CN115113551A

CN115113551A - Power electronic drive control system for electric vehicle chassis

Info

Publication number: CN115113551A
Application number: CN202110298149.2A
Authority: CN
Inventors: 洪文成; 官洪旭; 王新国; 苏谢祖; 尹丰
Original assignee: Shanghai XPT Technology Ltd
Current assignee: Shanghai XPT Technology Ltd
Priority date: 2021-03-19
Filing date: 2021-03-19
Publication date: 2022-09-27

Abstract

A power electronic drive control system for a chassis of an electric vehicle comprises a power electronic drive device, a first mechanical shell and a second mechanical shell, wherein the first mechanical shell is arranged on the power electronic drive device; the power electronic control module is provided with a second mechanical shell and a second mechanical shell, wherein the second mechanical shell comprises a first voltage input end used for receiving a first input voltage; a second voltage input terminal for receiving a second input voltage; a communication interface; a first main electric fuse; a second main electrical fuse for generating a third input voltage according to the first main electrical fuse and the second main electrical fuse; a power management module; a plurality of electric fuses for generating a plurality of output voltages according to a third input voltage; and a main control calculation module for generating a driving signal and transmitting the driving signal to the power electronic driving device.

Description

Power electronic drive control system for electric vehicle chassis

Technical Field

The present invention relates to a power electronic driving control system, and more particularly, to a power electronic driving control system for a chassis of an electric vehicle.

Background

In the field of electric vehicles, the power electronic system of the chassis of the electric vehicle is divided into a power electronic drive control part and a power electronic drive part. In order to improve the safety requirement, in a cross-domain fusion manner, the prior art fuses functions of various different control units (ECUs) to integrate a power electronic system of a chassis of an electric vehicle as a power electronic drive control system.

However, such a high-level integrated power electronic drive control system causes many problems. According to the prior art, the maintenance of the power electronic drive control system is difficult, the whole power electronic drive control system is generally required to be disassembled, and the maintenance and/or system upgrading cannot be carried out only on a specific part (the power electronic drive control part or the power electronic drive part) in the power electronic drive control system. Furthermore, the control units of different functions have different safety levels. If the control units with different security levels are mixed with each other, the control unit with lower security level may interfere with the control unit with higher security level (e.g. the software components of the two interfere with each other), resulting in a concern about the security of the electric vehicle. On the other hand, if the low-voltage load current of the electric vehicle becomes larger, the temperature rise range of the control unit in the power electronic drive control system also increases. Therefore, low voltage distribution heat dissipation of the control unit is also a problem to be solved.

Therefore, it is an urgent need to solve the problems caused by the high-level integration of the control computing unit and the power electronic driving system, and the requirement of satisfying the high-speed communication and the local function distribution in the architecture of the next generation centralized power electronic system.

Disclosure of Invention

Objects of the invention

The invention aims to provide a power electronic drive control system for a chassis of an electric vehicle, so as to solve the problems.

(II) technical scheme

In order to solve the above problems, according to one aspect of the present invention, the present invention provides a power electronic driving control system for a chassis of an electric vehicle, characterized by comprising a power electronic driving device having a first mechanical housing; the power electronic control module is coupled with the power electronic driving device, is provided with a second mechanical shell and comprises a first voltage input end for receiving a first input voltage; a second voltage input terminal for receiving a second input voltage; a communication interface for receiving a signal; a first primary electric fuse (eFuse) coupled to the first voltage input for adjusting the first input voltage; a second primary e-fuse coupled to the second voltage input for adjusting the second input voltage to generate a third input voltage according to the first primary e-fuse and the second primary e-fuse; a power management module, coupled to the first and second primary eFuses, for converting the third input voltage into a current; a plurality of eFuses coupled to the first primary eFuse and the second primary eFuse for generating a plurality of output voltages according to the third input voltage; and the main control computing module is coupled with the communication interface and the power management module and used for processing the signal so as to generate a driving signal according to the signal and transmit the driving signal to the power electronic driving device.

Drawings

FIG. 1 is a schematic diagram of a power electronic drive control system according to an embodiment of the present invention;

fig. 2 is a schematic diagram of a power electronic driving control system according to an embodiment of the invention.

Reference numerals:

10. 20: power electronic drive control system

100. 200: power electronic control module

110. 210: power electronic driving device

202: main calculation control module

204: power management module

102. 206: communication interface

208: network module

212: power electronic driving module

214: power electronic power module

216: heat sink device

C1, C2: mechanical shell

MEF1, MEF 2: primary electrical fuse

SIG: signal

SIG _ D: drive signal

V _ IN, V _ IN1, V _ IN 2: voltage input terminal

V1, V2, V3: the voltage is input.

Detailed Description

Certain terms are used throughout the description and following claims to refer to particular components. As one skilled in the art will appreciate, hardware manufacturers may refer to a component by different names. This specification and the claims that follow do not intend to distinguish between components that differ in name but not function. In the following description and in the claims, the terms "include" and "comprise" are used in an open-ended fashion, and thus should be interpreted to mean "include, but not limited to. Further, the term "coupled" as used herein includes any direct and indirect electrical connection. Thus, if a first device couples to a second device, that connection may be through a direct electrical connection, or through an indirect electrical connection via other devices and connections.

Fig. 1 is a schematic diagram of a power electronic driving control system 10 according to an embodiment of the invention. The power electronic driving control system 10 can be used in any electric vehicle, and is briefly composed of a power electronic control module 100 and a power electronic driving device 110. In fig. 1, a power electronic control module 100 and a power electronic driving device 110 are used to describe the architecture of a power electronic driving control system 10. The power electronic driving device 110 and the power electronic control module 100 respectively have a first mechanical housing C1 and a second mechanical housing C2. The power electronic driving device 110 and the power electronic control module 100 are attached to each other through a first mechanical housing C1 and a second mechanical housing C2. The power electronic control module 100 has a voltage input terminal V _ IN and a communication interface 102, and outputs a plurality of output voltages for different safety levels. The first casing C1 and the second casing C2 may be made of aluminum alloy or steel, but not limited thereto.

Fig. 2 is a schematic diagram of a power electronic driving control system 20 according to an embodiment of the present invention. The power electronic drive control system 20 includes a power electronic control module 200 and a power electronic drive device 210. The power electronic driving device 210 and the power electronic control module 200 respectively have a first mechanical housing C1 and a second mechanical housing C2. The power electronic control module 200 includes a main control computing module 202, a power management module 204, a communication interface 206, a first voltage input V _ IN1, a second voltage input V _ IN2, a first main electrical fuse (eFuse) MEF1, a second main electrical fuse (eFuse) MEF2, and a plurality of electrical fuses. The power electronic driving apparatus 210 includes a power electronic driving module 212 and a power electronic power module 214. IN detail, when the power electronic driving control system 20 is IN operation, the first voltage input terminal V _ IN1 receives the first input voltage V1, the second voltage input terminal V _ IN2 receives the second input voltage V2, and the communication interface 206 receives a signal SIG. The first main electrical fuse MEF1 is coupled to the first voltage input terminal V _ IN1 for adjusting the first input voltage V1. The second main electrical fuse MEF2 is coupled to the voltage input terminal V _ IN2 for adjusting the second input voltage V2 to generate a third input voltage V3 according to the first main electrical fuse MEF1 and the second main electrical fuse MEF 2. The power management module 204 is coupled to the first main electrical fuse MEF1 and the second main electrical fuse MEF2, and is configured to convert the third input voltage V3 into a current. The plurality of electrical fuses are coupled to the first main electrical fuse MEF1 and the second main electrical fuse MEF2, and generate a plurality of output voltages according to the third input voltage V3. The main control computing module 202 is coupled to the communication interface 206 and the power management module 204, and is configured to process the signal SIG to generate a driving signal SIG _ D according to the signal SIG and transmit the driving signal SIG _ D to the power electronic driving apparatus 210.

In light of the foregoing, the present invention provides a power electronic drive control system for an electric vehicle for handling the integration of the power electronic drive system with a control computing unit. Thus, the problems resulting from the high level integration of the power electronic drive system with the control and calculation unit can be solved. In the next generation of centralized power electronic system architecture, the present invention can also meet the requirement of high-speed communication and regional function distribution.

In one embodiment, the first casing C1 and the second casing C2 may be made of aluminum alloy or steel, but not limited thereto. In one embodiment, the power electronic driving device 210 and the power electronic control module 200 are attached to each other through a first mechanical housing C1 and a second mechanical housing C2. That is, by attaching the mechanical housings of the power electronic control module 200 and the power electronic driving device 210, the interference caused by the driving signal SIG _ D can be reduced, so as to solve the problem of electromagnetic interference. In addition, since the power electronic driving device 210 and the power electronic control module 200 are attached by the first mechanical housing C1 and the second mechanical housing C2, short-distance communication between the power electronic control module 200 and the power electronic driving device 210 can be realized, so that the driving signal SIG _ D is less interfered. In one embodiment, the main control computing module 202 transmits the driving signal SIG _ D to the power electronic driving device 210 through a signal connector. In one embodiment, the main control computing module 202 may simultaneously transmit a plurality of different driving signals to the power electronic driving device 210.

It should be noted that, since the power electronic driving device 210 and the power electronic control module 200 have respective mechanical housings, the first mechanical housing C1 of the power electronic driving device 210 and the second mechanical housing C2 of the power electronic control module 200 can be freely separated. In other words, a person skilled in the art may perform system update and/or maintenance only on the power electronic control module 100 or the power electronic driving device 210. In one embodiment, the power electronic drive control system 20 conforms to the standards of international protection class certification (IP) IP 67. In one embodiment, the power electronics drive 210 may be coupled to the housing of a motor gearbox. In one embodiment, the power electronics drive 210 may be mounted inside the housing of an electric motor gearbox.

According to the foregoing description, the power electronic control module and the power electronic driving apparatus of the present invention are closely combined to form an integrated power electronic driving control system. In addition, the power electronic control module and the power electronic driving device in the power electronic driving control system are respectively provided with a mechanical shell, and can be freely separated so as to facilitate system updating, maintenance and/or iteration. Therefore, the invention not only has the capability of short-distance communication between the power electronic control module and the power electronic driving device, but also improves the problem that the whole power electronic driving control system needs to be dismantled for maintenance in the prior art.

In one embodiment, the power electronic control module 200 is disposed on a Printed Circuit Board (PCB). In one embodiment, the power electronic control module 200 has a hardware isolation capability. That is, in the power electronic control module 200, the hardware with different functions has respective dedicated memory space and dedicated processor, and will not affect each other. In one embodiment, the primary control computing module 202 has hardware isolation capability. That is, in the main control calculation module 202, calculation functions having different security levels have their own dedicated memory spaces and dedicated processors, and different calculation functions do not use other dedicated memory spaces and dedicated processors.

In an embodiment, the first main electrical fuse MEF1 may be used to protect the first input voltage V1. In an embodiment, the second main electrical fuse MEF2 may be used to protect the second input voltage V2. In an embodiment, the first primary electrical fuse MEF1 is connected in parallel with the second primary electrical fuse MEF 2. In one embodiment, the third input voltage V3 is generated according to the first main electrical fuse MEF1 and the second main electrical fuse MEF 2. That is, a value of the third input voltage V3 is obtained according to the first value of the first input voltage V1 adjusted by the first main electrical fuse MEF1 and the second value of the second input voltage V2 adjusted by the second main electrical fuse MEF 2. In one embodiment, the first input voltage V1 may have a value between 0 and 60 volts. In one embodiment, the second input voltage V2 may have a value between 0 and 60 volts. In one embodiment, the third input voltage V3 may have a value between 0 and 60 volts.

In one embodiment, the first input voltage V1 is a low voltage input voltage meeting kl (klemm) 30 specification. In one embodiment, the first input voltage V1 may be provided by a low voltage battery. In one embodiment, the second input voltage V2 may be provided by a direct current to direct current voltage converter (DC/DC converter). In one embodiment, the current converted from the third input voltage V3 is used to drive the main control calculation module 202. That is, the power management module 204 converts the third input voltage V3 into a current for driving the main control calculation module 202. In one embodiment, the plurality of output voltages are provided to a plurality of control units (ECUs) having a plurality of safety levels. That is, according to the plurality of electric fuses, the plurality of output voltages with different safety levels are separated from each other, and the plurality of currents of the plurality of output voltages can satisfy the requirements of the software elements of different electronic control units. In one embodiment, the power electronic control module 100 may be powered by a single power source. In one embodiment, the power electronic control module 200 may be powered by two different power sources. That is, the power electronic control module 200 may be a different structure supporting a single power supply or a dual power supply.

According to the foregoing description, the power electronic control module 200 has a design architecture supporting low-voltage power distribution. Therefore, the control units with different safety levels are provided with respective voltage sources, so that the control units with different safety levels can be separately used, the problem that the different safety levels conflict with each other is avoided, and the safety of the electric vehicle is further improved.

In one embodiment, the power electronic control module 200 includes a network module 208. In one embodiment, the network module 208 is coupled to the main control computing module 202. In one embodiment, the power electronic control module 200 supports at least one of an ethernet protocol, a flexible data rate controller area network (CAN FD) protocol, or a Local Interconnect Network (LIN) protocol. That is, the power electronic control module 200 may support at least one of an ethernet, a flexible data rate controller area network, or a local interconnect network. The network module 208 of the power electronic control module 200 may include at least one of an ethernet network, a flexible data rate controller area network, or a local interconnect network. In one embodiment, the primary control computing module 202 has big data diagnostics capability. In one embodiment, the primary control computing module 202 has cloud computing capabilities. That is, according to the capability of big data diagnosis and cloud computing, the main control computing module 202 can perform diagnosis or monitoring on the hardware such as the power electronic control module 200, the power electronic driving device 210, the chassis, the battery, and the power module through the network module 208, so as to obtain the lifetime estimation of the above modules and devices.

In one embodiment, the signal received by the communication interface 206 is transmitted by a body sensing device.

In one embodiment, the signal received by the communication interface 206 is transmitted by an undercarriage sensing device.

In one embodiment, the signals received by the communication interface 206 are transmitted by a power system sensing device.

In one embodiment, the primary control computing module 202 transmits an execution signal to a vehicle body execution device via the communication interface 206. In one embodiment, the primary control computing module 202 transmits an execution signal to an undercarriage actuator via the communication interface 206. In one embodiment, the primary control computing module 202 transmits an execution signal to a power system execution device via the communication interface 206. In one embodiment, the communication interface 206 can receive different signals transmitted by different sensing devices at the same time. In one embodiment, the communication interface 206 may transmit different execution signals to different execution devices at the same time. In one embodiment, according to the signals received by the communication interface 206 from a device, the main control computing module 202 transmits the corresponding execution signals to the device or the corresponding execution device of the device through the communication interface 206.

In one embodiment, the driving signal SIG _ D is a Pulse Width Modulation (PWM) signal. In one embodiment, the driving signal SIG _ D is a high-speed pwm signal. In one embodiment, the driving signal SIG _ D is a pulse width modulation signal with a modulation frequency between 6.5kHz and 15 kHz.

In one embodiment, the power electronic driving module 212 receives the driving signal SIG _ D from the power management module 204. In one embodiment, the power electronic driving module 212 receives the driving signal SIG _ D from the power management module 204 through a signal connector. In one embodiment, the power electronic power module 214 includes a heat sink 216. In one embodiment, the heat sink 216 includes a liquid for heat dissipation (or cooling). In one embodiment, the liquid used for heat dissipation (or cooling) in the heat dissipation device 216 may be water, a cooling liquid, or a liquid coolant, but is not limited thereto. In one embodiment, the power electronic control module 200 supports currents above 300 amps. In one embodiment, the power electronic control module 200 dissipates heat according to the heat dissipation device 216 of the power electronic driving device 210 through the first mechanical enclosure C1 and the second mechanical enclosure C2. That is, the heat generated by the current in the power electronic control module 200 can be conducted to the heat sink 216 of the power electronic driving device 210 through the first mechanical enclosure C1 and the second mechanical enclosure C2 for heat dissipation, so that the power electronic control module 200 will not overheat and cause problems. In this case, the low-voltage distribution heat dissipation problem of the power electronic control module 200 can be improved.

In one embodiment, the power electronic drive control system 20 can be used as a local control system to support a central computer in the next generation of centralized power electronic system to realize centralized vehicle control. In one embodiment, the power electronic drive control system 20 can be used as a local control system to support distributed vehicle control in the next generation of centralized power electronic system architecture.

Those skilled in the art may combine, modify and/or change the above-described embodiments according to the spirit of the present invention, but are not limited thereto. The aforementioned statements, steps, functions, modules and/or processes (including the suggested steps) may be implemented by means of hardware, software, firmware (a combination of hardware and computer instructions and data pertaining to read-only software on hardware devices), electronic systems or a combination thereof.

Embodiments of the hardware may include similar circuitry, digital circuitry, and/or hybrids. For example, the hardware may include application-specific integrated circuits (ASIC), Field Programmable Gate Arrays (FPGA), programmable logic devices (FPGA), coupled hardware components (coupled hardware components), or a combination thereof. In one embodiment, the hardware includes a general-purpose processor(s), a microprocessor(s), a controller(s), a digital signal processor(s), a DSP(s), or a combination thereof.

Embodiments of software may include a set of program code, a set of instructions, and/or a set of functions, which may be retained (e.g., stored) in a memory unit such as a computer-readable medium. The computer-readable medium may include a Subscriber Identity Module (SIM), a Read-Only Memory (ROM), a flash Memory (flash Memory), a Random-Access Memory (RAM), a CD-ROM/DVD-ROM/BD-ROM, a magnetic tape (magnetic tape), a hard disk (hard disk), an optical data storage device (optical data storage device), a non-volatile storage device (non-volatile storage device), or a combination thereof. A computer readable medium, such as a memory unit, may be coupled to the at least one processor internally (e.g., integrated) or externally (e.g., separate). At least one processor including one or more modules may be configured (e.g., configured) to execute software in a computer-readable medium. The set of program code, the set of instructions, and/or the set of functions may cause the at least one processor, module, hardware, and/or electronic system to perform the associated steps.

The electronic system may be a system on chip (SoC), a System In Package (SiP), an embedded computer (CoM) product, a computer programmable product, a device, a mobile phone, a notebook computer, a tablet computer, an electronic book, or a portable computer system.

In summary, the present invention provides an electric power electronic driving control system for a chassis of an electric vehicle, which is used for processing integration of the electric power electronic driving system and a control computing unit. Thus, the problems resulting from the high level integration of the power electronic drive system with the control and calculation unit can be solved. In the next generation of centralized power electronic system architecture, the present invention can also meet the requirement of high speed communication and regional function distribution.

The above description is only a preferred embodiment of the present invention and is not intended to limit the present invention, and various modifications and changes may be made by those skilled in the art. Any modification, equivalent replacement, or improvement made within the spirit and principle of the present invention should be included in the protection scope of the present invention.

Claims

1. An electric power electronic drive control system for a chassis of an electric vehicle, comprising:

a power electronic driving device having a first mechanical housing; and

a power electronic control module, coupled to the power electronic driving device, having a second mechanical housing, comprising:

a first voltage input terminal for receiving a first input voltage;

a second voltage input terminal for receiving a second input voltage;

a communication interface for receiving a signal;

a first primary electrical fuse (eFuse) coupled to the first voltage input for adjusting the first input voltage;

a second primary electrical fuse coupled to the second voltage input for adjusting the second input voltage to generate a third input voltage according to the first primary electrical fuse and the second primary electrical fuse;

a power management module, coupled to the first and second primary eFuses, for converting the third input voltage into a current;

a plurality of eFuses coupled to the first primary eFuse and the second primary eFuse for generating a plurality of output voltages according to the third input voltage; and

and the main control computing module is coupled with the communication interface and the power management module and used for processing the signal so as to generate a driving signal according to the signal and transmit the driving signal to the power electronic driving device.

2. The power electronic drive control system for the chassis of the electric vehicle as claimed in claim 1, wherein the power electronic drive device and the power electronic control module are attached by the first mechanical housing and the second mechanical housing.

3. The system as claimed in claim 1, wherein the power electronic control module is disposed on a Printed Circuit Board (PCB).

4. The system of claim 1 wherein the primary control computing module has a capability of hardware isolation.

5. The power electronic drive control system for electric vehicle chassis of claim 1 wherein said current is used to drive said primary control calculation module.

6. The power electronic drive control system for electric vehicle chassis according to claim 1, wherein the plurality of output voltages are provided to a plurality of control units (ECUs) having a plurality of safety levels for use.

7. The power electronic drive control system for an electric vehicle chassis of claim 1, wherein the power electronic control module supports at least one of an ethernet protocol, a flexible data rate controller area network (CAN FD) protocol, and a Local Interconnect Network (LIN) protocol.

8. The system of claim 1 wherein said primary control computing module has a capability for a big data diagnostics.

9. The system of claim 1 wherein the primary control computing module has a cloud computing capability.

10. The power electronic drive control system for an electric vehicle chassis of claim 1 wherein said signal is transmitted by a body sensing device, a chassis sensing device or a powertrain sensing device.

11. The system of claim 1 wherein the primary control computing module transmits an execution signal to a body implement, a chassis implement, or a powertrain implement via the communication interface.

12. The power electronic drive control system for an electric vehicle chassis according to claim 1, wherein the drive signal is a Pulse Width Modulation (PWM) signal.

13. The system as claimed in claim 1, wherein the power electronic driving device comprises a power electronic driving module and a power electronic power module.

14. The power electronic drive control system for an electric vehicle chassis of claim 1, wherein the power electronic control module dissipates heat with a heat sink of the power electronic drive through the first mechanical enclosure and the second mechanical enclosure.