WO2024037343A1 - 一种动力总成、控制方法及混合动力汽车 - Google Patents

一种动力总成、控制方法及混合动力汽车 Download PDF

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Publication number
WO2024037343A1
WO2024037343A1 PCT/CN2023/110740 CN2023110740W WO2024037343A1 WO 2024037343 A1 WO2024037343 A1 WO 2024037343A1 CN 2023110740 W CN2023110740 W CN 2023110740W WO 2024037343 A1 WO2024037343 A1 WO 2024037343A1
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WIPO (PCT)
Prior art keywords
generator
power battery
bridge arm
signal
voltage
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PCT/CN2023/110740
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English (en)
French (fr)
Inventor
许延坤
封宁波
陈跃
Original Assignee
华为数字能源技术有限公司
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Publication of WO2024037343A1 publication Critical patent/WO2024037343A1/zh

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Classifications

    • 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
    • B60L50/00—Electric propulsion with power supplied within the vehicle
    • B60L50/50—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells
    • B60L50/60—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells using power supplied by batteries
    • B60L50/61—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells using power supplied by batteries by batteries charged by engine-driven generators, e.g. series hybrid electric vehicles
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
    • B60K6/26—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the motors or the generators
    • 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
    • B60W20/00—Control systems specially adapted for hybrid vehicles

Definitions

  • This application relates to the technical field of new energy vehicles, especially a powertrain, a control method and a hybrid vehicle.
  • the powertrain in a hybrid vehicle is shown in Figure 1, that is, the powertrain includes a generator M1, a generator control unit 100 connected to the generator M1, a DC/DC bidirectional converter 101, an electric motor M2, and an electric motor. M2 connected motor control unit 102.
  • the generator M1 is driven by an engine (also called an internal combustion engine).
  • the generator M1 can convert mechanical energy into electrical energy during the process of outputting torque, and provides the generated electrical energy to the electric motor M2, and passes the generated electrical energy through DC/ DC bidirectional converter 101 supplies battery BAT1.
  • the battery BAT1 may also supply power to the motor M2 through the DC/DC bidirectional converter 101 . It can be seen that the power battery BAT1 can be charged and discharged, but the charging and discharging of the power battery BAT1 need to go through the DC/DC bidirectional converter 101. Therefore, the powertrain of an existing hybrid vehicle also includes a DC/DC bidirectional converter 101 in addition to the generator control unit 100 and the motor control unit 102, resulting in high production costs for the powertrain.
  • This application provides a powertrain, a control method and a hybrid vehicle, which can reduce the production cost of the powertrain.
  • a powertrain which includes a generator control unit (Generator Control Unit, GCU) and a generator, wherein the GCU includes N bridge arms, and the generator includes The N bridge arms correspond to N generator windings.
  • GCU Generator Control Unit
  • the generator includes The N bridge arms correspond to N generator windings.
  • each of the N bridge arms includes a first end and a second end; the first end of each bridge arm is connected to the positive bus, and the second end of each bridge arm is connected to the positive busbar. end is connected to the negative bus, the midpoint of each bridge arm is connected to one end of a generator winding; the other end of each generator winding in the N generator windings is connected to one end of the power battery, and the other end of the power battery is connected to the positive bus or Negative bus.
  • the power battery in the embodiment of the present application is connected to the generator winding, and the power battery is charged and discharged by reusing the generator winding and the bridge arm. . That is, the embodiment of the present application provides a new powertrain structure, which can save the DC/DC bidirectional converter for charging and discharging the power battery, and reduces the production cost of the powertrain.
  • the GCU further includes a controller, and the above-mentioned N bridge arms include at least one first bridge arm; the first bridge arm can be modulated according to the first pulse width modulation (Pulse Width Modulation). , PWM) signal is turned on or off.
  • the first PWM signal can cause the generator winding connected to the first bridge arm to charge the power battery, or the first PWM signal can cause the power battery to discharge through the generator winding connected to the first bridge arm.
  • the above-mentioned first PWM signal is determined by the controller based on the operating parameters of the generator, the bus voltage and the voltage of the power battery.
  • the bus voltage is the voltage between the positive bus and the negative bus;
  • the operating parameters of the generator include at least one of the output voltage, output current and rotation speed of the generator.
  • the above-mentioned first PWM signal is determined by the controller based on the operating parameters of the generator, the bus voltage and the voltage of the power battery, and can be specifically implemented as :
  • the above-mentioned first PWM signal is obtained by the controller based on comparing the first modulation signal and the preset reference signal.
  • the first modulation signal is obtained by the controller based on the second modulation signal and the preset target value;
  • the second modulation signal is determined by the controller based on the operating parameters of the generator and the bus voltage;
  • the preset target value is determined by the controller based on the power The voltage of the battery and the bus voltage are determined.
  • the first modulation signal when the first PWM signal causes the generator winding connected to the first bridge arm to charge the power battery, the first modulation signal is the second modulation The sum of the signal and the preset target value.
  • the first modulation signal when the first PWM signal causes the power battery to discharge through the generator winding connected to the first bridge arm, the first modulation signal is the second modulation The difference between the signal and the preset target value.
  • the powertrain further includes a bus capacitor unit connected between the positive bus and the negative bus;
  • the GCU further includes a controller, and the above-mentioned N bridge arms include at least one second Bridge arm; the second bridge arm can be turned on according to the second PWM signal or shut down.
  • the second PWM signal can cause the bus capacitor unit to charge the power battery through the generator winding connected to the second bridge arm.
  • the second bridge arm and the generator winding connected to the second bridge arm can realize the function of the DC/DC converter. Specifically, the voltage reduction function in the DC/DC converter is realized, that is, the BUCK converter.
  • the second PWM signal can discharge the generator winding connected to the power battery through the second bridge arm.
  • the second bridge arm and the generator winding connected to the second bridge arm can realize the function of the DC/DC converter.
  • the voltage boost function in the DC/DC converter is realized, that is, the BOOST converter.
  • the above-mentioned second PWM signal is determined by the controller according to the bus voltage and the voltage of the power battery; wherein, the bus voltage is a positive bus and a negative bus. voltage between buses.
  • the above-mentioned powertrain also includes a motor control unit (Motor Controller Unit, MCU) and a motor; wherein, the input terminal of the MCU is connected between the positive bus and the negative bus, and the output terminal of the MCU is connected to the motor.
  • MCU Motor Controller Unit
  • the generator when the first PWM signal causes the generator winding connected to the first bridge arm to charge the power battery, the generator switches between the positive bus and the negative bus.
  • the first voltage is output; the MCU drives the motor according to the first voltage.
  • the first PWM signal can cause the generator winding connected to the first bridge arm to charge the power battery, and can cause the generator to output the first voltage between the positive bus and the negative bus. That is, the generator generates electricity, and the generator charges the power battery.
  • the first bridge arm and the generator winding connected to the first bridge arm can ensure the function of the generator power generation system, that is, the function of the AC/DC converter can be realized.
  • the first bridge arm and the generator winding connected to the first bridge arm can also realize the function of a DC/DC converter. Specifically, the voltage reduction function in the DC/DC converter is realized, that is, a BUCK converter.
  • the first PWM signal causes the power battery to discharge through the generator winding connected to the first bridge arm
  • the power battery and the generator are on the positive bus
  • a second voltage is output between the negative bus and the MCU drives the motor according to the second voltage.
  • the generator generates electricity and the power battery discharges.
  • the first bridge arm and the generator winding connected to the first bridge arm can ensure the function of the generator power generation system, that is, the function of the AC/DC converter can be realized.
  • the first bridge arm and the generator winding connected to the first bridge arm can also realize the function of a DC/DC converter.
  • the voltage boost function in the DC/DC converter is realized, that is, a BOOST converter.
  • the above-mentioned powertrain further includes an MCU and an electric motor; wherein, the MCU The input terminal is connected between the positive bus and the negative bus, and the output terminal of the MCU is connected to the motor.
  • the second PWM signal causes the power battery to discharge through the generator winding connected to the second bridge arm
  • the power battery outputs a third voltage between the positive bus and the negative bus
  • the MCU drives the motor based on the third voltage.
  • the power battery is discharged, and the second bridge arm and the generator winding connected to the second bridge arm can realize the function of the DC/DC converter.
  • the boost function in the DC/DC converter is realized, that is, BOOST converter.
  • each of the above bridge arms includes a third end, and the third end of each bridge arm is connected to the positive bus bar A neutral point with a negative bus whose voltage is half the voltage between the positive and negative buses.
  • embodiments of the present application provide a control method for a powertrain, which includes a generator control unit (Generator Control Unit, GCU) and a generator.
  • the GCU includes N bridge arms, and the N bridge arms include at least one first bridge arm; the generator includes N generator windings corresponding to the N bridge arms; wherein N is greater than or equal to 2.
  • the control method is specifically implemented as: turning on or off the first bridge arm according to the first pulse width modulation (Pulse Width Modulation, PWM) signal, so that the generator winding connected to the first bridge arm charges the power battery, or causes the The power battery is discharged through the generator winding connected to the first bridge arm.
  • PWM Pulse Width Modulation
  • each of the N bridge arms includes a first end and a second end; the first end of each bridge arm is connected to the positive bus, and each bridge The second end of the arm is connected to the negative bus; before turning on or off the first bridge arm according to the first PWM signal, the above control method also includes: determining the above-mentioned third bridge arm according to the operating parameters of the generator, the bus voltage and the voltage of the power battery. A PWM signal; the bus voltage is the voltage between the positive bus and the negative bus.
  • the above-mentioned first PWM signal is determined based on the operating parameters of the generator, the bus voltage and the voltage of the power battery.
  • the specific implementation is as follows:
  • the first modulation signal is obtained according to the second modulation signal and the preset target value; and the first PWM signal is obtained according to the comparison between the first modulation signal and the preset reference signal; wherein the second modulation signal is based on the operating parameters of the generator.
  • the bus voltage is determined; the preset target value is determined based on the voltage of the power battery and the bus voltage.
  • the above-mentioned first modulated signal is a second modulated signal.
  • the sum of the signal and the preset target value; at this time, the first PWM signal causes the generator winding connected to the first bridge arm to charge the power battery.
  • the above-mentioned first modulation signal is the difference between the second modulation signal and the preset target value; at this time, the first PWM signal causes the power battery to The generator winding connected via the first bridge arm is discharged.
  • the powertrain further includes a bus capacitor unit connected between the positive bus and the negative bus, and the N bridge arms include at least one second bridge arm.
  • the above control method can also be specifically implemented as: turning on or off the second bridge arm according to the second PWM signal, so that the bus capacitor unit charges the power battery through the generator winding connected to the second bridge arm, or makes the power battery pass through the second bridge arm.
  • the generator winding connected to the bridge arm discharges.
  • the above-mentioned third bridge arm is determined based on the bus voltage and the voltage of the power battery. 2. PWM signal; the bus voltage is the voltage between the positive bus and the negative bus.
  • embodiments of the present application provide a hybrid vehicle, which includes a power battery and a powertrain combined with the first aspect or any of the above possible implementations of the first aspect.
  • the generator in the powertrain is connected to the power battery.
  • Figure 1 is a schematic structural diagram of the existing powertrain
  • Figure 2 is a schematic structural diagram of a hybrid electric vehicle provided by an embodiment of the present application.
  • Figure 3 is a schematic structural diagram of a powertrain provided by an embodiment of the present application.
  • Figure 4 is another structural schematic diagram of the powertrain provided by the embodiment of the present application.
  • FIG. 5 is another structural schematic diagram of the powertrain provided by the embodiment of the present application.
  • Figure 6 is another structural schematic diagram of the powertrain provided by the embodiment of the present application.
  • Figure 7 is another structural schematic diagram of the powertrain provided by the embodiment of the present application.
  • Figure 8 is another structural schematic diagram of the powertrain provided by the embodiment of the present application.
  • Figure 9 is a schematic waveform diagram provided by an embodiment of the present application.
  • Figure 10 is a schematic diagram of a circuit state provided by an embodiment of the present application.
  • FIGS 11A and 11B are yet another circuit state schematic diagram provided by an embodiment of the present application.
  • Figure 12 is another waveform schematic diagram provided by an embodiment of the present application.
  • Figures 13A and 13B are yet another circuit state schematic diagram provided by an embodiment of the present application.
  • Figure 14 is another waveform schematic diagram provided by an embodiment of the present application.
  • Figures 15A and 15B are yet another circuit state schematic diagram provided by an embodiment of the present application.
  • Figure 16 is another waveform schematic diagram provided by an embodiment of the present application.
  • Figures 17A and 17B are yet another circuit state schematic diagram provided by an embodiment of the present application.
  • Figure 18 is another structural schematic diagram of the powertrain provided by the embodiment of the present application.
  • Figure 19 is another structural schematic diagram of the powertrain provided by the embodiment of the present application.
  • Figure 20 is another circuit state schematic diagram provided by an embodiment of the present application.
  • Figures 21A and 21B are yet another circuit state schematic diagram provided by an embodiment of the present application.
  • Figures 22A and 22B are yet another circuit state schematic diagram provided by an embodiment of the present application.
  • Figures 23A and 23B are yet another circuit state schematic diagram provided by an embodiment of the present application.
  • FIG. 24A and FIG. 24B are yet another circuit state schematic diagram provided by an embodiment of the present application.
  • Figure 2 is a schematic structural diagram of a hybrid electric vehicle provided by an embodiment of the present application. As shown in FIG. 2 , the hybrid vehicle 2 includes a powertrain 20 and a power battery 21 .
  • hybrid vehicle 2 is a new energy vehicle between pure electric vehicles and fuel vehicles.
  • the powertrain 20 in the hybrid vehicle 2 includes both a generator 201 and an electric motor 202 .
  • the hybrid vehicle 2 can be specifically understood as a plug-in hybrid electric vehicle (Plug-in hybrid electric vehicle, PHEV).
  • the generator 201 is in direct mechanical contact with the internal combustion engine and is driven by the internal combustion engine.
  • the generator 201 can convert mechanical energy into electrical energy during the process of outputting torque.
  • the generator 201 can transmit electric energy to the power battery 21 , that is, charge the power battery 21 .
  • the generator 201 can also transmit electric energy to the electric motor 202, that is, the generator 201 provides a driving voltage to the electric motor 202 to rotate the electric motor 202 (that is, the electric motor 202 outputs torque).
  • the generator 201 and the power battery 21 transmit electric energy to the electric motor 202 at the same time, that is, the generator 201 and the power battery 21 provide driving voltage to the electric motor 202 at the same time, so that the electric motor 202 outputs torque.
  • the electric motor 202 is in mechanical contact with the transmission system (such as a transmission shaft, etc.), and the electric motor 202 can drive the hybrid vehicle 2 through the transmission system while outputting torque.
  • the transmission system such as a transmission shaft, etc.
  • the power battery in the embodiment of the present application has a connection relationship with the generator, and the power battery can be charged and discharged by the generator. That is, the embodiment of the present application provides a new powertrain structure.
  • FIG. 3 is a schematic structural diagram of a powertrain provided by an embodiment of the present application.
  • the powertrain provided by the embodiment of the present application includes a generator control unit (Generator Control Unit, GCU) 300 and a generator M3.
  • GCU Generator Control Unit
  • GCU 300 includes three bridge arms, and generator M3 includes three generator windings corresponding to the three bridge arms (for example, generator windings N U3 , NV3 and N W3 ).
  • each bridge arm may include two switch units connected in series, and the switch unit may include at least one switch connected in series or in parallel.
  • the switch unit can select multiple switches to be connected in series or in parallel according to the voltage and current in the GCU.
  • the switch can be specifically implemented as an Insulated Gate Bipolar Transistor (IGBT) and its anti-parallel diode, or a Metal-Oxide-Semiconductor Field-Effect Transistor (MOSFET), etc. .
  • IGBT Insulated Gate Bipolar Transistor
  • MOSFET Metal-Oxide-Semiconductor Field-Effect Transistor
  • the switch included in the bridge arm is implemented as an IGBT and its anti-parallel diode as an example.
  • the first end of each of the three bridge arms is connected to the positive bus BUS3+, that is, the collector of the switch Q31 , the collector of the switch Q33 , and the collector of the switch Q35 are connected to the positive bus BUS3+.
  • the second end of each bridge arm is connected to the negative bus BUS3-, that is, the emitter of the switch Q32 , the emitter of the switch Q34 , and the emitter of the switch Q36 are connected to the negative bus BUS3-.
  • each bridge arm is connected to one end of a generator winding, that is, the emitter of switch tube Q 31 and the collector of switch tube Q 32 are connected to one end of generator winding N U3 , and the emitter of switch tube Q 33 is connected to the switch tube
  • the collector of Q 34 is connected to one end of the generator winding N V3
  • the emitter of the switching tube Q 35 and the collector of the switching tube Q 36 are connected to one end of the generator winding N W3 .
  • the other end of the generator winding N U3 , the other end of the generator winding N V3 and the other end of the generator winding N W3 are connected to one end of the power battery BAT3, and the other end of the power battery BAT3 is connected to the negative bus BUS3-.
  • the powertrain also includes a bus capacitor unit connected between the positive bus BUS3+ and the negative bus BUS3-.
  • the bus capacitor unit includes a capacitor C 31 as an example.
  • the bus capacitor unit may include at least two capacitors connected in series or in parallel. That is, the embodiment of the present application does not limit the number of capacitors in the bus capacitor unit and the connection method between the capacitors.
  • the power battery in the embodiment of the present application is connected to three generator windings in the generator, which is achieved by reusing the generator windings and bridge arms. Charging and discharging the power battery. That is, the embodiment of the present application provides a new powertrain structure, which can save the DC/DC bidirectional converter for charging and discharging the power battery, and reduces the production cost of the powertrain.
  • the DC/DC bidirectional converter in the existing powertrain needs to be equipped with a heat dissipation device.
  • the embodiment of the present application saves the DC/DC bidirectional converter, it can naturally save the heat dissipation device of the DC/DC bidirectional converter.
  • the DC/DC bidirectional converter includes multiple switching tubes, and the switching tubes in the DC/DC bidirectional converter also need to be controlled by a control chip.
  • the embodiment of the present application saves the DC/DC bidirectional converter.
  • the control chip for controlling the DC/DC bidirectional converter can also be saved.
  • the total production cost reduction of the powertrain includes not only the production costs directly caused by the DC/DC bidirectional converter, but also includes other configurations (such as heat sinks and control chips, etc.) required by the use of the DC/DC bidirectional converter. Come the cost.
  • embodiments of the present application can reduce the power supply to the control chip and the DC/DC bidirectional converter, reducing the complexity of power distribution of the powertrain and also reducing the complexity of the structure of the powertrain.
  • the structure of the powertrain can also be specifically implemented as the structure shown in FIG. 4 .
  • the powertrain provided by the embodiment of the present application includes GCU 400 and generator M4.
  • GCU 400 includes two bridge arms, and generator M4 includes two generator windings corresponding to the two bridge arms (for example, generator windings NU4 and NV4 ).
  • the collector of switch tube Q 41 and the collector of switch tube Q 43 are connected to the positive bus BUS4+; the transmitter of switch tube Q 42
  • the emitter of switch tube Q 44 is connected to the negative bus BUS4-;
  • the emitter of switch tube Q 41 and the collector of switch tube Q 42 are connected to one end of generator winding N U4 , and the emitter of switch tube Q 43 is connected to switch tube Q
  • the collector of 44 is connected to one end of the generator winding N V4 , the other end of the generator winding N U4 and the other end of the generator winding N V4 are connected to one end of the power battery BAT4, and the other end of the power battery BAT4 is connected to the negative bus BUS4-.
  • the powertrain also includes a bus capacitor unit (for example, capacitor C 41 ) connected between the positive bus BUS4+ and the negative bus BUS4-.
  • a bus capacitor unit for example, capacitor C 41
  • the generator included in the powertrain provided by the embodiment of the present application is a two-phase alternator, while the powertrain in FIG. 3 includes a three-phase alternator. Therefore, the GCU provided by the embodiment of the present application is provided with two corresponding bridge arms.
  • the power battery in the embodiment of the present application is also connected to the generator winding.
  • the power battery can also be charged and discharged by reusing the generator winding and the bridge arm, thereby saving the DC/DC bidirectional circuit required for charging and discharging the power battery. converter to reduce powertrain production costs.
  • the structure of the powertrain can also be specifically implemented as the structure shown in FIG. 5 .
  • the powertrain provided by the embodiment of the present application includes a GCU 500 and a generator M5.
  • GCU 500 includes four bridge arms, and generator M5 includes four generator windings corresponding to the four bridge arms (eg, generator windings NU5 , NV5 , N W5 , NX5 ).
  • generator M5 includes four generator windings corresponding to the four bridge arms (eg, generator windings NU5 , NV5 , N W5 , NX5 ).
  • the collector of switch tube Q 51 , the collector of switch tube Q 53 , the collector of switch tube Q 55 and the collector of switch tube Q 57 are connected to the positive bus BUS5+;
  • the emitter of 54 , the emitter of switch tube Q 56 and the emitter of switch tube Q 58 are connected to the negative bus BUS5-;
  • the emitter of switch tube Q 51 and the collector of switch tube Q 52 are connected to one end of the generator winding N U5 ,
  • the emitter of switch tube Q 53 and the collector of switch tube Q 54 are connected to one end of generator
  • the emitter of switch tube Q 55 and the collector of switch tube Q 56 are connected to one end of generator winding N W5 .
  • the switch tube The emitter of Q 57 and the collector of switch tube Q 58 are connected to one end of generator winding N X5 ; the other end of generator winding N U5 , the other end of generator winding N V5 , the other end of generator winding N W5 and the generator
  • the other end of the machine winding N X5 is connected to one end of the power battery BAT5, and the other end of the power battery BAT5 is connected to the negative bus BUS5-.
  • the powertrain also includes a bus capacitor unit (for example, capacitor C 51 ) connected between the positive bus BUS5+ and the negative bus BUS5-.
  • a bus capacitor unit for example, capacitor C 51
  • the generator included in the power assembly provided by the embodiment of the present application is a four-phase alternator, and the GCU is correspondingly provided with four bridge arms.
  • the power battery in the embodiment of the present application is also connected to the generator winding.
  • the power battery can also be charged and discharged by reusing the generator winding and the bridge arm, thereby saving the DC/DC bidirectional circuit required for charging and discharging the power battery. converter to reduce powertrain production costs.
  • the generator in the powertrain can be a two-phase alternator, a three-phase alternator or a four-phase alternator, etc., that is, this
  • the application does not place restrictions on the specific implementation type of the generator.
  • the structure of the powertrain can also be adaptively changed according to different generator types, such as changing the number of bridge arms, that is, the GCU can also specifically include five bridge arms or six bridge arms, etc.
  • the bridge arm included in the GCU shown in Figures 3 to 5 is a bridge arm that outputs two levels.
  • the type of the bridge arm can also be changed to obtain a bridge arm with multiple levels of output. , thus obtaining different powertrain structures.
  • FIG. 6 is another structural schematic diagram of a powertrain provided by an embodiment of the present application.
  • the powertrain provided by the embodiment of the present application includes a GCU 600 and a generator M6.
  • the GCU 600 includes three bridge arms A, and the generator M6 includes three generator windings (such as generator windings) corresponding to the three bridge arms A. N U6 , N V6 , N W6 ). It can be seen that the types of the three bridge arms A included in the GCU 600 are different from those included in FIGS. 3 to 5 .
  • bridge arm A includes a first end, a second end and a third end, and bridge arm A can output three levels.
  • Each bridge arm A includes two switch units connected in series and two diodes respectively connected to the two switch units. Among them, the two ends of the two switch units connected in series are the first end and the second end of the bridge arm A respectively.
  • the first end of the bridge arm A is connected to the positive bus BUS6+, and the second end of the bridge arm A is connected to the negative bus BUS6-.
  • the midpoint of bridge arm A is the series connection point of the two switch units, which is connected to the corresponding generator winding.
  • the connection point of the two diodes in bridge arm A is the third end of bridge arm A.
  • the third end of bridge arm A is connected to the neutral point O of the positive bus BUS6+ and the negative bus BUS6-. It can be understood that the voltage of the neutral point O is half of the voltage between the positive bus BUS6+ and the negative bus BUS6-.
  • Figure 6 takes a switch unit including two switches connected in series as an example.
  • one switching unit includes a switching transistor Q 61 and a switching transistor Q 62 ; the other switching unit includes a switching transistor Q 63 and a switching transistor Q 64 .
  • the first end of the bridge arm A is the collector of the switch tube Q 61.
  • the collector of the switch tube Q 61 is connected to the positive bus BUS6+; the emitter of the switch tube Q 61 is connected to the collector of the switch tube Q 62 ; the switch tube
  • the connection point between the emitter of Q 62 and the collector of switch Q 63 is the midpoint of bridge arm A.
  • the emitter of switch Q 62 and the collector of switch Q 63 are connected to the generator winding N U6 One end; the emitter of switch tube Q 63 is connected to the collector of switch tube Q 64 ; the second end of bridge arm A is the emitter of switch tube Q 64. At this time, the emitter of switch tube Q 64 is connected to the negative bus bus BUS6-.
  • the cathode of diode D 61 is connected to the emitter of switch Q 61 and the collector of switch Q 62 ; the connection point between the anode of diode D 61 and the cathode of diode D 62 is the third end of bridge arm A.
  • the anode of diode D 61 and the cathode of diode D 62 are connected to the neutral point O of the positive bus BUS6+ and the negative bus BUS6-, and the anode of diode D 62 is connected to the emitter of the switching tube Q 63 and the collector of the switching tube Q 64 .
  • the collector of the switch Q 65 is connected to the positive bus BUS6+, and the emitter of the switch Q 65 is connected to the switch Q 66
  • the collector, the emitter of switching tube Q 66 and the collector of switching tube Q 67 are connected to one end of generator winding N V6 , the emitter of switching tube Q 67 is connected to the collector of switching tube Q 68 , and the emitter of switching tube Q 68 Connect the negative busbar BUS6-.
  • the cathode of the diode D 63 is connected to the emitter of the switching tube Q 65 and the collector of the switching tube Q 66
  • the anode of the diode D 63 and the cathode of the diode D 64 are connected to the neutral point O of the positive bus BUS6+ and the negative bus BUS6-
  • the anode of the diode D 64 is connected to the emitter of the switch Q 67 and the collector of the switch Q 68 .
  • the collector of switch tube Q 69 is connected to the positive bus BUS6+, the emitter of switch tube Q 69 is connected to the collector of switch tube Q 610 , and the emitter of switch tube Q 610 is connected to the collector of switch tube Q 611 .
  • the electrode is connected to one end of the generator winding N W6 , the emitter of the switching tube Q 611 is connected to the collector of the switching tube Q 612 , and the emitter of the switching tube Q 612 is connected to the negative bus bar BUS6-.
  • the cathode of the diode D 65 is connected to the emitter of the switching tube Q 69 and the collector of the switching tube Q 610
  • the anode of the diode D 65 and the cathode of the diode D 66 are connected to the neutral point O of the positive bus BUS6+ and the negative bus BUS6-
  • the anode of the diode D 66 is connected to the emitter of the switch Q 611 and the collector of the switch Q 612 .
  • the other end of the generator winding N U6 , the other end of the generator winding N V6 and the other end of the generator winding N W6 are connected to one end of the power battery BAT6, and the other end of the power battery BAT6 is connected to the negative bus BUS6-.
  • the powertrain also includes a bus capacitor unit (for example, capacitors C 61 , C 62 , C 63 ) connected between the positive bus BUS6+ and the negative bus BUS6-.
  • a bus capacitor unit for example, capacitors C 61 , C 62 , C 63
  • the capacitor C 62 and the capacitor C 63 are connected in series between the positive bus BUS6+ and the negative bus BUS6-, and the series connection point of the capacitor C 62 and the capacitor C 63 is the neutral point O.
  • the GCU provided in the embodiment of the present application includes three bridge arms A that output three levels.
  • the powertrain can also reuse the generator windings and bridge arms to charge and discharge the power battery, saving the DC/DC bidirectional converter required to charge and discharge the power battery, and reducing the production cost of the powertrain.
  • FIG. 7 is another structural schematic diagram of a powertrain provided by an embodiment of the present application.
  • the powertrain provided by the embodiment of the present application includes a GCU 700 and a generator M7.
  • the GCU 700 includes three bridge arms B, and the generator M7 includes three generator windings (such as generator windings) corresponding to the three bridge arms B.
  • N U7 , N V7 , N W7 the generator M7 includes three generator windings (such as generator windings) corresponding to the three bridge arms B.
  • bridge arm B includes a first end, a second end and a third end, and bridge arm B can also output three levels.
  • Each bridge arm B includes a vertical bridge arm and a horizontal bridge arm, and the horizontal bridge arm and the vertical bridge arm include two switch units connected in series.
  • the midpoint of the vertical bridge arm is the midpoint of the bridge arm B
  • the two ends of the two switch units connected in series in the vertical bridge arm are the first end and the second end of the bridge arm B respectively
  • One end of the two switch units is connected to the midpoint of bridge arm B, and the other end is the third end of bridge arm B.
  • Figure 7 takes a switch unit including a switch as an example.
  • the vertical bridge arm includes switching transistor Q 71 and switching transistor Q 72
  • the horizontal bridge arm includes switching transistor Q 73 and switching transistor Q 74 .
  • the first end of the bridge arm B is the collector of the switch Q 71.
  • the collector of the switch Q 71 is connected to the positive bus BUS7+; the emitter of the switch Q 71 and the collector of the switch Q 72 are The connection point is the midpoint of bridge arm B.
  • the emitter of switch tube Q 71 and the collector of switch tube Q 72 are connected to one end of generator winding N U7 and the collector of switch tube Q 74 ; the emitter of switch tube Q 74
  • the third end of the bridge arm B is the collector of the switch Q 73.
  • the collector of the switch Q 73 is connected to the neutral point O1 of the positive bus BUS7+ and the negative bus BUS7-.
  • the collector of switch tube Q 75 is connected to the positive bus BUS7+, and the emitter of switch tube Q 75 and the collector of switch tube Q 76 are connected to one end of generator winding N V7 and the switch tube.
  • the collector of Q 78 and the emitter of switch tube Q 78 are connected to the emitter of switch tube Q 77.
  • the collector of switch tube Q 77 is connected to the neutral point O1 of the positive bus BUS7+ and the negative bus BUS7-.
  • the collector of switch tube Q 79 is connected to the positive bus BUS7+, and the emitter of switch tube Q 79 and the collector of switch tube Q 710 are connected to one end of generator winding N W7 and the collector of switch tube Q 712 Electrode, the emitter of the switch tube Q 712 is connected to the emitter of the switch tube Q 711 , and the collector of the switch tube Q 711 is connected to the neutral point O1 of the positive bus BUS7+ and the negative bus BUS7-.
  • the other end of the generator winding N U7 , the other end of the generator winding N V7 and the other end of the generator winding N W7 are connected to one end of the power battery BAT7, and the other end of the power battery BAT7 is connected to the negative bus BUS7-.
  • the powertrain also includes a bus capacitor unit (such as capacitors C 71 and C 72 ) connected between the positive bus BUS7+ and the negative bus BUS7-.
  • a bus capacitor unit such as capacitors C 71 and C 72
  • the capacitor C 71 and the capacitor C 72 are connected in series between the positive bus BUS7+ and the negative bus BUS7-, and the series connection point of the capacitor C 71 and the capacitor C 72 is the neutral point O1.
  • the embodiment of the present application provides another bridge arm B that can output three levels.
  • the powertrain can also reuse the generator windings and bridge arms to charge and discharge the power battery, saving the DC/DC bidirectional converter required to charge and discharge the power battery, and reducing the production cost of the powertrain.
  • the bridge arm types included in the GCU in Figures 6 and 7 should be understood as examples and should not be understood as limitations.
  • the bridge arm can also be specifically implemented as other multi-level bridge arms in addition to the bridge arms that output two levels and three levels, such as four-level bridge arms and five-level bridge arms. Arms and other multi-level bridge arms, that is, as long as the bridge arms and generator windings can realize the functions of both AC/DC converters and DC/DC converters.
  • the embodiments of the present application do not limit the number and type of bridge arms in the GCU.
  • the GCU includes three bridge arms and each bridge arm outputs two levels as an example, that is, the powertrain structure shown in FIG. 3 is taken as an example.
  • the powertrain shown in Figure 8 can be obtained.
  • the powertrain provided by the embodiment of the present application includes an electric drive module in addition to the GCU 300 and the generator M3 described above in conjunction with FIG. 3 .
  • the electric drive module includes a motor control unit (Motor Controller Unit, MCU) 801 and an electric motor M8.
  • MCU Motor Controller Unit
  • MCU 801, electric motor M8, GCU 300 and generator M3 can be integrated together in the powertrain.
  • GCU 300 and generator M3 can be integrated within the powertrain, and MCU 801 and electric motor M8 can be set up separately.
  • the input end of MCU 801 is connected between the positive bus BUS3+ and the negative bus BUS3-, and the output end of MCU 801 is connected to the motor M8.
  • the MCU 801 can convert the bus voltage between the positive bus BUS3+ and the negative bus BUS3- into the driving voltage of the motor M8, that is, the MCU 801 can convert the DC voltage into an AC voltage to drive the motor M8.
  • the bus voltage between the positive bus BUS3+ and the negative bus BUS3- may be provided by the generator M3, or may be provided by the power battery BAT3 and the generator M3.
  • the powertrain shown in Figure 8 also includes an MCU and an electric motor, and can still achieve the technical effects of the embodiment described in Figure 3, that is, it can save charging time for the power battery.
  • the discharge DC/DC bidirectional converter reduces the production cost of the powertrain, and the powertrain has a simple structure and a simple power distribution structure.
  • FIG. 9 is a schematic waveform diagram provided by an embodiment of the present application.
  • the controller can determine the second modulation signal of each bridge arm according to the operating parameters of the generator and the bus voltage, such as the second modulation signal V U32 , the second modulation signal V V32 and the second modulation signal V W32 .
  • the bus voltage is specifically the voltage between the positive bus BUS3+ and the negative bus BUS3-.
  • the working parameters of the generator may be preset, and the working parameters of the generator include at least one of the output voltage, output current and rotation speed of the generator.
  • the specific implementation method for the controller to determine the second modulation signal according to the operating parameters of the generator and the bus voltage can refer to the existing control method of generator power generation, which will not be described again here.
  • GCU includes a controller and N bridge arms, and N is greater than or equal to 2.
  • the controller can be, for example, a central processing unit (CPU), other general-purpose processor, digital signal processor (DSP), application specific integrated circuit (ASIC), off-the-shelf Programmable gate array (field-programmable gate array, FPGA) or other programmable logic devices, discrete gate or transistor logic devices, discrete hardware components, etc.
  • the controller compares the second modulation signal V U32 with the preset reference signal.
  • the preset reference signal is a triangular wave, and the amplitude and frequency of the preset reference signal are preset.
  • the controller when the second modulation signal V U32 is greater than the preset reference signal, the controller generates a high level; when the second modulation signal V U32 is less than the preset reference signal, the controller generates a low level. Then the controller can generate the PWM_Q 31 signal before time t0 based on the comparison result of the second modulation signal V U32 and the preset reference signal.
  • the controller can generate the PWM_Q 33 signal before time t0 based on the comparison result of the second modulation signal V V32 and the preset reference signal; the controller can generate the PWM_Q 33 signal based on the comparison result of the second modulation signal V W32 and the preset reference signal. , generate the PWM_Q 35 signal before time t0.
  • the controller sends the PWM_Q 31 signal before time t0 to switching tube Q 31 , the PWM_Q 33 signal before time t0 to switching tube Q 33 , and the PWM_Q 35 signal before time t0 to switching tube Q 35 .
  • the sum of the currents of the three generator windings of generator M3 is zero, and generator M3 generates electricity.
  • the signals used by the controller to control the two switch tubes in the same bridge arm are complementary. That is, the signal sent by the controller to the switch Q 32 is complementary to the PWM_Q 31 signal, the signal sent to the switch Q 34 is complementary to the PWM_Q 33 signal, and the signal sent to the switch Q 36 is complementary to the PWM_Q 35 signal.
  • the numbers are complementary.
  • the controller can determine at least one first bridge arm among the three bridge arms, and superimpose the preset target value V 1 on the second modulation signal of each first bridge arm. , thereby obtaining the first modulation signal of each first bridge arm.
  • the preset target value V 1 is determined by the controller based on the voltage of the power battery BAT3 and the bus voltage.
  • the preset target value V 1 is the ratio between the voltage of the power battery BAT3 and the bus voltage.
  • Figure 9 is an example of the controller determining a first bridge arm among the three bridge arms, and specifically taking the bridge arm formed by the series connection of the switch tube Q 31 and the switch tube Q 32 as the first bridge arm. From the figure 9 It can be seen that the amplitude of the first modulation signal V U31 after time t0 is greater than the amplitude of the second modulation signal V U32 before time t0 by the preset target value V 1 , that is, the preset target value V 1 is as Positive bias voltage, the controller superimposes the preset target value V 1 on the second modulation signal V U32 to obtain the first modulation signal V U31 .
  • the controller compares the first modulation signal V U31 with the preset reference signal, and generates the PWM_Q 31 signal after time t0 (that is, the first PWM signal of the first bridge arm where the switch tube Q 31 is located). It can be seen that the duty cycle of the PWM_Q 31 signal after time t0 is greater than the duty cycle of the PWM_Q 31 signal before time t0. That is, the controller superimposes the preset target value V 1 on the second modulation signal V U32 , specifically increasing the duty cycle of the control signal of the switching tube Q 31 .
  • the other bridge arms except the first bridge arm use the modulation signal before time t0, that is, the second modulation signal V V32 and the second modulation signal V W32 are used. Then the duty cycle of the PWM_Q 33 signal and the PWM_Q 35 signal before and after time t0 does not change.
  • the controller sends the PWM_Q 31 signal after time t0 to switching tube Q31 , the PWM_Q33 signal after time t0 to switching tube Q33 , and the PWM_Q35 signal after time t0 to switching tube Q35 .
  • the generator M3 generates electricity (that is, outputs the first voltage between the positive bus BUS3+ and the negative bus BUS3-). At this time, the MCU connected between the positive bus BUS3+ and the negative bus BUS3- can drive the motor according to the first voltage.
  • the generator winding N U3 can charge the power battery BAT3
  • the generator winding N V3 can charge the power battery BAT3
  • the generator winding N W3 can charge the power battery BAT3.
  • the first bridge arm and the generator winding connected to the first bridge arm can ensure the function of the generator power generation system, that is, the function of the AC/DC converter can also be realized. Moreover, the first bridge arm and the generator winding connected to the first bridge arm can realize the function of the DC/DC converter, specifically the step-down function of the DC/DC converter, that is, the BUCK converter.
  • the PWM_Q 31 signal, the PWM_Q 33 signal and the PWM_Q 35 signal are all low level, that is, the switch tube Q 31 , the switch tube Q 33 and the switch tube Q 35 is turned off, and switching tube Q 32 , switching tube Q 34 and switching tube Q 36 are turned on, and the powertrain can form the circuit state shown in FIG. 11A .
  • the current flowing through the generator winding N U3 is I U3 +I C /3
  • the current flowing through the generator winding N V3 is I V3 +I C /3
  • the generator M3 generates electricity
  • the generator winding N U3 charges the power battery BAT3
  • the generator winding N V3 charges the power battery BAT3
  • the generator winding N W3 charges the power battery BAT3. That is, the generator M3 charges the power battery BAT3, and the charging current is I C .
  • the PWM_Q 31 signal, PWM_Q 33 signal and PWM_Q 35 signal are all high level, that is, the switch tube Q 31 , the switch tube Q 33 and the switch tube Q 35 are turned on. And the switch tube Q 32 , the switch tube Q 34 and the switch tube Q 36 are turned off, and the power assembly can form the circuit state shown in FIG. 11B . As shown in Figure 11B, the current of each generator winding cannot change suddenly.
  • generator M3 generates electricity, and the three generator windings are in the energy storage stage.
  • the controller can directly send the PWM_Q 31 signal, PWM_Q 33 signal and PWM_Q 35 signal after time t0. Or directly send the PWM_Q 31 signal, PWM_Q 33 signal and PWM_Q 35 signal before time t0. That is, the signals before and after time t0 can exist relatively independently.
  • the controller may specifically determine the control signal to be sent to each bridge arm based on the battery power of the power battery. For example, if the controller detects that the battery power of power battery BAT3 is lower than the preset charging threshold, it sends the PWM_Q 31 signal after t0 time to the switching tube Q 31 , the PWM_Q 33 signal after t0 time to the switching tube Q 33 , and the PWM_Q 33 signal after t0 time to the switching tube Q 33.
  • the switching tube Q 35 sends the PWM_Q 35 signal after the t0 time; when the battery power of the power battery BAT3 is greater than or equal to the preset charging threshold, the controller sends the PWM_Q 31 signal before the t0 time to the switching tube Q 31 and the PWM_Q 31 signal before the t0 time to the switching tube Q 33
  • the PWM_Q 33 signal before time t0 is sent, and the PWM_Q 35 signal before time t0 is sent to the switching tube Q 35 .
  • the controller when receiving the charging command of the power battery BAT3, can also send the PWM_Q 31 signal after the t0 time to the switching tube Q 31 , send the PWM_Q 33 signal after the t0 time to the switching tube Q 33, and send the PWM_Q 33 signal after the t0 time to the switching tube Q 33.
  • the tube Q 35 sends the PWM_Q 35 signal after time t0.
  • the preset target value V 1 is superimposed on the second modulation signal of a first bridge arm, that is, the charging control of the power battery reuses one of the three bridge arms.
  • the generator by changing the on and off time of the switch tube of the first bridge arm, the generator can generate electricity and the generator can charge the power battery at the same time. That is, the power assembly can not only realize the function of the AC/DC converter, but also The function of BUCK converter can be realized.
  • FIG. 12 is another waveform schematic diagram provided by an embodiment of the present application.
  • the controller can determine the second modulation signal of each bridge arm according to the operating parameters of the generator and the bus voltage, such as the second modulation signal V U32 ′, the second modulation signal V V32 ′ and the second modulation signal V W32 ′.
  • the controller generates the PWM_Q 31 ′ signal before time t0′ based on the comparison result between the second modulation signal V U32 ′ and the preset reference signal; the controller generates the PWM_Q 31 ′ signal based on the comparison result between the second modulation signal V V32 ′ and the preset reference signal.
  • the controller sends the PWM_Q 31 ′ signal before the t0′ time to the switching tube Q 31 , the PWM_Q 33 ′ signal before the t0′ time to the switching tube Q 33 , and the PWM_Q 35 ′ signal before the t0′ time to the switching tube Q 35 .
  • the controller can use the three bridge arms as three first bridge arms, and then the controller superimposes the preset target on the second modulation signal of each first bridge arm. value V 1 , thereby obtaining the first modulation signal of each first bridge arm.
  • the controller superimposes the preset target value V 1 on the second modulation signal V U32 ′ to obtain the first modulation signal V U31 ′, and superimposes the preset target value V 1 on the second modulation signal V V32 ′ to obtain the first modulation signal.
  • the preset target value V 1 is superimposed on the second modulation signal V W32 ′ to obtain the first modulation signal V W31 ′.
  • the controller compares the first modulation signal V U31 ′ with the preset reference signal and generates the PWM_Q 31 ′ signal after time t0 ′ (that is, the first PWM signal of the first bridge arm where the switch tube Q 31 is located). It can be seen that the duty cycle of the PWM_Q 31 ′ signal after time t0′ is greater than the duty cycle of the PWM_Q 31 ′ signal before time t0′.
  • the controller compares the first modulation signal V V31 ′ with the preset reference signal, and generates the PWM_Q 33 ′ signal after time t0 ′ (that is, the first PWM signal of the first bridge arm where the switch tube Q 33 is located), The duty cycle of the PWM_Q 33 ′ signal after time t0′ is greater than the duty cycle of the PWM_Q 33 ′ signal before time t0′.
  • the controller compares the first modulation signal V W31 ′ with the preset reference signal, and generates the PWM_Q 35 ′ signal after time t0 ′ (that is, the first PWM signal of the first bridge arm where switch tube Q 35 is located). After time t0 ′ The duty cycle of the PWM_Q 35 ′ signal is greater than the duty cycle of the PWM_Q 35 ′ signal before time t0 ′.
  • the controller sends the PWM_Q 31 ′ signal after the t0′ time to the switching tube Q 31 , the PWM_Q 33 ′ signal after the t0′ time to the switching tube Q 33 , and the PWM_Q 35 ′ signal after the t0′ time to the switching tube Q 35 .
  • the generator M3 generates electricity (that is, outputs the first voltage between the positive bus BUS3+ and the negative bus BUS3-), and can charge the power battery BAT3.
  • the powertrain can still form the circuit state shown in Figure 11A; during the time period between t3′ and t4′, the powertrain The circuit state shown in FIG. 11B can still be formed. Then the circuit status of the powertrain can be referred to the description in Figure 11A and Figure 11B and will not be described again here.
  • the controller uses the waveform diagram shown in Figure 12. What is specifically implemented is that the charging control of the power battery multiplexes three bridge arms. That is, the preset target value V 1 is superimposed on the second modulation signal of each of the three bridge arms, and the effect of the embodiment described above in conjunction with FIGS. 9 to 11B can still be achieved. Moreover, the embodiment of the present application reuses three bridge arms, so that the current can be shared between the three bridge arms.
  • the preset target value V 1 (not shown in the figure) can be superimposed on the second modulation signal corresponding to two of the three bridge arms, that is, the power battery's Charging control can reuse two bridge arms.
  • the circuit status of Figure 11A and Figure 11B can still be formed, the generator generates electricity, and can charge the power battery BAT3.
  • the generator may not generate electricity, and the bus capacitor unit charges the power battery.
  • the power battery recycles the braking energy of the electric motor.
  • the electric motor works in a power generation state, converting the kinetic energy of the hybrid electric vehicle into electrical energy, which is recovered by the power battery.
  • the controller can determine at least one second bridge arm among the three bridge arms of the GCU, and determine the second PWM signal of each second bridge arm according to the bus voltage and the voltage of the power battery BAT3.
  • the specific implementation method for the controller to determine the second PWM signal based on the bus voltage and the voltage of the power battery BAT3 can refer to the determination method of the control signal of the switch tube in the existing BUCK converter, which will not be described again here.
  • FIG. 13A and 13B take three bridge arms as three second bridge arms respectively as an example.
  • switch tubes Q 31 , switch tubes Q 33 and The switch Q 35 is turned on, and the switch Q 32 , the switch Q 34 and the switch Q 36 are turned off.
  • the generator winding N U3 , the generator winding N V3 and the generator winding N W3 are in the energy storage stage.
  • the circuit state shown in FIG. 11B can be understood as a superposition between the circuit state shown in FIG. 13A and the circuit state shown in FIG. 10 .
  • the switching tube Q 31 , the switching tube Q 33 and the switching tube Q 35 are turned off, and the switching tube Q 32 , the switching tube Q 34 and the switching tube Q 36 are turned on.
  • the current flowing through the generator winding N U3 is I C /3
  • the current flowing through the generator winding N V3 is I C /3
  • the current flowing through the generator winding N W3 is I C /3.
  • the generator winding N U3 charges the power battery BAT3
  • the generator winding N V3 charges the power battery BAT3
  • the generator winding N W3 charges the power battery BAT3.
  • the charging current of the power battery can be IC .
  • the capacitor C 31 charges the power battery BAT3.
  • the circuit state shown in FIG. 11A can be understood as a superposition between the circuit state shown in FIG. 13B and the circuit state shown in FIG. 10 . That is, the current flowing through each generator winding is the superposition of the current generated by the generator and the charging current of the power battery.
  • circuit states shown in FIG. 13A and FIG. 13B should be understood as examples.
  • one or two bridge arms among the three bridge arms can be controlled, which can achieve the following: BUCK converter function.
  • FIG. 14 is another waveform schematic diagram provided by an embodiment of the present application.
  • the controller can determine the second modulation signal of each bridge arm according to the operating parameters of the generator and the bus voltage, such as the second modulation signal V U3B , the second modulation signal V V3B and the second modulation signal V W3B .
  • the controller generates the PWM1_Q 31 signal before time t5 based on the comparison result between the second modulation signal V U3B and the preset reference signal; the controller generates the PWM1_Q 31 signal before time t5 based on the comparison result between the second modulation signal V V3B and the preset reference signal.
  • the controller sends the PWM1_Q 31 signal before time t5 to switching tube Q 31 , the PWM1_Q 33 signal before time t5 to switching tube Q 33 , and the PWM1_Q 35 signal before time t5 to switching tube Q 35 .
  • the power battery BAT3 and the generator M3 in the embodiment of the present application can jointly output between the positive bus BUS3+ and the negative bus BUS3-.
  • Second voltage is greater than or equal to the first voltage.
  • the controller can determine at least one first bridge arm among the three bridge arms, and subtract the preset target value V 2 from the second modulation signal of each first bridge arm, thereby obtaining each first bridge arm.
  • the preset target value V 2 is determined by the controller based on the voltage of the power battery BAT3 and the bus voltage. For example, the preset target value V 2 is the ratio between the voltage of the power battery BAT3 and the bus voltage.
  • Figure 14 is an example of three bridge arms including a first bridge arm, and specifically, the bridge arm formed by the series connection of switch tube Q31 and switch tube Q32 is the first bridge arm.
  • the amplitude of the first modulated signal V U3A after time t5 is smaller than the amplitude of the second modulated signal V U3B before time t5 by the preset target value V 2 , that is, the preset target value V 2 is used as a negative offset.
  • the controller subtracts the preset target value V 2 from the second modulation signal V U3B to obtain the first modulation signal V U3A .
  • the controller compares the first modulation signal V U3A with the preset reference signal, and generates the PWM1_Q 31 signal after time t5 (that is, the first PWM signal of the first bridge arm where the switch tube Q 31 is located). It can be seen that the duty cycle of the PWM1_Q 31 signal after time t5 is smaller than the duty cycle of the PWM1_Q 31 signal before time t5. That is, the controller subtracts the preset target value V 2 from the second modulation signal V U3B , specifically reducing the duty cycle of the control signal of the switching tube Q 31 .
  • the other bridge arms except the first bridge arm use the modulation signal before time t5, that is, the second modulation signal V V3B and the second modulation signal V W3B are used. Then the duty cycle of the PWM1_Q 33 signal and the PWM1_Q 35 signal before and after time t5 does not change.
  • the controller sends the PWM1_Q 31 signal after time t5 to switching tube Q 31 , the PWM1_Q 33 signal after time t5 to switching tube Q 33 , and the PWM1_Q 35 signal after time t5 to switching tube Q 33 .
  • the generator M3 generates electricity, and the power battery BAT3 discharges. That is, the power battery BAT3 and the generator M3 jointly output the second voltage between the positive bus BUS3+ and the negative bus BUS3-.
  • the first bridge arm and the generator winding connected to the first bridge arm can also ensure the function of the generator power generation system, that is, the function of the AC/DC converter can also be realized.
  • the first bridge arm and the generator winding connected to the first bridge arm can realize the function of a DC/DC converter, and specifically realize the boost function in the DC/DC converter, that is, a BOOST converter.
  • the PWM1_Q 31 signal, the PWM1_Q 33 signal and the PWM1_Q 35 signal are all low level, that is, the switch tube Q 31 , the switch tube Q 33 and the switch tube Q 35 is turned off, and switching tube Q 32 , switching tube Q 34 and switching tube Q 36 are turned on, and the powertrain can form the circuit state shown in FIG. 15A .
  • the PWM1_Q 31 signal, PWM1_Q 33 signal and PWM1_Q 35 signal are all high level, that is, the switch tube Q 31 , the switch tube Q 33 and the switch tube Q 35 are turned on. And the switch tube Q 32 , the switch tube Q 34 and the switch tube Q 36 are turned off, and the power assembly can form the circuit state shown in FIG. 15B .
  • the current flowing through the three generator windings is still the current flowing in the circuit state shown in Figure 15A, that is, the current flowing through the generator winding N U3 is I U3 +I DC /3, and the power generation
  • the current flowing through the machine winding N V3 is I V3 +I DC /3
  • generator M3 generates electricity; power battery BAT3 discharges, and the discharge current is I DC .
  • the power battery BAT3 and the generator M3 jointly output the second voltage between the positive bus BUS3+ and the negative bus BUS3-.
  • the controller can directly send the PWM1_Q 31 signal, PWM1_Q 33 signal and PWM1_Q 35 signal after time t5. Or directly send the PWM1_Q 31 signal, PWM1_Q 33 signal and PWM1_Q 35 signal before time t5. That is, the signals before and after time t5 can exist relatively independently.
  • the controller can determine the control signal to be sent to each bridge arm based on the rotation speed of the motor and the battery power of the power battery. For example, if the controller detects that the rotation speed of the motor is greater than the preset speed and the voltage at both ends of the power battery is greater than the preset discharge threshold, it sends the signal of PWM1_Q 31 after time t5 to the switching tube Q 31 and sends PWM1_Q 33 to the switching tube Q 33 The signal after time t5, and the signal of PWM1_Q 35 after time t5 is sent to the switching tube Q33 .
  • the preset target value V 2 is subtracted from the second modulation signal of the first bridge arm of the three bridge arms, that is, the discharge control of the power battery multiplexes the first bridge arm of the three bridge arms.
  • One bridge arm In the embodiment of the present application, by changing the on and off time of the switching tube of the first bridge arm, the generator can generate electricity and the power battery can be discharged at the same time. That is, the power assembly can realize the functions of the BOOST converter and AC/DC. converter function.
  • FIG. 16 is another waveform schematic diagram provided by an embodiment of the present application.
  • the controller can determine the second modulation signal of each bridge arm according to the operating parameters of the generator and the bus voltage, such as the second modulation signal V U3B ′, the second modulation signal V V3B ′ and the second modulation signal V W3B ′.
  • the controller generates the PWM1_Q 31 ′ signal before time t5′ based on the comparison result between the second modulation signal V U3B ′ and the preset reference signal; the controller generates the PWM1_Q 31 ′ signal based on the comparison result between the second modulation signal V V3B ′ and the preset reference signal.
  • the controller sends the PWM1_Q 31 ′ signal before time t5 ′ to switching tube Q 31 , sends the PWM1_Q 33 ′ signal before time t5 ′ to switching tube Q 33 , and sends the PWM1_Q 35 ′ signal before time t5 ′ to switching tube Q 35 .
  • the controller can use the three bridge arms as three first bridge arms, and then the controller subtracts a preset value from the second modulation signal of each first bridge arm.
  • the target value V 2 is obtained to obtain the first modulation signal of each first bridge arm.
  • the controller subtracts the preset target value V 2 from the second modulation signal V U3B ′ to obtain the first modulation signal V U3A ′, and subtracts the preset target value V 2 from the second modulation signal V V3B ′ to obtain the first modulation signal V U3A ′.
  • the preset target value V 2 is subtracted from the second modulated signal V W3B ′ to obtain the first modulated signal V W3A ′.
  • the controller compares the first modulation signal V U3A ′ with the preset reference signal and generates the PWM1_Q 31 ′ signal after time t5 ′ (that is, the first PWM signal of the first bridge arm where the switch tube Q 31 is located). It can be seen that the duty cycle of the PWM1_Q 31 ′ signal after time t5′ is smaller than the duty cycle of the PWM1_Q 31 ′ signal before time t5′.
  • the controller compares the first modulation signal V V3A ′ with the preset reference signal, and generates the PWM1_Q 33 ′ signal after time t5 ′ (that is, the first PWM signal of the first bridge arm where the switch tube Q 33 is located),
  • the duty cycle of the PWM1_Q 33 ′ signal after time t5′ is smaller than the duty cycle of the PWM1_Q 33 ′ signal before time t5′.
  • the controller compares the first modulation signal V W3A ′ with the preset reference signal, and generates the PWM1_Q 35 ′ signal after time t5 ′ (that is, the first PWM signal of the first bridge arm where switch tube Q 35 is located). After time t5 ′ The duty cycle of the PWM1_Q 35 ′ signal is smaller than the duty cycle of the PWM1_Q 35 ′ signal before time t5 ′.
  • the controller sends the PWM1_Q 31 ′ signal after the t5′ time to the switching tube Q 31 , the PWM1_Q 33 ′ signal after the t5′ time to the switching tube Q 33 , and the PWM1_Q 35 ′ signal after the t5′ time to the switching tube Q 35 .
  • the generator M3 generates electricity and the power battery BAT3 discharges.
  • the power battery BAT3 and the generator M3 jointly output the second voltage between the positive bus BUS3+ and the negative bus BUS3-.
  • the powertrain can still form the circuit state shown in Figure 15A; during the time period between t8′ and t9′, the powertrain The circuit state shown in Fig. 15B can still be formed.
  • the circuit status of the powertrain can be referred to the description in Figure 15A and Figure 15B , and will not be described again here.
  • the controller uses the waveform diagram shown in Figure 16 to specifically realize the discharge of the power battery.
  • the electrical control reuses three bridge arms. That is, by subtracting the preset target value V 2 of the power battery from the second modulation signal of each of the three bridge arms, the effect of the embodiment described above in conjunction with FIGS. 14 to 15B can still be achieved.
  • the embodiment of the present application reuses three bridge arms, so that the current can be shared between the three bridge arms.
  • the preset target value V 2 (not shown in the figure) can be subtracted from the second modulation signal of two of the three bridge arms, that is, the power battery's Discharge control can reuse two bridge arms.
  • the circuit status of Figure 15A and Figure 15B can still be formed, the generator generates electricity, and the power battery BAT3 discharges.
  • the generator may not generate electricity and the power battery may be discharged.
  • the power battery BAT3 outputs the third voltage to the bus, that is, the power battery provides power to the electric motor, and the corresponding working condition of the hybrid vehicle is the pure electric mode.
  • the controller can determine at least one second bridge arm among the three bridge arms of the GCU, and determine the second PWM signal of each second bridge arm according to the bus voltage and the voltage of the power battery BAT3.
  • the specific implementation method of the controller determining the second PWM signal based on the bus voltage and the voltage of the power battery BAT3 can refer to the determination method of the control signal of the switching tube in the existing BOOST converter, which will not be described again here.
  • the third voltage output by the power battery BAT3 to the bus can be divided into the generator winding energy storage stage and the power battery discharge stage.
  • Figures 17A and 17B take three bridge arms as three second bridge arms respectively as an example.
  • the switch transistor Q 31 , the switch transistor Q 33 and the switch transistor Q 35 are turned off, and Switch Q 32 , switch Q 34 and switch Q 36 are turned on.
  • the generator winding N U3 , the generator winding N V3 and the generator winding N W3 are in the energy storage stage.
  • the circuit state shown in FIG. 15A can be understood as a superposition between the circuit state shown in FIG. 17A and the circuit state shown in FIG. 10 .
  • the switching tube Q 31 , the switching tube Q 33 and the switching tube Q 35 are turned on, and the switching tube Q 32 , the switching tube Q 34 and the switching tube Q 36 are turned off.
  • the power battery BAT3 provides voltage to the capacitor C 31 through the three generator windings, that is, the third voltage is output between the positive bus BUS3+ and the negative bus BUS3-.
  • the circuit state shown in FIG. 15B can be understood as a superposition between the circuit state shown in FIG. 17B and the circuit state shown in FIG. 10 . That is, the current flowing through each generator winding is the superposition of the current generated by the generator and the discharge current of the power battery.
  • circuit states shown in FIG. 17A and FIG. 17B should be understood as examples.
  • one or two bridge arms among the three bridge arms can be controlled, which can achieve the following: BOOST converter function.
  • one end of the power battery BAT3 is a positive electrode and is connected to the generator winding; the other end of the power battery BAT3 is a negative electrode and is connected to the negative bus BUS3-.
  • one end of the power battery may be a negative pole, connected to the generator winding; the other end of the power battery may be a positive pole, connected to the positive busbar.
  • the structure of the powertrain can be seen in Figure 18.
  • the powertrain provided by the embodiment of the present application includes a GCU 1800 and a generator M18. It can be seen that the difference between the power assembly in Figure 18 and the power assembly previously shown in conjunction with Figures 3 to 17B is that the other end of the power battery is connected to the positive busbar.
  • each of the three bridge arms is connected to the positive bus BUS18+, that is, the collector of the switch tube Q 181 , the collector of the switch tube Q 183 and the collector of the switch tube Q 185 are connected to the positive bus BUS18+ .
  • the second end of each bridge arm is connected to the negative bus BUS18-, that is, the emitter of the switch Q 182 , the emitter of the switch Q 184 , and the emitter of the switch Q 186 are connected to the negative bus BUS18-.
  • each bridge arm is connected to one end of a generator winding, that is, the emitter of switch tube Q 181 and the collector of switch tube Q 182 are connected to one end of generator winding N U18 , and the emitter of switch tube Q 183 is connected to the switch tube.
  • the collector of Q 184 is connected to one end of the generator winding N V18 , and the emitter of the switching tube Q 185 and the collector of the switching tube Q 186 are connected to one end of the generator winding N W18 .
  • the other end of the generator winding N U3 , the other end of the generator winding N V3 and the other end of the generator winding N W3 are connected to one end of the power battery BAT18, and the other end of the power battery BAT18 is connected to the positive bus BUS18+.
  • the powertrain may also include a bus capacitor unit (for example, capacitor C 181 ) connected between the positive bus BUS18+ and the negative bus BUS18-.
  • a bus capacitor unit for example, capacitor C 181
  • an electric drive module can be added to the powertrain shown in FIG. 18 to obtain the powertrain shown in FIG. 19 .
  • the powertrain in addition to the GCU 1800 and the generator M18 described above in conjunction with Figure 18, the powertrain also includes the MCU 1901 and the electric motor M19.
  • MCU 1901, electric motor M19, GCU 1800 and generator M18 can be integrated together in the powertrain.
  • the GCU 1800 and generator M18 can be integrated within the powertrain, and the MCU 1901 and electric motor M19 can be set up separately.
  • the input terminal of MCU 1901 is connected between the positive bus BUS18+ and the negative bus BUS18-, and the output terminal of MCU 1901 is connected to the motor M19.
  • the MCU 1901 can convert the bus voltage between the positive bus BUS18+ and the negative bus BUS18- into the driving voltage of the motor M19, that is, the MCU 1901 can convert the DC voltage into an AC voltage to drive the motor M19.
  • the bus voltage between the positive bus BUS18+ and the negative bus BUS18- can be generator M18 It can also be provided by the power battery BAT18 and the generator M18.
  • the controller sends the signal before time t0 shown in Figure 9 to each bridge arm, that is, the controller sends the PWM_Q 31 signal before time t0 to switching tube Q 181 and the signal to switching tube Q 183
  • the PWM_Q 33 signal before time t0 is sent, and the PWM_Q 35 signal before time t0 is sent to the switching tube Q 185 .
  • the sum of currents of the three generator windings of generator M18 is zero, and generator M18 generates electricity.
  • the controller can send the signal after time t0 shown in Figure 9 to each bridge arm, that is, the controller sends the PWM_Q 31 signal after time t0 to the switching tube Q 181 , and to the switching tube Q 181.
  • the switch Q 183 sends the PWM_Q 33 signal after time t0, and sends the PWM_Q 35 signal after time t0 to the switch Q 185 .
  • the generator M18 generates electricity and the power battery BAT18 can jointly output the second voltage between the positive bus BUS18+ and the negative bus BUS18-.
  • the PWM_Q 31 signal, the PWM_Q 33 signal and the PWM_Q 35 signal are all low level, that is, the switch tube Q 181 , the switch tube Q 183 and the switch tube Q 185 is turned off, and switching tube Q 182 , switching tube Q 184 and switching tube Q 186 are turned on, and the power assembly can form the circuit state shown in FIG. 21A .
  • the PWM_Q 31 signal, PWM_Q 33 signal and PWM_Q 35 signal are all high level, that is, the switch tube Q 181 , the switch tube Q 183 and the switch tube Q 185 are turned on. And the switching tube Q 182 , the switching tube Q 184 and the switching tube Q 186 are turned off, and the power assembly can form the circuit state shown in FIG. 21B .
  • the current of each generator winding cannot change suddenly. The current flowing through the three generator windings is still the current flowing in the circuit state shown in Figure 21A, that is, the current flowing through the generator winding N U18 .
  • the controller sends the signal after the t0′ moment shown in Figure 12 to each bridge arm, that is, the controller sends the PWM_Q 31 ′ signal after the t0′ moment to the switching tube Q 181 and sends the PWM_Q 31 ′ signal after the t0′ moment to the switching tube Q 183
  • the PWM_Q 33 ′ signal after time t0 ′, and the PWM_Q 35 ′ signal after time t0 ′ is sent to the switching tube Q 185 .
  • the powertrain can still form the circuit state shown in Figure 21A; during the time period between t3′ and t4′, the powertrain The circuit state shown in FIG. 21B can still be formed. Then, the circuit status of the powertrain can be referred to the description in FIG. 21A and FIG. 21B , and will not be described again here.
  • the controller can determine at least one second bridge arm among the three bridge arms, and determine the second PWM of each second bridge arm according to the bus voltage and the voltage of the power battery BAT18 Signal.
  • the specific implementation method for the controller to determine the second PWM signal based on the bus voltage and the voltage of the power battery BAT18 can refer to the determination method of the control signal of the switching tube in the existing BOOST converter.
  • FIG. 22A and 22B take three bridge arms as three second bridge arms respectively as an example.
  • the switch tube Q 181 , the switch tube Q 183 and the switch tube Q 185 are turned on, and Switch Q 182 , switch Q 184 and switch Q 186 are turned off.
  • the generator winding N U18 , the generator winding N V18 and the generator winding N W18 are in the energy storage stage.
  • the circuit state shown in FIG. 21B can be understood as a superposition between the circuit state shown in FIG. 22A and the circuit state shown in FIG. 20 .
  • the switching tube Q 181 , the switching tube Q 183 and the switching tube Q 185 are turned off, and the switching tube Q 182 , the switching tube Q 184 and the switching tube Q 186 are turned off.
  • the power battery BAT18 provides voltage to the capacitor C 181 through the three generator windings, that is, the third voltage is output between the positive bus BUS18+ and the negative bus BUS18-.
  • the circuit state shown in FIG. 21A can be understood as a superposition between the circuit state shown in FIG. 22B and the circuit state shown in FIG. 20 . That is, the current flowing through each generator winding is the superposition of the current generated by the generator and the discharge current of the power battery.
  • circuit states shown in FIG. 22A and FIG. 22B should be understood as examples.
  • one or two bridge arms among the three bridge arms can be controlled, which can achieve the following: BOOST converter function.
  • the controller sends the signal before time t5 shown in Figure 14 to each bridge arm, that is, the controller sends the PWM1_Q 31 signal before time t5 to the switching tube Q 181 , and The switching tube Q 183 sends the PWM1_Q 33 signal before time t5, and sends the PWM1_Q 35 signal before time t5 to the switching tube Q 185 .
  • the power assembly can also form the configuration shown in Figure 20
  • the controller can send the signal after time t5 shown in Figure 14 to each bridge arm, that is, the controller sends the PWM1_Q 31 signal after time t5 to the switching tube Q 181 ,
  • the PWM1_Q 33 signal after time t5 is sent to switching tube Q 183 , and the PWM1_Q 35 signal after time t5 is sent to switching tube Q 185 .
  • the generator M18 generates electricity (that is, outputs the first voltage between the positive bus BUS18+ and the negative bus BUS18-), and can charge the power battery BAT18.
  • the PWM1_Q 31 signal, the PWM1_Q 33 signal and the PWM1_Q 35 signal are all low level, that is, the switch tube Q 181 , the switch tube Q 183 and the switch tube Q 185 is turned off, and switching tube Q 182 , switching tube Q 184 and switching tube Q 186 are turned on, and the power assembly can form the circuit state shown in FIG. 23A .
  • the current flowing through the generator winding N U18 is I U18 +I C18 /3
  • the current flowing through the generator winding N V18 is I V18 +I C18 /3
  • generator M18 generates electricity.
  • the generator winding N U18 charges the power battery BAT18
  • the generator winding N V18 charges the power battery BAT18
  • the generator winding N W18 charges the power battery BAT18. That is, the generator M18 charges the power battery BAT18, and the charging current is I C18 .
  • the PWM1_Q 31 signal, the PWM1_Q 33 signal and the PWM1_Q 35 signal are all high level, that is, the switch tube Q 181 , the switch tube Q 183 and the switch tube Q 185 are turned on. And the switching tube Q 182 , the switching tube Q 184 and the switching tube Q 186 are turned off, and the power assembly can form the circuit state shown in FIG. 23B .
  • the current flowing through the three generator windings is still the current flowing in the circuit state shown in Figure 23A, that is, the current flowing through the generator winding N U18 is I U18 +I C18 /3.
  • the current flowing through the machine winding N V18 is I V18 + I C18 /3
  • generator M18 generates electricity, and the three generator windings are in the energy storage stage.
  • the controller sends the signal after the t5′ moment shown in Figure 16 to each bridge arm, that is, the controller sends the PWM1_Q 31 ′ signal after the t5′ moment to the switching tube Q 181 and sends the t5 signal to the switching tube Q 183 .
  • the PWM1_Q 33 ′ signal after time ′, and the PWM1_Q 35 ′ signal after time t5 ′ is sent to the switching tube Q 185 .
  • the powertrain can still form the circuit state shown in Figure 23A; during the time period between t8′ and t9′, the powertrain The circuit state shown in FIG. 23B can still be formed. Then, the circuit status of the powertrain can be referred to the description in FIG. 23A and FIG. 23B , and will not be described again here.
  • the controller can determine at least one second bridge arm among the three bridge arms of the GCU, and determine the third bridge arm of each second bridge arm according to the bus voltage and the voltage of the power battery BAT18. 2 PWM signals.
  • the specific implementation method for the controller to determine the second PWM signal based on the bus voltage and the voltage of the power battery BAT18 can refer to the determination method of the control signal of the switching tube in the existing BUCK converter.
  • FIGS. 24A and 24B take three bridge arms as three second bridge arms respectively as an example.
  • the switch tube Q 181 , the switch tube Q 183 and the switch tube Q 185 are turned off, and The switching tube Q 182 , the switching tube Q 184 and the switching tube Q 186 are turned on.
  • the current flowing through the generator winding N U18 is I C18 /3
  • the current flowing through the generator winding N V18 is I C18 /3
  • the current flowing through the generator winding N W18 is I C18 /3.
  • the generator winding N U18 charges the power battery BAT18
  • the generator winding N V18 charges the power battery BAT18
  • the generator winding N W18 charges the power battery BAT18.
  • the charging current of the power battery can be IC18 . That is, the capacitor C 181 charges the power battery BAT18.
  • the switching tube Q 181 , the switching tube Q 183 and the switching tube Q 185 are turned on, and the switching tube Q 182 , the switching tube Q 184 and the switching tube Q 186 are turned off.
  • the generator winding NU18 , the generator winding NV18 and the generator winding N W18 are in the energy storage stage.

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Abstract

一种动力总成，该动力总成包括发电机控制单元以及发电机，其中，该发电机控制单元包括N个桥臂，发电机包括与N个桥臂对应的N个发电机绕组，N大于或等于2；N个桥臂中的每个桥臂包括第一端和第二端，每个桥臂的第一端连接正母线，每个桥臂的第二端连接负母线，每个桥臂的中点连接一个发电机绕组的一端；N个发电机绕组中的每个发电机绕组的另一端连接动力电池的一端，动力电池的另一端连接正母线或负母线。该动力总成可以降低动力总成的生产成本。还公开一种动力总成的控制方法及混合动力汽车。

Description

一种动力总成、控制方法及混合动力汽车
本申请要求于2022年8月17日提交中国专利局、申请号为202210989252.6、申请名称为“一种动力总成、控制方法及混合动力汽车”的中国专利申请的优先权，其全部内容通过引用结合在本申请中。
技术领域
本申请涉及新能源汽车技术领域，尤其是一种动力总成、控制方法及混合动力汽车。
背景技术
目前，混合动力汽车中的动力总成如图1所示，即动力总成包括发电机M1、与发电机M1连接的发电机控制单元100、DC/DC双向变换器101、电动机M2以及与电动机M2连接的电动机控制单元102。
其中，发电机M1由发动机(也可以称为内燃机)驱动，发电机M1在输出扭矩的过程中可以将机械能转换为电能，并且将产生的电能向电动机M2提供，以及将产生的电能经过DC/DC双向变换器101向电池BAT1提供。或者，电池BAT1也可以经过DC/DC双向变换器101向电动机M2供电。可以看出，动力电池BAT1既可以充电也可以放电，但动力电池BAT1的充放电都需要经过DC/DC双向变换器101。因此，现有混合动力汽车的动力总成除了包括发电机控制单元100和电动机控制单元102之外，还包括DC/DC双向变换器101，导致动力总成的生产成本高。
发明内容
本申请提供了一种动力总成、控制方法及混合动力汽车，可以降低动力总成的生产成本。
第一方面，本申请实施例提供了一种动力总成，该动力总成包括发电机控制单元(Generator Control Unit，GCU)以及发电机，其中，该GCU包括N个桥臂，发电机包括与该N个桥臂对应的N个发电机绕组。需要解释的是，区别于电动机，发电机与内燃机直接机械接触，可以由内燃机驱动。
其中，该动力总成的具体连接关系为：N个桥臂中的每个桥臂包括第一端和第二端；每个桥臂的第一端连接正母线，每个桥臂的第二端连接负母线，每个桥臂的中点连接一个发电机绕组的一端；N个发电机绕组中的每个发电机绕组的另一端连接动力电池的一端，动力电池的另一端连接正母线或负母线。区别于现有技术中动力电池连接专门的DC/DC双向变换器，本申请实施例中的动力电池连接的是发电机绕组，通过复用发电机绕组以及桥臂来实现对动力电池的充放电。即本申请实施例提供了一种新的动力总成的结构，可以节省给动力电池充放电的DC/DC双向变换器，降低了动力总成的生产成本。
结合第一方面，在第一种可能的实现方式中，GCU还包括控制器，上述N个桥臂包括至少一个第一桥臂；该第一桥臂可以根据第一脉冲宽度调制(Pulse Width Modulation，PWM)信号导通或关断。其中，该第一PWM信号可以使第一桥臂连接的发电机绕组向动力电池充电，或者该第一PWM信号可以使动力电池经第一桥臂连接的发电机绕组放电。
结合第一方面第一种可能的实现方式，在第二种可能的实现方式中，上述第一PWM信号为控制器根据发电机的工作参数、母线电压以及动力电池的电压确定。其中，该母线电压是正母线与负母线之间的电压；该发电机的工作参数包括发电机的输出电压、输出电流和转速中的至少一个。
结合第一方面第二种可能的实现方式，在第三种可能的实现方式中，上述第一PWM信号为控制器根据发电机的工作参数、母线电压以及动力电池的电压确定，可以具体实现为：
上述第一PWM信号为控制器根据第一调制信号与预设参考信号比较得到。其中，第一调制信号为控制器根据第二调制信号与预设目标值得到；该第二调制信号为控制器根据发电机的工作参数以及母线电压确定；该预设目标值是控制器根据动力电池的电压以及母线电压确定。
结合第一方面第三种可能的实现方式，在第四种可能的实现方式中，第一PWM信号使第一桥臂连接的发电机绕组向动力电池充电时，第一调制信号为第二调制信号与预设目标值之和。
结合第一方面第三种可能的实现方式，在第五种可能的实现方式中，第一PWM信号使动力电池经第一桥臂连接的发电机绕组放电时，第一调制信号为第二调制信号与预设目标值之差。
结合第一方面，在第六种可能的实现方式中，动力总成还包括连接在正母线与负母线之间的母线电容单元；GCU还包括控制器，上述N个桥臂包括至少一个第二桥臂；该第二桥臂可以根据第二PWM信号导通 或关断。
其中，该第二PWM信号可以使母线电容单元经第二桥臂连接的发电机绕组向动力电池充电。此时，第二桥臂和该第二桥臂连接的发电机绕组可以实现DC/DC变换器的功能，具体实现的是DC/DC变换器中的降压功能，即BUCK变换器。
或者，该第二PWM信号可以使动力电池经第二桥臂连接的发电机绕组放电。此时，第二桥臂和该第二桥臂连接的发电机绕组可以实现DC/DC变换器的功能，具体实现的是DC/DC变换器中的升压功能，即BOOST变换器。
结合第一方面第六种可能的实现方式，在第七种可能的实现方式中，上述第二PWM信号为控制器根据母线电压以及动力电池的电压确定；其中，该母线电压为正母线与负母线之间的电压。
结合第一方面第一种可能的实现方式至结合第一方面第七种可能的实现方式，在第八种可能的实现方式中，上述动力总成还包括电动机控制单元(Motor Controller Unit，MCU)以及电动机；其中，该MCU的输入端连接在正母线与负母线之间，该MCU的输出端连接电动机。
结合第一方面第八种可能的实现方式，在第九种可能的实现方式中，第一PWM信号使第一桥臂连接的发电机绕组向动力电池充电时，发电机在正母线与负母线之间输出第一电压；MCU根据该第一电压驱动电动机。此时，第一PWM信号可以使第一桥臂连接的发电机绕组向动力电池充电，以及可以使发电机在正母线与负母线之间输出第一电压。即发电机发电，且发电机向动力电池充电。此时，第一桥臂和该第一桥臂连接的发电机绕组可以保证发电机发电系统的功能，即可以实现AC/DC变换器的功能。并且，该第一桥臂和该第一桥臂连接的发电机绕组还可以实现DC/DC变换器的功能，具体实现的是DC/DC变换器中的降压功能，即BUCK变换器。
结合第一方面第八种可能的实现方式，在第十种可能的实现方式中，第一PWM信号使动力电池经第一桥臂连接的发电机绕组放电时，动力电池和发电机在正母线与负母线之间输出第二电压，MCU根据该第二电压驱动电动机。此时，发电机发电，且动力电池放电。第一桥臂和该第一桥臂连接的发电机绕组可以保证发电机发电系统的功能，即可以实现AC/DC变换器的功能。并且，该第一桥臂和该第一桥臂连接的发电机绕组还可以实现DC/DC变换器的功能，具体实现的是DC/DC变换器中的升压功能，即BOOST变换器。
结合第一方面第六种可能的实现方式或结合第一方面第七种可能的实现方式，在第十一种可能的实现方式中，上述动力总成还包括MCU以及电动机；其中，该MCU的输入端连接在正母线与负母线之间，该MCU的输出端连接电动机。第二PWM信号使动力电池经第二桥臂连接的发电机绕组放电时，动力电池在正母线与负母线之间输出第三电压，MCU根据该第三电压驱动电动机。此时，动力电池放电，该第二桥臂和该第二桥臂连接的发电机绕组可以实现DC/DC变换器的功能，具体实现的是DC/DC变换器中的升压功能，即BOOST变换器。
结合第一方面或结合第一方面上述任意一种可能的实现方式，在第十二种可能的实现方式中，上述每个桥臂包括第三端，每个桥臂的第三端连接正母线与负母线的中性点，该中性点的电压为正母线与负母线之间的电压的一半。
第二方面，本申请实施例提供了一种动力总成的控制方法，该动力总成包括发电机控制单元(Generator Control Unit，GCU)以及发电机。该GCU包括N个桥臂，该N个桥臂包括至少一个第一桥臂；该发电机包括与N个桥臂对应的N个发电机绕组；其中，N大于或等于2。
该控制方法具体实现为：根据第一脉冲宽度调制(Pulse Width Modulation，PWM)信号导通或关断第一桥臂，使得所述第一桥臂连接的发电机绕组向动力电池充电，或者使得动力电池经所述第一桥臂连接的发电机绕组放电。
结合第二方面，在第一种可能的实现方式中，上述N个桥臂中的每个桥臂包括第一端和第二端；每个桥臂的第一端连接正母线，每个桥臂中的第二端连接负母线；在根据第一PWM信号导通或关断第一桥臂之前，上述控制方法还包括：根据发电机的工作参数、母线电压以及动力电池的电压确定上述第一PWM信号；该母线电压为正母线与负母线之间的电压。
结合第二方面第一种可能的实现方式，在第二种可能的实现方式中，上述根据发电机的工作参数、母线电压以及动力电池的电压确定上述第一PWM信号，具体实现为：
根据第二调制信号与预设目标值得到第一调制信号；并根据该第一调制信号与预设参考信号比较得到上述第一PWM信号；其中，该第二调制信号为根据发电机的工作参数以及母线电压确定；该预设目标值为根据动力电池的电压以及母线电压确定。
结合第二方面第二种可能的实现方式，在第三种可能的实现方式中，上述第一调制信号为第二调制信 号与预设目标值之和；此时，第一PWM信号使第一桥臂连接的发电机绕组向动力电池充电。
结合第二方面第二种可能的实现方式，在第四种可能的实现方式中，上述第一调制信号为第二调制信号与预设目标值之差；此时，第一PWM信号使动力电池经第一桥臂连接的发电机绕组放电。
结合第二方面，在第五种可能的实现方式中，动力总成还包括连接在正母线与负母线之间的母线电容单元，上述N个桥臂中包括至少一个第二桥臂。
上述控制方法还可以具体实现为：根据第二PWM信号导通或关断第二桥臂，使得母线电容单元经第二桥臂连接的发电机绕组向动力电池充电，或者使得动力电池经第二桥臂连接的发电机绕组放电。
结合第二方面第五种可能的实现方式，在第六种可能的实现方式中，在根据第二PWM信号导通或关断第二桥臂之前，根据母线电压以及动力电池的电压确定上述第二PWM信号；该母线电压为正母线与负母线之间的电压。
第三方面，本申请实施例提供了一种混合动力汽车，该混合动力汽车包括动力电池以及结合第一方面或结合第一方面上述任意一种可能的实现方式中的动力总成。其中，该动力总成中的发电机与动力电池连接。
应理解的是，本申请上述多个方面的实现和有益效果可互相参考。
附图说明
图1为现有动力总成的结构示意图；
图2为本申请实施例提供的混合动力汽车的一结构示意图；
图3为本申请实施例提供的动力总成的一结构示意图；
图4为本申请实施例提供的动力总成的又一结构示意图；
图5为本申请实施例提供的动力总成的又一结构示意图；
图6为本申请实施例提供的动力总成的又一结构示意图；
图7为本申请实施例提供的动力总成的又一结构示意图；
图8为本申请实施例提供的动力总成的又一结构示意图；
图9为本申请实施例提供的一波形示意图；
图10为本申请实施例提供的一电路状态示意图；
图11A和图11B为本申请实施例提供的又一电路状态示意图；
图12为本申请实施例提供的又一波形示意图；
图13A和图13B为本申请实施例提供的又一电路状态示意图；
图14为本申请实施例提供的又一波形示意图；
图15A和图15B为本申请实施例提供的又一电路状态示意图；
图16为本申请实施例提供的又一波形示意图；
图17A和图17B为本申请实施例提供的又一电路状态示意图；
图18为本申请实施例提供的动力总成的又一结构示意图；
图19为本申请实施例提供的动力总成的又一结构示意图；
图20为本申请实施例提供的又一电路状态示意图；
图21A和图21B为本申请实施例提供的又一电路状态示意图；
图22A和图22B为本申请实施例提供的又一电路状态示意图；
图23A和图23B为本申请实施例提供的又一电路状态示意图；
图24A和图24B为本申请实施例提供的又一电路状态示意图。
具体实施方式
下面将结合本申请实施例中的附图，对本申请实施例中的技术方案进行清楚、完整地描述，显然，所描述的实施例是本申请一部分实施例，而不是全部的实施例。基于本申请中的实施例，本领域普通技术人员在没有作出创造性劳动前提下所获得的所有其他实施例，都属于本申请保护的范围。
下面结合附图来对本申请的技术方案的实施作进一步的详细描述。
参见图2，图2为本申请实施例提供的混合动力汽车的一结构示意图。如图2所示，混合动力汽车2包括动力总成20和动力电池21。
其中，混合动力汽车2是介于纯电动汽车与燃油汽车两者之间的一种新能源汽车。在本申请实施例中，混合动力汽车2中的动力总成20既包括发电机201，还包括电动机202。示例性的，混合动力汽车2可以具体理解为插电式混合动力汽车(Plug-in hybrid electric vehicle，PHEV)。
具体实现中，发电机201与内燃机直接机械接触，由内燃机驱动。发电机201在输出扭矩的过程中可以将机械能转换为电能。其中，发电机201可以将电能向动力电池21传输，即对动力电池21充电。或者，发电机201也可以将电能向电动机202传输，即发电机201向电动机202提供驱动电压，使电动机202转动(即电动机202输出扭矩)。或者，发电机201以及动力电池21同时向电动机202传输电能，即发电机201与动力电池21同时对电动机202提供驱动电压，使电动机202输出扭矩。
电动机202与传动系统(例如传动轴等)机械接触，则电动机202在输出扭矩的过程中可以通过传动系统驱动混合动力汽车2。
区别于现有技术中的动力总成的结构，本申请实施例中的动力电池与发电机之间具有连接关系，动力电池可以通过发电机来进行充放电。即本申请实施例提供了一种新的动力总成的结构。
在一些可行的实施方式中，参见图3，图3为本申请实施例提供的动力总成的一结构示意图。如图3所示，本申请实施例提供的动力总成包括发电机控制单元(Generator Control Unit，GCU)300以及发电机M3。
具体实现中，GCU 300包括三个桥臂，发电机M3包括与三个桥臂对应的三个发电机绕组(例如发电机绕组NU3、NV3和NW3)。
需要说明的是，每个桥臂可以包括两个串联的开关单元，该开关单元可以包括至少一个串联或并联的开关。在具体实践中，开关单元可以根据GCU中的电压和电流选择多个开关串联或并联。其中，该开关可以具体实现为绝缘栅双极型晶体管(Insulated Gate Bipolar Transistor，IGBT)及其反并联二极管，或者金属氧化物半导体场效应管(Metal-Oxide-Semiconductor Field-Effect Transistor,MOSFET)等。总的来说，本申请实施例不对开关单元中的开关类型以及开关数量进行限制。
本申请实施例以桥臂中包括的开关具体实现为IGBT及其反并联二极管为例。三个桥臂中的每个桥臂的第一端连接正母线BUS3+，即开关管Q31的集电极、开关管Q33的集电极以及开关管Q35的集电极连接正母线BUS3+。每个桥臂的第二端连接负母线BUS3-，即开关管Q32的发射极、开关管Q34的发射极以及开关管Q36的发射极连接负母线BUS3-。每个桥臂的中点连接一个发电机绕组的一端，即开关管Q31的发射极与开关管Q32的集电极连接发电机绕组NU3的一端，开关管Q33的发射极与开关管Q34的集电极连接发电机绕组NV3的一端，开关管Q35的发射极与开关管Q36的集电极连接发电机绕组NW3的一端。
发电机绕组NU3的另一端、发电机绕组NV3的另一端以及发电机绕组NW3的另一端连接动力电池BAT3的一端，动力电池BAT3的另一端连接负母线BUS3-。
可选的，动力总成还包括连接在正母线BUS3+与负母线BUS3-之间的母线电容单元。需要解释的是，本申请实施例以母线电容单元包括一个电容C31为例，在一些可行的实施方式中，该母线电容单元可以是包括至少两个串联或并联的电容。即本申请实施例不对母线电容单元的电容数量以及电容之间的连接方式进行限制。
区别于现有技术中动力电池连接专门的DC/DC双向变换器，本申请实施例中的动力电池连接的是发电机中的三个发电机绕组，通过复用发电机绕组以及桥臂来实现对动力电池的充放电。即本申请实施例提供了一种新的动力总成的结构，可以节省给动力电池充放电的DC/DC双向变换器，降低了动力总成的生产成本。
并且，现有动力总成中的DC/DC双向变换器需要配备散热装置，本申请实施例在节省DC/DC双向变换器的情况下，自然可以节省DC/DC双向变换器的散热装置。再加上DC/DC双向变换器中包括有多个开关管，DC/DC双向变换器中的开关管也需要控制芯片来控制，本申请实施例在节省DC/DC双向变换器的情况下，自然也可以节省控制DC/DC双向变换器的控制芯片。即动力总成降低的生产成本的总额除了包括DC/DC双向变换器直接带来的生产成本，还包括由于使用DC/DC双向变换器所需的其他配置(例如散热装置和控制芯片等)带来的成本。并且，本申请实施例可以减少对控制芯片的供电以及对DC/DC双向变换器的供电，降低了动力总成的配电的复杂程度，也降低了动力总成的结构的复杂程度。
可选的，在一些可行的实施方式中，动力总成的结构还可以具体实现为图4中示出的结构。如图4所示，本申请实施例提供的动力总成包括GCU 400以及发电机M4。
具体实现中，GCU 400包括两个桥臂，发电机M4包括与两个桥臂对应的两个发电机绕组(例如发电机绕组NU4、NV4)。此时，开关管Q41的集电极和开关管Q43的集电极连接正母线BUS4+；开关管Q42的发射 极和开关管Q44的发射极连接负母线BUS4-；开关管Q41的发射极与开关管Q42的集电极连接发电机绕组NU4的一端，开关管Q43的发射极与开关管Q44的集电极连接发电机绕组NV4的一端，发电机绕组NU4的另一端以及发电机绕组NV4的另一端连接动力电池BAT4的一端，动力电池BAT4的另一端连接负母线BUS4-。
可选的，动力总成还包括连接在正母线BUS4+与负母线BUS4-之间的母线电容单元(例如电容C41)。
区别于图3中示出的动力总成，本申请实施例提供的动力总成中包括的发电机是两相交流发电机，而图3中的动力总成包括的是三相交流发电机。因此，本申请实施例提供的GCU对应设置的是两个桥臂。
可以看出，本申请实施例中的动力电池连接的也是发电机绕组，也可以通过复用发电机绕组以及桥臂来实现对动力电池的充放电，节省给动力电池充放电的DC/DC双向变换器，降低动力总成的生产成本。
可选的，在一些可行的实施方式中，动力总成的结构还可以具体实现为图5中示出的结构。如图5所示，本申请实施例提供的动力总成包括GCU 500以及发电机M5。
具体实现中，GCU 500包括四个桥臂，发电机M5包括与四个桥臂对应的四个发电机绕组(例如发电机绕组NU5、NV5、NW5、NX5)。此时，开关管Q51的集电极、开关管Q53的集电极、开关管Q55的集电极以及开关管Q57的集电极连接正母线BUS5+；开关管Q52的发射极、开关管Q54的发射极、开关管Q56的发射极以及开关管Q58的发射极连接负母线BUS5-；开关管Q51的发射极与开关管Q52的集电极连接发电机绕组NU5的一端，开关管Q53的发射极与开关管Q54的集电极连接发电机绕组NV5的一端，开关管Q55的发射极与开关管Q56的集电极连接发电机绕组NW5的一端，开关管Q57的发射极与开关管Q58的集电极连接发电机绕组NX5的一端；发电机绕组NU5的另一端、发电机绕组NV5的另一端、发电机绕组NW5的另一端以及发电机绕组NX5的另一端连接动力电池BAT5的一端，动力电池BAT5的另一端连接负母线BUS5-。
可选的，动力总成还包括连接在正母线BUS5+与负母线BUS5-之间的母线电容单元(例如电容C51)。
本申请实施例提供的动力总成中包括的发电机是四相交流发电机，GCU对应设置的是四个桥臂。
可以看出，本申请实施例中的动力电池连接的也是发电机绕组，也可以通过复用发电机绕组以及桥臂来实现对动力电池的充放电，节省给动力电池充放电的DC/DC双向变换器，降低动力总成的生产成本。
结合图3至图5中示出的动力总成的结构，可以看出动力总成中的发电机可以是两相交流发电机、三相交流发电机或者四相交流发电机等等，即本申请不对发电机的具体实现类型进行限制。那么，动力总成的结构也可以根据不同的发电机类型进行适应性的改变，例如改变桥臂的数量，即GCU还可以具体包括五个桥臂或六个桥臂等等。
图3至图5中示出的GCU包括的桥臂是输出两电平的桥臂，在一些可行的实施方式中，也可以对桥臂的类型进行变化，得到多个电平输出的桥臂，从而得到不同的动力总成的结构。
在一些可行的实施方式中，参见图6，图6为本申请实施例提供的动力总成的又一结构示意图。如图6所示，本申请实施例提供的动力总成包括GCU 600以及发电机M6。
具体实现中，以发电机M6具体实现为三相交流发电机为例，GCU 600包括三个桥臂A，发电机M6包括与三个桥臂A对应的三个发电机绕组(例如发电机绕组NU6、NV6、NW6)。可以看出，GCU 600中包括的三个桥臂A的类型与图3至图5中包括的桥臂类型不同。
在本申请实施例中，桥臂A包括第一端、第二端和第三端，桥臂A可以输出三电平。每个桥臂A包括串联的两个开关单元以及分别与两个开关单元连接的两个二极管。其中，两个开关单元串联之后的两端分别为桥臂A第一端和第二端，桥臂A的第一端连接正母线BUS6+，桥臂A的第二端连接负母线BUS6-。桥臂A的中点是两个开关单元的串联连接点，连接对应的发电机绕组。桥臂A中的两个二极管的连接点是桥臂A的第三端，桥臂A的第三端接正母线BUS6+与负母线BUS6-的中性点O。可以理解的是，该中性点O的电压为正母线BUS6+与负母线BUS6-之间的电压的一半。
图6以一个开关单元包括两个串联的开关为例。比如在一个桥臂A中，一个开关单元包括开关管Q61以及开关管Q62；另一开关单元包括开关管Q63和开关管Q64。则有桥臂A的第一端是开关管Q61的集电极，此时开关管Q61的集电极连接正母线BUS6+；开关管Q61的发射极连接开关管Q62的集电极；开关管Q62的发射极与开关管Q63的集电极之间的连接点是桥臂A的中点，此时开关管Q62的发射极与开关管Q63的集电极连接发电机绕组NU6的一端；开关管Q63的发射极连接开关管Q64的集电极；桥臂A的第二端是开关管Q64的发射极，此时开关管Q64的发射极连接负母线母线BUS6-。并且，二极管D61的阴极连接开关管Q61的发射极以及开关管Q62的集电极；二极管D61的阳极与二极管D62的阴极之间的连接点是桥臂A的第三端，此时，二极管D61的阳极与二极管D62的阴极接正母线BUS6+与负母线BUS6-的中性点O，二极管D62的阳极连接开关管Q63的发射极与开关管Q64的集电极。
同理的，在另一桥臂A中，开关管Q65的集电极连接正母线BUS6+，开关管Q65的发射极连接开关管Q66的 集电极，开关管Q66的发射极与开关管Q67的集电极连接发电机绕组NV6的一端，开关管Q67的发射极连接开关管Q68的集电极，开关管Q68的发射极连接负母线母线BUS6-。并且，二极管D63的阴极连接开关管Q65的发射极以及开关管Q66的集电极，二极管D63的阳极与二极管D64的阴极接正母线BUS6+与负母线BUS6-的中性点O，二极管D64的阳极连接开关管Q67的发射极以及开关管Q68的集电极。
在又一桥臂A中，开关管Q69的集电极连接正母线BUS6+，开关管Q69的发射极连接开关管Q610的集电极，开关管Q610的发射极与开关管Q611的集电极连接发电机绕组NW6的一端，开关管Q611的发射极连接开关管Q612的集电极，开关管Q612的发射极连接负母线母线BUS6-。并且，二极管D65的阴极连接开关管Q69的发射极以及开关管Q610的集电极，二极管D65的阳极与二极管D66的阴极接正母线BUS6+与负母线BUS6-的中性点O，二极管D66的阳极连接开关管Q611的发射极以及开关管Q612的集电极。
发电机绕组NU6的另一端、发电机绕组NV6的另一端以及发电机绕组NW6的另一端连接动力电池BAT6的一端，动力电池BAT6的另一端连接负母线BUS6-。
可选的，动力总成还包括连接在正母线BUS6+与负母线BUS6-之间的母线电容单元(例如电容C61、C62、C63)。此时，电容C62和电容C63串联连接在正母线BUS6+与负母线BUS6-之间，电容C62与电容C63的串联连接点为中性点O。
区别于图3中示出的GCU包括的三个桥臂输出两电平，本申请实施例中提供的GCU包括的三个桥臂A输出三电平。此时，动力总成也可以通过复用发电机绕组以及桥臂来实现对动力电池的充放电，节省给动力电池充放电的DC/DC双向变换器，降低动力总成的生产成本。
可选的，在一些可行的实施方式中，参见图7，图7为本申请实施例提供的动力总成的又一结构示意图。如图7所示，本申请实施例提供的动力总成包括GCU 700以及发电机M7。
具体实现中，以发电机M7具体实现为三相交流发电机为例，GCU 700包括三个桥臂B，发电机M7包括与三个桥臂B对应的三个发电机绕组(例如发电机绕组NU7、NV7、NW7)。
在本申请实施例中，桥臂B包括第一端、第二端和第三端，桥臂B也可以输出三电平。每个桥臂B包括竖桥臂和横桥臂，横桥臂和竖桥臂包括串联的两个开关单元。其中，竖桥臂的中点是桥臂B的中点，在竖桥臂中串联的两个开关单元的两端分别为桥臂B的第一端和第二端；在横桥臂中串联的两个开关单元的一端连接桥臂B的中点，另一端为桥臂B的第三端。
图7以一个开关单元包括一个开关为例。比如在一个桥臂B中，竖桥臂包括开关管Q71和开关管Q72，横桥臂包括开关管Q73和开关管Q74。则有桥臂B的第一端是开关管Q71的集电极，此时开关管Q71的集电极连接正母线BUS7+；开关管Q71的发射极与开关管Q72的集电极之间的连接点是桥臂B的中点，此时开关管Q71的发射极与开关管Q72的集电极连接发电机绕组NU7的一端以及开关管Q74的集电极；开关管Q74的发射极连接开关管Q73的发射极；桥臂B的第三端是开关管Q73的集电极，此时开关管Q73的集电极接正母线BUS7+与负母线BUS7-的中性点O1。
同理的，在另一桥臂B中，开关管Q75的集电极连接正母线BUS7+，开关管Q75的发射极与开关管Q76的集电极连接发电机绕组NV7的一端以及开关管Q78的集电极，开关管Q78的发射极连接开关管Q77的发射极，开关管Q77的集电极连接正母线BUS7+与负母线BUS7-的中性点O1。
在又一桥臂B中，开关管Q79的集电极连接正母线BUS7+，开关管Q79的发射极与开关管Q710的集电极连接发电机绕组NW7的一端以及开关管Q712的集电极，开关管Q712的发射极连接开关管Q711的发射极，开关管Q711的集电极连接正母线BUS7+与负母线BUS7-的中性点O1。
发电机绕组NU7的另一端、发电机绕组NV7的另一端以及发电机绕组NW7的另一端连接动力电池BAT7的一端，动力电池BAT7的另一端连接负母线BUS7-。
可选的，动力总成还包括连接在正母线BUS7+与负母线BUS7-之间的母线电容单元(例如电容C71、C72)。此时，电容C71和电容C72串联连接在正母线BUS7+与负母线BUS7-之间，电容C71和电容C72的串联连接点为中性点O1。
区别于图6中可以输出三电平的桥臂A，本申请实施例提供了另一种可以输出三电平的桥臂B。此时，动力总成也可以通过复用发电机绕组以及桥臂来实现对动力电池的充放电，节省给动力电池充放电的DC/DC双向变换器，降低动力总成的生产成本。
需要说明的是，图6和图7中GCU包括的桥臂类型应当理解为示例，不应当理解为限制。比如说，在一些可行的实施方式中，桥臂还可以具体实现为除了输出两电平和三电平的桥臂之外的其他多电平桥臂，例如四电平桥臂、五电平桥臂等多电平桥臂，即只要桥臂与发电机绕组既可以实现AC/DC变换器的功能，还可以实现DC/DC变换器的功能即可。
综上所述，本申请实施例不对GCU中的桥臂数量以及桥臂类型进行限制。
可选的，在一些可行的实施方式中，以GCU中包括三个桥臂以及每个桥臂输出的是两电平为例，即以图3中示出的动力总成的结构为例。在图3中示出的动力总成中增加电驱动模块，可以得到图8中示出的动力总成。此时，本申请实施例提供的动力总成除了包括前文结合图3所描述的GCU 300以及发电机M3之外，还包括电驱动模块。其中，该电驱动模块包括电动机控制单元(Motor Controller Unit，MCU)801和电动机M8。
需要解释的是，MCU 801、电动机M8、GCU 300和发电机M3可以一起集成在动力总成内。或者，GCU 300和发电机M3可以集成在动力总成内，MCU 801和电动机M8可以单独设置。
具体实现中，MCU 801的输入端连接在正母线BUS3+与负母线BUS3-之间，MCU 801的输出端连接电动机M8。该MCU 801可以将正母线BUS3+与负母线BUS3-之间的母线电压转换为电动机M8的驱动电压，即MCU 801可以将直流电压转换为交流电压，驱动电动机M8。
可选的，在一些可行的实施方式中，正母线BUS3+与负母线BUS3-之间的母线电压可以是发电机M3提供的，也可以是动力电池BAT3和发电机M3共同提供的。
相对于图3中示出的动力总成的结构，图8中示出的动力总成还包括MCU和电动机，依然可以实现如图3所描述实施例的技术效果，即可以节省给动力电池充放电的DC/DC双向变换器，降低动力总成的生产成本，且动力总成的结构简单，配电结构简单。
下面结合附图对如何具体控制本申请提供的动力总成进行示例性说明。
在一些可行的实施方式中，参见图9，图9为本申请实施例提供的一波形示意图。如图9所示，控制器可以根据发电机的工作参数以及母线电压确定每个桥臂的第二调制信号，例如第二调制信号VU32、第二调制信号VV32以及第二调制信号VW32。此时，母线电压具体是正母线BUS3+与负母线BUS3-之间的电压。
其中，发电机的工作参数可以是预先设置的，该发电机的工作参数包括发电机的输出电压、输出电流和发电机转速中的至少一个。
控制器根据发电机的工作参数以及母线电压确定第二调制信号的具体实现方式可以参考现有发电机发电的控制方式，此处不作赘述。
可以理解的是，GCU包括控制器和N个桥臂，N大于或等于2。具体实现中，控制器例如可以是中央处理单元(central processing unit，CPU)、其他通用处理器、数字信号处理器(digital signal processor，DSP)、专用集成电路(application specific integrated circuit，ASIC)、现成可编程门阵列(field-programmable gate array，FPGA)或者其他可编程逻辑器件、分立门或者晶体管逻辑器件、分立硬件组件等。
控制器将第二调制信号VU32与预设参考信号进行比较，如图9所示，预设参考信号为三角波，该预设参考信号的幅度与频率是预先设置的。
具体实现中，当第二调制信号VU32大于预设参考信号，控制器生成高电平；当第二调制信号VU32小于预设参考信号，控制器生成低电平。则控制器可以基于第二调制信号VU32与预设参考信号的比较结果，生成t0时刻之前的PWM_Q31信号。
同理的，控制器可以基于第二调制信号VV32与预设参考信号的比较结果，生成t0时刻之前的PWM_Q33信号；控制器可以基于第二调制信号VW32与预设参考信号的比较结果，生成t0时刻之前的PWM_Q35信号。
控制器向开关管Q31发送t0时刻之前的PWM_Q31信号、向开关管Q33发送t0时刻之前的PWM_Q33信号，以及向开关管Q35发送t0时刻之前的PWM_Q35信号。此时，发电机M3的三个发电机绕组的电流和为零，发电机M3发电。
示例性的，以开关管Q31、开关管Q33和开关管Q35关断，以及开关管Q32、开关管Q34和开关管Q36导通为例，图3中示出的动力总成可以形成图10中示出的电路状态。即发电机M3发电产生的电流从发电机绕组NU3流入，从发电机绕组NV3和发电机绕组NW3流出，在该电路状态中有IU3+IV3+IW3＝0。此时，发电机M3发电。
需要解释的是，图10中示出的电流回路应当理解为示例性的，因为发电机M3发电时产生的电流方向是随机的，发电机产生的电流可以是从发电机绕组NU3流出，发电机绕组NV3流入，发电机绕组NW3流入。无论各个发电机绕组的电流方向如何变化，发电机M3发电时，三个发电机绕组的电流之和为零，即IU3+IV3+IW3＝0。
控制器控制同一个桥臂中的两个开关管的信号是互补的。即控制器向开关管Q32发送的信号与PWM_Q31信号互补，向开关管Q34发送的信号与PWM_Q33信号互补，向开关管Q36发送的信号与PWM_Q35信 号互补。
可选的，在一些可行的实施方式中，控制器可以在三个桥臂中确定至少一个第一桥臂，并在每个第一桥臂的第二调制信号上叠加预设目标值V1，从而得到每个第一桥臂的第一调制信号。该预设目标值V1是控制器根据动力电池BAT3的电压以及母线电压确定的，例如预设目标值V1是动力电池BAT3的电压与母线电压之间的比值。
图9是以控制器在三个桥臂中确定一个第一桥臂为例，并且具体是以开关管Q31与开关管Q32串联所形成的桥臂是第一桥臂为例，从图9可以看出，t0时刻之后的第一调制信号VU31的幅值比t0时刻之前的第二调制信号VU32的幅值增大了预设目标值V1，即预设目标值V1作为正偏置电压，控制器在第二调制信号VU32上叠加预设目标值V1，得到第一调制信号VU31。
此时，控制器将第一调制信号VU31与预设参考信号进行比较，生成t0时刻之后的PWM_Q31信号(即开关管Q31所在第一桥臂的第一PWM信号)。可以看出，t0时刻之后的PWM_Q31信号的占空比大于t0时刻之前的PWM_Q31信号的占空比。即控制器在第二调制信号VU32上叠加预设目标值V1，具体是增大了开关管Q31的控制信号的占空比。
除了第一桥臂之外的其他桥臂沿用t0时刻之前的调制信号，即沿用第二调制信号VV32以及第二调制信号VW32。则PWM_Q33信号和PWM_Q35信号在t0时刻前后的占空比没有发生变化。
控制器向开关管Q31发送t0时刻之后的PWM_Q31信号、向开关管Q33发送t0时刻之后的PWM_Q33信号，以及向开关管Q35发送t0时刻之后的PWM_Q35信号。发电机M3发电(即在正母线BUS3+与负母线BUS3-之间输出第一电压)，此时连接在正母线BUS3+与负母线BUS3-之间的MCU可以根据该第一电压驱动电动机。并且，发电机绕组NU3可以向动力电池BAT3充电、发电机绕组NV3可以向动力电池BAT3充电以及发电机绕组NW3可以向动力电池BAT3充电。此时，第一桥臂和该第一桥臂连接的发电机绕组可以保证发电机发电系统的功能，即还可以实现AC/DC变换器的功能。并且，第一桥臂和该第一桥臂连接的发电机绕组可以实现DC/DC变换器的功能，具体实现的是DC/DC变换器的降压功能，即BUCK变换器。
示例性的，以t1时刻至t2时刻之间的时间段为例，此时PWM_Q31信号、PWM_Q33信号和PWM_Q35信号都为低电平，即开关管Q31、开关管Q33和开关管Q35关断，以及开关管Q32、开关管Q34和开关管Q36导通，动力总成可以形成图11A中示出的电路状态。如图11A所示，假设三个电机绕组的感抗相同，则发电机绕组NU3上流过的电流是IU3+IC/3，发电机绕组NV3上流过的电流是IV3+IC/3，发电机绕组NW3上流过的电流是IW3+IC/3，其中，IU3+IV3+IW3＝0。此时，发电机M3发电，发电机绕组NU3向动力电池BAT3充电，并且发电机绕组NV3向动力电池BAT3充电，发电机绕组NW3向动力电池BAT3充电。即发电机M3向动力电池BAT3充电，充电电流为IC。
需要解释的是，发电机M3发电时产生的电流方向是随机的，可以是从发电机绕组NU3流出，发电机绕组NV3流入，发电机绕组NW3流入。无论各个发电机绕组的电流方向如何变化，发电机M3发电时，三个发电机绕组的电流之和为零，即IU3+IV3+IW3＝0。
在t3时刻至t4时刻之间的时间段内，此时PWM_Q31信号、PWM_Q33信号和PWM_Q35信号都为高电平，即开关管Q31、开关管Q33和开关管Q35导通，以及开关管Q32、开关管Q34和开关管Q36关断，动力总成可以形成图11B中示出的电路状态。如图11B所示，各个发电机绕组的电流不可突变，三个发电机绕组上流过的电流依然如图11A中示出的电路状态中流过的电流，即发电机绕组NU3上流过的电流是IU3+IC/3，发电机绕组NV3上流过的电流是IV3+IC/3，发电机绕组NW3上流过的电流是IW3+IC/3，其中，IU3+IV3+IW3＝0。此时，发电机M3发电，三个发电机绕组处于储能阶段。
需要解释的是，在具体实现应用中，控制器可以直接发送t0时刻之后的PWM_Q31信号、PWM_Q33信号和PWM_Q35信号。或者直接发送t0时刻之前的PWM_Q31信号、PWM_Q33信号和PWM_Q35信号。即t0时刻前后的信号可以相对独立存在。
可选的，在一些可行的实施方式中，控制器可以具体根据动力电池的电池电量来确定向每个桥臂发送的控制信号。例如，控制器监测到动力电池BAT3的电池电量低于预设充电阈值，则向开关管Q31发送t0时刻之后的PWM_Q31信号、向开关管Q33发送t0时刻之后的PWM_Q33信号，以及向开关管Q35发送t0时刻之后的PWM_Q35信号；当动力电池BAT3的电池电量大于或等于预设充电阈值，控制器则向开关管Q31发送t0时刻之前的PWM_Q31信号、向开关管Q33发送t0时刻之前的PWM_Q33信号，以及向开关管Q35发送t0时刻之前的PWM_Q35信号。或者，控制器也可以在接收到动力电池BAT3的充电指令的情况下，向开关管Q31发送t0时刻之后的PWM_Q31信号、向开关管Q33发送t0时刻之后的PWM_Q33信号，以及向开关管Q35发送t0时刻之后的PWM_Q35信号。
总的来说，在一个第一桥臂的第二调制信号上叠加预设目标值V1，即动力电池的充电控制是复用了三个桥臂中的一个桥臂。本申请实施例通过改变第一桥臂的开关管的导通和关断时间，实现发电机发电以及发电机同时向动力电池充电，即动力总成既可以实现AC/DC变换器的功能，又可以实现BUCK变换器的功能。
可选的，在一些可行的实施方式中，参见图12，图12为本申请实施例提供的又一波形示意图。如图12所示，控制器可以根据发电机的工作参数以及母线电压确定每个桥臂的第二调制信号，例如第二调制信号VU32′、第二调制信号VV32′以及第二调制信号VW32′。
控制器根据第二调制信号VU32′与预设参考信号的比较结果，生成t0′时刻之前的PWM_Q31′信号；控制器根据第二调制信号VV32′与预设参考信号的比较结果，生成t0′时刻之前的PWM_Q33′信号；控制器根据第二调制信号VW32′与预设参考信号的比较结果，生成t0′时刻之前的PWM_Q35′信号。
控制器向开关管Q31发送t0′时刻之前的PWM_Q31′信号、向开关管Q33发送t0′时刻之前的PWM_Q33′信号，以及向开关管Q35发送t0′时刻之前的PWM_Q35′信号。此时，动力总成也可以形成图10中示出的电路状态，在该电路状态中有IU3+IV3+IW3＝0，发电机M3发电。
可选的，在一些可行的实施方式中，控制器可以将三个桥臂分别作为三个第一桥臂，则控制器在每个第一桥臂的第二调制信号上都叠加预设目标值V1，从而得到每个第一桥臂的第一调制信号。
此时，控制器在第二调制信号VU32′上叠加预设目标值V1得到第一调制信号VU31′，在第二调制信号VV32′上叠加预设目标值V1得到第一调制信号VV31′，在第二调制信号VW32′上叠加预设目标值V1得到第一调制信号VW31′。
控制器将第一调制信号VU31′与预设参考信号进行比较，生成t0′时刻之后的PWM_Q31′信号在(即开关管Q31所在第一桥臂的第一PWM信号)。可以看出，t0′时刻之后的PWM_Q31′信号的占空比大于t0′时刻之前的PWM_Q31′信号的占空比。
同理的，控制器将第一调制信号VV31′与预设参考信号进行比较，生成t0′时刻之后的PWM_Q33′信号(即开关管Q33所在第一桥臂的第一PWM信号)，t0′时刻之后的PWM_Q33′信号的占空比大于t0′时刻之前的PWM_Q33′信号的占空比。
控制器将第一调制信号VW31′与预设参考信号进行比较，生成t0′时刻之后的PWM_Q35′信号(即开关管Q35所在第一桥臂的第一PWM信号)，t0′时刻之后的PWM_Q35′信号的占空比大于t0′时刻之前的PWM_Q35′信号的占空比。
控制器向开关管Q31发送t0′时刻之后的PWM_Q31′信号、向开关管Q33发送t0′时刻之后的PWM_Q33′信号，以及向开关管Q35发送t0′时刻之后的PWM_Q35′信号。此时，发电机M3发电(即在正母线BUS3+与负母线BUS3-之间输出第一电压)，且可以向动力电池BAT3充电。
示例性的，在t1′时刻至t2′时刻之间的时间段，动力总成依然可以形成图11A中示出的电路状态；在t3′时刻至t4′时刻之间的时间段，动力总成依然可以形成图11B中示出的电路状态。则动力总成的电路状态可以参考图11A和图11B的描述，此处不作赘述。
相对图9中示出的波形示意图，控制器采用图12中示出的波形示意图，具体实现的是动力电池的充电控制复用了三个桥臂。即在三个桥臂中的每个桥臂的第二调制信号上都叠加预设目标值V1，依然可以实现前文结合图9至图11B所描述实施例的效果。并且，本申请实施例复用的是三个桥臂，使得三个桥臂之间可以均流。
可选的，在一些可行的实施方式中，可以在三个桥臂中的两个桥臂对应的第二调制信号上叠加预设目标值V1(图中未示出)，即动力电池的充电控制可以复用两个桥臂。此时依然可以形成图11A和图11B的电路状态，发电机发电，且可以向动力电池BAT3充电。
可选的，在一些可行的实施方式，发电机可以不发电，母线电容单元向动力电池充电。示例性的，此时动力电池回收电动机的制动能量。比如说，在混合动力汽车减速或制动过程中，电动机工作于发电状态，将混合动力汽车的动能转换为电能，由动力电池进行回收。
此时，控制器可以在GCU的三个桥臂中确定至少一个第二桥臂，并根据母线电压以及动力电池BAT3的电压确定每个第二桥臂的第二PWM信号。
可以理解的是，控制器根据母线电压以及动力电池BAT3的电压确定第二PWM信号的具体实现方式可以参考现有BUCK变换器中开关管的控制信号的确定方式，此处不作赘述。
其中，电容C31向动力电池BAT3充电可以分为发电机绕组储能阶段以及动力电池充电阶段。图13A和图13B以三个桥臂分别作为三个第二桥臂为例，在图13A中示出的电路状态中，开关管Q31、开关管Q33和 开关管Q35导通，以及开关管Q32、开关管Q34和开关管Q36关断。此时发电机绕组NU3、发电机绕组NV3和发电机绕组NW3处于储能阶段。示例性的，图11B示出的电路状态可以理解为图13A示出的电路状态与图10示出的电路状态之间的叠加。
在图13B中示出的电路状态中，开关管Q31、开关管Q33和开关管Q35关断，以及开关管Q32、开关管Q34和开关管Q36导通。假设三个电机绕组的感抗相同，则发电机绕组NU3上流过的电流是IC/3，发电机绕组NV3上流过的电流是IC/3，发电机绕组NW3上流过的电流是IC/3，此时，发电机绕组NU3向动力电池BAT3充电，发电机绕组NV3向动力电池BAT3充电，发电机绕组NW3向动力电池BAT3充电，则动力电池的充电电流可以是IC。即电容C31向动力电池BAT3充电。示例性的，图11A示出的电路状态可以理解为图13B示出的电路状态与图10示出的电路状态之间的叠加。即每个发电机绕组上流过的电流是发电机产生的电流与动力电池的充电电流的叠加。
需要说明的是，图13A和图13B中示出的电路状态应当理解为示例，在其他可行的实施方式中，可以控制三个桥臂中的一个桥臂或两个桥臂，即可实现如BUCK变换器的功能。
可选的，在一些可行的实施方式中，参见图14，图14为本申请实施例提供的又一波形示意图。如图14所示，控制器可以根据发电机的工作参数以及母线电压确定每个桥臂的第二调制信号，例如第二调制信号VU3B、第二调制信号VV3B以及第二调制信号VW3B。
控制器基于第二调制信号VU3B与预设参考信号的比较结果，生成t5时刻之前的PWM1_Q31信号；控制器基于第二调制信号VV3B与预设参考信号的比较结果，生成t5时刻之前的PWM1_Q33信号；控制器基于第二调制信号VW3B与预设参考信号的比较结果，生成t5时刻之前的PWM1_Q35信号。
控制器向开关管Q31发送t5时刻之前的PWM1_Q31信号、向开关管Q33发送t5时刻之前的PWM1_Q33信号，以及向开关管Q35发送t5时刻之前的PWM1_Q35信号。此时，动力总成也可以形成图10中示出的电路状态。即以开关管Q31、开关管Q33和开关管Q35关断，以及开关管Q32、开关管Q34和开关管Q36导通为例，在该电路状态中有IU3+IV3+IW3＝0，发电机M3发电。
可选的，在一些可行的实施方式中，区别于发电机M3向动力电池BAT3充电，本申请实施例中的动力电池BAT3和发电机M3可以共同在正母线BUS3+与负母线BUS3-之间输出第二电压。其中，该第二电压大于或等于第一电压。
具体实现中，控制器可以在三个桥臂中确定至少一个第一桥臂，并在每个第一桥臂的第二调制信号上减去预设目标值V2，从而得到每个第一桥臂的第一调制信号。该预设目标值V2是控制器根据动力电池BAT3的电压以及母线电压确定的。例如预设目标值V2是动力电池BAT3的电压与母线电压之间的比值。
图14是以三个桥臂中包括一个第一桥臂为例，并且具体是以开关管Q31与开关管Q32串联所形成的桥臂是第一桥臂为例，从图14可以看出，t5时刻之后的第一调制信号VU3A的幅值比t5时刻之前的第二调制信号VU3B的幅值减小了预设目标值V2，即预设目标值V2作为负偏置电压，控制器在第二调制信号VU3B上减去预设目标值V2，可以得到第一调制信号VU3A。
此时，控制器将第一调制信号VU3A与预设参考信号进行比较，生成t5时刻之后的PWM1_Q31信号(即开关管Q31所在第一桥臂的第一PWM信号)。可以看出，t5时刻之后的PWM1_Q31信号的占空比小于t5时刻之前的PWM1_Q31信号在的占空比。即控制器在第二调制信号VU3B上减去预设目标值V2，具体是减小了开关管Q31的控制信号的占空比。
除了第一桥臂之外的其他桥臂沿用t5时刻之前的调制信号，即沿用第二调制信号VV3B以及第二调制信号VW3B。则PWM1_Q33信号和PWM1_Q35信号在t5时刻前后的占空比没有发生变化。
控制器向开关管Q31发送t5时刻之后的PWM1_Q31信号、向开关管Q33发送t5时刻之后的PWM1_Q33信号，以及向开关管Q33发送t5时刻之后的PWM1_Q35信号。此时，发电机M3发电，且动力电池BAT3放电。即动力电池BAT3和发电机M3共同在正母线BUS3+与负母线BUS3-之间输出第二电压。此时，第一桥臂和该第一桥臂连接的发电机绕组还可以保证发电机发电系统的功能，即还可以实现AC/DC变换器的功能。并且，第一桥臂和该第一桥臂连接的发电机绕组可以实现DC/DC变换器的功能，具体实现的是DC/DC变换器中的升压功能，即BOOST变换器。
示例性的，以t6时刻至t7时刻之间的时间段为例，此时PWM1_Q31信号、PWM1_Q33信号和PWM1_Q35信号都为低电平，即开关管Q31、开关管Q33和开关管Q35关断，以及开关管Q32、开关管Q34和开关管Q36导通，动力总成可以形成图15A中示出的电路状态。如图15A所示，假设三个电机绕组的感抗相同，则发电机绕组NU3上流过的电流是IU3+IDC/3，发电机绕组NV3上流过的电流是IV3+IDC/3，发电机绕组NW3上流过的电流是IW3+IDC/3，其中，IU3+IV3+IW3＝0。此时，发电机M3发电，三个发电机绕组处于储能阶 段。
在t8时刻至t9时刻之间的时间段内，此时PWM1_Q31信号、PWM1_Q33信号和PWM1_Q35信号都为高电平，即开关管Q31、开关管Q33和开关管Q35导通，以及开关管Q32、开关管Q34和开关管Q36关断，动力总成可以形成图15B中示出的电路状态。如图15B所示，三个发电机绕组上流过的电流依然如图15A中示出的电路状态中流过的电流，即发电机绕组NU3上流过的电流是IU3+IDC/3，发电机绕组NV3上流过的电流是IV3+IDC/3，发电机绕组NW3上流过的电流是IW3+IDC/3，其中，IU3+IV3+IW3＝0。此时，发电机M3发电；动力电池BAT3放电，放电电流是IDC。动力电池BAT3和发电机M3共同在正母线BUS3+与负母线BUS3-之间输出第二电压。
需要解释的是，在具体实现应用中，控制器可以直接发送t5时刻之后的PWM1_Q31信号、PWM1_Q33信号和PWM1_Q35信号。或者直接发送t5时刻之前的PWM1_Q31信号、PWM1_Q33信号和PWM1_Q35信号。即t5时刻前后的信号可以相对独立存在。
可选的，在一些可行的实施方式中，控制器可以根据电动机的转速以及动力电池的电池电量来确定向每个桥臂发送的控制信号。例如，控制器检测电动机的转速大于预设速度，且动力电池的两端电压大于预设放电阈值，则向开关管Q31发送PWM1_Q31在t5时刻之后的信号、向开关管Q33发送PWM1_Q33在t5时刻之后的信号，以及向开关管Q33发送PWM1_Q35在t5时刻之后的信号。
总的来说，在三个桥臂中的一个第一桥臂的第二调制信号上减去预设目标值V2，即动力电池的放电控制是复用了三个桥臂中的一个第一桥臂。本申请实施例通过改变第一桥臂的开关管的导通和关断时间，实现发电机发电以及动力电池同时放电，即动力总成既可以实现BOOST变换器的功能，又可以实现AC/DC变换器的功能。
可选的，在一些可行的实施方式中，参见图16，图16为本申请实施例提供的又一波形示意图。如图16所示，控制器可以根据发电机的工作参数以及母线电压确定每个桥臂的第二调制信号，例如第二调制信号VU3B′、第二调制信号VV3B′以及第二调制信号VW3B′。
控制器根据第二调制信号VU3B′与预设参考信号的比较结果，生成t5′时刻之前的PWM1_Q31′信号；控制器根据第二调制信号VV3B′与预设参考信号的比较结果，生成t5′时刻之前的PWM1_Q33′信号；控制器根据第二调制信号VW3B′与预设参考信号的比较结果，生成t5′时刻之前的PWM1_Q35′信号。
控制器向开关管Q31发送t5′时刻之前的PWM1_Q31′信号、向开关管Q33发送t5′时刻之前的PWM1_Q33′信号，以及向开关管Q35发送t5′时刻之前的PWM1_Q35′信号。此时，动力总成也可以形成图10中示出的电路状态，在该电路状态中有IU3+IV3+IW3＝0，发电机M3发电。
可选的，在一些可行的实施方式中，控制器可以将三个桥臂分别作为三个第一桥臂，则控制器在每个第一桥臂的第二调制信号上都减去预设目标值V2，从而得到每个第一桥臂的第一调制信号。
此时，控制器在第二调制信号VU3B′上减去预设目标值V2得到第一调制信号VU3A′，在第二调制信号VV3B′上减去预设目标值V2得到第一调制信号VV3A′，在第二调制信号VW3B′上减去预设目标值V2得到第一调制信号VW3A′。
控制器将第一调制信号VU3A′与预设参考信号进行比较，生成t5′时刻之后的PWM1_Q31′信号(即开关管Q31所在第一桥臂的第一PWM信号)。可以看出，t5′时刻之后的PWM1_Q31′信号的占空比小于t5′时刻之前的PWM1_Q31′信号的占空比。
同理的，控制器将第一调制信号VV3A′与预设参考信号进行比较，生成t5′时刻之后的PWM1_Q33′信号(即开关管Q33所在第一桥臂的第一PWM信号)，t5′时刻之后的PWM1_Q33′信号的占空比小于t5′时刻之前的PWM1_Q33′信号的占空比。
控制器将第一调制信号VW3A′与预设参考信号进行比较，生成t5′时刻之后的PWM1_Q35′信号(即开关管Q35所在第一桥臂的第一PWM信号)，t5′时刻之后的PWM1_Q35′信号的占空比小于t5′时刻之前的PWM1_Q35′信号的占空比。
控制器向开关管Q31发送t5′时刻之后的PWM1_Q31′信号、向开关管Q33发送t5′时刻之后的PWM1_Q33′信号，以及向开关管Q35发送t5′时刻之后的PWM1_Q35′信号。此时，发电机M3发电，动力电池BAT3放电。动力电池BAT3和发电机M3共同在正母线BUS3+与负母线BUS3-之间输出第二电压。
示例性的，在t6′时刻至t7′时刻之间的时间段，动力总成依然可以形成图15A中示出的电路状态；在t8′时刻至t9′时刻之间的时间段，动力总成依然可以形成图15B中示出的电路状态。则动力总成的电路状态可以参考图15A和图15B的描述，此处不作赘述。
相对图14中示出的波形示意图，控制器采用图16中示出的波形示意图，具体实现的是动力电池的放 电控制复用了三个桥臂。即在三个桥臂中的每个桥臂的第二调制信号上都减去动力电池的预设目标值V2，依然可以实现前文结合图14至图15B所描述实施例的效果。并且，本申请实施例复用的是三个桥臂，使得三个桥臂之间可以均流。
可选的，在一些可行的实施方式中，可以在三个桥臂中的两个桥臂的第二调制信号上减去预设目标值V2(图中未示出)，即动力电池的放电控制可以复用两个桥臂。此时依然可以形成图15A和图15B的电路状态，发电机发电，且动力电池BAT3放电。
可选的，在一些可行的实施方式，发电机可以不发电，动力电池放电。示例性的，此时动力电池BAT3向母线输出第三电压，即动力电池向电动机提供功率，对应的混合动力汽车的工况是纯电动模式。
此时，控制器可以在GCU的三个桥臂中确定至少一个第二桥臂，并根据母线电压以及动力电池BAT3的电压确定每个第二桥臂的第二PWM信号。
可以理解的是，控制器根据母线电压以及动力电池BAT3的电压确定第二PWM信号的具体实现方式可以参考现有BOOST变换器中开关管的控制信号的确定方式，此处不作赘述。
其中，动力电池BAT3向母线输出第三电压可以分为发电机绕组储能阶段以及动力电池放电阶段。图17A和图17B以三个桥臂分别作为三个第二桥臂为例，在图17A中示出的电路状态中，开关管Q31、开关管Q33和开关管Q35关断，以及开关管Q32、开关管Q34和开关管Q36导通。此时发电机绕组NU3、发电机绕组NV3和发电机绕组NW3处于储能阶段。示例性的，图15A示出的电路状态可以理解为图17A示出的电路状态与图10中示出的电路状态之间的叠加。
在图17B中示出的电路状态中，开关管Q31、开关管Q33和开关管Q35导通，以及开关管Q32、开关管Q34和开关管Q36关断。此时，动力电池BAT3通过三个发电机绕组向电容C31提供电压，即在正母线BUS3+与负母线BUS3-之间输出第三电压。示例性的，图15B示出的电路状态可以理解为图17B示出的电路状态与图10示出的电路状态之间的叠加。即每个发电机绕组上流过的电流是发电机产生的电流与动力电池的放电电流的叠加。
需要说明的是，图17A和图17B中示出的电路状态应当理解为示例，在其他可行的实施方式中，可以控制三个桥臂中的一个桥臂或两个桥臂，即可实现如BOOST变换器的功能。
综上所述，在前文结合图10至图17B所描述的实施例中，动力电池BAT3的一端是正极，连接发电机绕组；动力电池BAT3的另一端是负极，连接负母线BUS3-。
可选的，在一些可行的实施方式中，动力电池的一端可以是负极，连接发电机绕组；动力电池的另一端可以是正极，连接正母线。
此时，动力总成的结构可以参见图18，如图18所示，本申请实施例提供的动力总成包括GCU 1800以及发电机M18。可以看出，图18中的动力总成与前文结合图3至图17B中示出的动力总成的区别在于，动力电池的另一端连接的是正母线。
则有，三个桥臂中的每个桥臂的第一端连接正母线BUS18+，即开关管Q181的集电极、开关管Q183的集电极以及开关管Q185的集电极连接正母线BUS18+。每个桥臂的第二端连接负母线BUS18-，即开关管Q182的发射极、开关管Q184的发射极以及开关管Q186的发射极连接负母线BUS18-。每个桥臂的中点连接一个发电机绕组的一端，即开关管Q181的发射极与开关管Q182的集电极连接发电机绕组NU18的一端，开关管Q183的发射极与开关管Q184的集电极连接发电机绕组NV18的一端，开关管Q185的发射极与开关管Q186的集电极连接发电机绕组NW18的一端。
发电机绕组NU3的另一端、发电机绕组NV3的另一端以及发电机绕组NW3的另一端连接动力电池BAT18的一端，动力电池BAT18的另一端连接正母线BUS18+。
同理的，动力总成还可以包括连接在正母线BUS18+与负母线BUS18-之间的母线电容单元(例如电容C181)。
可选的，可以在图18中示出的动力总成中增加电驱动模块，得到图19中示出的动力总成。此时，动力总成除了包括前文结合图18所描述的GCU 1800以及发电机M18之外，还包括MCU 1901和电动机M19。
需要解释的是，MCU 1901、电动机M19、GCU 1800和发电机M18可以一起集成在动力总成内。或者，GCU 1800和发电机M18可以集成在动力总成内，MCU 1901和电动机M19可以单独设置。
具体实现中，MCU 1901的输入端连接在正母线BUS18+与负母线BUS18-之间，MCU 1901的输出端连接电动机M19。该MCU 1901可以将正母线BUS18+与负母线BUS18-之间的母线电压转换为电动机M19的驱动电压，即MCU 1901可以将直流电压转换为交流电压，驱动电动机M19。
可选的，在一些可行的实施方式中，正母线BUS18+与负母线BUS18-之间的母线电压可以是发电机M18 提供的，也可以是动力电池BAT18和发电机M18共同提供的。
此时，图9、图12、图14和图16中示出的波形示意图依然适用于图18和图19中的动力总成的结构。
在一些可行的实施方式中，控制器向每个桥臂发送图9中示出的t0时刻之前的信号，即控制器向开关管Q181发送t0时刻之前的PWM_Q31信号、向开关管Q183发送t0时刻之前的PWM_Q33信号，以及向开关管Q185发送t0时刻之前的PWM_Q35信号。此时，发电机M18的三个发电机绕组的电流和为零，发电机M18发电。
示例性的，以开关管Q181、开关管Q183和开关管Q185关断，以及开关管Q182、开关管Q184和开关管Q186导通为例，图18中示出的动力总成可以形成图20中示出的电路状态。即发电机M18发电产生的电流从发电机绕组NU18流入，从发电机绕组NV18和发电机绕组NW18流出，在该电路状态中有IU18+IV18+IW18＝0。此时，发电机M18发电。
可选的，在一些可行的实施方式中，控制器可以每个桥臂发送图9中示出的t0时刻之后的信号，即控制器向开关管Q181发送t0时刻之后的PWM_Q31信号、向开关管Q183发送t0时刻之后的PWM_Q33信号，以及向开关管Q185发送t0时刻之后的PWM_Q35信号。此时，发电机M18发电和动力电池BAT18可以共同在正母线BUS18+与负母线BUS18-之间输出第二电压。
示例性的，以t1时刻至t2时刻之间的时间段为例，此时PWM_Q31信号、PWM_Q33信号和PWM_Q35信号都为低电平，即开关管Q181、开关管Q183和开关管Q185关断，以及开关管Q182、开关管Q184和开关管Q186导通，动力总成可以形成图21A中示出的电路状态。如图21A所示，假设三个电机绕组的感抗相同，则发电机绕组NU18上流过的电流是IU18+IDC18/3，发电机绕组NV18上流过的电流是IV18+IDC18/3，发电机绕组NW18上流过的电流是IW18+IDC18/3，其中，IU18+IV18+IW18＝0。此时，发电机M18发电；动力电池BAT18放电，放电电流是IDC18。动力电池BAT18和发电机M18共同在正母线BUS18+与负母线BUS18-之间输出第二电压。
在t3时刻至t4时刻之间的时间段内，此时PWM_Q31信号、PWM_Q33信号和PWM_Q35信号都为高电平，即开关管Q181、开关管Q183和开关管Q185导通，以及开关管Q182、开关管Q184和开关管Q186关断，动力总成可以形成图21B中示出的电路状态。如图21B所示，每个发电机绕组的电流不可突变，三个发电机绕组上流过的电流依然如图21A中示出的电路状态中流过的电流，即发电机绕组NU18上流过的电流是IU18+IDC18/3，发电机绕组NV18上流过的电流是IV18+IDC18/3，发电机绕组NW18上流过的电流是IW18+IDC18/3，其中，IU18+IV18+IW18＝0。此时，发电机M18发电，三个发电机绕组处于储能阶段。
同理的，控制器向每个桥臂发送图12中示出的t0′时刻之后的信号，即控制器向开关管Q181发送t0′时刻之后的PWM_Q31′信号、向开关管Q183发送t0′时刻之后的PWM_Q33′信号，以及向开关管Q185发送t0′时刻之后的PWM_Q35′信号。
示例性的，在t1′时刻至t2′时刻之间的时间段，动力总成依然可以形成图21A中示出的电路状态；在t3′时刻至t4′时刻之间的时间段，动力总成依然可以形成图21B中示出的电路状态。则动力总成的电路状态可以参考图21A和图21B的描述，此处不作赘述。
可选的，在一些可行的实施方式中，控制器可以在三个桥臂中确定至少一个第二桥臂，并根据母线电压以及动力电池BAT18的电压确定每个第二桥臂的第二PWM信号。此时，控制器根据母线电压以及动力电池BAT18的电压确定第二PWM信号的具体实现方式可以参考现有BOOST变换器中开关管的控制信号的确定方式。
其中，电容C181向动力电池BAT18充电可以分为发电机绕组储能阶段以及动力电池充电阶段。图22A和图22B以三个桥臂分别作为三个第二桥臂为例，在图22A中示出的电路状态中，开关管Q181、开关管Q183和开关管Q185导通，以及开关管Q182、开关管Q184和开关管Q186关断。此时发电机绕组NU18、发电机绕组NV18和发电机绕组NW18处于储能阶段。示例性的，图21B示出的电路状态可以理解为图22A示出的电路状态与图20示出的电路状态之间的叠加。
在图22B中示出的电路状态中，开关管Q181、开关管Q183和开关管Q185关断，以及开关管Q182、开关管Q184和开关管Q186关断。此时，动力电池BAT18通过三个发电机绕组向电容C181提供电压，即在正母线BUS18+与负母线BUS18-之间输出第三电压。示例性的，图21A示出的电路状态可以理解为图22B示出的电路状态与图20示出的电路状态之间的叠加。即每个发电机绕组上流过的电流是发电机产生的电流与动力电池的放电电流的叠加。
需要说明的是，图22A和图22B中示出的电路状态应当理解为示例，在其他可行的实施方式中，可以控制三个桥臂中的一个桥臂或两个桥臂，即可实现如BOOST变换器的功能。
可选的，在一些可行的实施方式中，控制器向每个桥臂发送图14中示出的t5时刻之前的信号，即控制器向开关管Q181发送t5时刻之前的PWM1_Q31信号、向开关管Q183发送t5时刻之前的PWM1_Q33信号，以及向开关管Q185发送t5时刻之前的PWM1_Q35在信号。此时，以开关管Q181、开关管Q183和开关管Q185关断，以及开关管Q182、开关管Q184和开关管Q186导通为例，动力总成也可以形成图20中示出的电路状态，在该电路状态中有IU18+IV18+IW18＝0，发电机M18发电。
可选的，在一些可行的实施方式中，控制器可以向每个桥臂发送图14中示出的t5时刻之后的信号，即控制器向开关管Q181发送t5时刻之后的PWM1_Q31信号、向开关管Q183发送t5时刻之后的PWM1_Q33信号，以及向开关管Q185发送t5时刻之后的PWM1_Q35信号。此时，发电机M18发电(即在正母线BUS18+与负母线BUS18-之间输出第一电压)，且可以向动力电池BAT18充电。
示例性的，以t6时刻至t7时刻之间的时间段为例，此时PWM1_Q31信号、PWM1_Q33信号和PWM1_Q35信号都为低电平，即开关管Q181、开关管Q183和开关管Q185关断，以及开关管Q182、开关管Q184和开关管Q186导通，动力总成可以形成图23A中示出的电路状态。如图23A所示，假设三个电机绕组的感抗相同，则发电机绕组NU18上流过的电流是IU18+IC18/3，发电机绕组NV18上流过的电流是IV18+IC18/3，发电机绕组NW18上流过的电流是IW18+IC18/3，其中，IU18+IV18+IW18＝0。此时，发电机M18发电。并且，发电机绕组NU18向动力电池BAT18充电，发电机绕组NV18向动力电池BAT18充电，发电机绕组NW18向动力电池BAT18充电。即发电机M18向动力电池BAT18充电，充电电流为IC18。
在t8时刻至t9时刻之间的时间段内，此时PWM1_Q31信号、PWM1_Q33信号和PWM1_Q35信号都为高电平，即开关管Q181、开关管Q183和开关管Q185导通，以及开关管Q182、开关管Q184和开关管Q186关断，动力总成可以形成图23B中示出的电路状态。如图23B所示，三个发电机绕组上流过的电流依然如图23A中示出的电路状态中流过的电流，即发电机绕组NU18上流过的电流是IU18+IC18/3，发电机绕组NV18上流过的电流是IV18+IC18/3，发电机绕组NW18上流过的电流是IW18+IC18/3，其中，IU18+IV18+IW18＝0。此时，发电机M18发电，三个发电机绕组处于储能阶段。
同理的，控制器向每个桥臂发送图16中示出的t5′时刻之后的信号，即控制器向开关管Q181发送t5′时刻之后PWM1_Q31′信号、向开关管Q183发送t5′时刻之后的PWM1_Q33′信号，以及向开关管Q185发送t5′时刻之后PWM1_Q35′信号。
示例性的，在t6′时刻至t7′时刻之间的时间段，动力总成依然可以形成图23A中示出的电路状态；在t8′时刻至t9′时刻之间的时间段，动力总成依然可以形成图23B中示出的电路状态。则动力总成的电路状态可以参考图23A和图23B的描述，此处不作赘述。
可选的，在一些可行的实施方式中，控制器可以在GCU的三个桥臂中确定至少一个第二桥臂，并根据母线电压以及动力电池BAT18的电压确定每个第二桥臂的第二PWM信号。此时，控制器根据母线电压以及动力电池BAT18的电压确定第二PWM信号的具体实现方式可以参考现有BUCK变换器中开关管的控制信号的确定方式。
其中，电容C181向动力电池BAT18充电可以分为发电机绕组储能阶段以及动力电池充电阶段。图24A和图24B以三个桥臂分别作为三个第二桥臂为例，在图24A中示出的电路状态中，开关管Q181、开关管Q183和开关管Q185关断，以及开关管Q182、开关管Q184和开关管Q186导通。假设三个电机绕组的感抗相同，则发电机绕组NU18上流过的电流是IC18/3，发电机绕组NV18上流过的电流是IC18/3，发电机绕组NW18上流过的电流是IC18/3，此时，发电机绕组NU18向动力电池BAT18充电，发电机绕组NV18向动力电池BAT18充电，发电机绕组NW18向动力电池BAT18充电，则动力电池的充电电流可以是IC18。即电容C181向动力电池BAT18充电。
在图24B中示出的电路状态中，开关管Q181、开关管Q183和开关管Q185导通，以及开关管Q182、开关管Q184和开关管Q186关断。此时，发电机绕组NU18、发电机绕组NV18和发电机绕组NW18处于储能阶段。
可以理解的是，图3至图17B中示出的动力总成与图18至图24B中示出的动力总成的区别点在于，动力电池连接的是正母线还是负母线。因此，图18至图24B所示的动力总成也可以实现如图3至图17B所描述实施例的有益效果，两者之间可以相互参考，此处不作赘述。
需要说明的是，上述术语“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。
以上所述，仅为本发明的具体实施方式，但本发明的保护范围并不局限于此，任何熟悉本技术领域的技术人员在本发明揭露的技术范围内，可轻易想到变化或替换，都应涵盖在本发明的保护范围之内。因此，本发明的保护范围应以所述权利要求的保护范围为准。

Claims (19)

  1. 一种动力总成，其特征在于，所述动力总成包括发电机控制单元(Generator Control Unit，GCU)以及发电机；所述GCU包括N个桥臂；所述发电机包括与所述N个桥臂对应的N个发电机绕组；其中，N大于或等于2；
    所述N个桥臂中的每个桥臂包括第一端和第二端；
    所述每个桥臂的第一端连接正母线，所述每个桥臂的第二端连接负母线，所述每个桥臂的中点连接一个发电机绕组的一端；
    所述N个发电机绕组中的每个发电机绕组的另一端连接动力电池的一端，所述动力电池的另一端连接所述正母线或所述负母线。
  2. 根据权利要求1所述的动力总成，其特征在于，所述GCU还包括控制器，所述N个桥臂包括至少一个第一桥臂；
    所述第一桥臂用于根据第一脉冲宽度调制(Pulse Width Modulation，PWM)信号导通或关断；其中，所述第一PWM信号用于使所述第一桥臂连接的发电机绕组向所述动力电池充电，或者所述第一PWM信号用于使所述动力电池经所述第一桥臂连接的发电机绕组放电。
  3. 根据权利要求2所述的动力总成，其特征在于，所述第一PWM信号为所述控制器根据所述发电机的工作参数、母线电压以及所述动力电池的电压确定；所述母线电压为所述正母线与所述负母线之间的电压。
  4. 根据权利要求3所述的动力总成，其特征在于，所述第一PWM信号为所述控制器根据所述发电机的工作参数、母线电压以及所述动力电池的电压确定，具体包括：
    所述第一PWM信号为所述控制器根据第一调制信号与预设参考信号比较得到；
    其中，所述第一调制信号为所述控制器根据第二调制信号与预设目标值得到；所述第二调制信号为所述控制器根据所述发电机的工作参数以及所述母线电压确定；所述预设目标值为所述控制器根据所述动力电池的电压以及所述母线电压确定。
  5. 根据权利要求4所述的动力总成，其特征在于，所述第一PWM信号用于使所述第一桥臂连接的发电机绕组向所述动力电池充电时，所述第一调制信号为所述控制器根据所述第二调制信号与预设目标值得到，具体包括：
    所述第一调制信号为所述第二调制信号与所述预设目标值之和。
  6. 根据权利要求4所述的动力总成，其特征在于，所述第一PWM信号用于使所述动力电池经所述第一桥臂连接的发电机绕组放电时，所述第一调制信号为所述控制器根据所述第二调制信号与预设目标值得到，具体包括：
    所述第一调制信号为所述第二调制信号与所述预设目标值之差。
  7. 根据权利要求1所述的动力总成，其特征在于，所述动力总成还包括连接在所述正母线与所述负母线之间的母线电容单元；所述GCU还包括控制器，所述N个桥臂包括至少一个第二桥臂；
    所述第二桥臂用于根据第二PWM信号导通或关断；其中，所述第二PWM信号用于使所述母线电容单元经所述第二桥臂连接的发电机绕组向所述动力电池充电；或者，所述第二PWM信号用于使所述动力电池经所述第二桥臂连接的发电机绕组放电。
  8. 根据权利要求7所述的动力总成，其特征在于，所述第二PWM信号为所述控制器根据母线电压以及所述动力电池的电压确定；所述母线电压为所述正母线与所述负母线之间的电压。
  9. 根据权利要求2-8任一项所述的动力总成，其特征在于，所述动力总成还包括电动机控制单元(Motor Controller Unit，MCU)以及电动机；其中，所述MCU的输入端连接在所述正母线与所述负母线 之间，所述MCU的输出端连接所述电动机。
  10. 根据权利要求9所述的动力总成，其特征在于，所述第一PWM信号用于使所述第一桥臂连接的发电机绕组向所述动力电池充电时，所述发电机用于在所述正母线与所述负母线之间输出第一电压；
    所述MCU用于根据所述第一电压驱动所述电动机。
  11. 根据权利要求9所述的动力总成，其特征在于，所述第一PWM信号用于使所述动力电池经所述第一桥臂连接的发电机绕组放电时，所述动力电池和所述发电机用于在所述正母线与所述负母线之间输出第二电压；
    所述MCU用于根据所述第二电压驱动所述电动机。
  12. 根据权利要求7或8所述的动力总成，其特征在于，所述动力总成还包括MCU以及电动机；其中，所述MCU的输入端连接在所述正母线与所述负母线之间，所述MCU的输出端连接所述电动机；
    所述第二PWM信号用于使所述动力电池经所述第二桥臂连接的发电机绕组放电时，所述动力电池用于在所述正母线与所述负母线之间输出第三电压；
    所述MCU用于根据所述第三电压驱动所述电动机。
  13. 根据权利要求1-12任一项所述的动力总成，其特征在于，所述每个桥臂还包括第三端；其中，所述每个桥臂的第三端连接所述正母线与所述负母线的中性点，所述中性点的电压为所述正母线与所述负母线之间的电压的一半。
  14. 一种动力总成的控制方法，其特征在于，所述动力总成包括发电机控制单元(Generator Control Unit，GCU)以及发电机；所述GCU包括N个桥臂，所述N个桥臂包括至少一个第一桥臂；所述发电机包括与N个桥臂对应的N个发电机绕组；其中，N大于或等于2；
    所述控制方法包括：
    根据第一脉冲宽度调制(Pulse Width Modulation，PWM)信号导通或关断所述第一桥臂，使得所述第一桥臂连接的发电机绕组向动力电池充电，或者使得动力电池经所述第一桥臂连接的发电机绕组放电。
  15. 根据权利要求14所述的控制方法，其特征在于，所述N个桥臂中的每个桥臂包括第一端和第二端；所述每个桥臂的第一端连接正母线，所述每个桥臂中的第二端连接负母线；
    在根据第一PWM信号导通或关断所述第一桥臂之前，所述控制方法还包括：
    根据所述发电机的工作参数、母线电压以及所述动力电池的电压确定所述第一PWM信号；所述母线电压为正母线与负母线之间的电压。
  16. 根据权利要求14所述的控制方法，其特征在于，所述根据发电机的工作参数、母线电压以及动力电池的电压确定所述第一PWM信号，具体包括：
    根据第二调制信号与预设目标值得到第一调制信号；
    根据所述第一调制信号与预设参考信号比较得到所述第一PWM信号；其中，所述第二调制信号为根据所述发电机的工作参数以及所述母线电压确定；所述预设目标值为根据所述动力电池的电压以及所述母线电压确定。
  17. 根据权利要求16所述的控制方法，其特征在于，所述第一PWM信号使得所述第一桥臂连接的发电机绕组向所述动力电池充电时，所述第一调制信号为所述第二调制信号与所述预设目标值之和。
  18. 根据权利要求16所述的控制方法，其特征在于，所述第一PWM信号使得所述动力电池经所述第一桥臂连接的发电机绕组放电时，所述第一调制信号为所述第二调制信号与所述预设目标值之差。
  19. 一种混合动力汽车，其特征在于，所述混合动力汽车包括动力电池以及如权利要求1-13任一项所述的动力总成；其中，所述动力总成中的发电机与所述动力电池连接。
PCT/CN2023/110740 2022-08-17 2023-08-02 一种动力总成、控制方法及混合动力汽车 WO2024037343A1 (zh)

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