CN117162861A

CN117162861A - Vehicle power domain control system and electric automobile

Info

Publication number: CN117162861A
Application number: CN202311385747.9A
Authority: CN
Inventors: 吕俊磊; 朱明�; 陈斌; 曹金满
Original assignee: Jidu Technology Wuhan Co ltd
Current assignee: Jidu Technology Wuhan Co ltd
Priority date: 2023-10-23
Filing date: 2023-10-23
Publication date: 2023-12-05

Abstract

The disclosure provides a vehicle power domain control system and an electric automobile. The power conversion module is used for receiving a first voltage provided by the power battery and respectively supplying power to the first load and the second load after processing the first voltage; the power domain control module is used for responding to the vehicle control instruction and generating a corresponding control signal according to the vehicle control instruction; the motor driving module is connected between the power domain control module and the driving motor, and is used for generating corresponding driving signals according to the control signals output by the power and the controller, and driving the driving motor to work based on the driving signals so as to convert the electric energy provided by the power battery into mechanical energy for driving the electric automobile to run; the power conversion module, the power domain control module and the motor driving module are integrated on the same circuit board. The embodiment of the application can reduce the production cost and the complexity of circuit layout.

Description

Vehicle power domain control system and electric automobile

Technical Field

The disclosure relates to the technical field of electric automobiles, in particular to a vehicle power domain control system and an electric automobile.

Background

With the continuous development of the automobile industry, electric automobiles are increasingly favored by people. Currently, a distributed controller architecture is generally adopted in a controller of an electric automobile, and based on the distributed controller architecture, each function corresponds to an independent controller, such as a whole vehicle controller, a motor controller and the like. Although the distributed architecture can realize various functions of the electric automobile, as the controllers are distributed and independently arranged, the distributed architecture not only has higher production cost, but also increases the complexity of circuit arrangement.

Disclosure of Invention

The embodiment of the disclosure provides a vehicle power domain control system and a vehicle, which can reduce the complexity of circuit layout while reducing the production cost.

The embodiment of the disclosure provides a vehicle power domain control system which is applied to an electric automobile, wherein the electric automobile comprises a power battery, a driving motor, a first load and a second load, and the working voltage of the first load is larger than that of the second load; the control system includes:

the power conversion module is connected with the power battery and is used for receiving a first voltage provided by the power battery and respectively supplying power to the first load and the second load after processing the first voltage;

the power domain control module is used for responding to a vehicle control instruction and generating a corresponding control signal according to the vehicle control instruction, wherein the vehicle control instruction is generated based on operation information of a driver for the electric automobile;

the motor driving module is connected between the power domain control module and the driving motor, and is used for generating corresponding driving signals according to the control signals output by the power domain control module, and driving the driving motor to work based on the driving signals so as to convert the electric energy provided by the power battery into mechanical energy for driving the electric automobile to run;

the power conversion module and the motor driving module are high-voltage modules, the power domain control module is a low-voltage module, and the power conversion module, the power domain control module and the motor driving module are integrated on the same circuit board.

In one possible implementation, the power domain control module includes a motor control module connected to the motor drive module for generating the control signal according to the vehicle control command;

the power domain control module further comprises a whole vehicle control module and/or a battery management module;

the whole vehicle control module is used for acquiring operation information of a driver aiming at the electric vehicle and generating the vehicle control instruction based on the operation information;

the battery management module is connected with the power battery and is used for monitoring and managing the battery state of the power battery under different working conditions.

In one possible implementation, at least two modules of the motor control module, the vehicle control module and the battery management module are integrated on the same chip.

In one possible implementation, the circuit board includes a first region and a second region, the power conversion module and the motor driving module are disposed in the first region, and the power domain control module is disposed in the second region.

In a possible embodiment, an isolation region is further provided between the first region and the second region.

In one possible embodiment, the power conversion module includes a power conversion unit and a power splitting unit;

the power conversion unit is connected with the power battery and is used for converting a first voltage provided by the power battery into a second voltage and then supplying power to the second load, and the second voltage is smaller than the first voltage;

the power supply branching unit is connected with the power battery and is used for branching the first voltage provided by the power battery and then outputting the first voltage to different first loads.

In one possible implementation manner, the power conversion module further includes a power management unit, where the power management unit is connected to the power domain control module and the power conversion unit, and the power management unit is configured to receive a voltage adjustment signal output by the power domain control module, and adjust the second voltage converted and output by the power conversion unit according to the voltage adjustment signal.

In one possible embodiment, the motor driving module includes a driving unit and an insulated gate bipolar transistor unit;

the driving unit is connected with the power domain control module and is used for amplifying a control signal provided by the power domain control module to be converted into the driving signal and driving the insulated gate bipolar transistor unit to work based on the driving signal;

the insulated gate bipolar transistor unit is used for adjusting the electric energy output by the power battery so as to be matched with the electric energy required by the driving motor.

In one possible implementation manner, the vehicle power domain control system further comprises an isolation sampling module, wherein one end of the isolation sampling module is connected with the power domain control module, the other end of the isolation sampling module is respectively connected with the driving motor and/or the power battery, and the power domain control module is further used for respectively sampling the working state data of the driving motor and/or the power battery through the isolation sampling module.

The embodiment of the disclosure provides an electric automobile, which comprises a power battery, a driving motor, a first load, a second load and a vehicle power domain control system according to any one of the possible implementation manners; the vehicle power domain control system is respectively connected with the power battery, the driving motor, the first load and the second load.

According to the vehicle power domain control system and the electric automobile provided by the embodiment of the disclosure, as the power conversion module and the motor driving module for realizing high-voltage control of the vehicle and the power domain control module for realizing low-voltage control are integrated on the same circuit board, the integration level of the vehicle power domain control system is improved, the production cost can be reduced, and the complexity of circuit arrangement among all the modules can be reduced.

The foregoing objects, features and advantages of the disclosure will be more readily apparent from the following detailed description of the preferred embodiments taken in conjunction with the accompanying drawings.

Drawings

In order to more clearly illustrate the technical solutions of the embodiments of the present disclosure, the drawings required for the embodiments are briefly described below, which are incorporated in and constitute a part of the specification, these drawings showing embodiments consistent with the present disclosure and together with the description serve to illustrate the technical solutions of the present disclosure. It is to be understood that the following drawings illustrate only certain embodiments of the present disclosure and are therefore not to be considered limiting of its scope, for the person of ordinary skill in the art may admit to other equally relevant drawings without inventive effort.

Fig. 1 shows a schematic block diagram of an electric vehicle provided by an embodiment of the present disclosure;

FIG. 2 illustrates a functional block diagram of a vehicle power domain control system provided by an embodiment of the present disclosure;

FIG. 3 illustrates a functional block diagram of a power domain control module provided by an embodiment of the present disclosure;

FIG. 4 shows a schematic layout of a circuit board provided by an embodiment of the present disclosure;

fig. 5 illustrates a functional block diagram of a vehicle power domain control system provided by an embodiment of the present disclosure.

Detailed Description

For the purposes of making the objects, technical solutions and advantages of the embodiments of the present disclosure more apparent, the technical solutions in the embodiments of the present disclosure will be clearly and completely described below with reference to the drawings in the embodiments of the present disclosure, and it is apparent that the described embodiments are only some embodiments of the present disclosure, but not all embodiments. The components of the embodiments of the present disclosure, which are generally described and illustrated in the figures herein, may be arranged and designed in a wide variety of different configurations. Thus, the following detailed description of the embodiments of the present disclosure provided in the accompanying drawings is not intended to limit the scope of the disclosure, as claimed, but is merely representative of selected embodiments of the disclosure. All other embodiments, which can be made by those skilled in the art based on the embodiments of this disclosure without making any inventive effort, are intended to be within the scope of this disclosure.

It should be noted that: like reference numerals and letters denote like items in the following figures, and thus once an item is defined in one figure, no further definition or explanation thereof is necessary in the following figures.

The term "and/or" is used herein to describe only one relationship, meaning that there may be three relationships, e.g., a and/or B, which may mean: a exists alone, A and B exist together, and B exists alone. In addition, the term "at least one" herein means any one of a plurality or any combination of at least two of a plurality, for example, including at least one of A, B, C, and may mean including any one or more elements selected from the group consisting of A, B and C.

It is found that, at present, a distributed controller architecture is generally adopted in the controller of the electric automobile, and based on the distributed controller architecture, each function corresponds to an independent controller, such as a whole vehicle controller, a motor controller and the like. However, the distributed architecture can realize various functions of the electric automobile, but because the controllers are distributed and independently arranged, the production cost is high, and the complexity of circuit arrangement is increased.

Based on the above-mentioned research, the embodiment of the disclosure provides an electric automobile and an application and vehicle power domain control system on the electric automobile, and the vehicle power domain control system integrates a power conversion module and a motor driving module for realizing high-voltage control of the vehicle and a power domain control module for realizing low-voltage control on the same circuit board, so that the integration level of the vehicle power domain control system is improved, the production cost can be reduced, and the complexity of circuit arrangement among all the modules can be reduced.

The electric vehicles in the embodiments of the present disclosure include battery electric vehicles (BEV, battery Electric Vehicle), hybrid electric vehicles (HEV, hybrid Electric Vehicle), plug-in hybrid electric vehicles (PHEV, plug In Hybrid Electric Vehicle), and the like, without specific limitation.

Embodiments of the present disclosure are described below with reference to the accompanying drawings. In the embodiment of the present disclosure, a battery electric vehicle is taken as an example to describe the structure of the electric vehicle.

Referring to fig. 1, an electric motor car 1000 includes a vehicle power domain control system 100, a power battery 200, a driving motor 300, a first load 400, and a second load 500. Wherein the operating voltage of the first load 400 is greater than the operating voltage of the second load 500, i.e. the first load may be referred to as a high voltage load and the second load may be referred to as a low voltage load.

Wherein the power battery 200 is electrically connected to the vehicle power domain control system 100 for storing and providing electrical energy. The power battery 200 includes, but is not limited to, a lead-acid battery, a lithium iron phosphate battery, a nickel hydrogen battery, a nickel cadmium battery, and the like. In some embodiments, the power cell 200 may also include a supercapacitor.

It will be appreciated that the power cell 200 is typically configured to output a relatively high voltage (e.g., 380V) to provide energy to the electric vehicle 1000 for traveling. In practical applications, the power battery 200 may include a battery pack, where the battery pack includes a plurality of series-parallel unit batteries (also referred to as battery cells), so that the number of the unit batteries included in the battery pack can be determined according to the actual requirements, and further different voltage outputs can be realized according to the actual requirements.

Drive motor 200 (commonly referred to as a "motor") refers to an electromagnetic device that performs electrical energy conversion or transfer according to the law of electromagnetic induction, and is electrically connected to vehicle power domain control system 100 and to wheels (not shown). Its main function is to generate driving torque as the power source of the wheels. In some embodiments, drive motor 200 may also convert mechanical energy into electrical energy, i.e., function as a generator.

It will be appreciated that a transmission (not shown) may be further provided between the driving motor 200 and the wheels, for transmitting the power source generated by the driving motor 200 to the wheels to drive the electric vehicle 1000. The transmission may include, for example, a drive shaft (not shown) connected between the two wheels and a differential disposed on the drive shaft.

The power cell 200 may also power the first load 400 and the second load 500, respectively, by way of the vehicle power domain control system 100, for example. In some embodiments, the first load 400 may include a PTC heater, an air conditioning unit, and the like. The second load 500 may include low pressure automotive accessories such as a cooling pump, a fan, a power steering device, a brake, and the like.

The structure of the electric vehicle 1000 illustrated in the embodiment of the present disclosure does not constitute a specific limitation of the electric vehicle 1000. In other embodiments of the present disclosure, the electric vehicle 1000 may include more or fewer components than shown, or certain components may be combined, or certain components may be split, or different arrangements of components. The illustrated components may be implemented in hardware, software, or a combination of software and hardware.

The following describes in detail the vehicle power domain control system 100 provided in the embodiment of the present disclosure.

Referring to fig. 2, the vehicle power domain control system 100 includes a power conversion module 10, a power domain control module 20, and a motor drive module 30. The power conversion module 10 and the motor driving module 30 are high-voltage modules, the power domain control module 20 is a low-voltage module, and the power conversion module 10, the power domain control module 20 and the motor driving module 30 are integrated on the same circuit board (Printed Circuit Board, PCB).

The power conversion module 10 is connected to the power battery 200, and is configured to receive a first voltage provided by the power battery 200, and to convert the first voltage to power the first load 400 and the second load 500 respectively.

The power domain control module 20 is configured to respond to a vehicle control command, and generate a corresponding control signal according to the vehicle control command, where the vehicle control command is generated based on operation information of a driver for the electric vehicle 1000.

The motor driving module 30 is connected between the power domain control module 20 and the driving motor 300, and is electrically connected with the power battery 200, and is configured to generate a corresponding driving signal according to a control signal output by the power domain control module 10, and drive the driving motor 300 to operate based on the driving signal, so as to convert the electric energy provided by the power battery 200 into mechanical energy for driving the electric vehicle 1000 to travel.

In the embodiment of the disclosure, the vehicle power domain control system 100 integrates the power conversion module 10 and the motor driving module 30 for realizing high-voltage control of the vehicle and the power domain control module 20 for realizing low-voltage control on the same circuit board, so that the integration level of the vehicle power domain control system is improved and the high-voltage and low-voltage sharing is realized, thus, not only the production cost is reduced, but also the complexity of circuit arrangement among the modules is reduced.

Referring to FIG. 3, in some embodiments, the power domain control module 20 includes a motor control module 21, the motor control module 21 being coupled to the motor drive module 30 for generating the control signal based on the vehicle control command.

It can be appreciated that the motor control module 21 can actively operate to control the motor driving module 30 to operate, so that the driving motor 300 operates according to the set direction, speed, angle and response time, so as to realize the starting operation, advancing and retreating speed, climbing force and other driving states of the electric vehicle 1000, or assist the electric vehicle 1000 to brake, and store part of braking energy into the power battery 200.

The power domain control module 20 further includes a whole vehicle control module 22, a battery management module 23, and a power control module 24. The whole vehicle control module 22 is configured to obtain operation information of a driver for the electric vehicle 1000, and generate the vehicle control instruction based on the operation information. The battery management module 23 is connected to the power battery 200, and is configured to monitor and manage battery states of the power battery 200 under different working conditions.

Specifically, the whole vehicle control module is a core control module of the whole electric vehicle 1000, which is equivalent to the brain of the vehicle. The device can collect signals of an accelerator pedal, signals of a brake pedal and signals of other components, and control the action of controllers of all the components at the lower layer to drive the automobile to run normally after corresponding judgment is made. As a command management center of the automobile, the main functions of the entire vehicle control module 22 include: driving torque control, optimal control of braking energy, energy management of the whole vehicle, maintenance and management of a CAN (Controller Area Network ) network, diagnosis and treatment of faults, vehicle state monitoring and the like, and play a role in controlling the operation of the vehicle.

The battery management module 23 is electrically connected to the power battery 200 and is communicatively connected to the vehicle control module 22. The battery management module 23 is configured to monitor and estimate the state of the power battery 200 under different working conditions, so as to improve the utilization rate of the power battery 200, prevent the power battery 200 from being overcharged and overdischarged, and thus prolong the service life of the power battery 200.

Illustratively, the main functions of the battery management module 23 may include: monitoring physical parameters of a battery in real time; estimating a battery state; on-line diagnosis and early warning; charging, discharging and pre-charging control; balance management and thermal management, etc.

The power control module 24 is configured to receive a voltage adjustment signal output by the overall vehicle control module 22, and adjust the second voltage converted and output by the power conversion unit 11 according to the voltage adjustment signal _。 In this way, the power control module 24 can control the power conversion module 10, regulate the second voltage converted and output by the power conversion module 10, regulate the adapted second voltage according to different scenes, and help to promote the adaptation of the power conversion module 10Usability.

Optionally, in some embodiments, at least two modules of the motor control module 21, the vehicle control module 22 and the battery management module 23 are integrated on the same chip for further integration.

In some possible embodiments, the power domain control module 20 may further include at least one of the following:

an automatic tail gate control module, an active tail wing control module, an automatic parking control module and the like.

The automatic tail door control module is used for controlling the automatic opening or closing of the trunk of the vehicle; the automobile tail wing is a protrusion of a duck tail arranged at the rear end of the automobile trunk cover, and belongs to a part of automobile aerodynamic suite.

Referring to fig. 4, the circuit board includes a first area S1 and a second area S2, the power conversion module 10 and the motor driving module 30 are disposed in the first area S1, and the power domain control module 20 is disposed in the second area S2. In this way, by separating the module for achieving high voltage control and the module for achieving low voltage control in the circuit board layout, the interference of electromagnetic radiation of the high voltage module on the low voltage module can be reduced.

Optionally, in order to propose to reduce the influence between the high and low voltage modules, an isolation region S3 is further provided between the first region S1 and the second region S2. Specifically, the size of the isolation region S3 may be determined according to actual conditions.

Referring to fig. 5, in some embodiments, the power conversion module 10 includes a power conversion unit 11 and a power splitting unit 12. The power conversion unit 11 is connected to the power battery 200, and is configured to convert a first voltage provided by the power battery 200 into a second voltage, and then supply power to the second load 500, where the second voltage is smaller than the first voltage. The power conversion unit 11 may include a DC/DC converter, for example. The first voltage may be 380V and the second voltage may be 12V. Of course, in other embodiments, the first voltage and the second voltage may have other values, which are not limited herein.

The power splitting unit 12 is connected to the power battery 200, and configured to split a first voltage provided by the power battery 200 and output the split first voltage to different first loads 400, so as to supply power to multiple different first loads 500.

The motor driving module 30 includes a driving unit 31 and an insulated gate bipolar transistor (IGBT, insulated Gate Bipolar Transistor) unit 32, for example. Wherein the IGBT cells are also called IGBT modules. The driving unit 31 is connected to the power domain control module 20, and is configured to amplify a control signal provided by the power domain control module 20 to convert the control signal into the driving signal, and drive the IGBT unit 32 to work based on the driving signal, where the IGBT unit 32 is configured to adjust the electric energy output by the power battery 200 to adapt to the electric energy required by the driving motor 300.

In some possible embodiments, the vehicle power domain control system 100 further includes an isolation module 40, where the isolation module 40 includes a first isolation unit 41 and a second isolation unit 42, a high voltage end of the first isolation unit 41 is connected to the power battery 200, a low voltage end of the first isolation unit 41 is connected to the battery management module 23, and the first isolation unit 41 is configured to collect battery state information of the power battery 200 and transmit the battery state information to the battery management module 23, and in addition, the first isolation unit 41 further isolates a control signal output by the battery management module 23 and then controls opening and closing of a bus relay of the power battery 200. The battery state information includes at least one of a battery voltage, a current, an internal resistance, a temperature, and a remaining power.

The high-voltage end of the second isolation unit 42 is connected to the driving motor 300, and the low-voltage end of the second isolation unit 42 is connected to the motor control module 21. The second isolation unit 42 is configured to collect motor status information of the driving motor 300, and transmit the motor status information to the motor control module 21. The motor state information comprises motor temperature, motor rotation speed, motor rotor position and the like.

The first isolation unit 41 and the second isolation unit 42 may be isolated by an optical coupler or an isolation chip, and are not particularly limited herein, as long as an isolation effect can be achieved. In some embodiments, the first isolation unit 41 is isolated by using an optical coupler, and the second isolation unit 42 is isolated by using an isolation chip.

It should be understood that the embodiments described above are some, but not all, of the embodiments of the present disclosure. All other embodiments, which can be made by one of ordinary skill in the art without undue burden from the disclosed embodiments, are within the scope of the disclosed embodiments.

In describing embodiments of the present disclosure, it should be noted that the terms "center", "upper", "lower", "left", "right", "vertical", "horizontal", "inner", "outer", and the like indicate an azimuth or a positional relationship based on that shown in the drawings, or that the disclosed product is conventionally put in place when used, merely for convenience of describing the present disclosure and simplifying the description, and do not indicate or imply that the electric vehicle or element to be referred to must have a specific azimuth, be configured and operated in a specific azimuth, and thus should not be construed as limiting the present disclosure. Furthermore, the terms "first," "second," "third," and the like are used merely to distinguish between descriptions and should not be construed as indicating or implying relative importance.

In the description of the present disclosure, it should also be noted that, unless explicitly specified and limited otherwise, the terms "disposed," "mounted," "connected," and "connected" are to be construed broadly, and may be, for example, fixedly connected, detachably connected, or integrally connected; can be mechanically or electrically connected; can be directly connected or indirectly connected through an intermediate medium, and can be communication between two elements. The specific meaning of the terms in this disclosure will be understood by those of ordinary skill in the art in the specific context.

Finally, it should be noted that: the foregoing examples are merely specific embodiments of the present disclosure, and are not intended to limit the scope of the disclosure, but the present disclosure is not limited thereto, and those skilled in the art will appreciate that while the foregoing examples are described in detail, it is not limited to the disclosure: any person skilled in the art, within the technical scope of the disclosure of the present disclosure, may modify or easily conceive changes to the technical solutions described in the foregoing embodiments, or make equivalent substitutions for some of the technical features thereof; such modifications, changes or substitutions do not depart from the spirit and scope of the technical solutions of the embodiments of the disclosure, and are intended to be included within the scope of the present disclosure. Therefore, the protection scope of the present disclosure shall be subject to the protection scope of the claims.

Claims

1. The vehicle power domain control system is characterized by being applied to an electric vehicle, wherein the electric vehicle comprises a power battery, a driving motor, a first load and a second load, and the working voltage of the first load is larger than that of the second load; the control system includes:

2. The control system of claim 1, wherein the power domain control module comprises at least one of a motor control module, a vehicle control module, a battery management module, and a power control module;

the motor control module is connected with the motor driving module and is used for generating the control signal according to the vehicle control instruction;

the whole vehicle control module is used for acquiring the operation information of a driver aiming at the electric vehicle and generating the vehicle control instruction based on the operation information;

the battery management module is connected with the power battery and is used for monitoring and managing battery states of the power battery under different working conditions;

the power supply control module is used for receiving a voltage regulation signal output by the whole vehicle control module and regulating the voltage converted and output by the power supply conversion unit according to the voltage regulation signal.

3. The control system of claim 2, wherein at least two of the motor control module, the vehicle control module, the battery management module, and the battery control module are integrated on the same chip.

4. The control system of claim 1, wherein the circuit board includes a first region and a second region, the power conversion module and the motor drive module are disposed in the first region, and the power domain control module is disposed in the second region.

5. The control system of claim 4, wherein an isolation region is further provided between the first region and the second region.

6. The control system of claim 1, wherein the power conversion module comprises a power conversion unit and a power splitting unit;

7. The control system of claim 2, wherein the power domain control module further comprises at least one of an automatic tail gate control module, an active tail control module, and an automatic park control module.

8. The control system of claim 1, wherein the motor drive module comprises a drive unit and an insulated gate bipolar transistor unit;

9. The control system of claim 2, wherein the vehicle power domain control system further comprises an isolation module comprising a first isolation unit, a second isolation unit, the high voltage end of the first isolation unit being connected to the power battery, the low voltage end of the first isolation unit being connected to the battery management module;

the high-voltage end of the second isolation unit is connected with the driving motor, and the low-voltage end of the second isolation unit is connected with the motor control module.

10. An electric vehicle characterized by comprising a power battery, a drive motor, a first load, a second load, and a vehicle power domain control system according to any one of claims 1-9; the vehicle power domain control system is respectively connected with the power battery, the driving motor, the first load and the second load.