WO2021027648A1 - 电动汽车及其集成控制器、集成控制系统 - Google Patents

电动汽车及其集成控制器、集成控制系统 Download PDF

Info

Publication number
WO2021027648A1
WO2021027648A1 PCT/CN2020/107059 CN2020107059W WO2021027648A1 WO 2021027648 A1 WO2021027648 A1 WO 2021027648A1 CN 2020107059 W CN2020107059 W CN 2020107059W WO 2021027648 A1 WO2021027648 A1 WO 2021027648A1
Authority
WO
WIPO (PCT)
Prior art keywords
charging
power battery
electric vehicle
bridge arm
port
Prior art date
Application number
PCT/CN2020/107059
Other languages
English (en)
French (fr)
Inventor
郭彩芳
姚鹏飞
齐阿喜
Original Assignee
比亚迪股份有限公司
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by 比亚迪股份有限公司 filed Critical 比亚迪股份有限公司
Priority to US17/628,690 priority Critical patent/US11865934B2/en
Priority to JP2022509004A priority patent/JP7350987B2/ja
Priority to AU2020327435A priority patent/AU2020327435B2/en
Priority to EP20852724.2A priority patent/EP4015290A4/en
Publication of WO2021027648A1 publication Critical patent/WO2021027648A1/zh

Links

Images

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60R—VEHICLES, VEHICLE FITTINGS, OR VEHICLE PARTS, NOT OTHERWISE PROVIDED FOR
    • B60R16/00—Electric or fluid circuits specially adapted for vehicles and not otherwise provided for; Arrangement of elements of electric or fluid circuits specially adapted for vehicles and not otherwise provided for
    • B60R16/02—Electric or fluid circuits specially adapted for vehicles and not otherwise provided for; Arrangement of elements of electric or fluid circuits specially adapted for vehicles and not otherwise provided for electric constitutive elements
    • B60R16/023—Electric or fluid circuits specially adapted for vehicles and not otherwise provided for; Arrangement of elements of electric or fluid circuits specially adapted for vehicles and not otherwise provided for electric constitutive elements for transmission of signals between vehicle parts or subsystems
    • B60R16/0231—Circuits relating to the driving or the functioning of the vehicle
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L53/00—Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles
    • B60L53/20—Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles characterised by converters located in the vehicle
    • B60L53/22—Constructional details or arrangements of charging converters specially adapted for charging electric vehicles
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L1/00—Supplying electric power to auxiliary equipment of vehicles
    • B60L1/003—Supplying electric power to auxiliary equipment of vehicles to auxiliary motors, e.g. for pumps, compressors
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L1/00—Supplying electric power to auxiliary equipment of vehicles
    • B60L1/02—Supplying electric power to auxiliary equipment of vehicles to electric heating circuits
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L15/00—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles
    • B60L15/02—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles characterised by the form of the current used in the control circuit
    • B60L15/04—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles characterised by the form of the current used in the control circuit using dc
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L53/00—Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles
    • B60L53/10—Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles characterised by the energy transfer between the charging station and the vehicle
    • B60L53/11—DC charging controlled by the charging station, e.g. mode 4
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L53/00—Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles
    • B60L53/10—Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles characterised by the energy transfer between the charging station and the vehicle
    • B60L53/14—Conductive energy transfer
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L53/00—Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles
    • B60L53/20—Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles characterised by converters located in the vehicle
    • B60L53/24—Using the vehicle's propulsion converter for charging
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L55/00—Arrangements for supplying energy stored within a vehicle to a power network, i.e. vehicle-to-grid [V2G] arrangements
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L58/00—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles
    • B60L58/10—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L58/00—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles
    • B60L58/10—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries
    • B60L58/18—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries of two or more battery modules
    • B60L58/20—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries of two or more battery modules having different nominal voltages
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • B60W10/08—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of electric propulsion units, e.g. motors or generators
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02J—CIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
    • H02J7/00—Circuit arrangements for charging or depolarising batteries or for supplying loads from batteries
    • H02J7/0013—Circuit arrangements for charging or depolarising batteries or for supplying loads from batteries acting upon several batteries simultaneously or sequentially
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02J—CIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
    • H02J7/00—Circuit arrangements for charging or depolarising batteries or for supplying loads from batteries
    • H02J7/0063—Circuit arrangements for charging or depolarising batteries or for supplying loads from batteries with circuits adapted for supplying loads from the battery
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02J—CIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
    • H02J7/00—Circuit arrangements for charging or depolarising batteries or for supplying loads from batteries
    • H02J7/02—Circuit arrangements for charging or depolarising batteries or for supplying loads from batteries for charging batteries from ac mains by converters
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02M—APPARATUS FOR CONVERSION BETWEEN AC AND AC, BETWEEN AC AND DC, OR BETWEEN DC AND DC, AND FOR USE WITH MAINS OR SIMILAR POWER SUPPLY SYSTEMS; CONVERSION OF DC OR AC INPUT POWER INTO SURGE OUTPUT POWER; CONTROL OR REGULATION THEREOF
    • H02M1/00—Details of apparatus for conversion
    • H02M1/0067—Converter structures employing plural converter units, other than for parallel operation of the units on a single load
    • H02M1/007—Plural converter units in cascade
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02M—APPARATUS FOR CONVERSION BETWEEN AC AND AC, BETWEEN AC AND DC, OR BETWEEN DC AND DC, AND FOR USE WITH MAINS OR SIMILAR POWER SUPPLY SYSTEMS; CONVERSION OF DC OR AC INPUT POWER INTO SURGE OUTPUT POWER; CONTROL OR REGULATION THEREOF
    • H02M3/00—Conversion of dc power input into dc power output
    • H02M3/22—Conversion of dc power input into dc power output with intermediate conversion into ac
    • H02M3/24—Conversion of dc power input into dc power output with intermediate conversion into ac by static converters
    • H02M3/28—Conversion of dc power input into dc power output with intermediate conversion into ac by static converters using discharge tubes with control electrode or semiconductor devices with control electrode to produce the intermediate ac
    • H02M3/325—Conversion of dc power input into dc power output with intermediate conversion into ac by static converters using discharge tubes with control electrode or semiconductor devices with control electrode to produce the intermediate ac using devices of a triode or a transistor type requiring continuous application of a control signal
    • H02M3/335—Conversion of dc power input into dc power output with intermediate conversion into ac by static converters using discharge tubes with control electrode or semiconductor devices with control electrode to produce the intermediate ac using devices of a triode or a transistor type requiring continuous application of a control signal using semiconductor devices only
    • H02M3/33569—Conversion of dc power input into dc power output with intermediate conversion into ac by static converters using discharge tubes with control electrode or semiconductor devices with control electrode to produce the intermediate ac using devices of a triode or a transistor type requiring continuous application of a control signal using semiconductor devices only having several active switching elements
    • H02M3/33571—Half-bridge at primary side of an isolation transformer
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02M—APPARATUS FOR CONVERSION BETWEEN AC AND AC, BETWEEN AC AND DC, OR BETWEEN DC AND DC, AND FOR USE WITH MAINS OR SIMILAR POWER SUPPLY SYSTEMS; CONVERSION OF DC OR AC INPUT POWER INTO SURGE OUTPUT POWER; CONTROL OR REGULATION THEREOF
    • H02M3/00—Conversion of dc power input into dc power output
    • H02M3/22—Conversion of dc power input into dc power output with intermediate conversion into ac
    • H02M3/24—Conversion of dc power input into dc power output with intermediate conversion into ac by static converters
    • H02M3/28—Conversion of dc power input into dc power output with intermediate conversion into ac by static converters using discharge tubes with control electrode or semiconductor devices with control electrode to produce the intermediate ac
    • H02M3/325—Conversion of dc power input into dc power output with intermediate conversion into ac by static converters using discharge tubes with control electrode or semiconductor devices with control electrode to produce the intermediate ac using devices of a triode or a transistor type requiring continuous application of a control signal
    • H02M3/335—Conversion of dc power input into dc power output with intermediate conversion into ac by static converters using discharge tubes with control electrode or semiconductor devices with control electrode to produce the intermediate ac using devices of a triode or a transistor type requiring continuous application of a control signal using semiconductor devices only
    • H02M3/33569—Conversion of dc power input into dc power output with intermediate conversion into ac by static converters using discharge tubes with control electrode or semiconductor devices with control electrode to produce the intermediate ac using devices of a triode or a transistor type requiring continuous application of a control signal using semiconductor devices only having several active switching elements
    • H02M3/33576—Conversion of dc power input into dc power output with intermediate conversion into ac by static converters using discharge tubes with control electrode or semiconductor devices with control electrode to produce the intermediate ac using devices of a triode or a transistor type requiring continuous application of a control signal using semiconductor devices only having several active switching elements having at least one active switching element at the secondary side of an isolation transformer
    • H02M3/33584—Bidirectional converters
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02M—APPARATUS FOR CONVERSION BETWEEN AC AND AC, BETWEEN AC AND DC, OR BETWEEN DC AND DC, AND FOR USE WITH MAINS OR SIMILAR POWER SUPPLY SYSTEMS; CONVERSION OF DC OR AC INPUT POWER INTO SURGE OUTPUT POWER; CONTROL OR REGULATION THEREOF
    • H02M7/00—Conversion of ac power input into dc power output; Conversion of dc power input into ac power output
    • H02M7/42—Conversion of dc power input into ac power output without possibility of reversal
    • H02M7/44—Conversion of dc power input into ac power output without possibility of reversal by static converters
    • H02M7/48—Conversion of dc power input into ac power output without possibility of reversal by static converters using discharge tubes with control electrode or semiconductor devices with control electrode
    • H02M7/53—Conversion of dc power input into ac power output without possibility of reversal by static converters using discharge tubes with control electrode or semiconductor devices with control electrode using devices of a triode or transistor type requiring continuous application of a control signal
    • H02M7/537—Conversion of dc power input into ac power output without possibility of reversal by static converters using discharge tubes with control electrode or semiconductor devices with control electrode using devices of a triode or transistor type requiring continuous application of a control signal using semiconductor devices only, e.g. single switched pulse inverters
    • H02M7/5387—Conversion of dc power input into ac power output without possibility of reversal by static converters using discharge tubes with control electrode or semiconductor devices with control electrode using devices of a triode or transistor type requiring continuous application of a control signal using semiconductor devices only, e.g. single switched pulse inverters in a bridge configuration
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02E—REDUCTION OF GREENHOUSE GAS [GHG] EMISSIONS, RELATED TO ENERGY GENERATION, TRANSMISSION OR DISTRIBUTION
    • Y02E60/00—Enabling technologies; Technologies with a potential or indirect contribution to GHG emissions mitigation
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/70—Energy storage systems for electromobility, e.g. batteries
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/7072—Electromobility specific charging systems or methods for batteries, ultracapacitors, supercapacitors or double-layer capacitors
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/80—Technologies aiming to reduce greenhouse gasses emissions common to all road transportation technologies
    • Y02T10/92—Energy efficient charging or discharging systems for batteries, ultracapacitors, supercapacitors or double-layer capacitors specially adapted for vehicles
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T90/00—Enabling technologies or technologies with a potential or indirect contribution to GHG emissions mitigation
    • Y02T90/10—Technologies relating to charging of electric vehicles
    • Y02T90/14—Plug-in electric vehicles
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y04—INFORMATION OR COMMUNICATION TECHNOLOGIES HAVING AN IMPACT ON OTHER TECHNOLOGY AREAS
    • Y04S—SYSTEMS INTEGRATING TECHNOLOGIES RELATED TO POWER NETWORK OPERATION, COMMUNICATION OR INFORMATION TECHNOLOGIES FOR IMPROVING THE ELECTRICAL POWER GENERATION, TRANSMISSION, DISTRIBUTION, MANAGEMENT OR USAGE, i.e. SMART GRIDS
    • Y04S10/00—Systems supporting electrical power generation, transmission or distribution
    • Y04S10/12—Monitoring or controlling equipment for energy generation units, e.g. distributed energy generation [DER] or load-side generation
    • Y04S10/126—Monitoring or controlling equipment for energy generation units, e.g. distributed energy generation [DER] or load-side generation the energy generation units being or involving electric vehicles [EV] or hybrid vehicles [HEV], i.e. power aggregation of EV or HEV, vehicle to grid arrangements [V2G]

Definitions

  • the present disclosure relates to the field of vehicle technology, in particular to an electric vehicle and its integrated controller and integrated control system.
  • the present disclosure aims to solve one of the technical problems in the related art at least to a certain extent.
  • the first purpose of the present disclosure is to provide an integrated controller for an electric vehicle to reduce the use of electrical components through sharing or reuse of electrical components, thereby reducing costs and reducing the volume and weight of the assembly.
  • the second purpose of the present disclosure is to propose an integrated control system for electric vehicles.
  • the third purpose of the present disclosure is to propose an electric vehicle.
  • an embodiment of the first aspect of the present disclosure proposes an integrated controller for an electric vehicle.
  • the electric vehicle includes a power battery and an AC charging and discharging port.
  • the integrated controller includes: a first control chip, which includes The first core and the second core, the first core is used to control the electronic control module to drive the motor, the second core is used as a vehicle controller; the second control chip is used for The on-board charging module performs control to achieve AC charging of the power battery by an external AC power source, or to achieve AC discharge of the power battery to an external load through the AC charging and discharging port.
  • the integrated controller of the electric vehicle of the embodiment of the present disclosure can reduce the use of components by sharing the control chip, thereby reducing the cost, the volume, and the overall weight.
  • the second objective of the present disclosure is to provide an integrated control system for an electric vehicle.
  • the electric vehicle includes a power battery and an AC charging and discharging port.
  • the integrated control system includes: An integrated controller, the integrated controller includes a first control chip and a second control chip, the first control chip includes a first core and a second core; a drive unit, which includes an electronic control module, a motor, and an on-board charging module, The first core is used to control the electronic control module to drive the motor, the second core is used as a vehicle controller; the second control chip is used to charge the vehicle
  • the module performs control to achieve AC charging of the power battery by an external AC power source, or to achieve AC discharge of the power battery to an external load through the AC charging and discharging port.
  • the integrated control system of the electric vehicle of the embodiment of the present disclosure can reduce the use of electrical components by sharing or multiplexing electrical components, thereby reducing the cost and the volume and weight of the assembly.
  • an embodiment of the third aspect of the present disclosure proposes an electric vehicle, including the above-mentioned integrated control system of the electric vehicle.
  • the electric vehicle of the embodiment of the present disclosure adopts the integrated control system of the electric vehicle of the above-mentioned embodiment.
  • the use of electrical components can be reduced, thereby reducing costs and reducing the volume and weight of the assembly.
  • Fig. 1 is a structural block diagram of an integrated controller of an electric vehicle according to an embodiment of the present disclosure
  • Fig. 2 is a structural block diagram of an integrated controller of an electric vehicle according to a specific example of the present disclosure
  • Fig. 3 is a structural block diagram of an integrated controller of an electric vehicle according to another embodiment of the present disclosure.
  • FIG. 4 is a structural block diagram of the integrated control system of an electric vehicle according to the first embodiment of the present disclosure
  • Fig. 5 is a structural block diagram of an integrated control system for an electric vehicle according to a second embodiment of the present disclosure
  • Fig. 6 is a schematic structural diagram of an integrated control system of an electric vehicle according to a first specific example of the present disclosure
  • Fig. 7 is a structural block diagram of an integrated control system of an electric vehicle according to a third embodiment of the present disclosure.
  • Fig. 8 is a schematic structural diagram of an integrated control system of an electric vehicle according to a second specific example of the present disclosure.
  • Fig. 9 is a structural block diagram of an integrated control system of an electric vehicle according to a fourth embodiment of the present disclosure.
  • FIG. 10 is a schematic structural diagram of an integrated control system of an electric vehicle according to a third specific example of the present disclosure.
  • FIG. 11 is a structural block diagram of an integrated control system of an electric vehicle according to a fifth embodiment of the present disclosure.
  • FIG. 12 is a schematic structural diagram of an integrated control system of an electric vehicle according to a fourth specific example of the present disclosure.
  • FIG. 13 is a schematic structural diagram of an integrated control system of an electric vehicle according to a fifth specific example of the present disclosure.
  • FIG. 14 is a schematic structural diagram of an integrated control system for an electric vehicle according to a sixth specific example of the present disclosure.
  • 15 is a schematic structural diagram of an integrated control system of an electric vehicle according to a seventh specific example of the present disclosure.
  • FIG. 16 is a schematic diagram of the structure of the entire vehicle when charging an example of the present disclosure.
  • Fig. 17 is a structural block diagram of an electric vehicle according to an embodiment of the present disclosure.
  • Fig. 1 is a structural block diagram of an integrated controller of an electric vehicle according to an embodiment of the present disclosure.
  • the electric vehicle includes a power battery and an AC charging and discharging port, where the AC charging and discharging port can be used to connect an external AC power source or an external load.
  • the integrated controller 100 of the electric vehicle includes a first control chip 110 and a second control chip 120.
  • the first control chip 110 includes a first core 111 and a second core 112.
  • the first core 111 is used to control the electronic control module 210 to drive the motor M
  • the second core 112 is used as the whole of the electric vehicle.
  • Vehicle controller; the second control chip 120 may include a core, the second control chip 120 is used to control the on-board charging module 220, to achieve the external AC power supply to AC charge the power battery, or to achieve the power battery to the external load AC discharge.
  • the integrated controller 100 of the electric vehicle can reduce the assembly cost and reduce the assembly volume and weight by sharing the control chip.
  • the DC terminal of the electronic control module 210 is connected to the power battery, the AC terminal of the electronic control module 210 is connected to the motor M; the first DC terminal of the on-board charging module 220 is connected to the power battery, and the AC terminal of the on-board charging module 220 Connect with AC charging and discharging port.
  • the first core 111 controls the electronic control module 210, and the power battery supplies power to the motor to drive the motor M.
  • the second core 112 serves as the vehicle controller of the electric vehicle and participates in vehicle control; the second control chip 120 can be independent
  • the on-board charging module 220 is controlled to realize the AC charging of the power battery by the external AC power source, or the AC discharge of the power battery to the external load.
  • the electric vehicle further includes a low-voltage battery, and the low-voltage battery is connected to the second DC terminal of the on-board charging module 220.
  • the second control chip 120 is also used to control the on-board charging module 220 to realize the power battery to charge the low-voltage battery.
  • the integrated controller 100 further includes a first driving circuit 130 and a second driving circuit 140.
  • the first driving circuit 130 is connected to the first control chip 110
  • the second driving circuit 140 is connected to the second control chip 110.
  • the chip 120 is connected.
  • the first control chip 110, the second control chip 120, the first drive circuit 130, and the second drive circuit 140 share a power supply module.
  • the first drive circuit 130 is used to drive the electronic control module 210
  • the circuit 140 is used to drive the on-board charging module 220.
  • the shared power supply module includes: a power supply 151, a first voltage conversion unit 152, a second voltage conversion unit 153, a first power supply unit 154, a second power supply unit 155, a first isolation unit 156, and a second isolation unit 157
  • the power supply 151 is respectively connected to the first voltage conversion unit 152, the second voltage conversion unit 153, the first isolation unit 156, and the second isolation unit 157.
  • the first voltage conversion unit 152 is respectively connected to the first power supply unit 154 and the second power supply unit 157. 155.
  • the first drive circuit 130 is connected, the first isolation unit 156 is connected to the first drive circuit 130, the second voltage conversion unit 153 is connected to the second drive circuit 140, and the second isolation unit 157 is connected to the second drive circuit 140.
  • a power supply unit 154 is connected to the first control chip 110, and the second power supply unit 155 is connected to the second control chip 120.
  • the power supply 151 can provide 12V voltage
  • the first voltage conversion unit 152 and the second voltage conversion unit 153 can both be used to convert 12V voltage into 5V voltage
  • the first isolation unit 156 and the second isolation unit 157 can both be used to provide 12V isolation power supply. Therefore, the present disclosure only needs one circuit board (that is, only one set of power supply is needed) to realize the power supply to each control chip and each drive circuit, which is compared with the requirements of each controller and each drive circuit in the traditional technology.
  • the power supply setting method of the present disclosure uses fewer devices, lower cost, and smaller assembly volume and weight.
  • the integrated controller 100 further includes an analog signal acquisition interface 161.
  • the first control chip 110 and the second control chip 120 are both connected to the analog signal acquisition interface 161, where the analog signal includes a throttle signal , Brake signal, atmospheric pressure signal, vacuum pressure signal, current signal, voltage signal and one or more of temperature information. Therefore, for the same type of analog signal, only one signal acquisition interface can be provided, and the signal acquisition interface is both connected to the first control chip 110 and the second control chip 120.
  • the integrated controller 100 further includes a switch signal acquisition interface 162 and a motor information acquisition interface 163 connected to the first control chip 110.
  • the first core 111 and the second core 112 share the switches collected by the switch signal acquisition interface 162. Measurement signal and motor position information collected by the motor information collection interface 163.
  • the electric vehicle also includes a DC charging and discharging port.
  • the DC charging and discharging port can be used to connect an external DC power supply or an external load.
  • the first core 111 is also used to control the electronic control module 210 to realize the external DC power supply connection.
  • the power battery is charged by boosting DC, or the power battery is DC discharged to an external load through a DC charging port.
  • the first port of the DC charge and discharge port is connected to the first pole of the power battery through the motor M and the electronic control module 210 in turn, and the second port of the DC charge and discharge port is connected to the second pole of the power battery.
  • an electric vehicle also includes a DC charging and discharging port.
  • the DC charging and discharging port can be used to connect an external DC power supply or an external load.
  • a boost charging module 230 is provided between the DC charging and discharging port and the power battery, where, as shown in Figure 3 It is shown that the first core 111 is also used to control the boost charging module 230 to realize the boost DC charging of the power battery by the external DC power supply, or realize the DC discharge of the power battery to the external load through the DC charging and discharging port.
  • the first core 111 and the second control chip 120 can work at the same time, the first core 111 is used to control the electronic control module 210, and the second control chip 120 is used to control the on-board charging module 220 to realize the external AC power supply
  • the power battery is charged with AC, or the power battery is discharged to an external load through the AC charging and discharging port.
  • the first port of the AC charge and discharge 4 is connected to the electronic control module 210 through a motor
  • the second port of the AC charge and discharge port is connected to the on-board charging module 220
  • the electronic control module 210 is connected to the on-board charging module 220.
  • the first core 111 Collect voltage information, current information, etc. of the motor M through the corresponding analog signal acquisition interface 161, and collect motor position information through the motor information acquisition interface 163.
  • the first core 111 generates drive control signals based on the motor position information, voltage information, and current information.
  • the motor M is operated by the first driving circuit 130 according to the driving control signal.
  • the collision information is collected through the switch signal collection interface 162, and the motor position information (used to calculate the vehicle speed) is collected through the motor information collection interface 163.
  • the first core 111 generates control commands according to the collision information, vehicle speed information, etc., and executes the three according to the control commands.
  • the phase short-circuit strategy or the six-phase open-circuit strategy is used to control the electronic control module 210 to stop the motor M from running.
  • the vehicle speed threshold for example, 60KW/h
  • the first core 111 can execute a three-phase short circuit strategy; when the vehicle speed is lower than the vehicle speed threshold, the first control chip 110 can execute a six-phase open circuit strategy.
  • the set vehicle speed threshold may be different.
  • the digital information collection interface 162 is directly connected to the first core 111 without obtaining collision information from the vehicle controller (ie, the second core 112).
  • the information transmission time delay is reduced, so that the response speed is fast, and then the emergency formulation is more secure.
  • the voltage information and current information are collected through the corresponding analog signal collection interface 161.
  • the first control chip 110 generates a DC charging control signal according to the voltage information and current information, and controls the electronic control module 210 or the boost charging module 230 according to the DC charging control signal Work to realize the boost DC charging of the power battery by the external DC power supply.
  • the voltage information and current information are collected through the corresponding analog signal acquisition interface 161, and the charging gun charging information is collected through the charging gun information collecting module.
  • the second control chip 120 generates AC charging and discharging control commands according to the voltage information, current information and charging information of the charging gun. , And control the operation of the on-board charging module 220 according to the AC charge and discharge control command, so as to realize the AC charge and discharge of the power battery by the external AC power source.
  • the voltage information and current information are collected through the corresponding analog signal acquisition interface 161.
  • the voltage information includes power battery terminal voltage information and low-voltage battery terminal voltage information.
  • the second control chip 120 is based on the power battery terminal voltage information, low-voltage load terminal voltage information and current
  • the information generates a step-down control signal, and controls the operation of the on-board charging module 220 according to the step-down control signal, so as to realize the power battery to charge the low-voltage battery.
  • the integrated controller of the electric vehicle of the embodiment of the present disclosure can reduce the use of components by sharing the control chip and multiplexing the power supply module and the same signal acquisition interface, thereby reducing the cost, reducing the size, and Reduce the weight of the assembly.
  • Fig. 4 is a structural block diagram of an integrated control system of an electric vehicle according to an embodiment of the present disclosure.
  • the electric vehicle includes a power battery and an AC charging and discharging port.
  • the AC charging and discharging port is used to connect an external AC power supply or an external load.
  • the integrated control system includes: the integration of the electric vehicle of the above embodiment The controller 100 and the driving unit 200.
  • the integrated controller 100 includes a first control chip 110 and a second control chip 120.
  • the first control chip 110 includes a first core 111 and a second core 112;
  • the driving unit 200 includes an electronic control module 210, a motor M, and a vehicle Charging module 220.
  • the first core 111 is used to control the electronic control module 210 to drive the motor M
  • the second core 112 is used as a vehicle controller;
  • the second control chip 120 is used to control the on-board charging module 220, In order to realize the external AC power supply to AC charge the power battery, or to realize the AC discharge of the power battery to the external load through the AC charge and discharge port.
  • the integrated control system of the electric vehicle adopts the above-mentioned integrated controller, and through the sharing of control chips, the use of components can be reduced, so that the cost, the volume, and the weight of the assembly can be reduced.
  • the DC terminal of the electronic control module 210 is connected to the power battery
  • the motor M is connected to the AC terminal of the electronic control module 210
  • the first DC terminal of the on-board charging module 220 is connected to the power battery
  • the on-board charging module The AC terminal of 220 is connected to the AC charging and discharging port.
  • the electric vehicle further includes a low-voltage battery, where the second control chip 120 is also used to control the on-board charging module 220 to realize the power battery to charge the low-voltage battery.
  • the AC terminal of the on-board charging module 220 is connected to the AC charging and discharging port
  • the first DC terminal of the on-board charging module 220 is connected to the power battery
  • the second DC terminal of the on-board charging module 220 is connected to the low-voltage battery.
  • the second control chip 120 is used to control the on-board charging module 220 to realize the AC charging of the power battery by the external AC power source, or to realize the AC discharge of the power battery to the external load through the AC charging and discharging port, or , To realize the power battery to charge the low-voltage battery.
  • the on-board charging module 210 includes a first H bridge (composed of switch tubes Q9, Q10, Q11, and Q12), a transformer T, and a second H bridge (composed of switch tubes Q5, Q6, Q7, and Q8).
  • the third H bridge (composed of switch tubes Q1, Q2, Q3 and Q4), the first inductor L1 and the first AC/DC conversion circuit 221, the DC terminal of the first H bridge is connected to the power battery, and the first H The AC end of the bridge is connected to the first secondary coil of the transformer T, the AC end of the second H bridge is connected to the primary coil of the transformer T, the DC end of the second H bridge is connected to the DC end of the third H bridge, and the third H The midpoint of one leg of the bridge is connected to one end of the first inductor L1, the other end of the first inductor L1 is connected to the first port of the AC charging and discharging port, and the midpoint of the other leg of the third H bridge is connected to the AC charging port.
  • the second port of the discharge port is connected, the second secondary coil of the transformer T is connected to the AC terminal of the first AC/DC conversion circuit 221, and the DC terminal of the first AC/DC conversion circuit 221 is connected to the low-voltage battery. Therefore, by multiplexing an H-bridge and transformer by the AC charging and discharging module and the low-voltage battery power supply module, the use of electrical components can be reduced, the cost is reduced, the volume is reduced, and the weight of the assembly is reduced.
  • a controllable switch, a bleeder resistor, etc. can also be connected between the power battery and the drive unit 200.
  • the drive unit 200 also includes an LC filter circuit, a filter capacitor, a bleeder resistor, etc.
  • the specific connection methods can be seen in the figure. 6. Of course, designers can also adjust the number and connection positions of LC filter circuits, filter capacitors, bleeder resistors, etc., according to their needs, which are not limited here.
  • the electric vehicle further includes a DC charging and discharging port.
  • the first port of the DC charging and discharging port is connected to the first pole (such as the positive electrode) of the power battery through the motor M and the electronic control module 210 in turn, and the DC charging and discharging
  • the second port of the port is connected to the second pole (such as the negative electrode) of the power battery.
  • the first core 111 is used to control the electronic control module 210 in a time-sharing manner, so that the external DC power supply can boost DC charging of the power battery, or the power battery can perform DC charging to the external load through the DC charging and discharging port. Discharge, or to drive the motor M.
  • the electronic control module 210 includes a first-phase bridge arm (composed of series-connected switch tubes T1 and T2) and a second-phase bridge arm (composed of series-connected switch tubes T3 and T4).
  • the third phase bridge arm (consisting of the switch tubes T5 and T6 connected in series), the first phase bridge arm, the second phase bridge arm, and the third phase bridge arm are connected in parallel to form a first bus end and a second bus end.
  • the bus terminal is connected with the first pole of the power battery, and the second bus terminal is connected with the second pole of the power battery.
  • the motor M includes a first phase coil La, a second phase coil Lb, and a third phase coil Lc.
  • One end of the first phase coil La, the second phase coil Lb and the third phase coil Lc are connected together to form a star Type connection point, the other end of the first phase coil La is connected to the midpoint of the first phase bridge arm, the other end of the second phase coil Lb is connected to the midpoint of the second phase bridge arm, and the other end of the third phase coil Lc It is connected to the midpoint of the third phase bridge arm, wherein the star connection point is connected to the first port of the DC charging and discharging port.
  • the first core 111 controls the electronic control module 210.
  • the electronic control module 210 When realizing DC charging and discharging, only a certain phase bridge arm can be continuously controlled, and DC charging and discharging can be realized through the phase bridge arm and its corresponding phase coil; Alternate control of two-phase or three-phase bridge arms to achieve DC charging and discharging.
  • the electric vehicle further includes a DC charging and discharging port
  • the driving unit 200 further includes a boost charging module 230 which is disposed between the DC charging and discharging port and the power battery.
  • the first core 111 is also used to control the boost charging module 230 to realize the boost DC charging of the power battery by the external DC power supply, or realize the DC discharge of the power battery to the external load through the DC charging and discharging port.
  • the boost charging module 230 includes a first conversion bridge arm and a second inductor L2 composed of two switch tubes (ie, T7, T8) connected in series.
  • One end of the first conversion bridge arm is connected to the first pole of the power battery, and the other end of the first conversion bridge arm is connected to the second pole of the power battery; one end of the second inductor L2 is connected to the midpoint of the first conversion bridge arm Connected, the other end of the second inductor L2 is connected to the first port of the DC charging and discharging port, wherein the second port of the DC charging and discharging port is connected to the second pole of the power battery.
  • the first port of the AC charging and discharging port is connected to the electronic control module 210 through the motor M
  • the second port of the AC charging and discharging port is connected to the vehicle charging module 220
  • the electronic control module 210 is connected to the vehicle charging module 220 connection.
  • the first core 111 and the second control chip 120 work at the same time, the first core 111 is used to control the electronic control module 210, and the second control chip 120 is used to control the on-board charging module 220, so as to realize the external AC power supply to the power battery.
  • the on-board charging module 220 includes a first H-bridge (composed of switch tubes Q9, Q10, Q11, and Q12), a transformer T, and a second H-bridge (composed of switch tubes Q5, Q6, Q7, and Q8).
  • the second conversion bridge arm composed of two switch tubes (Q3, Q4) in series and the second AC/DC conversion circuit 222
  • the DC terminal of the first H bridge is connected to the power battery
  • the AC of the first H bridge Terminal is connected to the first secondary coil of the transformer T
  • the AC terminal of the second H bridge is connected to the primary coil of the transformer T
  • the first terminal of the DC terminal of the second H bridge is connected to one end of the second conversion bridge arm
  • the second H The second port of the DC end of the bridge is connected to the other end of the second conversion bridge arm
  • the midpoint of the second conversion bridge arm is connected to the second port of the AC charge and discharge port
  • one end of the second AC/DC conversion circuit 222 is connected to the transformer T
  • the second secondary coil is connected, and the other end of the second AC/DC conversion circuit 222 is connected to a low-voltage battery.
  • the electronic control module 210 includes a first-phase bridge arm (composed of series-connected switching tubes T1, T2), a second-phase bridge arm (composed of series-connected switching tubes T3, T4) and a third-phase bridge arm (composed of Series connected switch tubes T5 and T6), the first-phase bridge arm, the second-phase bridge arm, and the third-phase bridge arm are connected in parallel to form a first bus terminal and a second bus terminal.
  • the first bus terminal is connected to the first bus terminal of the power battery.
  • One pole and one end of the second conversion bridge arm are connected, and the second confluence end is respectively connected with the second pole of the power battery and the other end of the second conversion bridge arm.
  • the motor M includes a first phase coil La, a second phase coil Lb, and a third phase coil Lc.
  • One end of the first phase coil La, the second phase coil Lb and the third phase coil Lc are connected together to form a star connection point.
  • the other end of the coil La is connected to the midpoint of the first phase bridge arm
  • the other end of the second phase coil Lb is connected to the midpoint of the second phase bridge arm
  • the other end of the third phase coil Lc is connected to the midpoint of the third phase bridge arm.
  • a midpoint connection, where the star connection point is connected to the first port of the AC charging and discharging port.
  • the on-board charging module 220 further includes a third inductor L3, wherein one end of the third inductor L3 is connected to the star connection point, and the other end of the third inductor L3 is connected to the second end of the AC charging and discharging port.
  • a third inductor L3 wherein one end of the third inductor L3 is connected to the star connection point, and the other end of the third inductor L3 is connected to the second end of the AC charging and discharging port.
  • One port connection Since the inductance of the stator winding of the motor M is small in the AC charging mode at high frequencies, the setting of the third inductor L3 can increase the inductance and better realize the power factor correction function.
  • the on-board charging module 220 may further include a second AC/DC conversion circuit 222.
  • the second AC/DC conversion circuit 222 in FIG. 12 and FIG. 13 includes four switching tubes. Therefore, the two switching tubes can be controlled alternately to reduce or avoid switching tubes. The overheating phenomenon prolongs the service life of the second AC/DC conversion circuit 222.
  • the DC charging and discharging port can be connected to the power battery through the positive contactor K3 and the negative contact K4.
  • the DC charging and discharging port may be connected to the power battery only through the positive contactor K3.
  • the DC charging and discharging port can also be connected to the power battery only through the negative contactor K4.
  • the example shown in FIG. 15 reduces the use of contactors and reduces the cost.
  • charging is divided into DC charging and AC charging.
  • the current is converted from the charging pile or 220V household AC to the power battery through five-in-one charging; when the vehicle is driving normally , The current is driven by the power battery through the five-in-one first-phase motor M to drive the vehicle to run normally.
  • the integrated control system of the electric vehicle of the embodiment of the present disclosure can reduce the use of electrical components through sharing or reuse of electrical components, thereby reducing the cost and the volume and weight of the assembly.
  • Fig. 17 is a structural block diagram of an electric vehicle according to an embodiment of the present disclosure.
  • the electric vehicle 1000 includes the integrated control system 300 of the electric vehicle of the above embodiment.
  • the electric vehicle of the embodiment of the present disclosure adopts the integrated control system of the electric vehicle of the above-mentioned embodiment.
  • the use of electrical components can be reduced, thereby reducing costs and reducing the volume and weight of the assembly.
  • first and second are only used for descriptive purposes, and cannot be understood as indicating or implying relative importance or implicitly indicating the number of indicated technical features. Therefore, the features defined with “first” and “second” may explicitly or implicitly include at least one of the features. In the description of the present disclosure, "a plurality of” means at least two, such as two, three, etc., unless otherwise specifically defined.
  • the terms “installed”, “connected”, “connected”, “fixed” and other terms should be understood in a broad sense, for example, it may be a fixed connection or a detachable connection , Or integrated; it can be mechanically connected or electrically connected; it can be directly connected or indirectly connected through an intermediary, it can be the internal communication of two components or the interaction relationship between two components, unless otherwise specified The limit.
  • installed may be a fixed connection or a detachable connection , Or integrated; it can be mechanically connected or electrically connected; it can be directly connected or indirectly connected through an intermediary, it can be the internal communication of two components or the interaction relationship between two components, unless otherwise specified The limit.
  • the specific meaning of the above-mentioned terms in the present disclosure can be understood according to specific circumstances.
  • the first feature “on” or “under” the second feature may be in direct contact with the first and second features, or the first and second features may be indirectly through an intermediary. contact.
  • the "above”, “above” and “above” of the first feature on the second feature may mean that the first feature is directly above or obliquely above the second feature, or it simply means that the level of the first feature is higher than the second feature.
  • the “below”, “below” and “below” of the second feature of the first feature may mean that the first feature is directly below or obliquely below the second feature, or it simply means that the level of the first feature is smaller than the second feature.

Landscapes

  • Engineering & Computer Science (AREA)
  • Power Engineering (AREA)
  • Mechanical Engineering (AREA)
  • Transportation (AREA)
  • Combustion & Propulsion (AREA)
  • Chemical & Material Sciences (AREA)
  • Life Sciences & Earth Sciences (AREA)
  • Sustainable Development (AREA)
  • Sustainable Energy (AREA)
  • Automation & Control Theory (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)
  • Charge And Discharge Circuits For Batteries Or The Like (AREA)
  • Rectifiers (AREA)

Abstract

一种电动汽车及其集成控制器、控制系统，涉及车辆技术领域，其中，集成控制器包括：第一控制芯片，其包括第一内核和第二内核，第一内核用于对电控模块进行控制，以实现对电机的驱动，第二内核用作整车控制器；第二控制芯片，其用于对车载充电模块进行控制，以实现外部交流电源对动力电池进行交流充电，或者，实现动力电池通过交流充放电口向外部负载进行交流放电。

Description

电动汽车及其集成控制器、集成控制系统
相关申请的交叉引用
本公开要求于2019年8月15日提交的申请号为201910754912.0、名称为“电动汽车及其集成控制器、集成控制系统”的中国专利申请的优先权，其全部内容通过引用结合在本公开中。
技术领域
本公开涉及车辆技术领域，尤其涉及一种电动汽车及其集成控制器、集成控制系统。
背景技术
目前，电动汽车的零部件日益往高集成、低成本、小体积方向发展。但是相关技术中，采用的方案大多是物理集成方案，即直接将不同零部件组装在一起，故其在成本和空间方面节省的比例有限。
发明内容
本公开旨在至少在一定程度上解决相关技术中的技术问题之一。
为此，本公开的第一个目的在于提出一种电动汽车的集成控制器，以通过电器元件的共用或复用，减少电器元件的使用，进而降低成本，减小总成的体积和重量。
本公开的第二个目的在于提出一种电动汽车的集成控制系统。
本公开的第三个目的在于提出一种电动汽车。
为达上述目的，本公开第一方面实施例提出了一种电动汽车的集成控制器，所述电动汽车包括动力电池和交流充放电口，所述集成控制器包括：第一控制芯片，其包括第一内核和第二内核，所述第一内核用于对电控模块进行控制，以实现对电机的驱动，所述第二内核用作整车控制器；第二控制芯片，其用于对车载充电模块进行控制，以实现外部交流电源对所述动力电池进行交流充电，或者，实现所述动力电池通过所述交流充放电口向外部负载进行交流放电。
本公开实施例的电动汽车的集成控制器，通过控制芯片的共用，能够减少元器件的使用，从而能够降低成本、减小体积、降低总成重量。
为达到上述目的，本公开的第二个目的在于提出一种电动汽车的集成控制系统，所述电动汽车包括动力电池和交流充放电口，所述集成控制系统包括：上述实施例的电动汽车 的集成控制器，所述集成控制器包括第一控制芯片和第二控制芯片，所述第一控制芯片包括第一内核和第二内核；驱动单元，其包括电控模块、电机和车载充电模块，所述第一内核用于对所述电控模块进行控制，以实现对所述电机的驱动，所述第二内核用作整车控制器；所述第二控制芯片用于对所述车载充电模块进行控制，以实现外部交流电源对所述动力电池进行交流充电，或者，实现所述动力电池通过所述交流充放电口向外部负载进行交流放电。
本公开实施例的电动汽车的集成控制系统，通过电器元件的共用或复用，能够减少电器元件的使用，进而能够降低成本，减小总成的体积和重量。
为达到上述目的，本公开第三方面实施例提出了一种电动汽车，包括上述的电动汽车的集成控制系统。
本公开实施例的电动汽车，采用上述实施例的电动汽车的集成控制系统，通过电器元件的共用或复用，能够减少电器元件的使用，进而能够降低成本，减小总成的体积和重量。
本公开附加的方面和优点将在下面的描述中部分给出，部分将从下面的描述中变得明显，或通过本公开的实践了解到。
附图说明
本公开上述的和/或附加的方面和优点从下面结合附图对实施例的描述中将变得明显和容易理解，其中：
图1是本公开一个实施例的电动汽车的集成控制器的结构框图；
图2是本公开一个具体示例的电动汽车的集成控制器的结构框图；
图3是本公开另一个实施例的电动汽车的集成控制器的结构框图。
图4是本公开第一个实施例的电动汽车的集成控制系统的结构框图；
图5是本公开第二个实施例的电动汽车的集成控制系统的结构框图；
图6是本公开第一个具体示例的电动汽车的集成控制系统的结构示意图；
图7是本公开第三个实施例的电动汽车的集成控制系统的结构框图；
图8是本公开第二个具体示例的电动汽车的集成控制系统的结构示意图；
图9是本公开第四个实施例的电动汽车的集成控制系统的结构框图；
图10是本公开第三个具体示例的电动汽车的集成控制系统的结构示意图；
图11是本公开第五个实施例的电动汽车的集成控制系统的结构框图；
图12是本公开第四个具体示例的电动汽车的集成控制系统的结构示意图；
图13是本公开第五个具体示例的电动汽车的集成控制系统的结构示意图；
图14是本公开第六个具体示例的电动汽车的集成控制系统的结构示意图；
图15是本公开第七个具体示例的电动汽车的集成控制系统的结构示意图；
图16是本公开一个示例的整车充电时的结构示意图；
图17是本公开实施例的电动汽车的结构框图。
具体实施方式
下面详细描述本公开的实施例，所述实施例的示例在附图中示出，其中自始至终相同或类似的标号表示相同或类似的元件或具有相同或类似功能的元件。下面通过参考附图描述的实施例是示例性的，旨在用于解释本公开，而不能理解为对本公开的限制。
下面参考附图描述本公开实施例的电动汽车及其集成控制器、集成控制系统。
图1是本公开实施例的电动汽车的集成控制器的结构框图。
在该实施例中，电动汽车包括动力电池和交流充放电口，其中，交流充放电口可用于连接外部交流电源或外部负载。
参见图1，电动汽车的集成控制器100包括第一控制芯片110和第二控制芯片120。其中，第一控制芯片110包括第一内核111和第二内核112，第一内核111用于对电控模块210进行控制，以实现对电机M的驱动，第二内核112用作电动汽车的整车控制器；第二控制芯片120可包括一个内核，第二控制芯片120用于对车载充电模块220进行控制，以实现外部交流电源对动力电池进行交流充电，或者，实现动力电池向外部负载进行交流放电。
由此，该电动汽车的集成控制器100通过对控制芯片的共用，可以降低总成成本，减小总成体积和重量。
作为一个示例，电控模块210的直流端与动力电池连接，电控模块210的交流端与电机M连接；车载充电模块220的第一直流端与动力电池连接，车载充电模块220的交流端与交流充放电口连接。第一内核111对电控模块210进行控制，动力电池给电机供电，实现对电机M的驱动，第二内核112作为电动汽车的整车控制器，参与整车控制；第二控制芯片120可单独对车载充电模块220进行控制，实现外部交流电源对动力电池进行交流充电，或者，实现动力电池向外部负载进行交流放电。
作为一个示例，电动汽车还包括低压蓄电池，低压蓄电池与车载充电模块220的第二直流端连接。其中，第二控制芯片120还用于对车载充电模块220进行控制，以实现动力 电池对低压蓄电池进行充电。
应当理解，当低压蓄电池用于对整车的低压负载进行供电。
作为一个示例，如图2所示，集成控制器100还包括第一驱动电路130和第二驱动电路140，第一驱动电路130与第一控制芯片110连接，第二驱动电路140与第二控制芯片120连接，第一控制芯片110、第二控制芯片120、第一驱动电路130和第二驱动电路140共用一电源模块，其中，第一驱动电路130用于驱动电控模块210，第二驱动电路140用于驱动车载充电模块220。
参见图2，共用的电源模块包括：电源151、第一电压转换单元152、第二电压转换单元153、第一供电单元154、第二供电单元155、第一隔离单元156和第二隔离单元157，电源151分别与第一电压转换单元152、第二电压转换单元153、第一隔离单元156和第二隔离单元157连接，第一电压转换单元152分别与第一供电单元154、第二供电单元155、第一驱动电路130连接，第一隔离单元156与第一驱动电路130连接，第二电压转换单元153与第二驱动电路140连接，第二隔离单元157与第二驱动电路140连接，第一供电单元154与第一控制芯片110连接，第二供电单元155与第二控制芯片120连接。
其中，电源151可提供12V电压，第一电压转换单元152和第二电压转换单元153均可用于将12V电压转换为5V电压，第一隔离单元156和第二隔离单元157均可用于提供12V隔离电源。由此，本公开只需要一个电路板(即只需一套供电电源)，即可实现对各控制芯片和各驱动电路的供电，相较于传统技术中各个控制器和各个驱动电路等均需要一套电源供电的设置方式，本公开的供电设置方式所采用的器件更少，成本更低，总成体积和重量更小。
作为一个示例，参见图2，集成控制器100还包括模拟量信号采集接口161，第一控制芯片110和第二控制芯片120均与模拟量信号采集接口161连接，其中，模拟量信号包括油门信号、刹车信号、大气压力信号、真空压力信号、电流信号、电压信号以及温度信息中的一种或多种。由此，对于同一种模拟量信号，可仅设置一个信号采集接口，该信号采集接口均与第一控制芯片110和第二控制芯片120连接。
参见图2，集成控制器100还包括与第一控制芯片110连接的开关量信号采集接口162和电机信息采集接口163，第一内核111和第二内核112共用开关量信号采集接口162采集的开关量信号和电机信息采集接口163采集的电机位置信息。
作为一个示例，电动汽车还包括直流充放电口，直流充放电口可用于连接外部直流电源或外部负载，其中，第一内核111还用于对电控模块210进行控制，以实现外部直流电 源对动力电池进行升压直流充电，或者，实现动力电池通过直流充电口向外部负载进行直流放电。
在该示例中，直流充放电口的第一端口依次通过电机M和电控模块210与动力电池的第一极连接，直流充放电口的第二端口与动力电池的第二极连接
作为一个示例，电动汽车还包括直流充放电口，直流充放电口可用于连接外部直流电源或外部负载，直流充放电口与动力电池之间设置有升压充电模块230，其中，如图3所示，第一内核111还用于对升压充电模块230进行控制，以实现外部直流电源对动力电池进行升压直流充电，或者，实现动力电池通过直流充放电口向外部负载进行直流放电。
作为一个示例，第一内核111与第二控制芯片120可同时工作，第一内核111用于控制电控模块210，且第二控制芯片120用于控制车载充电模块220，以实现外部交流电源对动力电池进行交流充电，或者，实现动力电池通过交流充放电口向外部负载进行交流放电。
该示例中，交流充放电4的第一端口通过电机与电控模块210连接，交流充放电口的第二端口与车载充电模块220连接，电控模块210与车载充电模块220连接。
下面通过几个工况对集成控制器100的控制作用进行说明：
工况一(电机M工作)：
通过相应的模拟量信号采集接口161采集电机M的电压信息、电流信息等，通过电机信息采集接口163采集电机位置信息，第一内核111根据电机位置信息、电压信息和电流信息等生成驱动控制信号，并根据该驱动控制信号通过第一驱动电路130使电机M工作。
工况二(电动汽车发生碰撞)：
通过开关量信号采集接口162采集碰撞信息，通过电机信息采集接口163采集电机位置信息(用于计算车速)，第一内核111根据该碰撞信息、车速信息等生成控制命令，并根据控制命令执行三相短路策略或六相开路策略，以控制电控模块210，使电机M停止运行。其中，当车速高于车速阈值(如，60KW/h)时，第一内核111可执行三相短路策略；当车速低于车速阈值时，第一控制芯片110可执行六相开路策略。需要说明的是，对于不同的电动汽车，设定的车速阈值可以是不同的。
其中，由于开关量信息采集接口162的硬线采集速度快，因此将开关量信息采集接口162直接与第一内核111连接，无需从整车控制器(即第二内核112)获取碰撞信息，避免了信息传输时延，从而响应速度快，进而达到紧急制定更安全的效果。
工况三(直流充电)：
通过相应的模拟量信号采集接口161采集电压信息和电流信息，第一控制芯片110根据电压信息和电流信息生成直流充电控制信号，并根据直流充电控制信号控制电控模块210或升压充电模块230工作，以实现外部直流电源对动力电池进行升压直流充电。
工况四(交流充放电)：
通过相应的模拟量信号采集接口161采集电压信息和电流信息，通过充电枪信息采集模块采集充电枪充电信息，第二控制芯片120根据电压信息、电流信息和充电枪充电信息生成交流充放电控制指令，并根据该交流充放电控制指令控制车载充电模块220工作，以实现外部交流电源对动力电池进行交流充放电。
工况五(低压蓄电池充电)：
通过相应的模拟量信号采集接口161采集电压信息和电流信息，电压信息包括动力电池端电压信息和低压蓄电池端电压信息，第二控制芯片120根据动力电池端电压信息、低压负载端电压信息和电流信息生成降压控制信号，并根据该降压控制信号控制车载充电模块220工作，以实现动力电池对低压蓄电池进行充电。
综上所述，本公开实施例的电动汽车的集成控制器，通过控制芯片的共用，以及复用电源模块和相同信号采集接口，能够减少元器件的使用，从而能够降低成本、减小体积、降低总成重量。
图4是本公开一个实施例的电动汽车的集成控制系统的结构框图。
在该实施例中，如图4所示，电动汽车包括动力电池和交流充放电口，交流充放电口用于连接外部交流电源或外部负载，集成控制系统包括：上述实施例的电动汽车的集成控制器100和驱动单元200。
参见图4，集成控制器100包括第一控制芯片110和第二控制芯片120，第一控制芯片110包括第一内核111和第二内核112；驱动单元200包括电控模块210、电机M、车载充电模块220。其中，第一内核111用于对电控模块210进行控制，以实现对电机M的驱动，第二内核112用作整车控制器；第二控制芯片120用于对车载充电模块220进行控制，以实现外部交流电源对动力电池进行交流充电，或者，实现动力电池通过交流充放电口向外部负载进行交流放电。
由此，该电动汽车的集成控制系统，采用上述的集成控制器，通过控制芯片的共用，能够减少元器件的使用，从而能够降低成本、减小体积、降低总成重量。
作为一个示例，参见图4，电控模块210的直流端与动力电池连接，电机M与电控模块210的交流端连接，车载充电模块220的第一直流端与动力电池连接，车载充电模块220 的交流端与交流充放电口连接。
作为一个示例，参见图5，电动汽车还包括低压蓄电池，其中，第二控制芯片120还用于对车载充电模块220进行控制，以实现动力电池对低压蓄电池进行充电。
参见图5，车载充电模块220的交流端与交流充放电口连接，车载充电模块220的第一直流端与动力电池连接，车载充电模块220的第二直流端与低压蓄电池连接。
在该示例中，第二控制芯片120用于对车载充电模块220进行控制，以实现外部交流电源对动力电池进行交流充电，或者，实现动力电池通过交流充放电口向外部负载进行交流放电，或者，实现动力电池对低压蓄电池进行充电。
具体地，如图6所示，车载充电模块210包括第一H桥(由开关管Q9、Q10、Q11和Q12组成)、变压器T、第二H桥(由开关管Q5、Q6、Q7和Q8组成)、第三H桥(由开关管Q1、Q2、Q3和Q4组成)、第一电感L1和第一AC/DC变换电路221，第一H桥的直流端与动力电池连接，第一H桥的交流端与变压器T的第一次级线圈连接，第二H桥的交流端与变压器T的初级线圈连接，第二H桥的直流端与第三H桥的直流端连接，第三H桥的一个桥臂的中点与第一电感L1的一端连接，第一电感L1的另一端与交流充放电口的第一端口连接，第三H桥的另一个桥臂的中点与交流充放电口的第二端口连接，变压器T的第二次级线圈与第一AC/DC变换电路221的交流端连接，第一AC/DC变换电路221的直流端与低压蓄电池连接。由此，通过交流充放电模块与低压蓄电池供电模块复用一个H桥和变压器，能够减少电器元件的使用，降低了成本，减小了体积，也使得总成的重量减小。
需要说明的是，动力电池与驱动单元200之间还可连接有可控开关、泄放电阻等，驱动单元200还包括LC滤波电路、滤波电容、泄放电阻等，其具体连接方式可参见图6，当然，设计人员也可根据需要对LC滤波电路、滤波电容、泄放电阻等的数量、连接位置等进行适应性调整，此处不做限定。
作为一个示例，参见图7，电动汽车还包括直流充放电口，直流充放电口的第一端口依次通过电机M和电控模块210与动力电池的第一极(如正极)连接，直流充放电口的第二端口与动力电池的第二极(如负极)连接。
在该示例中，第一内核111用于分时对电控模块210进行控制，以实现外部直流电源对动力电池进行升压直流充电，或者，实现动力电池通过直流充放电口向外部负载进行直流放电，或者，实现对电机M的驱动。
具体地，如图6、图8所示，电控模块210包括第一相桥臂(由串联的开关管T1、T2组成)、第二相桥臂(由串联的开关管T3、T4组成)和第三相桥臂(由串联的开关管T5、 T6组成)，第一相桥臂、第二相桥臂、第三相桥臂并联连接形成第一汇流端和第二汇流端，第一汇流端与动力电池的第一极连接，第二汇流端与动力电池的第二极连接。
参见图6、图8，电机M包括第一相线圈La、第二相线圈Lb和第三相线圈Lc，第一相线圈La、第二相线圈Lb和第三相线圈Lc一端共接形成星型连接点，第一相线圈La的另一端与第一相桥臂的中点连接，第二相线圈Lb的另一端与第二相桥臂的中点连接，第三相线圈Lc的另一端与第三相桥臂的中点连接，其中，星型连接点与直流充放电口的第一端口连接。
在该示例中，第一内核111控制电控模块210，实现直流充放电时，可仅对某一相桥臂持续控制，通过该相桥臂及其对应的相线圈实现直流充放电；也可对两相或三相桥臂交替控制，实现直流充放电。
由此，通过桥臂和电感的复用，能够减少电器元件的使用，进而能够降低成本，减小总成的体积和重量。
作为一个示例，如图9所示，电动汽车还包括直流充放电口，驱动单元200还包括升压充电模块230，升压充电模块230设置于直流充放电口与动力电池之间。
其中，第一内核111还用于对升压充电模块230进行控制，以实现外部直流电源对动力电池进行升压直流充电，或者，实现动力电池通过直流充放电口向外部负载进行直流放电。
具体地，如图10所示，升压充电模块230包括：由两个串联的开关管(即T7、T8)组成的第一变换桥臂和第二电感L2。其中，第一变换桥臂的一端与动力电池的第一极连接，第一变换桥臂的另一端与动力电池的第二极连接；第二电感L2的一端与第一变换桥臂的中点连接，第二电感L2的另一端与直流充放电口的第一端口连接，其中，直流充放电口的第二端口与动力电池的第二极连接。
作为一个示例，参见图11，交流充放电口的第一端口通过电机M与电控模块210连接，交流充放电口的第二端口与车载充电模块220连接，电控模块210与车载充电模块220连接。其中，第一内核111与第二控制芯片120同时工作，第一内核111用于控制电控模块210，且第二控制芯片120用于控制车载充电模块220，以实现外部交流电源对动力电池进行交流充电，或者，实现动力电池通过交流充放电口向外部负载进行交流放电。
具体地，如图12所示，车载充电模块220包括第一H桥(由开关管Q9、Q10、Q11和Q12组成)、变压器T、第二H桥(由开关管Q5、Q6、Q7和Q8组成)、由两个串联的开关管(Q3、Q4)组成的第二变换桥臂和第二AC/DC变换电路222，第一H桥的直流端与动 力电池连接，第一H桥的交流端与变压器T的第一次级线圈连接，第二H桥的交流端与变压器T的初级线圈连接，第二H桥的直流端的第一端口与第二变换桥臂的一端连接，第二H桥的直流端的第二端口与第二变换桥臂的另一端连接，第二变换桥臂的中点与交流充放电口的第二端口连接，第二AC/DC变换电路222一端与变压器T的第二次级线圈连接，第二AC/DC变换电路222另一端与低压蓄电池连接。
参见图12，电控模块210包括第一相桥臂(由串联的开关管T1、T2组成)、第二相桥臂(由串联的开关管T3、T4组成)和第三相桥臂(由串联的开关管T5、T6组成)，第一相桥臂、第二相桥臂、第三相桥臂并联连接形成第一汇流端和第二汇流端，第一汇流端分别与动力电池的第一极、第二变换桥臂的一端连接，第二汇流端分别与动力电池的第二极、第二变换桥臂的另一端连接。电机M包括第一相线圈La、第二相线圈Lb和第三相线圈Lc，第一相线圈La、第二相线圈Lb和第三相线圈Lc一端共接形成星型连接点，第一相线圈La的另一端与第一相桥臂的中点连接，第二相线圈Lb的另一端与第二相桥臂的中点连接，第三相线圈Lc的另一端与第三相桥臂的中点连接，其中，星型连接点与交流充放电口的第一端口连接。
由此，通过桥臂和电感的复用，能够减少电器元件的使用，进而能够降低成本，减小总成的体积和重量。
作为一个示例，如图13所示，车载充电模块220还包括第三电感L3，其中，第三电感L3的一端与星型连接点连接，第三电感L3的另一端与交流充放电口的第一端口连接。由于交流充电模式时，在高频下，电机M定子绕组的感量较小，因此通过第三电感L3的设置，能够增加感量，更好的实现功率因数校正功能。
可选地，参见图12、图13，车载充电模块220还可包括第二AC/DC变换电路222。相较于图8、图10，图12、图13中的第二AC/DC变换电路222包括四个开关管，由此可通过对四个开关管的两两交替控制，减少或避免开关管过热现象的发生，使得第二AC/DC变换电路222的使用寿命延长。
作为一个示例，如图14所示，直流充放电口可通过正极接触器K3和负极接触器K4与动力电池连接。
作为一个示例，如图15所示，直流充放电口可仅通过正极接触器K3与动力电池连接。当然，直流充放电口也可仅通过负极接触器K4与动力电池连接。相较于图14所示的示例，图15所示的示例减少了接触器的使用，成本更低。
在本公开的实施例中，如图16所示，充电分为直流充电和交流充电，充电时，电流 由充电桩或者220V家用交流电经五合一进行转换给动力电池充电；车辆正常驱动行驶时，电流由动力电池通过五合一流向电机M驱动车辆正常运行。
综上所述，本公开实施例的电动汽车的集成控制系统，通过电器元件的共用或复用，能够减少电器元件的使用，进而能够降低成本，减小总成的体积和重量。
图17是本公开实施例的电动汽车的结构框图。
如图17所示，电动汽车1000包括上述实施例的电动汽车的集成控制系统300。
本公开实施例的电动汽车，采用上述实施例的电动汽车的集成控制系统，通过电器元件的共用或复用，能够减少电器元件的使用，进而能够降低成本，减小总成的体积和重量。
在本说明书的描述中，参考术语“一个实施例”、“一些实施例”、“示例”、“具体示例”、或“一些示例”等的描述意指结合该实施例或示例描述的具体特征、结构、材料或者特点包含于本公开的至少一个实施例或示例中。在本说明书中，对上述术语的示意性表述不一定指的是相同的实施例或示例。而且，描述的具体特征、结构、材料或者特点可以在任何的一个或多个实施例或示例中以合适的方式结合。
在本公开的描述中，需要理解的是，术语“中心”、“纵向”、“横向”、“长度”、“宽度”、“厚度”、“上”、“下”、“前”、“后”、“左”、“右”、“竖直”、“水平”、“顶”、“底”“内”、“外”、“顺时针”、“逆时针”、“轴向”、“径向”、“周向”等指示的方位或位置关系为基于附图所示的方位或位置关系，仅是为了便于描述本公开和简化描述，而不是指示或暗示所指的装置或元件必须具有特定的方位、以特定的方位构造和操作，因此不能理解为对本公开的限制。
此外，术语“第一”、“第二”仅用于描述目的，而不能理解为指示或暗示相对重要性或者隐含指明所指示的技术特征的数量。由此，限定有“第一”、“第二”的特征可以明示或者隐含地包括至少一个该特征。在本公开的描述中，“多个”的含义是至少两个，例如两个，三个等，除非另有明确具体的限定。
在本公开中，除非另有明确的规定和限定，术语“安装”、“相连”、“连接”、“固定”等术语应做广义理解，例如，可以是固定连接，也可以是可拆卸连接，或成一体；可以是机械连接，也可以是电连接；可以是直接相连，也可以通过中间媒介间接相连，可以是两个元件内部的连通或两个元件的相互作用关系，除非另有明确的限定。对于本领域的普通技术人员而言，可以根据具体情况理解上述术语在本公开中的具体含义。
在本公开中，除非另有明确的规定和限定，第一特征在第二特征“上”或“下”可以是第一和第二特征直接接触，或第一和第二特征通过中间媒介间接接触。而且，第 一特征在第二特征“之上”、“上方”和“上面”可是第一特征在第二特征正上方或斜上方，或仅仅表示第一特征水平高度高于第二特征。第一特征在第二特征“之下”、“下方”和“下面”可以是第一特征在第二特征正下方或斜下方，或仅仅表示第一特征水平高度小于第二特征。
尽管上面已经示出和描述了本公开的实施例，可以理解的是，上述实施例是示例性的，不能理解为对本公开的限制，本领域的普通技术人员在本公开的范围内可以对上述实施例进行变化、修改、替换和变型。

Claims (21)

  1. 一种电动汽车的集成控制器，其特征在于，所述电动汽车包括动力电池和交流充放电口，所述集成控制器包括：
    第一控制芯片，其包括第一内核和第二内核，所述第一内核用于对电控模块进行控制，以实现对电机的驱动，所述第二内核用作整车控制器；
    第二控制芯片，其用于对车载充电模块进行控制，以实现外部交流电源对所述动力电池进行交流充电，或者，实现所述动力电池通过所述交流充放电口向外部负载进行交流放电。
  2. 如权利要求1所述的电动汽车的集成控制器，其特征在于，所述电动汽车还包括低压蓄电池，其中，所述第二控制芯片还用于对所述车载充电模块进行控制，以实现所述动力电池对所述低压蓄电池进行充电。
  3. 如权利要求1所述的电动汽车的集成控制器，其特征在于，所述集成控制器还包括第一驱动电路和第二驱动电路，所述第一驱动电路与所述第一控制芯片连接，所述第二驱动电路与所述第二控制芯片连接，所述第一控制芯片、所述第二控制芯片、所述第一驱动电路和所述第二驱动电路共用一电源模块，其中，所述第一驱动电路用于驱动所述电控模块，所述第二驱动电路用于驱动所述车载充电模块。
  4. 如权利要求3所述的电动汽车的集成控制器，其特征在于，所述电源模块包括电源、第一电压转换单元、第二电压转换单元、第一供电单元、第二供电单元、第一隔离单元和第二隔离单元，所述电源分别与所述第一电压转换单元、所述第二电压转换单元、所述第一隔离单元和所述第二隔离单元连接，所述第一电压转换单元分别与所述第一供电单元、所述第二供电单元、所述第一驱动电路连接，所述第一隔离单元与所述第一驱动电路连接，所述第二电压转换单元与所述第二驱动电路连接，所述第二隔离单元与所述第二驱动电路连接，所述第一供电单元与所述第一控制芯片连接，所述第二供电单元与所述第二控制芯片连接。
  5. 如权利要求1所述的电动汽车的集成控制器，其特征在于，所述集成控制器还包括模拟量信号采集接口，所述第一控制芯片和所述第二控制芯片均与所述模拟量信号采集接口连接，其中，模拟量信号包括油门信号、刹车信号、大气压力信号、真空压力信号、电流信号、电压信号以及温度信息中的一种或多种。
  6. 如权利要求1所述的电动汽车的集成控制器，其特征在于，所述电动汽车还包括 直流充放电口，其中，所述第一内核还用于对所述电控模块进行控制，以实现外部直流电源对所述动力电池进行升压直流充电，或者，实现所述动力电池通过所述直流充放电口向外部负载进行直流放电。
  7. 如权利要求1所述的电动汽车的集成控制器，其特征在于，所述电动汽车还包括直流充放电口，所述直流充放电口与所述动力电池之间设置有升压充电模块，其中，所述第一内核还用于对所述升压充电模块进行控制，以实现外部直流电源对所述动力电池进行升压直流充电，或者，实现所述动力电池通过所述直流充放电口向外部负载进行直流放电。
  8. 如权利要求1所述的电动汽车的集成控制器，其特征在于，所述第一内核与所述第二控制芯片同时工作，所述第一内核用于控制所述电控模块，且所述第二控制芯片用于控制所述车载充电模块，以实现所述外部交流电源对所述动力电池进行交流充电，或者，实现所述动力电池通过所述交流充放电口向外部负载进行交流放电。
  9. 如权利要求1所述的电动汽车的集成控制器，其特征在于，所述集成控制器还包括与所述第一控制芯片连接的开关量信号采集接口和电机信息采集接口，所述第一内核和所述第二内核共用所述开关量信号采集接口采集的开关量信号和所述电机信息采集接口采集的电机位置信息。
  10. 一种电动汽车的集成控制系统，其特征在于，所述电动汽车包括动力电池和交流充放电口，所述集成控制系统包括：
    如权利要求1-9中任一项所述的电动汽车的集成控制器，所述集成控制器包括第一控制芯片和第二控制芯片，所述第一控制芯片包括第一内核和第二内核；
    驱动单元，其包括电控模块、电机和车载充电模块，所述第一内核用于对所述电控模块进行控制，以实现对所述电机的驱动，所述第二内核用作整车控制器；所述第二控制芯片用于对所述车载充电模块进行控制，以实现外部交流电源对所述动力电池进行交流充电，或者，实现所述动力电池通过所述交流充放电口向外部负载进行交流放电。
  11. 如权利要求10所述的电动汽车的集成控制系统，其特征在于，所述电动汽车还包括低压蓄电池，其中，所述第二控制芯片还用于对所述车载充电模块进行控制，以实现所述动力电池对所述低压蓄电池进行充电。
  12. 如权利要求11所述的电动汽车的集成控制系统，其特征在于，所述车载充电模块的交流端与所述交流充放电口连接，所述车载充电模块的第一直流端与所述动力电池连接，所述车载充电模块的第二直流端与所述低压蓄电池连接；
    其中，所述第二控制芯片用于对所述车载充电模块进行控制，以实现所述外部交流电 源对所述动力电池进行交流充电，或者，实现所述动力电池通过所述交流充放电口向外部负载进行交流放电，或者，实现所述动力电池对所述低压蓄电池进行充电。
  13. 如权利要求12所述的电动汽车的集成控制系统，其特征在于，所述车载充电模块包括第一H桥、变压器、第二H桥、第三H桥、第一电感和第一AC/DC变换电路，所述第一H桥的直流端与所述动力电池连接，所述第一H桥的交流端与所述变压器的第一次级线圈连接，所述第二H桥的交流端与所述变压器的初级线圈连接，所述第二H桥的直流端与所述第三H桥的直流端连接，所述第三H桥的一个桥臂的中点与所述第一电感的一端连接，所述第一电感的另一端与所述交流充放电口的第一端口连接，所述第三H桥的另一个桥臂的中点与所述交流充放电口的第二端口连接，所述变压器的第二次级线圈与所述第一AC/DC变换电路的交流端连接，所述第一AC/DC变换电路的直流端与所述低压蓄电池连接。
  14. 如权利要求10-13中任一所述的电动汽车的集成控制系统，其特征在于，所述电动汽车还包括直流充放电口，所述直流充放电口的第一端口依次通过所述电机和所述电控模块与所述动力电池的第一极连接，所述直流充放电口的第二端口与所述动力电池的第二极连接；
    其中，所述第一内核用于分时对所述电控模块进行控制，以实现外部直流电源对所述动力电池进行升压直流充电，或者，实现所述动力电池通过所述直流充放电口向外部负载进行直流放电，或者，实现对所述电机的驱动。
  15. 如权利要求14所述的电动汽车的集成控制系统，其特征在于，所述电控模块包括第一相桥臂、第二相桥臂和第三相桥臂，所述第一相桥臂、所述第二相桥臂、所述第三相桥臂并联连接形成第一汇流端和第二汇流端，所述第一汇流端与所述动力电池的第一极连接，所述第二汇流端与所述动力电池的第二极连接；
    所述电机包括第一相线圈、第二相线圈和第三相线圈，所述第一相线圈、第二相线圈和第三相线圈一端共接形成星型连接点，所述第一相线圈的另一端与所述第一相桥臂的中点连接，所述第二相线圈的另一端与所述第二相桥臂的中点连接，所述第三相线圈的另一端与所述第三相桥臂的中点连接，其中，所述星型连接点与所述直流充放电口的第一端口连接。
  16. 如权利要求10所述的电动汽车的集成控制系统，其特征在于，所述电动汽车还包括直流充放电口，所述驱动单元还包括升压充电模块，所述升压充电模块设置于所述直流充放电口与所述动力电池之间；
    其中，所述第一内核还用于对所述升压充电模块进行控制，以实现外部直流电源对所 述动力电池进行升压直流充电，或者，实现所述动力电池通过所述直流充放电口向外部负载进行直流放电。
  17. 如权利要求16所述的电动汽车的集成控制系统，其特征在于，所述升压充电模块包括：
    由两个串联的开关管组成的第一变换桥臂，所述第一变换桥臂的一端与所述动力电池的第一极连接，所述第一变换桥臂的另一端与所述动力电池的第二极连接；
    第二电感，所述第二电感的一端与所述第一变换桥臂的中点连接，所述第二电感的另一端与所述直流充放电口的第一端口连接，其中，所述直流充放电口的第二端口与所述动力电池的第二极连接。
  18. 如权利要求10所述的电动汽车的集成控制系统，其特征在于，所述交流充放电口的第一端口通过所述电机与所述电控模块连接，所述交流充放电口的第二端口与所述车载充电模块连接，所述电控模块与所述车载充电模块连接；
    其中，所述第一内核与所述第二控制芯片同时工作，所述第一内核用于控制所述电控模块，且所述第二控制芯片用于控制所述车载充电模块，以实现所述外部交流电源对所述动力电池进行交流充电，或者，实现所述动力电池通过所述交流充放电口向外部负载进行交流放电。
  19. 如权利要求18所述的电动汽车的集成控制系统，其特征在于，
    所述车载充电模块包括第一H桥、变压器、第二H桥、由两个串联的开关管组成的第二变换桥臂和第二AC/DC变换电路，所述第一H桥的直流端与所述动力电池连接，所述第一H桥的交流端与所述变压器的第一次级线圈连接，所述第二H桥的交流端与所述变压器的初级线圈连接，所述第二H桥的直流端的第一端口与所述第二变换桥臂的一端连接，所述第二H桥的直流端的第二端口与所述第二变换桥臂的另一端连接，所述第二变换桥臂的中点与所述交流充放电口的第二端口连接，所述第二AC/DC变换电路一端与所述变压器的第二次级线圈连接，所述第二AC/DC变换电路另一端与低压蓄电池连接；
    所述电控模块包括第一相桥臂、第二相桥臂和第三相桥臂，所述第一相桥臂、所述第二相桥臂、所述第三相桥臂并联连接形成第一汇流端和第二汇流端，所述第一汇流端分别与所述动力电池的第一极、所述第二变换桥臂的一端连接，所述第二汇流端分别与所述动力电池的第二极、所述第二变换桥臂的另一端连接；
    所述电机包括第一相线圈、第二相线圈和第三相线圈，所述第一相线圈、第二相线圈和第三相线圈一端共接形成星型连接点，所述第一相线圈的一端与所述第一相桥臂的中点 连接，所述第二相线圈的一端与所述第二相桥臂的中点连接，所述第三相线圈的一端与所述第三相桥臂的中点连接，其中，所述星型连接点与所述交流充放电口的第一端口连接。
  20. 如权利要求19所述的电动汽车的集成控制系统，其特征在于，所述车载充电模块还包括第三电感，其中，所述第三电感的一端与所述星型连接点连接，所述第三电感的另一端与所述交流充放电口的第一端口连接。
  21. 一种电动汽车，其特正在于，包括如权利要求10-20中任一项所述的电动汽车的集成控制系统。
PCT/CN2020/107059 2019-08-15 2020-08-05 电动汽车及其集成控制器、集成控制系统 WO2021027648A1 (zh)

Priority Applications (4)

Application Number Priority Date Filing Date Title
US17/628,690 US11865934B2 (en) 2019-08-15 2020-08-05 Electric vehicle, and integrated controller and integrated control system thereof
JP2022509004A JP7350987B2 (ja) 2019-08-15 2020-08-05 電気自動車及びその統合コントローラ、統合制御システム
AU2020327435A AU2020327435B2 (en) 2019-08-15 2020-08-05 Electric vehicle, and integrated controller and integrated control system thereof
EP20852724.2A EP4015290A4 (en) 2019-08-15 2020-08-05 ELECTRIC VEHICLE AND AN INTEGRATED CONTROL UNIT AND INTEGRATED CONTROL SYSTEM THEREOF

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
CN201910754912.0 2019-08-15
CN201910754912.0A CN112389348B (zh) 2019-08-15 2019-08-15 电动汽车及其集成控制器、集成控制系统

Publications (1)

Publication Number Publication Date
WO2021027648A1 true WO2021027648A1 (zh) 2021-02-18

Family

ID=74569537

Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/CN2020/107059 WO2021027648A1 (zh) 2019-08-15 2020-08-05 电动汽车及其集成控制器、集成控制系统

Country Status (6)

Country Link
US (1) US11865934B2 (zh)
EP (1) EP4015290A4 (zh)
JP (1) JP7350987B2 (zh)
CN (1) CN112389348B (zh)
AU (1) AU2020327435B2 (zh)
WO (1) WO2021027648A1 (zh)

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP4074540A1 (en) * 2021-03-31 2022-10-19 Huawei Digital Power Technologies Co., Ltd. Energy conversion apparatus, motor, power system, and vehicle

Families Citing this family (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN114336905A (zh) * 2021-09-14 2022-04-12 华为数字能源技术有限公司 一种充放电装置及车辆
EP4287482A1 (en) * 2022-05-31 2023-12-06 MAHLE International GmbH Power conversion topology
CN115848298B (zh) * 2023-02-27 2023-05-23 南京芯驰半导体科技有限公司 一种基于多核的区域网关和动力控制系统及方法

Citations (8)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2012157082A (ja) * 2011-01-21 2012-08-16 Nissan Motor Co Ltd 車輪給電装置
CN102684248A (zh) * 2011-03-18 2012-09-19 富士电机株式会社 车辆间充电装置
CN102826054A (zh) * 2012-08-14 2012-12-19 深圳先进技术研究院 一种电动汽车多功能集成电力电子系统
CN104802658A (zh) * 2015-05-21 2015-07-29 北京九州华海科技有限公司 集成电机控制与电池主控功能的新能源整车控制器
CN106004489A (zh) * 2016-06-01 2016-10-12 深圳市科列技术股份有限公司 一种电动汽车用车载充电机、充电方法及电动汽车
CN106292444A (zh) * 2016-08-30 2017-01-04 深圳市大地和电气股份有限公司 一种电机控制和整车控制的集成装置
CN107128159A (zh) * 2017-05-26 2017-09-05 深圳市大地和电气股份有限公司 一种新能源电动汽车动力总成
CN207926248U (zh) * 2018-03-20 2018-09-28 北京新能源汽车股份有限公司 车载电源和车辆

Family Cites Families (15)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2013090511A (ja) * 2011-10-20 2013-05-13 Denso Corp 電力制御装置
US9493088B2 (en) * 2011-12-31 2016-11-15 Shenzhen Byd Auto R&D Company Limited Electric automobile and integrated control system thereof
CN202952843U (zh) * 2012-11-29 2013-05-29 廖启新 一种具有充电功能的电动汽车驱动控制器
EP2821274B1 (en) * 2013-06-28 2019-05-08 LG Electronics Inc. Driving apparatus for electric vehicle
CN104249629B (zh) * 2013-06-28 2016-09-07 比亚迪股份有限公司 电动汽车、电动汽车的动力系统和动力电池的充电方法
CN103647483B (zh) * 2013-12-13 2016-04-06 中国科学院深圳先进技术研究院 一种集成开关磁阻电机驱动和电池充电的功率变换装置
KR20150073291A (ko) 2013-12-20 2015-07-01 엘에스산전 주식회사 전력 변환 장치
CN105790337A (zh) * 2014-12-25 2016-07-20 比亚迪股份有限公司 车载充电系统及车辆
CN106143175B (zh) * 2015-04-24 2018-09-07 乐金电子研发中心(上海)有限公司 一种电动汽车充电和电机驱动集成电路
US11479139B2 (en) * 2015-09-11 2022-10-25 Invertedpower Pty Ltd Methods and systems for an integrated charging system for an electric vehicle
CN205375053U (zh) 2016-01-14 2016-07-06 阿尔特汽车技术股份有限公司 电动汽车高压集成控制系统
CN106452279B (zh) * 2016-09-21 2018-10-30 渤海大学 集成充电功能的电动汽车驱动电机控制器及控制方法
CN207128660U (zh) * 2017-09-01 2018-03-23 北京友信宏科电子科技股份有限公司 一种基于级联磁耦合技术的车载多合一控制装置及系统
CN107933377A (zh) * 2017-11-24 2018-04-20 安徽维新能源技术有限公司 一种双芯片的五合一电动汽车动力管理系统
CN208216510U (zh) * 2018-03-22 2018-12-11 深圳市大地和电气股份有限公司 基于双向逆变充放电的电动汽车集成驱动系统

Patent Citations (8)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2012157082A (ja) * 2011-01-21 2012-08-16 Nissan Motor Co Ltd 車輪給電装置
CN102684248A (zh) * 2011-03-18 2012-09-19 富士电机株式会社 车辆间充电装置
CN102826054A (zh) * 2012-08-14 2012-12-19 深圳先进技术研究院 一种电动汽车多功能集成电力电子系统
CN104802658A (zh) * 2015-05-21 2015-07-29 北京九州华海科技有限公司 集成电机控制与电池主控功能的新能源整车控制器
CN106004489A (zh) * 2016-06-01 2016-10-12 深圳市科列技术股份有限公司 一种电动汽车用车载充电机、充电方法及电动汽车
CN106292444A (zh) * 2016-08-30 2017-01-04 深圳市大地和电气股份有限公司 一种电机控制和整车控制的集成装置
CN107128159A (zh) * 2017-05-26 2017-09-05 深圳市大地和电气股份有限公司 一种新能源电动汽车动力总成
CN207926248U (zh) * 2018-03-20 2018-09-28 北京新能源汽车股份有限公司 车载电源和车辆

Non-Patent Citations (1)

* Cited by examiner, † Cited by third party
Title
See also references of EP4015290A4 *

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP4074540A1 (en) * 2021-03-31 2022-10-19 Huawei Digital Power Technologies Co., Ltd. Energy conversion apparatus, motor, power system, and vehicle
US11888417B2 (en) 2021-03-31 2024-01-30 Huawei Digital Power Technologies Co., Ltd. Energy conversion apparatus, motor, power system, and vehicle

Also Published As

Publication number Publication date
US11865934B2 (en) 2024-01-09
EP4015290A4 (en) 2023-09-27
US20220314824A1 (en) 2022-10-06
EP4015290A1 (en) 2022-06-22
JP7350987B2 (ja) 2023-09-26
AU2020327435A1 (en) 2022-03-31
AU2020327435B2 (en) 2024-02-29
JP2022544305A (ja) 2022-10-17
CN112389348B (zh) 2022-12-09
CN112389348A (zh) 2021-02-23

Similar Documents

Publication Publication Date Title
WO2021027648A1 (zh) 电动汽车及其集成控制器、集成控制系统
US10358041B2 (en) Electric vehicle
WO2021000742A1 (zh) 一种车辆及其能量转换装置与动力系统
WO2020125625A1 (zh) 动力电池的充电方法、电机控制电路及车辆
US10793015B2 (en) Charging apparatus for electric vehicle
CN110417266A (zh) Dcdc变换器、车载充电机和电动车辆
US10654371B2 (en) Charging apparatus for electric vehicle
WO2014026460A1 (zh) 一种集成开关磁阻电机驱动与低压电池充电的变换装置
CN115158055A (zh) 一种基于双绕组电机控制拓扑等效实现车载充电器充电的装置
CN112389268B (zh) 电动汽车及其集成控制器、集成控制系统
CN111404387A (zh) 车载充电机和车载dc/dc的集成电路、电动汽车
Jiang et al. An integrated charger with central-tapped winding switched reluctance motor drive
CN112389267B (zh) 电动汽车及其集成控制器、集成控制系统
CN111452643B (zh) 车载充电机和车载dc/dc的集成电路、电动汽车
TW201912468A (zh) 電動車之電力供應系統及電力供應方法
KR20190029869A (ko) 차량용 전력 제어 장치
CN110422066A (zh) 一种车载充电装置
CN106899046B (zh) 能量转换系统
CN220009477U (zh) 能量转换装置、动力系统和车辆
US11724612B2 (en) Bidirectional charging system for vehicle
TWI776564B (zh) 單相與三相兼容的交流直流轉換電路及其放電控制方法
CN112224055B (zh) 能量转换装置、动力系统以及车辆
JP2012023803A (ja) モーター駆動用ｄｃ−ｄｃコンバータ
JP6702920B2 (ja) 電源システム
KR20240036980A (ko) 전동화 차량

Legal Events

Date Code Title Description
121 Ep: the epo has been informed by wipo that ep was designated in this application

Ref document number: 20852724

Country of ref document: EP

Kind code of ref document: A1

ENP Entry into the national phase

Ref document number: 2022509004

Country of ref document: JP

Kind code of ref document: A

NENP Non-entry into the national phase

Ref country code: DE

ENP Entry into the national phase

Ref document number: 2020852724

Country of ref document: EP

Effective date: 20220315

ENP Entry into the national phase

Ref document number: 2020327435

Country of ref document: AU

Date of ref document: 20200805

Kind code of ref document: A