CN210617830U - Integrated electric drive device and electric vehicle comprising same - Google Patents
Integrated electric drive device and electric vehicle comprising same Download PDFInfo
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- CN210617830U CN210617830U CN201921308227.7U CN201921308227U CN210617830U CN 210617830 U CN210617830 U CN 210617830U CN 201921308227 U CN201921308227 U CN 201921308227U CN 210617830 U CN210617830 U CN 210617830U
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Abstract
The present disclosure relates to an integrated electric drive device of an electric vehicle, comprising: a motor; a first conversion unit configured to operate in a rectification state or an inversion state according to control of the control unit; a second conversion unit selectively connected to a direct current terminal of the first conversion unit and configured to perform a step-up or step-down operation on the direct current from the first conversion unit according to control of a control unit to charge an energy storage unit of a vehicle; and a control unit configured to selectively control the operating state of the first conversion unit and the vehicle external power source, the first conversion unit, the second conversion unit, and the energy storage unit to achieve different operation modes of the electric drive device. The disclosure also relates to an electric vehicle comprising the electric drive. The electric drive according to the disclosure enables the multiplexing of power electronics with a vehicle; and reduces the manufacturing cost of the vehicle.
Description
Technical Field
The present disclosure relates to the field of electric vehicles, and more particularly, to an integrated electric drive device and an electric vehicle including the same.
Background
Driven by the dual pressures of energy crisis and environmental pollution, electric vehicles (and/or hybrid vehicles) are becoming a major trend in the future. Generally, an electric vehicle includes a rechargeable energy storage unit, a three-phase motor that drives the vehicle to travel using power supplied from the energy storage unit, and an inverter for driving the motor by means of the energy storage unit.
When the remaining power (SOC) in the energy storage unit is too low, it is necessary to charge the energy storage unit using a charger equipped in the vehicle, which is generally an ac charger that charges by external single-phase ac power or three-phase ac power.
In the existing electric vehicle, an inverter, a charger, a DC/DC converter and the like used in the charging process and the driving process are respectively and independently installed on the vehicle, and the use scene is single, which not only increases the complexity of the circuit and the manufacturing cost of the vehicle, but also causes the waste of power electronic devices.
Disclosure of Invention
In order to solve the above problems in the prior art, the present disclosure provides an integrated electric drive device for an electric vehicle, which integrates an inverter, a motor and a DC/DC converter, realizes multiplexing of power electronic devices, and can simultaneously support two-phase and three-phase ac charging; in addition, the device cancels a separate charger, an inverter and a direct current converter, reduces the fixed load of the vehicle and reduces the manufacturing cost of the vehicle.
The present disclosure proposes an integrated electric drive for an electric vehicle, comprising: an electric machine comprising a plurality of coil inductors, a first end of each coil inductor being connected to a vehicle external power source by a first switch and to a neutral point by a second switch; a first conversion unit, an alternating current terminal of which is connected to the second terminal of each coil inductance and is configured to operate in a rectification state or an inversion state according to the control of the control unit; a second conversion unit selectively connected to a direct current terminal of the first conversion unit and configured to perform a step-up or step-down operation on the direct current from the first conversion unit according to control of a control unit to charge an energy storage unit of a vehicle; and a control unit configured to selectively control the operating state of the first conversion unit and the vehicle external power source, the first conversion unit, the second conversion unit, and the energy storage unit to achieve different operation modes of the electric drive device.
Advantageously, the electric drive device further comprises: a third switch connected between a direct current terminal of the first conversion unit and a first terminal of the second conversion unit; a fourth switch connected between a second end of the second conversion unit and an energy storage unit of a vehicle; a fifth switch connected between a dc terminal of the first conversion unit and a second terminal of the second conversion unit; and a sixth switch connected between the first end of the second conversion unit and an energy storage unit of the vehicle, wherein the control unit is configured to selectively control an operation state of the first conversion unit and on/off of the first to sixth switches to realize different operation modes of the electric drive device.
Advantageously, the control unit is configured to close the first, third and fourth switches, open the second, fifth and sixth switches, and operate the first conversion unit in a rectification state to cause the alternating current from the vehicle external power supply to be used for charging the energy storage unit of the vehicle after the step-up operation.
Advantageously, the control unit is configured to close the first, fifth and sixth switches, open the second, third and fourth switches, and operate the first conversion unit in a rectification state to cause the alternating current from the vehicle external power source to be subjected to a step-down operation for charging the energy storage unit of the vehicle.
Advantageously, the control unit is configured to close the second, fifth and sixth switches, open the first, third and fourth switches, and operate the first conversion unit in a rectifying state to cause the motor regenerative feedback energy to be used for charging the energy storage unit of the vehicle after the voltage-reducing operation.
Advantageously, the control unit is configured to close the second, fifth and sixth switches, open the first, third and fourth switches, and operate the first conversion unit in an inverted state, so that the energy storage unit from the vehicle is used to drive the vehicle motor to rotate after being subjected to a boosting operation.
The present disclosure also proposes an electric vehicle comprising the above electric drive.
Drawings
FIG. 1 illustrates a schematic block diagram of an integrated electric drive for an electric vehicle according to the present disclosure; and
fig. 2 shows a circuit diagram of the integrated electric drive shown in fig. 1.
Detailed Description
An integrated electric drive according to the present disclosure will be described below by way of example with reference to the accompanying drawings. In the following description, numerous specific details are set forth in order to provide a more thorough understanding of the present disclosure to those skilled in the art. It will be apparent, however, to one skilled in the art, that implementations of the present disclosure may be practiced without some of these specific details. Rather, it is contemplated that the present disclosure may be practiced with any combination of the following features and elements, whether or not they relate to different embodiments. Thus, the following aspects, features, embodiments and advantages are merely illustrative and should not be considered elements or limitations of the claims except where explicitly recited in a claim(s).
Fig. 1 shows a schematic block diagram of an integrated electric drive for a vehicle according to the present disclosure, and fig. 2 shows a circuit diagram of the integrated electric drive shown in fig. 1. As shown in fig. 1 and 2, the apparatus includes a control unit 11, a motor 12, a traction power conversion unit 13, and a bidirectional buck-boost conversion unit 14. The functions of the respective modules and the connection relationship therebetween will be described in detail below.
The motor 12 rotates the wheel by means of a motor output member, is configured as a permanent magnet/AC induction motor, and includes an induction unit 121 composed of a plurality of induction coils. As shown in fig. 2, the inductance unit 121 is constituted by three-phase windings (inductances L1, L2, L3), in the driving mode, inductances L1, L2, L3 are configured as induction coils serving as excitation of externally input alternating current, and inductances L1, L2, L3 are connected at one end to the traction power conversion unit 13 and at the other end to a neutral point to drive the vehicle motor to rotate by means of electric power from the energy storage unit of the vehicle; in the charging mode, the inductances L1, L2, L3 are configured as filter inductances for filtering the external input alternating current, wherein the inductances L1, L2, L3 open the neutral point by means of the switches S4, S5, S6, respectively, and are connected to the external power grid by means of further switches S1, S2, S3 for charging the vehicle energy storage unit by means of the external power grid. In a particular example of a charging mode, such as where regenerative energy feedback occurs, the electric machine 12 now acts as a generator and charges the energy storage unit with the generated regenerative feedback energy.
The traction power conversion unit 13 is a bidirectional DC/AC converter including a plurality of semiconductor switching tubes Q1-Q6, which may be configured to operate in a rectifying state or an inverting state according to the control of the control unit 11. The ac terminal of the traction power conversion unit 13 is connected to the inductors L1, L2, L3 of the motor 12, and the dc terminal is connected to the bidirectional buck-boost conversion unit 14 via the switches 2PS1 or 3PS3, which is configured to convert ac power from the motor (in the case of regenerative feedback) or the external grid into dc power for charging the energy storage unit (i.e., "charging mode" when the traction power conversion unit 13 functions as a rectifier) or convert dc power from the energy storage unit into ac power for driving the motor (i.e., "driving mode" when the traction power conversion unit 13 functions as an inverter) under the control of the control unit 11.
The bidirectional buck-boost conversion unit 14 is a DC/DC converter, which is composed of two semiconductor switching tubes Q13, Q14 and a choke inductor L5, and includes a first terminal and a second terminal. The bidirectional buck-boost converter unit 14 has a first terminal connected to the dc terminal of the traction power converter unit 13 via the switch 2PS1 and to the energy storage unit of the vehicle via the switch 3PS4, and a second terminal connected to the dc terminal of the traction power converter unit 13 via the switch 3PS3 and to the energy storage unit of the vehicle via the switch 2PS 2.
The control unit 11 may be configured to selectively control on and off of the switches 2PS1, 2PS2, 3PS3, 3PS4 so that the bidirectional buck-boost converting unit 14 performs a boost or buck operation on the dc voltage from the traction power converting unit 13 or the energy storage unit of the vehicle. For example, when the switches 2PS1, 2PS2 are closed and the switches 3PS3, 3PS4 are open, the step-up/step-down converting unit 14 performs a step-up operation on the direct current from the traction power converting unit 13 or performs a step-down operation on the direct current from the energy storage unit of the vehicle; when the switches 2PS1, 2PS2 are open and the switches 3PS3, 3PS4 are closed, the step-up/step-down converting unit 14 performs a step-down operation on the direct current power from the traction power converting unit 13 or performs a step-up operation on the direct current power from the energy storage unit of the vehicle.
The control unit 11 may be configured to selectively control the switching of the switches S1-S6, 2PS1, 2PS2, 3PS3, 3PS4 and the operating state of the traction power conversion unit 13 to achieve different operating modes of the integrated electric drive according to the present disclosure.
Herein, the operation mode of the integrated electric drive is broadly classified into two modes, a "charging mode" and a "driving mode". The term "drive mode" as used herein refers to driving the vehicle's electric machine with the energy storage unit of the vehicle during vehicle travel. The "charging mode" referred to herein relates to the following two cases:
charging an energy storage unit of the vehicle by means of an external power source, in particular by means of a three-phase voltage or a two-phase voltage, while the vehicle is stationary (e.g. parked in a garage); and
in the event of feedback energy occurring during the driving of the vehicle, the regenerative feedback energy is used for charging the energy storage unit of the vehicle, i.e. the energy storage unit is charged by means of the regenerative energy. In this context, regenerative braking or regenerative braking refers to the conversion of mechanical energy on a load into electrical energy by means of an electric machine during braking or freewheeling of the vehicle and the storage in an energy storage unit, in which case the vehicle electric machine acts as a generator.
In the present disclosure, the semiconductor switching transistors Q1-Q6 and Q13-Q14 may be implemented as field effect transistors (e.g., MOSFETs and JFETs) or Insulated Gate Bipolar Transistors (IGBTs). Preferably, a freewheeling diode (not shown in fig. 2) may be connected in parallel to each semiconductor switch transistor to prevent the switch transistor from being broken down by a reverse voltage. In addition, two ends of the buck-boost converting unit 14 may be respectively connected in parallel with a filter capacitor C1 and a filter capacitor C2, which are used for filtering out harmonics in the input signal or the output signal of the buck-boost converting unit 14.
Herein, the vehicle external power source (i.e., "off-vehicle power source") is 220V commercial power or 380V three-phase alternating current. As a first example, assuming that both the vehicle motor and the energy storage unit operate at a 400v voltage platform, an exemplary mode of operation of an integrated electric drive for a vehicle according to the present disclosure under that platform may be described as follows.
Charging an energy storage unit by means of a three-phase voltage
The operating mode refers to charging an energy storage unit of the vehicle by means of an external three-phase network. In this mode, switches S1-S3 are closed and S4-S6 are open, so that the ac power of the external grid is filtered by motor inductors L1, L2 and L3 and then transmitted to the traction power conversion unit 13, and at this time, the traction power conversion unit 13 is composed of Q1-Q6 switching tubes. The traction power conversion unit 13 operates in a rectification mode to convert the ac power of the external grid into dc power.
Further, 2PS1 and 2PS2 are opened, 3PS3 and 3PS4 are closed, the direct current output from the traction power conversion unit 13 is input to the second end of the bidirectional buck-boost conversion unit 14, the bidirectional buck-boost conversion unit 14 performs a buck operation on the direct current output from the traction power conversion unit, and the direct current after the buck operation is input to the energy storage unit of the vehicle via the first end of the bidirectional buck-boost conversion unit 14 to charge the energy storage unit.
Charging an energy storage cell by means of a two-phase voltage
The operating mode refers to charging an energy storage unit of the vehicle by means of an external two-phase voltage. In the mode, switches S1-S2 are closed, and switches S3-S6 are opened, so that alternating current of an external power grid is filtered by motor inductors L1 and L2 and then transmitted to the traction power conversion unit 13, at the moment, the traction power conversion unit 13 is composed of Q1-Q4 switching tubes, and Q5-Q6 do not work. The traction power conversion unit 13 operates in a rectification mode to convert the ac power of the external grid into dc power.
Further, 2PS1 and 2PS2 are closed, 3PS3 and 3PS4 are opened, the direct current output from the traction power conversion unit 13 is input to a first end of the bidirectional buck-boost conversion unit 14, the bidirectional buck-boost conversion unit 14 performs a boosting operation on the direct current output from the traction power conversion unit, and the direct current after the boosting operation is input to an energy storage unit of the vehicle via a second end of the bidirectional buck-boost conversion unit 14 to charge the energy storage unit.
As a second example, assuming that the vehicle electric machine operates at an 800V voltage platform and the energy storage unit operates at a 400V voltage platform, exemplary operating modes of the integrated electric drive for a vehicle according to the present disclosure under such platforms may be described as follows.
Charging an energy storage unit by means of regenerative feedback energy
In this mode of operation, switches S1-S3 are open, S4-S6 are closed, and the vehicle motor functions as a generator. The alternating current generated by the motor under the feedback of the regenerated energy is transmitted to the traction power conversion unit 13, and the traction power conversion unit 13 consists of Q1-Q6 switching tubes and works in a rectification mode to convert the alternating current provided by the motor into direct current.
Further, the switches 2PS1 and 2PS2 are opened, the switches 3PS3 and 3PS4 are closed, the direct current output from the traction power conversion unit 13 is input to the second terminal of the bidirectional buck-boost conversion unit 14, the bidirectional buck-boost conversion unit 14 performs a buck operation on the direct current output from the traction power conversion unit 13, and the direct current after the buck operation is input to the energy storage unit of the vehicle via the first terminal of the bidirectional buck-boost conversion unit 14 to charge the energy storage unit.
Driving an electric machine by means of an energy storage unit of a vehicle
In this operation mode, the switches 2PS1 and 2PS2 are opened, the switches 3PS3 and 3PS4 are closed, the dc power from the energy storage unit of the vehicle is input to the first end of the bidirectional buck-boost conversion unit 14, the bidirectional buck-boost conversion unit 14 performs a boost operation on the dc power from the energy storage unit, and the dc power after the boost operation is input to the traction power conversion unit 13 via the second end of the bidirectional buck-boost conversion unit 14, at this time, the traction power conversion unit 13 is composed of Q1-Q6 switching tubes and operates in an inverter mode to convert the dc power from the bidirectional buck-boost conversion unit 14 into ac power. Further, the switches S1-S3 are opened, S4-S6 are closed, and the inductors L1-L3 are configured as winding coils to drive the motor to rotate by the alternating current converted by the traction power conversion unit 13.
As a third example, assuming that both the vehicle motor and the energy storage unit operate at a 800v voltage platform, different from the first and second examples, in an operation mode in which the vehicle energy storage unit is charged by external three-phase alternating current, the switches 2PS1 and 2PS2 are closed, and the switches 3PS3 and 3PS4 are opened to perform a boosting operation of direct current from the traction power conversion unit 13 by the bidirectional buck-boost conversion unit 14, and transmit the boosted direct current to the energy storage unit to charge it. Further, in an operation mode in which the energy storage unit is charged by regenerative energy of the motor, the switches 2PS1 and 2PS2 are closed, and the switches 3PS3 and 3PS4 are opened, so that the direct current from the traction power conversion unit 13 is subjected to a boosting operation by the bidirectional boost-buck conversion unit 14, and the boosted direct current is input to the energy storage unit of the vehicle via the first end of the bidirectional boost-buck conversion unit 14 to charge it.
It will be understood by those skilled in the art that an electric drive in accordance with the present disclosure is not limited to the above-listed modes of operation, but includes all possible modes of operation that can be achieved using the connections or circuit configurations of the present disclosure. For example, the following variations are within the scope of the disclosure:
the present disclosure focuses on the description that the control unit 11 implements different operation modes of the integrated electric drive by controlling the on-off states of the respective switches S1-S6, 2PS1, 2PS2, 3PS3 and 3PS 4. It will be understood by those skilled in the art that the various modules (traction power conversion unit 13 and bidirectional buck-boost conversion unit 14) that make up the integrated electric drive of the present disclosure, and in particular the semiconductor switching tubes that make up these modules, may also be controlled. For example, the control unit 11 inputs different control signals to the enable control terminals of the switching tubes Q1-Q6 to control the on/off states of the switching tubes, so that the traction power conversion unit 13 operates in a rectification mode or an inversion mode.
In the present disclosure, the term "connected" refers to "electrically connected". Furthermore, the terms "comprises" and "comprising" mean that, in addition to elements directly and explicitly recited in the specification and claims, elements not directly or explicitly recited are excluded from the scope of the present application. Furthermore, terms such as "first", "second", "third", and the like do not denote any order of components or values in time, space, size, or the like, but are used merely to distinguish one component or value from another.
While the present disclosure has been described above with reference to preferred embodiments, it is not intended that the present disclosure be limited thereto. Various changes and modifications can be made without departing from the spirit and scope of the disclosure, and the scope of the disclosure should be determined by the appended claims.
Claims (7)
1. An integrated electric drive for an electric vehicle, characterized in that it comprises:
an electric machine (12) comprising a plurality of coil inductances, a first end of each coil inductance (L1, L2, L3) being connected to a vehicle external power source by means of a first switch (S1, S2, S3) and to a neutral point by means of a second switch (S4, S5, S6);
a first conversion unit (13) having an ac terminal connected to the second terminal of each coil inductance and configured to operate in a rectification state or an inversion state according to control of the control unit;
a second conversion unit (14) optionally connected to the direct current terminal of the first conversion unit (13) and configured to perform a step-up or step-down operation on the direct current from the first conversion unit (13) to charge an energy storage unit of the vehicle according to the control of the control unit; and
a control unit (11) configured to selectively control the operating state of the first conversion unit (13) and the vehicle external power source, the first conversion unit, the second conversion unit and the energy storage unit to achieve different operating modes of the electric drive.
2. The electric drive of claim 1, further comprising:
a third switch (2PS1) connected between a dc terminal of the first conversion unit (13) and a first terminal of the second conversion unit (14);
a fourth switch (2PS2) connected between the second end of the second conversion unit (14) and an energy storage unit of the vehicle;
a fifth switch (3PS3) connected between the dc terminal of the first conversion unit (13) and the second terminal of the second conversion unit (14); and
a sixth switch (3PS4) connected between the first end of the second conversion unit (14) and an energy storage unit of the vehicle,
wherein the control unit (11) is configured to selectively control the operation state of the first switching unit (13) and the on/off of the first to sixth switches to realize different operation modes of the electric drive device.
3. An electric drive device according to claim 2,
the control unit (11) is configured to close the first, third and fourth switches, open the second, fifth and sixth switches, and operate the first conversion unit (13) in a rectification state to cause the alternating current from the vehicle external power source to be used for charging the energy storage unit of the vehicle after the step-up operation.
4. An electric drive device according to claim 2,
the control unit (11) is configured to close the first, fifth and sixth switches, open the second, third and fourth switches, and operate the first conversion unit (13) in a rectification state to cause the alternating current from the vehicle external power source to be subjected to a step-down operation for charging an energy storage unit of the vehicle.
5. An electric drive device according to claim 2,
the control unit (11) is configured to close the second, fifth and sixth switches, open the first, third and fourth switches, and operate the first conversion unit (13) in a rectification state to cause motor regenerative feedback energy to be used for charging an energy storage unit of the vehicle after a voltage reduction operation.
6. An electric drive device according to claim 2,
the control unit (11) is configured to close the second, fifth and sixth switches, open the first, third and fourth switches, and operate the first conversion unit (13) in an inverted state, so that the energy storage unit from the vehicle is subjected to a boosting operation for driving the vehicle motor to rotate.
7. An electric vehicle, characterized in that it comprises an electric drive device according to any one of claims 1 to 6.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201921308227.7U CN210617830U (en) | 2019-08-13 | 2019-08-13 | Integrated electric drive device and electric vehicle comprising same |
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| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201921308227.7U CN210617830U (en) | 2019-08-13 | 2019-08-13 | Integrated electric drive device and electric vehicle comprising same |
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| Publication Number | Publication Date |
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| CN210617830U true CN210617830U (en) | 2020-05-26 |
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| CN201921308227.7U Active CN210617830U (en) | 2019-08-13 | 2019-08-13 | Integrated electric drive device and electric vehicle comprising same |
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