CN217170465U

CN217170465U - Integrated electric drive system and vehicle comprising same

Info

Publication number: CN217170465U
Application number: CN202220009619.9U
Authority: CN
Inventors: 鲍博
Original assignee: Vitesco Technologies Holding China Co Ltd
Current assignee: Vitesco Technologies Holding China Co Ltd
Priority date: 2022-01-05
Filing date: 2022-01-05
Publication date: 2022-08-12
Anticipated expiration: 2032-01-05

Abstract

The utility model discloses an integrated form electric drive system, including motor, vehicle battery, first converting unit, second converting unit, first sub-circuit and second sub-circuit, this system still includes: a first switch connected between the first output terminal of the first sub-circuit and the first output terminal of the second sub-circuit; a second switch connected between the second output terminal of the first sub-circuit and the second output terminal of the second sub-circuit; a third switch connected between the second output terminal of the first sub-circuit and the first output terminal of the second sub-circuit; and the control unit is used for controlling the on-off of the first switch, the second switch, the third switch and the fourth switch so as to realize different working modes of the system. The utility model also discloses a vehicle of including this integrated form electric drive system. The system has the following advantages: the power device can be reused, and the manufacturing cost is saved; the range of charging power is widened; more scenarios can be applied.

Description

Integrated electric drive system and vehicle comprising same

Technical Field

The utility model relates to a vehicle technical field, more specifically, the utility model relates to an integrated form electric drive system to and vehicle including this integrated form electric drive system.

Background

Driven by the dual pressures of energy crisis and environmental pollution, electric vehicles (and/or hybrid vehicles) are a trend in future vehicle development. Electric vehicles (and/or hybrid vehicles) use rechargeable high-voltage batteries that deliver electrical energy to the electric machine through an inverter, and may also power a 12V battery through a dc converter.

When the residual power (SOC) in the high-voltage battery is too low, the high-voltage battery needs to be charged by externally connecting single-phase/three-phase alternating current through a charger.

In the existing electric vehicle (or hybrid vehicle), the motor, the inverter, the dc converter and the charger are separated or partially separated from each other, and the modules are mounted on the vehicle independently from each other, so that the reusability is low, which not only has high requirements on system integration, but also increases the complexity of the circuit and the manufacturing cost of the vehicle.

SUMMERY OF THE UTILITY MODEL

Therefore, the utility model provides an integrated form electric drive system, it integrates charger, dc-to-ac converter, motor and direct current converter in an organic whole, has realized multiplexing of power electron device, can support double-phase, three-phase alternating current charging and direct current charging simultaneously; in addition, the system cancels a separate charger, an inverter and a direct current converter, reduces the fixed load of the vehicle, reduces the manufacturing cost of the vehicle and widens the range of charging power. In particular, the system may support providing different charging power to the vehicle battery in the charging mode, for example, 400V or 800V dc may be provided to the high voltage battery of the vehicle; in addition, the system also eliminates a separate direct current converter for converting high voltage into 12V low voltage, and can supply power to the 12V storage battery through an H bridge inverter, an isolation transformer and a rectifier in the multiplexing charging loop.

The utility model provides an integrated form electric drive system, this system include motor, vehicle battery, with the first converting unit that the motor is connected, with second converting unit and connection that first converting unit connects second converting unit with third converting unit between the vehicle battery, third converting unit includes first sub-circuit and the second sub-circuit that connects each other with series connection or parallelly connected mode under the control of the control unit, first sub-circuit with the second sub-circuit includes first output and second output respectively, the first output of first sub-circuit is connected to the positive pole of vehicle battery, the second output of second sub-circuit is connected to the negative pole of vehicle battery, wherein, this system still includes:

a first switch connected between a first output of the first sub-circuit and a first output of the second sub-circuit;

a second switch connected between the second output terminal of the first sub-circuit and the second output terminal of the second sub-circuit;

a third switch connected between the second output terminal of the first sub-circuit and the first output terminal of the second sub-circuit; and

a control unit configured to selectively control the on/off of the first switch, the second switch, and the third switch to implement different operating modes of the system.

Advantageously, the control unit is configured to open the first switch and the second switch and close the third switch to supply the first charging power to the vehicle battery.

Advantageously, the control unit is configured to close the first switch and the second switch and open the third switch to provide a second charging power to the vehicle battery, wherein the second charging power is smaller than the first charging power.

Advantageously, the first conversion unit has an ac terminal and a dc terminal, the second conversion unit has a first terminal and a second terminal, and the system further comprises:

a fourth switch connected between a dc terminal of the first conversion unit and a first terminal of the second conversion unit;

a fifth switch connected between a second terminal of the second conversion unit and the third conversion unit;

a sixth switch connected between a dc terminal of the first conversion unit and a second terminal of the second conversion unit; and

a seventh switch connected between the first end of the second converting unit and the third converting unit.

Advantageously, the control unit is configured to close the fourth switch and the fifth switch and open the sixth switch and the seventh switch to cause the second conversion unit to perform a boosting operation on the direct current from the first conversion unit.

Advantageously, the control unit is configured to close the sixth switch and the seventh switch and open the fourth switch and the fifth switch to cause the second conversion unit to perform a step-down operation on the direct current from the first conversion unit.

Advantageously, the system further comprises a fourth switching unit connected between the second switching unit and another vehicle battery, the fourth switching unit comprising a third sub-circuit and a fourth sub-circuit connected to each other in series or in parallel under the control of the control unit, the third sub-circuit and the fourth sub-circuit each comprising a first input and a second input, the first input of the third sub-circuit being connected to the second switching unit, the second input of the fourth sub-circuit being connected to ground, and the system further comprises:

an eighth switch connected between the second input of the third sub-circuit and the first input of the fourth sub-circuit;

a ninth switch connected between the second input of the third sub-circuit and the second input of the fourth sub-circuit; and

a tenth switch connected between the first input of the third sub-circuit and the first input of the fourth sub-circuit.

Advantageously, the control unit is configured to close the eight switch and open the ninth switch and the tenth switch to charge the other vehicle battery with the third charging power.

Advantageously, the control unit is configured to open the eighth switch and close the ninth switch and the tenth switch to charge the other vehicle battery with a fourth charging power, wherein the fourth charging power is greater than the third charging power.

Advantageously, the vehicle battery is a low-voltage battery for powering low-voltage devices in the vehicle, and the further vehicle battery is a power battery for driving the electric motor.

Advantageously, the system further comprises:

an eleventh switch connected between a direct current terminal of the first conversion unit and a positive electrode of the power battery; and

and the twelfth switch is connected between the positive electrode of the power battery and the input end of the third conversion unit.

Advantageously, the electrical machine comprises a plurality of coil inductances, a first end of each coil inductance being connected to a neutral point, and the system further comprises:

a thirteenth switch connected between an external power grid and an ac terminal of the first conversion unit; and

a fourteenth switch connected between the second end of the corresponding coil inductance and the ac end of the first conversion unit.

The present invention also proposes a vehicle advantageously comprising an integrated electric drive system as described above.

According to the utility model discloses an integrated form electric drive system has one of following advantage at least:

the power device in the charging/driving loop can be reused, the structure is compact, and the manufacturing cost is saved;

single-phase and three-phase charging can be supported, and the range of charging power is widened; and

different charging power can be provided for the vehicle battery, and more charging scenes can be suitable.

Drawings

Other features and advantages of the present invention will become apparent from or more particularly pointed out in the drawings that are incorporated herein and the following description of the embodiments taken in conjunction with the drawings that illustrate certain principles of the invention. In the drawings:

fig. 1 shows a block diagram of an integrated electric drive system according to a first embodiment of the invention;

fig. 2 shows a circuit diagram of an integrated electric drive system according to a first embodiment of the invention.

Detailed Description

An integrated electric drive system according to the invention 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 invention to those skilled in the art. It will be apparent, however, to one skilled in the art that the present invention may be practiced without some of these specific details. Rather, any combination of the following features and elements, whether related to different embodiments or not, is contemplated to implement the present invention. 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 block diagram of an integrated electric drive system according to a first embodiment of the invention; fig. 2 shows a circuit diagram of an integrated electric drive system according to a first embodiment of the invention. As shown in fig. 1-2, the system 10 includes a control unit 11, a motor 12, a traction power conversion unit 13, a switch box 23 disposed between the motor 12 and the traction power conversion unit 13, a bidirectional buck-boost conversion unit 14, a charge conversion unit connected between the bidirectional buck-boost conversion unit 14 and a vehicle battery, the

vehicle battery

18,19, and a

switch conversion unit

21, 22.

The vehicle battery comprises a high-voltage battery 18 and a low-voltage battery 19, the high-voltage battery 18 being configured to supply power to the electric machine 12 to cause it to rotate the wheels, and therefore also referred to as "power battery"; the low-voltage battery 19 refers to a 12V storage battery in the vehicle, which is configured to supply power to low-voltage devices in the vehicle. The "vehicle" referred to herein includes electric vehicles and hybrid vehicles. The functions of the various modules in the system and their connections are described in detail below.

The electric machine 12 rotates the wheels via a motor output member 110, which is configured as a permanent magnet/AC induction machine and includes a plurality of coil inductances, such as three-phase coil inductances L1, L2, L3. The first end of each coil inductance L1, L2, L3 is connected to the neutral point. The system further comprises a switch box 23 formed by switches S1-S6, the second terminals of the coil inductances L1, L2, L3 being connected to the ac terminals of the first switching unit 13 by means of switches S4, S5, S6, respectively. Furthermore, the ac terminals of the first converting unit 13 are also connected to the external grid by means of switches S1, S2, S3.

In the driving mode, the switches S1, S2, S3 are opened and the switches S4, S5, S6 are closed, one end of the inductors L1, L2, L3 are connected to the traction power conversion unit 13, and the other end is connected to the neutral point, at which time the inductors L1, L2, L3 function as induction coils to drive the vehicle motor to rotate by means of the electric power from the high voltage battery. In the charging mode, switches S1, S2, S3 are closed and switches S4, S5, S6 are open, the traction power conversion unit 13 is directly connected to the external 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 high voltage battery 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. The ac terminal of the traction power conversion unit 13 is connected to the inductances L1, L2, L3 of the electric machine 12 or directly to the external grid, and the dc terminal is connected to the high-voltage battery 18 via a switch S7, which is configured to convert ac power from the electric machine (in the case of regenerative feedback) or the external grid into dc power for charging the vehicle battery under the control of the control unit 11 (i.e., "charging mode" when the traction power conversion unit 13 functions as a rectifier), or convert dc power from the vehicle battery into ac power for driving the electric machine (i.e., "driving mode" when the traction power conversion unit 13 functions as an inverter).

The bidirectional buck-boost conversion unit 14 is a DC/DC converter, and is composed of two semiconductor switching tubes Q7 and Q8 and a choke inductor L4. The bidirectional buck-boost converting unit 14 is connected to the dc terminal of the traction power converting unit 13 through the switch 2PS1 or 3PS3, and is connected to the input terminal of the charging converting unit through the switch 2PS2 or 3PS4, so as to perform a boost or buck operation on the dc voltage converted by the traction power converting unit 13 by means of the on and off of the switches 2PS1, 2PS2, 3PS3, and 3PS 4.

Specifically, when the switches 2PS1 and 2PS2 are closed and the switches 3PS3 and 3PS4 are open, the bidirectional buck-boost conversion unit 14 performs a boost operation on the direct current from the traction power conversion unit 13; when the switches 2PS1 and 2PS2 are open and the switches 3PS3 and 3PS4 are closed, the bidirectional buck-boost conversion unit 14 performs a step-down operation on the direct current from the traction power conversion unit 13.

The input of the charge conversion unit, which is connected not only to the bidirectional buck-boost conversion unit 14 by means of the switch 2PS2 or 3PS4 but also to the high-voltage battery 18 by means of the switch S8, is configured to convert the direct current from the bidirectional buck-boost conversion unit 14 into direct current for charging the high-voltage battery 18 or the low-voltage battery 19, or to convert the direct current of the high-voltage battery 18 into direct current for charging the low-voltage battery 19.

In the first embodiment with reference to fig. 1 and 2, the charge conversion unit specifically includes a third conversion unit for charging the high-voltage battery 18 and a fourth conversion unit for charging the low-voltage battery 19, and the internal circuit structures of these two conversion units are explained in detail below with reference to fig. 1 and 2.

As shown in fig. 1, the third converting unit includes a first sub-circuit and a second sub-circuit connected to each other in series or in parallel under the control of the control unit 11. Specifically, the first sub-circuit includes a first inverter 1511, a first isolation transformer 1611, and a first rectifier 1711, and the second sub-circuit includes a second inverter 1512, a second isolation transformer 1612, and a second rectifier 1712.

The first and second sub-circuits each comprise a first output terminal and a second output terminal, the first output terminal of the first sub-circuit being connected to the positive pole of the high voltage battery 18 and the second output terminal of the second sub-circuit being connected to the negative pole of the high voltage battery 18.

The first and

second inverters

1511,1512 are H-bridge inverters formed by four switching tubes Q9-Q12/Q21-Q24, and the input ends thereof are connected to the bidirectional buck-boost conversion unit 14 through the switches 2PS2 or 3PS4 and are connected to the high-voltage battery 18 through the switch S8 to convert the direct current from the bidirectional buck-boost conversion unit 14 or from the high-voltage battery 18 into alternating current.

The input terminals of the first and

second isolation transformers

1611,1612 are connected to the output terminals of the first and

second inverters

1511,1512, respectively, for performing an isolation transforming operation on the alternating currents from the respective inverters, respectively, thereby outputting different isolation voltages to the respective rectifiers 1711,1712.

The first and second rectifiers 1711 and 1712 are each formed by four diodes D1-D4/D17-D20, the input of each rectifier being connected to the output of a respective isolation transformer for reconverting the ac power from the respective isolation transformer to dc power. Wherein the first rectifier 1711 is configured to convert ac power from the first isolation transformer to dc power for charging the high voltage battery 18 and the second rectifier 1712 is configured to convert ac power from the second isolation transformer to dc power for charging the high voltage battery 18. The output terminals of the first rectifier 1711 and the second rectifier 1712 are connected to the high voltage battery 18, so that the dc power converted by the two rectifiers can be used to charge the high voltage battery 18.

The integrated electric drive system according to the present embodiment is peculiar in that it further includes a first switching conversion unit 21, and the first switching conversion unit 21 is configured to connect the first rectifier 1711 and the second rectifier 1712 to each other in series or in parallel so as to supply different charging powers to the high-voltage battery 18. The connection relationship between the first switching conversion unit 21 and the first and second rectifiers 1711 and 1712 and the high-voltage battery 18 will be described in detail with reference to fig. 2.

The first rectifier 1711 and the second rectifier 1712 each include a first output terminal and a second output terminal, the first output terminal of the first rectifier 1711 being connected to the positive pole of the high voltage battery 18, the second output terminal of the second rectifier 1712 being connected to the negative pole of the high voltage battery 18. The first switching transformation unit 21 is composed of three switches S9, S10, S11, the switch S9 is connected between the first output terminal of the first rectifier 1711 and the first output terminal of the second rectifier 1712; switch S10 is connected between the second output of the first rectifier 1711 and the second output of the second rectifier 1712; the switch S11 is connected between the second output of the first rectifier 1711 and the first output of the second rectifier 1712.

The connection state of each switch in the first switch changeover unit 21 is controlled by the control unit 11 so as to supply different charging powers to the high-voltage battery 18. Herein, "charging power" may refer to "charging power" or "charging voltage".

As an example, assuming that the external power source (i.e., "off-board power") is 220V mains or 380V three-phase ac, the vehicle motor and the high voltage battery are both operated at a 400V voltage platform. In this case, in order to charge the high-voltage battery by means of the external power supply, the control unit 11 opens S9, S10 and closes S11 to connect the first rectifier 1711 and the second rectifier 1712 in series, thereby supplying 400v of direct current to the high-voltage battery.

As another example, assuming that the external power source (i.e., "off-board power") is 220V mains or 380V three-phase ac, the vehicle motor operates at 400V voltage platform and the high voltage battery operates at 800V voltage platform. In this case, in order to charge the high-voltage battery by means of the external power supply, the control unit 11 closes S9, S10 and opens S11 to connect the first rectifier 1711 and the second rectifier 1712 in parallel, thereby supplying 800V of direct current to the vehicle battery.

As shown in fig. 1, the fourth converting unit includes a third sub-circuit and a fourth sub-circuit connected to each other in series or in parallel under the control of the control unit 11. Specifically, the third sub-circuit includes a third inverter 1521, a third isolation transformer 1621, and a third rectifier 1721, and the fourth sub-circuit includes a fourth inverter 1522, a fourth isolation transformer 1622, and a fourth rectifier 1722.

The third sub-circuit and the fourth sub-circuit each comprise a first input terminal and a second input terminal, the first input terminal of the third sub-circuit is connected to the bidirectional buck-boost converting unit 14 through the switch 2PS2 or 3PS4 and is connected to the high-voltage battery 18 by means of the switch S8 to convert the direct current from the bidirectional buck-boost converting unit 14 or from the high-voltage battery 18 into alternating current, and the second input terminal of the fourth sub-circuit is connected to ground.

The third inverter 1521 and the fourth inverter 1522 are H-bridge inverters respectively formed by connecting four switching tubes Q13-Q16 and Q17-Q20, and are respectively used for converting the direct current from the bidirectional buck-boost conversion unit 14 into a first alternating current and a second alternating current.

The integrated electric drive system according to the present embodiment is particularly characterized in that it includes a second switching conversion unit 22 for connecting the third inverter 1521 and the fourth inverter 1522 to each other in series or in parallel under the control of the control unit 11, thereby supplying different charging powers to the low-voltage battery 19. The connection relationship between the second switching conversion unit 22 and the third and

fourth inverters

1521 and 1522 will be described in detail with reference to fig. 2.

The third inverter 1521 and the fourth inverter 1522 each include a first input terminal and a second input terminal, the first input terminal of the third inverter 1521 serving as the first input terminal of the third sub-circuit is connected to the bidirectional buck-boost converting unit 14, and the second input terminal of the fourth inverter 1522 serving as the second input terminal of the third sub-circuit is grounded. The second switching transformation unit 22 is composed of switches S12, S13, S14, wherein the switch S12 is connected between the second input terminal of the third inverter 1521 and the first input terminal of the fourth inverter 1522; a switch S13 is connected between the second input of the third inverter 1521 and the second input of the fourth inverter 1522; the switch S14 is connected between a first input of the third inverter 1521 and a first input of the fourth inverter 1522.

The connection state of each switch in the second switching conversion unit 22 is controlled by the control unit 11, so that the third inverter 1521 and the fourth inverter 1522 are connected in series or in parallel, and the low-voltage battery 19 is charged with different charging powers. Herein, "charging power" may refer to "charging power" or "charging voltage" of the power supply.

For example, for a low-voltage battery 19 of 12V, when the low-voltage battery 19 is charged with a power supply of 400V, the control unit 11 closes the switch S12 and opens the switches S13 and S14 so that the third inverter 1521 and the fourth inverter 1522 are connected in series; when the low-voltage battery 19 is charged with the 800V power, the control unit 11 opens the switch S12 and closes the switches S13 and S14 to connect the third inverter 1521 and the fourth inverter 1522 in parallel. Here, the power source for charging the low-voltage battery 19 may be selected as the power battery 18 of the vehicle.

The input terminals of the third and

fourth isolation transformers

1621,1622 are connected to the output terminals of the third and

fourth inverters

1521,1522, respectively, for performing an isolation transforming operation on the ac power of the corresponding inverter, thereby outputting different isolation voltages to the corresponding

rectifiers

1721, 1722. Wherein, the third isolation transformer 1621 is used for performing isolation transformation operation on the ac power from the third inverter 1521, and the fourth isolation transformer 1622 is used for performing isolation transformation operation on the ac power from the fourth inverter.

The third rectifier 1721 and the fourth rectifier 1722 are formed by four diodes D9-D12/D13-D16, respectively, with the input of each rectifier connected to the output of a corresponding isolation transformer for reconverting the ac power from the corresponding isolation transformer to dc power. Wherein the third rectifier 1721 is used to convert the ac power from the third isolation transformer into dc power for charging the low voltage battery 19, and the fourth rectifier 1722 is used to convert the ac power from the fourth isolation transformer into dc power for charging the low voltage battery 19. The output terminals of the third rectifier 1721 and the fourth rectifier 1722 are connected to the low-voltage battery 19, so that the dc power converted by the two rectifiers can be used to charge the low-voltage battery 19.

Herein, the operation mode of the integrated electric drive system for a vehicle is largely classified into two modes of "charging mode" and "driving mode". The term "driving mode" refers to that the vehicle motor is driven to run by means of the high-voltage battery of the vehicle during the running process of the vehicle; alternatively, the low-voltage battery may be charged by the vehicle high-voltage battery while the vehicle motor is driven in operation (i.e., the motor is driven and the low-voltage battery is charged by the high-voltage battery). The "charging mode" referred to herein relates to the following two cases:

-charging the low-voltage battery by means of a high-voltage battery of the vehicle in a stationary state of the vehicle (e.g. parked in a garage), or charging the high-voltage battery or the low-voltage battery of the vehicle by means of an external power supply, in particular comprising charging the high-voltage battery (HV) by means of a three-phase voltage, charging the high-voltage battery by means of a two-phase voltage, charging the low-voltage battery (LV) by means of a three-phase voltage and charging the low-voltage battery by means of a two-phase voltage; and

in the event of feedback energy occurring during the driving of the vehicle, the regenerative feedback energy is used for charging the high-voltage battery of the vehicle, i.e. the high-voltage battery is charged by means of the regenerative energy. In this context, regenerative braking or regenerative braking refers to the conversion of mechanical energy from a load into electrical energy by means of an electric machine during braking or freewheeling of the vehicle and the storage of the electrical energy in a high-voltage battery, in which case the electric machine of the vehicle acts as a generator.

In different operation modes of the system, the control unit 11 can selectively turn on or off the above-mentioned switches S1-S14, 2PS1, 2PS2, 3PS3 and 3PS4 and the respective semiconductor switching tubes Q1-Q20 to control the motor 12, the traction power conversion unit 13, the bidirectional buck-boost conversion unit 14, the first to

fourth inverters

1511,1512,1521,1522, the first to

fourth isolation transformers

1611,1612,1621,1622, the first to

fourth rectifiers

1712,1712,1721,1722, the high-voltage battery 18 and the low-voltage battery 19 to perform different functions.

In the present invention, the semiconductor switch transistors Q1-Q18 may be implemented as field effect transistors (e.g., MOSFETs and JFETs) or Insulated Gate Bipolar Transistors (IGBTs). Preferably, a freewheeling diode (not shown) may be connected in parallel with each semiconductor switch tube to prevent the switch tube from being broken down by reverse voltage; in addition, a capacitor may be connected in parallel to the input terminals of the traction power conversion unit 13 and the charging conversion unit to filter out harmonics in the circuit. More preferably, an LC low pass filter (as shown in FIG. 2) may be connected at the output of each

rectifier

1711,1712,1721, 1722 to filter out harmonics in the circuit.

In the drive mode, the control unit 11 controls the electric power of the high-voltage battery 18 to flow through the traction power conversion unit 13 by means of the switch S7 to be converted into alternating current for driving the motor; at the same time, the control unit 11 can also control the power of the high-voltage battery 18 to flow through the respective modules in the third conversion unit in turn by means of the switch S8, and finally be used to charge the low-voltage battery 19.

In the charging mode, the control unit 11 controls the switches S1-S6 to access external ac power, and the ac power is rectified into dc power by the traction power conversion unit 13, and is converted into ac power by the corresponding inverters after being boosted or reduced by the bidirectional buck-boost conversion unit 14, and is finally rectified into dc power by the corresponding rectifiers after being regulated by the corresponding isolation transformers, so as to charge the high-voltage battery 18 or the low-voltage battery 19. According to a particular embodiment, in the event of regenerative energy feedback, the control unit 11 may charge the high voltage battery 18 by means of the power supplied by the motor inductance, in which case the power generated by the motor inductance is supplied directly to the high voltage battery after being rectified by the traction power conversion unit 13.

It will be understood by those skilled in the art that the system according to the present invention is not limited to the structure illustrated in the above embodiments, but includes all possible structural variants that can achieve the object of the present invention, for example, only one isolation transformer or only one rectifier may be included in the third conversion unit or the fourth conversion unit, so that these variants all fall within the scope of the present invention.

The utility model discloses it is emphatically described that control unit 11 has realized the different mode of operation of integrated form electric drive system through the control to the on-off state of each switch S1-S14 and 2PS1, 2PS2, 3PS3, 3PS 4. However, it will be understood by those skilled in the art that the individual modules (e.g., the traction power conversion unit 13, the bi-directional buck-boost conversion unit 14, the first to

fourth inverters

1511,1512,1521,1522, the first to

fourth isolation transformers

1611,1612,1621,1622, and the first to

fourth rectifiers

1711,1712,1721, 1722) that make up the integrated electric drive system of the present invention, and in particular the semiconductor switching tubes that make up these modules, may also be controlled. For example, when the traction power conversion unit 13 operates in a rectification mode or an inversion mode, the control unit 11 inputs different control signals through the enable control terminals of the switching tubes Q1-Q6 to control the on/off states of the switching tubes. Since the working mode of each module is not the focus of the protection of the present invention, the description is omitted in some places.

As described above with reference to the embodiments of fig. 1-2, the present invention provides an integrated electric drive system, which integrates a charger, an inverter, a motor and a dc converter, realizes multiplexing of power electronic devices, and can support two-phase and three-phase ac charging and dc charging at the same time; in addition, the system cancels a separate charger, an inverter and a direct current converter, reduces the fixed load of the vehicle, reduces the manufacturing cost of the vehicle and widens the range of charging power. In particular, the system can support the supply of 400V or 800V dc to the high voltage battery of the vehicle in the charging mode; in addition, the system also eliminates a separate high-voltage to 12V low-voltage direct current converter, and can supply power to the 12V storage battery through an H-bridge inverter, an isolation transformer and a rectifier in the multiplexing charging loop. In summary, the integrated electric drive system according to the present invention has at least one of the following advantages:

In the present invention, the term "connected" may optionally refer to "electrically connected". Furthermore, the terms "comprises" and "comprising" mean that, in addition to elements directly and explicitly recited in the specification and claims, elements not directly or explicitly recited are excluded from the scope of the present application. Furthermore, terms such as "first", "second", "third", and the like do not denote any order of components or values in time, space, size, or the like, but are used merely to distinguish one component or value from another.

In the present disclosure, one of ordinary skill in the art will appreciate that the disclosed system may be implemented in other ways. The above-described system embodiments are merely illustrative, for example, the division of the modules is only one logical division, and there may be other divisions in actual implementation, for example, the functions of a plurality of modules may be combined or the function of a module may be further split. The modules in the embodiments of the present invention may be integrated into one processing unit, or each module may exist alone physically, or two or more modules may be integrated into one unit.

Although the present invention has been described with reference to the preferred embodiments, the present invention is not limited thereto. Various changes and modifications can be made without departing from the spirit and scope of the present invention, and the scope of the present invention should be determined by the appended claims.

Claims

1. An integrated electric drive system comprising an electric machine (12), a vehicle battery, a first switching unit (13) connected to the electric machine, a second switching unit (14) connected to the first switching unit, and a third switching unit connected between the second switching unit (14) and the vehicle battery, the third switching unit comprising a first sub-circuit and a second sub-circuit connected to each other in series or in parallel under the control of a control unit (11), the first sub-circuit and the second sub-circuit each comprising a first output and a second output, the first output of the first sub-circuit being connected to the positive pole of the vehicle battery and the second output of the second sub-circuit being connected to the negative pole of the vehicle battery, characterized in that the system further comprises:

a first switch (S9) connected between the first output of the first sub-circuit and the first output of the second sub-circuit;

a second switch (S10) connected between the second output of the first sub-circuit and the second output of the second sub-circuit;

a third switch (S11) connected between the second output terminal of the first sub-circuit and the first output terminal of the second sub-circuit; and

a control unit (11) configured to selectively control the switching of the first switch, the second switch and the third switch to achieve different operating modes of the system.

2. The integrated electric drive system of claim 1,

the control unit is configured to open the first switch and the second switch and close the third switch to supply a first charging power to the vehicle battery.

3. The integrated electric drive system of claim 2,

the control unit is configured to close the first switch and the second switch and open the third switch to provide a second charging power to the vehicle battery, wherein the second charging power is smaller than the first charging power.

4. Integrated electric drive system according to claim 1, wherein the first conversion unit (13) has an ac end and a dc end, the second conversion unit (14) has a first end and a second end, and the system further comprises:

a fourth switch (2PS1) connected between the dc terminal of the first conversion unit and the first terminal of the second conversion unit (14);

a fifth switch (2PS2) connected between the second terminal of the second switching unit and the third switching unit;

a sixth switch (3PS3) connected between the dc terminal of the first conversion unit and the second terminal of the second conversion unit (14); and

a seventh switch (3PS4) connected between the first terminal of the second switching unit and the third switching unit.

5. Integrated electric drive system according to claim 4, characterized in that said control unit is configured to close a fourth and a fifth switch and to open a sixth and a seventh switch, so that said second conversion unit (14) performs a step-up operation on the direct current coming from said first conversion unit (13).

6. The integrated electric drive system of claim 4,

the control unit is configured to close the sixth switch and the seventh switch and open the fourth switch and the fifth switch to cause the second conversion unit (14) to perform a step-down operation on the direct current from the first conversion unit (13).

7. Integrated electric drive system according to claim 1, characterized in that the system further comprises a fourth converter unit connected between the second converter unit (14) and another vehicle battery, the fourth converter unit comprising a third and a fourth sub-circuit connected to each other in series or in parallel under the control of a control unit (11), the third and fourth sub-circuit each comprising a first and a second input, the first input of the third sub-circuit being connected to the second converter unit (14), the second input of the fourth sub-circuit being connected to ground, and the system further comprises:

an eighth switch (S12) connected between the second input of the third sub-circuit and the first input of the fourth sub-circuit;

a ninth switch (S13) connected between the second input of the third sub-circuit and the second input of the fourth sub-circuit; and

a tenth switch (S14) connected between the first input of the third sub-circuit and the first input of the fourth sub-circuit.

8. The integrated electric drive system of claim 7,

the control unit is configured to close the eight switch and open the ninth switch and the tenth switch to charge the other vehicle battery with third charging power.

9. The integrated electric drive system of claim 8,

the control unit is configured to open the eighth switch and close the ninth switch and the tenth switch to charge the other vehicle battery with a fourth charging power, wherein the fourth charging power is larger than the third charging power.

10. Integrated electric drive system according to any of claims 7 to 9, characterized in that the vehicle battery is a low voltage battery (19) for powering low voltage devices in the vehicle, and the further vehicle battery is a power battery (18) for driving an electric motor.

11. The integrated electric drive system of claim 10 further comprising:

an eleventh switch (S7) connected between the direct current terminal of the first conversion unit and the positive electrode of the power battery; and

and a twelfth switch (S8) connected between the positive electrode of the power battery and the input end of the third conversion unit.

12. The integrated electric drive system according to any of the claims 1 to 9, wherein the electric machine (12) comprises a plurality of coil inductances (L1, L2, L3), a first end of each coil inductance being connected to a neutral point, and the system further comprises:

a thirteenth switch (S1, S2, S3) connected between an external power grid and an AC terminal of the first conversion unit (13); and

a fourteenth switch (S4, S5, S6) connected between the second terminal of the corresponding coil inductance and the AC terminal of the first switching unit (13).

13. A vehicle characterized in that it comprises an integrated electric drive system according to any one of claims 1 to 11.