application also contemplates a power system 300 that includes an energy conversion device and a control module (not shown).

The energy conversion device includes a motor 301 and a motor control module 302. Wherein the motor 301 comprises a motor coil; the motor control module 302 includes a bridge arm converter connected to one end of the motor coil, and the other end of the motor coil is connected to the external charging port 10.

The control module is used for controlling a direct current charging circuit formed by the charging port 10, the motor coil, the bridge arm converter and the battery 200; and a motor driving circuit for controlling the formation of the motor coil, the bridge arm inverter, and the battery 200; the direct current charging circuit, the alternating current charging circuit and the driving circuit share the motor coil and the bridge arm converter.

Further, as an embodiment of the present application, the energy conversion apparatus further includes a switch module, and the control module controls the switch module to switch between the dc charging mode and the driving mode;

in the dc charging mode, the charging port 10, the motor coil, the bridge arm inverter, and the battery 200 form a dc charging circuit;

in the driving mode, the motor coil, the arm inverter, and the battery 200 form a motor driving circuit.

Further, as an embodiment of the present application, the charging port includes a direct current charging port, and the switching module includes a first switching unit;

the control module controls the first switch unit to be conducted, and the direct-current charging port, the first switch unit, the motor coil, the bridge arm converter and the battery form a direct-current charging circuit so as to enter a direct-current charging mode;

the control module controls the first switch unit to be disconnected, and the motor coil, the bridge arm converter and the battery form a motor driving circuit to enter a driving mode.

Further, as an embodiment of the present application, the energy conversion apparatus further includes a neutral point switch;

the motor coil comprises three-phase windings, each phase winding comprises N coil branches, first ends of the N coil branches in each phase winding are connected with the bridge arm converter after being connected in common, second ends of the N coil branches in each phase winding are connected with second ends of the N coil branches in other two-phase windings in a one-to-one correspondence mode to form N neutral points, and a charging port is connected with the M neutral points; wherein N is an integer greater than 1, and M is a positive integer less than N;

the control module controls the neutral point switch such that M neutral points of the N neutral points of the motor coil are connected to the charging port.

Further, as an embodiment of the present application, the bridge arm converter includes a three-phase bridge arm; when the energy conversion device works in a direct current charging mode, the control module sends a first control signal, a second control signal and a third control signal to the bridge arm converter, and the first control signal, the second control signal and the third control signal sequentially have a preset phase difference;

the control module controls the two power switch units of the first phase bridge arm to be alternately conducted according to the first control signal; the control module controls the two power switch units of the second phase bridge arm to be alternately conducted according to a second control signal; and the control module controls the two power switch units of the third phase bridge arm to be alternately conducted according to a third control signal so as to realize direct-current charging.

Further, as an embodiment of the present application, as shown in fig. 21, a motor control module 302 is integrated in the first case 500.

Further, as an embodiment of the present application, as shown in fig. 21, the power system 300 further includes a reducer 304, the reducer 304 is power-coupled to a motor 301 (not shown, please refer to fig. 19), and the reducer 304 and the motor 301 are integrated in the second casing.

Further, as an embodiment of the present application, the first box is fixedly connected to the second box.

In specific implementation, the first box and the second box may be connected by any connecting member with a fixing function, or the first box is provided with a fixing member capable of being connected with the second box, or the second box is provided with a fixing member capable of being connected with the first box, which is not limited herein.

In this embodiment, the first box and the second box are fixed, so that the first box and the second box can be effectively prevented from being separated, and therefore, the motor control module 302, the vehicle-mounted charging module 303, the motor 301 and the speed reducer 304 are prevented from being broken down due to the falling of the boxes, and the working reliability and the stability of the power system 300 are improved.

Further, as an embodiment of the present application, as shown in fig. 20, the power system 300 further includes a bidirectional DC module 305, the bidirectional DC module 305 is electrically connected to the bridge arm converter and the battery 200, respectively, and the bidirectional DC module 305 is integrated in the first box.

In this embodiment, by adding the bidirectional DC module 305 to the power system 300, the bidirectional DC module 1305, the charging port 10, the motor 301, and the motor control module 302 in the power system 300 form another ac charging circuit, so that the ac charging mode of the power system 300 is enriched, the charging process of the power system 300 is redundant in multiple schemes, and the safety of the power system 300 during the ac charging process is improved.

Further, as an embodiment of the present application, as shown in fig. 20, the power system 300 further includes a capacitor 306, the capacitor 306 is connected in parallel with the motor control module 302, and the capacitor 306 is integrated in the first box.

Specifically, when the power system 300 operates in the dc charging mode, the capacitor 306 filters the voltage output by the motor control module 302 during the dc charging process of the battery 200, and stores energy according to the voltage output by the motor control module 302, so as to complete the dc charging or ac charging of the battery 200.

In this embodiment, by providing the capacitor 306 in the power system 300, the capacitor 306 filters the voltage output by the motor control module 302, and simultaneously stores energy according to the voltage output by the motor control module 302, so as to complete dc charging or ac charging of the battery 200, thereby ensuring that the normal charging function of the power system 300 is ensured, and ensuring that other noise waves do not interfere with the charging process.

It should be noted that, in this embodiment, the specific structure and the operation principle of the energy conversion device may refer to the energy conversion device shown in fig. 1 to 18, and therefore, the description about the specific operation principle of the energy conversion device may refer to the detailed description of fig. 1 to 18, and is not repeated herein.

Further, the present application also provides a vehicle that includes a powertrain. It should be noted that, since the powertrain included in the vehicle provided in the embodiment of the present application is the same as the powertrain 300 shown in fig. 19 to 21, reference may be made to the foregoing detailed description about fig. 19 to 21 for specific operating principles of the powertrain in the vehicle provided in the embodiment of the present application, and details thereof are not repeated here.

In this application, the vehicle that this application provided is through adopting driving system 300 including motor 301, motor control module 303 for the vehicle is when using this driving system 300, but the time sharing work in the drive mode, the direct current mode of charging, and then realize adopting same system to carry out the motor drive and the battery charging of vehicle, the multiplexing degree of components and parts is high, the system integrated level is high and simple structure, thereby system cost has been reduced, the system volume has been reduced, it is complicated to have solved current motor drive and charging system overall structure, the integrated level is low, bulky and with high costs problem.

The above description is only exemplary of the present application and should not be taken as limiting the present application, as any modification, equivalent replacement, or improvement made within the spirit and principle of the present application should be included in the protection scope of the present application.

Claims

1. An energy conversion device is characterized by comprising a motor coil and a bridge arm converter;

the bridge arm converter is connected with the motor coil;

the motor coil, the bridge arm converter and an external battery form a motor driving circuit;

the charging device further comprises an inductor, wherein one end of the inductor is connected with the charging port, and the other end of the inductor is connected with the motor coil;

the charging port, the inductor, the motor coil and the bridge arm converter form a direct current charging circuit for the battery.

2. The energy conversion device of claim 1, wherein the motor coils comprise three-phase windings, each phase winding comprises N coil branches, first ends of the N coil branches in each phase winding are connected with the bridge arm converter after being connected in common, second ends of the N coil branches in each phase winding are connected with second ends of the N coil branches in the other two-phase windings in a one-to-one correspondence manner to form N neutral points, and the charging ports are connected with the M neutral points; wherein N is an integer greater than 1, and M is a positive integer less than N.

3. The energy conversion device of claim 2, wherein the value of N is 4.

4. The energy conversion device of claim 2, further comprising a neutral switch for controlling M of the N neutral points of the motor coil to be connected to the charging port.

5. The energy conversion device of claim 1, further comprising a switch module,

one end of the bridge arm converter is connected with the charging port, and the other end of the bridge arm converter is connected with the motor coil and the bridge arm converter respectively.

6. The energy conversion device of claim 5, wherein the charging port comprises a direct current charging port;

the switch module comprises a first switch unit, and the direct current charging port, the first switch unit, the motor coil and the bridge arm converter form a direct current charging circuit for the battery.

7. The energy conversion device of claim 6, wherein the first switching unit comprises a first switch and a second switch;

one end of the first switch is connected with the direct current charging port, and the other end of the first switch is connected with the motor coil; one end of the second switch is connected with the direct current charging port, and the other end of the second switch is connected with the bridge arm converter.

8. The energy conversion device according to any one of claims 1 to 7, further comprising a first capacitor connected in parallel with the bridge arm converter;

the direct current charging circuit and the motor driving circuit share the first capacitor.

9. The energy conversion device according to claim 6 or 7, wherein the switch module further comprises a second switch unit, one end of the second switch unit is connected to the battery, and the other end of the second switch unit is connected to the bridge arm converter.

10. The energy conversion device according to claim 9, further comprising a bidirectional DC module including a first direct current terminal and a second direct current terminal, the first direct current terminal being connected to the bridge arm converter, the switch module further including a third switching unit, one end of the third switching unit being connected to the second direct current terminal, and the other end thereof being connected to the battery.

11. The energy conversion device of claim 10, wherein the bi-directional DC module further comprises a third DC terminal, the third DC terminal being connected to a battery or a vehicle outlet.

12. The energy conversion device according to claim 11, wherein the bidirectional DC module includes a first converter, a second converter, a third converter, and a transformation unit, a primary side, a first secondary side, and a second secondary side of the transformation unit are respectively connected to the first converter, the second converter, and the third converter, the first converter is connected in parallel to the bridge arm converter, the second converter is connected in parallel to the battery, and the third converter is connected in parallel to the battery or the on-vehicle discharge port.

13. The energy conversion arrangement according to claim 12, wherein the third converter comprises a first sub-converter and a second sub-converter, both connected to the second secondary side of the voltage transformation unit.

14. The energy conversion device of claim 11, wherein the bidirectional DC module comprises a first DC/DC conversion circuit and a second DC/DC conversion circuit;

one end of the first DC/DC conversion circuit is connected with the bridge arm converter, and the other end of the first DC/DC conversion circuit is connected with the third switching unit;

one end of the second DC/DC conversion circuit is connected with the bridge arm converter, and the other end of the second DC/DC conversion circuit is connected with the storage battery.

15. The energy conversion device of claim 1, wherein the bridge arm converter comprises:

the three-phase bridge arm is formed by a first power switch unit and a second power switch unit which are connected in series, a third power switch unit and a fourth power switch unit which are connected in series, and a fifth power switch unit and a sixth power switch unit which are connected in series;

the first end of the first power switch unit, the first end of the third power switch unit and the first end of the fifth power switch unit are connected in common to form a positive end of the bridge arm converter, and the positive end of the bridge arm converter is connected with the positive end of the bidirectional bridge arm;

a second end of the second power switch unit, a second end of the fourth power switch unit and a second end of the sixth power switch unit are connected together to form a negative end of the bridge arm converter, and the negative end of the bridge arm converter is connected with the negative end of the bidirectional bridge arm;

the connection point of the second end of the first power switch unit and the first end of the second power switch unit is connected with the first phase coil of the motor coil, the connection point of the second end of the third power switch unit and the first end of the fourth power switch unit is connected with the second phase coil of the motor coil, and the connection point of the second end of the fifth power switch unit and the first end of the sixth power switch unit is connected with the third phase coil of the motor coil.

16. A power system comprising the energy conversion device of any one of claims 1-15 and a control module, wherein the energy conversion device comprises:

a motor including a motor coil;

the control module is used for controlling a charging port, the motor coil, the bridge arm converter to form a direct current charging circuit for an external battery and controlling a motor driving circuit formed by the motor coil, the bridge arm converter and the battery; the direct current charging circuit and the motor driving circuit share the motor coil and the bridge arm converter.

17. The power system of claim 16, wherein the energy conversion device further comprises a switch module, and the control module controls the switch module to switch between a direct current charging mode and a driving mode;

in the direct current charging mode, the charging port, the motor coil and the bridge arm converter form a direct current charging circuit for the battery;

in the driving mode, the motor coil, the bridge arm converter and the battery form a motor driving circuit.

18. The power system of claim 17, wherein the charging port comprises a dc charging port, and the switch module comprises a first switch unit;

the control module controls the first switch unit to be conducted, and the direct-current charging port, the first switch unit, the motor coil and the bridge arm converter form a direct-current charging circuit for the battery so as to enter a direct-current charging mode;

19. The powertrain system of claim 16, wherein the energy conversion device further comprises a neutral switch;

the motor coil comprises three-phase windings, each phase winding comprises N coil branches, first ends of the N coil branches in each phase winding are connected with the bridge arm converter after being connected in common, second ends of the N coil branches in each phase winding are correspondingly connected with second ends of the N coil branches in other two-phase windings one by one to form N neutral points, and the charging port is connected with the M neutral points; wherein N is an integer greater than 1, and M is a positive integer less than N;

the control module controls the neutral point switch such that M neutral points of the N neutral points of the motor coil are connected to a charging port.

20. The powertrain system of claim 16, wherein the leg converter comprises a three-phase leg; when the energy conversion device works in a direct-current charging mode, the control module sends a first control signal, a second control signal and a third control signal to the bridge arm converter, and the first control signal, the second control signal and the third control signal sequentially have a preset phase difference;

the control module controls the two power switch units of the first phase bridge arm to be alternately conducted according to the first control signal; the control module controls the two power switch units of the second phase bridge arm to be alternately conducted according to the second control signal; and the control module controls the two power switch units of the third phase bridge arm to be alternately conducted according to the third control signal so as to realize direct current charging.

21. The power system of claim 16, wherein the motor control module is disposed in the first housing.

22. The power system of claim 21, further comprising a speed reducer, the speed reducer being in power coupling with the motor, the speed reducer and the motor being integrated in a second housing.

23. The powertrain system of claim 21, wherein the bidirectional DC module of the energy conversion device is electrically connected to the bridge arm converter and the battery, respectively, and is integrated in the first tank.

24. The power system of claim 21, wherein a capacitor of the energy conversion device is connected in parallel with the motor control module, the capacitor being integrated in the first tank.

25. The power system of claim 22, wherein the first case is fixedly coupled to the second case.

26. A vehicle characterised in that the vehicle comprises a power system according to any one of claims 16 to 25.