Electric vehicle drive system, controller, and electric vehicle

Abstract

The application provides an electric vehicle driving system, a controller and an electric vehicle. The electric vehicle driving system comprises at least one of a generator rectifier circuit and a motor driving circuit and a power module. A bridge arm midpoint of a first bridge arm in the power module is used for connecting a power battery, and two ends of the first bridge arm are used for connecting two ends of a bus capacitor respectively. Two ends of three second bridge arms connected in parallel in the generator rectifier circuit are used for connecting two ends of the bus capacitor respectively, and bridge arm midpoints of the second bridge arms are used for connecting generators respectively. Two ends of three third bridge arms connected in parallel in the motor driving circuit are used for connecting two ends of the bus capacitor respectively, and bridge arm midpoints of the third bridge arms are used for connecting driving motors respectively. By using the application, the power module can reuse devices in the generator rectifier circuit or the motor driving circuit, so that the volume of the electric vehicle driving system is reduced, the energy efficiency is improved, and the applicability is improved.

Description

Technical Field

[0001] This application relates to the field of power electronics technology, and in particular to an electric vehicle drive system, controller, and electric vehicle. Background Technology

[0002] With the development of electric vehicles, the size of electric vehicle drive systems is becoming smaller and the power density is becoming higher, requiring space-saving solutions to increase driving range and improve energy efficiency to enhance vehicle economy. Existing electric vehicle drive systems typically require the addition of bidirectional DC-DC converter modules to support the charging and discharging of the power battery. However, the high-power inductors and DC-DC converter modules in existing bidirectional DC-DC converter modules make it difficult to reduce the size of electric vehicle drive systems and improve energy efficiency. Summary of the Invention

[0003] This application provides an electric vehicle drive system, controller, and electric vehicle that can reuse components in a generator rectifier circuit or a motor drive circuit, thereby reducing the size of the electric vehicle drive system, improving energy efficiency, and thus enhancing its applicability.

[0004] The present application is described below from different aspects. It should be understood that the different implementation methods and beneficial effects described below can be referenced from each other.

[0005] Firstly, this application provides an electric vehicle drive system, including at least one of a generator rectifier circuit and a motor drive circuit, and a power module. The power module includes a bus capacitor and a first bridge arm. The midpoint of the first bridge arm is used to connect to a power battery, and the two ends of the first bridge arm are respectively used to connect to the two ends of the bus capacitor. The generator rectifier circuit includes three parallel second bridge arms. The two ends of each second bridge arm are respectively used to connect to the two ends of the bus capacitor, and the midpoint of each second bridge arm is respectively used to connect to a generator. The motor drive circuit includes three parallel third bridge arms. The two ends of each third bridge arm are respectively used to connect to the two ends of the bus capacitor, and the midpoint of each third bridge arm is respectively used to connect to a drive motor. In this way, the power module can reuse components in the generator rectifier circuit or the motor drive circuit, reducing the size of the electric vehicle drive system, improving energy efficiency, and thus improving applicability.

[0006] In conjunction with the first aspect, in a first possible implementation, the operating modes of the electric vehicle drive system include regenerative braking mode, pure electric drive mode, and hybrid drive mode, wherein:

[0007] When the electric vehicle's drive system operates in regenerative braking mode, the motor drive circuit operates in rectification mode and outputs DC power through the power module to charge the battery. In this way, the kinetic energy generated by the drive motor can be recovered through regenerative braking mode, converted into electrical energy, and stored in the battery for later use.

[0008] When the electric vehicle drive system operates in pure electric drive mode, the motor drive circuit receives power from the power battery through the power module and operates in inverter mode to output three-phase current to the drive motor. In this way, the power battery can provide kinetic energy to the drive motor through the power module and the motor drive circuit. This is suitable for scenarios where the power battery has sufficient charge and has the advantages of quietness, smoothness, and zero fuel consumption brought by pure electric power supply.

[0009] When the electric vehicle drive system operates in hybrid drive mode, the generator rectifier circuit operates in rectification mode to supply power to the motor drive circuit, while the motor drive circuit operates in inverter mode to output three-phase current to the drive motor. Thus, in hybrid drive mode, the drive motor and generator work together to provide power. The generator converts the kinetic energy generated by the engine into electrical energy, which is then transmitted to the motor drive circuit, which in turn provides kinetic energy to the drive motor, thereby driving the electric vehicle and increasing the driving speed.

[0010] In conjunction with the first possible implementation of the first aspect, in the second possible implementation, when the electric vehicle drive system operates in regenerative braking mode or pure electric drive mode, the upper and lower switches in the first bridge arm are turned off or alternately turned on; the upper and lower switches in each of the second bridge arms of the generator rectifier circuit are turned off; and the upper and lower switches in each of the third bridge arms of the motor drive circuit are alternately turned on. That is, the generator drive circuit operates in standby mode, the motor drive circuit operates in rectification mode, the power battery operates in charging mode when the electric vehicle drive system operates in regenerative braking mode, and the power battery operates in discharging mode when the electric vehicle drive system operates in pure electric drive mode.

[0011] In conjunction with the first possible implementation of the first aspect, in the third possible implementation, when the electric vehicle drive system operates in hybrid drive mode, the upper and lower switches in the first bridge arm are turned off or alternately turned on, the upper and lower switches in each of the second bridge arms of the generator rectifier circuit are alternately turned on, and the upper and lower switches in each of the third bridge arms of the motor drive circuit are alternately turned on. That is, the generator drive circuit operates in rectification mode, the motor drive circuit operates in inverter mode, and the power battery operates in discharge mode, charging mode, or standby mode.

[0012] In conjunction with the first possible implementation of the first aspect, in the fourth possible implementation, the hybrid driving mode includes a first hybrid driving mode, a second hybrid driving mode, and a third hybrid driving mode, wherein:

[0013] When the electric vehicle drive system operates in the first hybrid drive mode, the generator rectifier circuit operates in rectification mode, supplying power to the motor drive circuit and charging the power battery through the power module. The motor drive circuit operates in inverter mode, outputting three-phase current to the drive motor. This first hybrid drive mode is suitable for scenarios where the power battery's charge is insufficient, requiring the generator to supplement and charge the power battery to maintain its high charge requirements.

[0014] When the electric vehicle drive system operates in the second hybrid drive mode, the generator rectifier circuit operates in rectification mode and supplies power to the motor drive circuit, while the power battery supplies power to the motor drive circuit through the power module. The motor drive circuit operates in inverter mode and outputs three-phase current to the drive motor. This second hybrid drive mode is suitable for high-speed overtaking scenarios. By having the generator rectifier circuit and the motor drive circuit work simultaneously, acceleration performance can be improved.

[0015] When the electric vehicle drive system operates in the third hybrid drive mode, the generator rectifier circuit operates in rectification mode and supplies power to the motor drive circuit, while the motor drive circuit operates in inverter mode and outputs three-phase current to the drive motor. This third hybrid drive mode is suitable for scenarios with high battery charge, and the generator output can maintain the power demand of the drive motor, thus improving efficiency in some operating conditions.

[0016] In conjunction with the fourth possible implementation of the first aspect, in the fifth possible implementation, the first, second, and third bridge arms include upper and lower switches connected in series. When the electric vehicle drive system operates in the first hybrid drive mode or the second hybrid drive mode, the upper and lower switches in the first bridge arm are turned off or alternately turned on; the upper and lower switches in each of the second bridge arms in the generator rectifier circuit are alternately turned on; and the upper and lower switches in each of the third bridge arms in the motor drive circuit are alternately turned on. That is, the generator drive circuit operates in rectification mode, the motor drive circuit operates in inverter mode, and the power battery operates in discharge mode, charging mode, or standby mode.

[0017] In conjunction with the fourth possible implementation of the first aspect, in the sixth possible implementation, when the electric vehicle drive system operates in the third hybrid drive mode, the upper and lower switches in the first bridge arm are turned off, the upper and lower switches in each of the second bridge arms of the generator rectifier circuit are alternately turned on, and the upper and lower switches in each of the third bridge arms of the motor drive circuit are alternately turned on. That is, the generator drive circuit operates in rectification mode, the motor drive circuit operates in inverter mode, and the power battery operates in standby mode.

[0018] In conjunction with the first possible implementation of the first aspect, in the seventh possible implementation, the electric vehicle drive system further includes an engine, wherein when the engine drives the electric vehicle, the power module, the motor drive circuit, and the generator rectifier circuit operate in standby mode. Thus, engine-driven electric vehicles can be suitable for high-speed cruising scenarios.

[0019] In conjunction with the seventh possible implementation of the first aspect, in the eighth possible implementation, the first bridge arm, the second bridge arm, and the third bridge arm include upper and lower switching transistors connected in series. When the engine drives the electric vehicle, the upper and lower switching transistors in the first bridge arm are turned off, the upper and lower switching transistors in each of the second bridge arms in the generator rectifier circuit are turned off, and the upper and lower switching transistors in each of the third bridge arms in the motor drive circuit are turned off. That is, the power module, the motor drive circuit, and the generator rectifier circuit all operate in standby mode.

[0020] In a ninth possible embodiment, combining the first to eighth possible embodiments of the first aspect, the first, second, and third bridge arms include an upper and a lower switching transistor connected in series, and the drive motor and generator include three power windings; wherein: the drain terminal of the upper switching transistor in the first bridge arm and the source terminal of the lower switching transistor in the first bridge arm are respectively one end of the first bridge arm, and the source terminal of the upper switching transistor in the first bridge arm and the drain terminal of the lower switching transistor in the first bridge arm are connected in series at the midpoint of the first bridge arm; the drain terminal of the upper switching transistor in the second bridge arm and the source terminal of the lower switching transistor in the second bridge arm are respectively one end of the second bridge arm, and the second... The source terminal of the upper switching transistor in the first bridge arm and the drain terminal of the lower switching transistor in the second bridge arm are connected in series at the midpoint of the second bridge arm. The midpoint of the second bridge arm is used to connect one end of a power winding in the generator, and the other ends of the three power windings in the generator are connected in parallel. The drain terminal of the upper switching transistor in the third bridge arm and the source terminal of the lower switching transistor in the third bridge arm are each one end of the third bridge arm. The source terminal of the upper switching transistor in the third bridge arm and the drain terminal of the lower switching transistor in the third bridge arm are connected in series at the midpoint of the third bridge arm. The midpoint of the third bridge arm is used to connect one end of a power winding in the drive motor, and the other ends of the three power windings in the drive motor are connected in parallel. In this way, the power module can reuse the bridge arms in the generator rectifier circuit or the motor drive circuit, as well as the power windings in the generator or drive motor, reducing the size of the electric vehicle drive system, improving energy efficiency, and thus improving applicability.

[0021] In conjunction with the ninth possible implementation of the first aspect, in the tenth possible implementation, the power battery is used to connect the parallel connection point of the three power windings in the generator or the parallel connection point of the three power windings in the drive motor. Thus, the power battery can also be charged and discharged with the circuit formed by the power module, the generator rectifier circuit, and the generator, or it can be charged and discharged with the circuit formed by the power module, the motor drive circuit, and the drive motor, thereby improving charging and discharging efficiency.

[0022] Secondly, this application provides a controller, at least one of a generator rectifier circuit and a motor drive circuit, and a power module for an electric vehicle drive system. The power module includes a bus capacitor and a first bridge arm. The generator rectifier circuit includes three second bridge arms connected in parallel. The motor drive circuit includes three third bridge arms connected in parallel. The midpoint of the first bridge arm is used to connect to a power battery. The two ends of the first bridge arm are respectively used to connect to the two ends of each second bridge arm or the two ends of each third bridge arm. The midpoint of each second bridge arm is used to connect to a generator. The midpoint of each third bridge arm is used to connect to a drive motor.

[0023] The controller is used to: control the upper and lower switching transistors in the first bridge arm to alternately conduct, so that the two ends of the first bridge arm output DC power to the two ends of the three third bridge arms, and control the upper and lower switching transistors in each third bridge arm to alternately conduct, so that the midpoint of the three third bridge arms outputs three-phase AC power; or control the upper and lower switching transistors in the first bridge arm to alternately conduct, so that the two ends of the first bridge arm output DC power to the two ends of the three third bridge arms, and control the upper and lower switching transistors in each second bridge arm to alternately conduct, so that the two ends of the three second bridge arms output DC power, or control the upper and lower switching transistors in the three second bridge arms to turn off. In this way, the on and off states of the switching transistors in the generator rectifier circuit and power module can be controlled, or the on and off states of the switching transistors in the generator rectifier circuit and power module can be controlled, enabling the power battery to supply power to the drive motor alone or together with the generator.

[0024] In conjunction with the second aspect, in the first possible implementation, the controller is used to control the upper and lower switching transistors in each of the second bridge arms to alternately conduct, so that the two ends of the three second bridge arms output DC power, and to control the upper and lower switching transistors in the first bridge arm to alternately conduct, so that DC power is transmitted to the midpoint of the first bridge arm to charge the power battery. In this way, the generator supplies power to the power battery.

[0025] In conjunction with the second aspect, in a second possible implementation, the controller is used to control the upper and lower switching transistors in each of the third bridge arms to alternately conduct, causing the two ends of the three third bridge arms to output DC power, and to control the upper and lower switching transistors in the first bridge arm to alternately conduct, causing DC power to be transmitted to the midpoint of the first bridge arm to charge the power battery. In this way, the power battery can store recovered electrical energy from the kinetic energy generated by the drive motor.

[0026] In conjunction with the second aspect, in a third possible implementation, the controller is used to control the upper and lower switches in each of the second bridge arms to turn off, and to control the upper and lower switches in the first bridge arm to alternately turn on, and the upper and lower switches in each of the third bridge arms to alternately turn on, so that DC power is output from both ends of the three third bridge arms and charges the power battery through the switched-on switches in the first bridge arm and the midpoint of the first bridge arm. Thus, when the generator rectifier circuit is not working, the power battery can store recovered electrical energy from the kinetic energy generated by the drive motor.

[0027] In conjunction with the second aspect, in a fourth possible implementation, the controller is used to control the upper and lower switching transistors in the first bridge arm to turn off, and to control the upper and lower switching transistors in each of the second bridge arms to alternately turn on so that the two ends of the three second bridge arms output DC power, and to control the upper and lower switching transistors in the three third bridge arms to alternately turn on so that the midpoint of the three third bridge arms outputs three-phase AC power. In this way, the generator supplies power to the drive motor, enabling hybrid drive of the electric vehicle.

[0028] In conjunction with the second aspect, in the fifth possible implementation, the controller is used to control the upper and lower switches in the first bridge arm to turn off, control the upper and lower switches in each of the second bridge arms to turn off, and control the upper and lower switches in each of the third bridge arms to turn off, so that the engine drives the electric vehicle. Thus, the electric vehicle is driven by the engine when the generator rectifier circuit, power module, and motor drive circuit are all inactive.

[0029] Thirdly, this application provides an electric vehicle, including a generator, a drive motor, and the drive system described in the first aspect, or a generator, a drive motor, a generator rectifier circuit, a motor drive circuit, a power module, and a controller described in the second aspect, or a generator, a drive motor, a drive system, a generator rectifier circuit, a motor drive circuit, a power module, and a controller described in the second aspect.

[0030] Fourthly, this application provides a control method for an electric vehicle drive system. This control method is applicable to a controller. The electric vehicle drive system includes at least one of a generator rectifier circuit and a motor drive circuit, and a power module. The power module includes a bus capacitor and a first bridge arm. The generator rectifier circuit includes three second bridge arms connected in parallel. The motor drive circuit includes three third bridge arms connected in parallel. The midpoint of the first bridge arm is used to connect to a power battery. The two ends of the first bridge arm are respectively used to connect to the two ends of the three second bridge arms or the two ends of the three third bridge arms. The midpoints of the three second bridge arms are respectively used to connect to a generator. The midpoints of the three third bridge arms are respectively used to connect to a drive motor. The first, second, and third bridge arms include two switching transistors connected in series.

[0031] The control method includes: controlling the upper and lower switching transistors in the first bridge arm to alternately conduct so that the two ends of the first bridge arm output DC power to the two ends of the three third bridge arms, and controlling the upper and lower switching transistors in each third bridge arm to alternately conduct so that the midpoint of the three third bridge arms outputs three-phase AC power; or controlling the upper and lower switching transistors in the first bridge arm to alternately conduct so that the two ends of the first bridge arm output DC power to the two ends of the three third bridge arms, and controlling the upper and lower switching transistors in each second bridge arm to alternately conduct so that the two ends of the three second bridge arms output DC power, or controlling the upper and lower switching transistors in the three second bridge arms to turn off.

[0032] In conjunction with the fourth aspect, in the first possible implementation, the control method further includes: controlling the upper and lower switching transistors in each second bridge arm to alternately conduct so that the two ends of the three second bridge arms output DC power, and controlling the upper and lower switching transistors in the first bridge arm to alternately conduct so that DC power is transmitted to the midpoint of the first bridge arm to charge the power battery; or controlling the upper and lower switching transistors in each third bridge arm to alternately conduct so that the two ends of the three third bridge arms output DC power, and controlling the upper and lower switching transistors in the first bridge arm to alternately conduct so that DC power is transmitted to the midpoint of the first bridge arm to charge the power battery.

[0033] In conjunction with the fourth aspect, in a second possible implementation, the control method further includes: controlling the upper and lower switching transistors in each of the second bridge arms to turn off, and controlling the upper and lower switching transistors in the first bridge arm to alternately turn on and the upper and lower switching transistors in each of the third bridge arms to alternately turn on, so that the two ends of the three third bridge arms output DC power and charge the power battery through the switching transistors in the first bridge arm and the midpoint of the first bridge arm.

[0034] In conjunction with the fourth aspect, in a third possible implementation, the control method further includes: controlling the upper and lower switches in the first bridge arm to turn off, and controlling the upper and lower switches in each of the second bridge arms to alternately turn on so that the two ends of the three second bridge arms output DC power, and controlling the upper and lower switches in the three third bridge arms to alternately turn on so that the midpoint of the bridge arm of the three third bridge arms outputs three-phase AC power.

[0035] In conjunction with the fourth aspect, in a fourth possible implementation, the control method further includes: controlling the upper and lower switch tubes in the first bridge arm to turn off, controlling the upper and lower switch tubes in each of the second bridge arms to turn off, and controlling the upper and lower switch tubes in each of the third bridge arms to turn off, so that the engine drives the electric vehicle.

[0036] Fifthly, embodiments of this application provide a chip system including a processor, a memory, and an interface circuit. The memory, interface circuit, and processor are interconnected via circuits, and the memory stores instructions; the instructions are executed by the processor using the control method provided in the fourth aspect.

[0037] Sixthly, embodiments of this application also provide a computer device, including a memory and a processor connected to the memory. The memory stores a computer program, and the processor invokes the computer program to cause the computer device to execute the control method provided in the fourth aspect.

[0038] In a seventh aspect, embodiments of this application also provide a computer-readable storage medium storing a computer program. The computer program is adapted to be loaded and executed by a processor to cause a computer device having a processor to perform the control method provided in the fourth aspect.

[0039] Eighthly, embodiments of this application also provide a computer program product, including computer instructions. The computer instructions are stored in a computer-readable storage medium, and a processor of a computer device reads the computer instructions from the computer-readable storage medium and executes the computer instructions, causing the computer device to perform the control method provided in the fourth aspect.

[0040] It should be understood that the implementations and beneficial effects of the above-mentioned aspects of this application can be referenced from each other. Attached Figure Description

[0041] The accompanying drawings used in the embodiments of this application are described below.

[0042] Figure 1 , Figure 2 and Figure 3 These are schematic diagrams of the electric vehicle drive system provided in this application.

[0043] Figure 4 , Figure 5 and Figure 6 These are another structural schematic diagrams of the electric vehicle drive system provided in this application;

[0044] Figure 7 A circuit diagram of a closed loop provided in this application;

[0045] Figure 8 , Figure 9 and Figure 10 These are two separate circuit diagrams of the closed loop provided in this application. Detailed Implementation

[0046] The electric vehicle drive system provided in this application is applicable to electric vehicles, and its form may include, but is not limited to, electric cars, electric amusement equipment, electric trains, electric bicycles, electric golf carts, or other electric vehicles, depending on the actual application scenario, and is not limited herein. The electric vehicle drive system provided in this application can be adapted to different application scenarios, such as electric vehicle application scenarios and electric amusement equipment application scenarios. This application will use the application scenario of hybrid vehicles as an example for illustration. In the embodiments of this application, the electric vehicle drive system may also be referred to as an electric vehicle power system.

[0047] The following will combine Figures 1 to 10 This application provides an example of the electric vehicle drive system, the controller for the electric vehicle drive system, and their working principles.

[0048] Please refer to the above as well. Figure 1 , Figure 2 and Figure 3 , Figure 1 , Figure 2 and Figure 3 These are schematic diagrams of the electric vehicle drive system provided in this application. Figure 1 As shown, the electric vehicle drive system 10 includes a generator rectifier circuit 101 and a power module 102. The power module 102 includes a bus capacitor Cbus and a first bridge arm. The midpoint P1 of the first bridge arm is used to connect to the power battery, and the two ends of the first bridge arm are respectively used to connect to the two ends of the bus capacitor Cbus. The generator rectifier circuit 101 includes three parallel second bridge arms. The two ends of the three second bridge arms are respectively used to connect to the two ends of the bus capacitor Cbus, and the midpoint P2 of the three second bridge arms is respectively used to connect to the generator. Thus, when the generator rectifier circuit 101 operates in rectification mode, it charges the power battery through the power module 102. The power battery stores energy and can subsequently provide electrical energy.

[0049] like Figure 2As shown, the electric vehicle drive system 10 includes a motor drive circuit 103 and a power module 102. The power module 102 may include a bus capacitor Cbus and a first bridge arm. The midpoint P1 of the first bridge arm is used to connect to the power battery, and the two ends of the first bridge arm are respectively used to connect to the two ends of the bus capacitor Cbus. The motor drive circuit 103 includes three parallel third bridge arms, and the midpoint P3 of the three third bridge arms is used to connect to the drive motor. Thus, the motor drive circuit 103 operates in rectification mode, charging the power battery through the power module 102. The motor drive circuit 103 also operates in inverter mode, receiving power from the power battery through the power module 102 and outputting three-phase current to the drive motor.

[0050] like Figure 3 As shown, the electric vehicle drive system 10 may include a generator rectifier circuit 101, a power module 102, and a motor drive circuit 103. The connection relationships between the generator rectifier circuit 101, power module 102, motor drive circuit 103, power battery, generator, and drive motor can be referred to... Figure 1 and Figure 2 The description will not be repeated here.

[0051] In the embodiments of this application, the first bridge arm, the second bridge arm, and the third bridge arm each include two switching transistors connected in series. Based on their position, they can be referred to as the upper switching transistor and the lower switching transistor; based on the transmission duration, they can be referred to as the main switching transistor and the auxiliary switching transistor. In some feasible implementations, the switching transistors can be metal-oxide-semiconductor field-effect transistors (MOSFETs) or insulated-gate bipolar transistors (IGBTs) made of silicon semiconductor materials (Si), third-generation wide-bandgap semiconductor materials (SiC), gallium nitride (GaN), diamond, zinc oxide (ZnO), or other materials, without limitation.

[0052] It should be understood that two switches in the same bridge arm can be in an alternating emitting state or both can be in an off state, but simultaneous emitting states should be avoided. This application does not limit the phase difference between the carrier waves of the switches in multiple bridge arms. For example, the phase difference between the carrier waves of the three switches that are turned on in the three second bridge arms of the generator rectifier circuit 101 can be 120 degrees.

[0053] In this embodiment, the bus capacitor Cbus is used to stabilize and filter the DC power output from the generator rectifier circuit 101, the motor drive circuit 103, or the power battery.

[0054] For example, the bus capacitor Cbus can regulate and filter the DC power output from the generator rectifier circuit 101. In one embodiment, the DC power output from the generator rectifier circuit 101 is regulated and filtered by the bus capacitor Cbus before being transmitted to the motor drive circuit 103 or the power module 102. In another embodiment, the DC power output from the generator rectifier circuit 101 is regulated and filtered by the bus capacitor Cbus before being transmitted to the motor drive circuit 103 and the power module 102.

[0055] For example, the bus capacitor Cbus can regulate and filter the DC power output from the motor drive circuit 103. After being regulated and filtered by the bus capacitor Cbus, the DC power output from the motor drive circuit 103 charges the power battery through the power module 102.

[0056] For example, the bus capacitor Cbus can regulate and filter the DC power output from the power battery. After being regulated and filtered by the bus capacitor Cbus, the DC power output from the power battery is transmitted to the motor drive circuit 103.

[0057] The electric vehicle drive system 10 may include the three forms described above, and may also include other forms. For example, the electric vehicle drive system includes at least one of a generator rectifier circuit and a motor drive circuit, and a power module, but the power module does not include a bus capacitor, and at least one of the generator rectifier circuit and the motor drive circuit includes a bus capacitor. As another example, the electric vehicle drive system includes at least one of a generator rectifier circuit and a motor drive circuit, a bus capacitor, and a power module.

[0058] The specific circuit topologies of the generator rectifier circuit 101 and the motor drive circuit 103 can be modified according to the actual application scenario. In this embodiment, the specific circuit topology of the generator rectifier circuit 101 is as follows: Figure 1 or Figure 3 For example, the motor drive circuit 103 uses Figure 2 or Figure 3 For example, no restrictions are imposed here.

[0059] For some feasible examples, please refer to Figure 4 , Figure 4 Another structural schematic diagram of the electric vehicle drive system provided in an embodiment of this application. (See diagram below.) Figure 4As shown, the electric vehicle drive system 10 includes a generator rectifier circuit 101, a power module 102, and a motor drive circuit 103. The connection relationships between the generator rectifier circuit 101, the power module 102, the motor drive circuit 103, the power battery, the generator 30, and the drive motor 40 can be referred to... Figure 1 and Figure 2 The description will not be repeated here.

[0060] Continue to refer to Figure 4 The first bridge arm Q1, each of the second bridge arms Q2, and the third bridge arm Q3 each include an upper and lower switching transistor connected in series. The generator 30 includes three power windings L1, and the drive motor 40 includes three power windings L2. The drain terminal of the upper switching transistor in the first bridge arm Q1 and the source terminal of the lower switching transistor in the first bridge arm Q1 serve as one end of the first bridge arm Q1, connecting to the two ends of the bus capacitor Cbus. The source terminal of the upper switching transistor in the first bridge arm Q1 and the drain terminal of the lower switching transistor in the first bridge arm Q1 are connected in series at the midpoint P1 of the first bridge arm Q1, which is used to connect to the power battery. The drain terminal of the upper switching transistor in each of the second bridge arms Q2 and the source terminal of the lower switching transistor in the second bridge arm Q2 serve as one end of the second bridge arm Q2, connecting to the two ends of the bus capacitor Cbus. The source terminal of the upper switching transistor in each second bridge arm Q2 and the drain terminal of the lower switching transistor in each second bridge arm Q2 are connected in series at the midpoint P2 of the bridge arm Q2. The midpoint P2 of each second bridge arm Q2 is used to connect one end of a power winding L1 in the generator 30, and the other ends of the three power windings L1 in the generator 30 are connected in parallel. The drain terminal of the upper switching transistor in each third bridge arm Q3 and the source terminal of the lower switching transistor in each third bridge arm Q3 are respectively used as one end of the third bridge arm Q3 to connect to the two ends of the bus capacitor Cbus. The source terminal of the upper switching transistor in each third bridge arm Q3 and the drain terminal of the lower switching transistor in each third bridge arm Q3 are connected in series at the midpoint P3 of the bridge arm Q3. The midpoint P3 of each third bridge arm Q3 is used to connect one end of a power winding L2 in the drive motor 40, and the other ends of the three power windings L2 in the drive motor 40 are connected in parallel.

[0061] In some feasible examples, such as Figure 5As shown, one end of the power battery 20 is used to connect to the midpoint P1 of the first bridge arm Q1, and the other end of the power battery 20 is used to connect to the parallel connection point of the three power windings L1 in the generator 30. Thus, the power battery 20 can form a closed loop with the first bridge arm Q1, the bus capacitor Cbus, the generator rectifier circuit 101, and the generator 30, and can also form another closed loop with the first bridge arm Q1, the generator rectifier circuit 101, and the generator 30. The power module 102 can reuse the bridge arm in the generator rectifier circuit 101 and the power windings in the generator 30, reducing the size of the electric vehicle drive system 10. The power battery 20 can also be charged and discharged through the loop formed by the power module 102, the generator rectifier circuit 101, and the generator 30, improving charging and discharging efficiency.

[0062] Or in some feasible examples, such as Figure 6 As shown, one end of the power battery 20 is used to connect to the midpoint P1 of the first bridge arm Q1, and the other end of the power battery 20 is used to connect to the parallel connection point of the three power windings L2 in the drive motor 40. Thus, the power battery 20 can form a closed loop with the first bridge arm Q1, the bus capacitor Cbus, the motor drive circuit 103, and the drive motor 40, and can also form another closed loop with the first bridge arm Q1, the motor drive circuit 103, and the drive motor 40. The power module 102 can reuse the bridge arm in the motor drive circuit 103 and the power windings in the drive motor 40, reducing the size of the electric vehicle drive system 10. The power battery 20 can also be charged and discharged with the loop formed by the power module 102, the motor drive circuit 103, and the drive motor 40, which can improve the charging and discharging efficiency.

[0063] The generator rectifier circuit 101 can operate in rectification mode, receiving the three-phase power supply from the generator 30 and converting it into DC power. The motor drive circuit 103 can operate in rectification mode, recovering the three-phase power supply from the drive motor 40 and converting it into DC power. The motor drive circuit 103 can also operate in inverter mode, receiving the electrical energy output from the bus capacitor Cbus and converting it into AC power to charge the drive motor 40. It should be understood that the output voltages of the generator rectifier circuit 101 and the motor drive circuit 103 can be the same, which is the input voltage required by the bus capacitor Cbus.

[0064] This application does not limit the operating mode of the electric vehicle drive system 10, and may include regenerative braking mode, pure electric drive mode, and hybrid drive mode. In regenerative braking mode, the kinetic energy generated by the drive motor 40 can be recovered, converted into electrical energy, and stored in the power battery 20 for later use. For example, while the generator rectifier circuit 101 supplies power to the drive motor 40 through the motor drive circuit 103, the power battery 20 supplies power to the drive motor 40 through the power module 102, thereby increasing the acceleration of the electric vehicle. In pure electric drive mode, the power battery 20 provides kinetic energy to the drive motor 40 through the power module 102 and the motor drive circuit 103, while the generator rectifier circuit 101 and the generator 30 can operate in standby mode. Devices operating in standby mode can be understood as not working. When the engine drives the electric vehicle, the motor drive circuit 103, the generator rectifier circuit 101, and the power module 102 can operate in standby mode. In the hybrid drive mode, the drive motor 40 and the generator 30 can provide power together. The generator 30 can convert the kinetic energy generated by the engine into electrical energy and transmit it to the motor drive circuit 103. The motor drive circuit 103 then provides kinetic energy to the drive motor 40, thereby driving the electric vehicle.

[0065] In some feasible examples, when the electric vehicle drive system 10 is operating in regenerative braking mode, the motor drive circuit 103 operates in rectification mode and outputs DC power through the power module 102 to charge the power battery 20.

[0066] When the electric vehicle drive system 10 is operating in regenerative braking mode, the upper and lower switches in the first bridge arm Q1 are turned off or alternately turned on, the upper and lower switches in each of the second bridge arms Q2 in the generator rectifier circuit 101 are turned off, and the upper and lower switches in each of the third bridge arms Q3 in the motor drive circuit 103 are alternately turned on. In other words, the generator rectifier circuit 101 operates in standby mode, the motor drive circuit 103 operates in rectification mode, and the power battery 20 operates in charging mode.

[0067] For example, refer to Figure 7 , Figure 7 A schematic diagram of the closed circuit provided in this application. Figure 7 In this example, the power battery 20 is used to connect to the generator 30, forming a closed loop that passes through the second bridge arm Q2. Figure 7As shown, the closed circuit between the power battery 20, the first bridge arm Q1, the bus capacitor Cbus, the generator rectifier circuit 101, and the generator 30 is equivalent to a step-down circuit. When the upper and lower switches in the first bridge arm Q1 are alternately turned on, the upper and lower switches in each of the third bridge arms Q3 are alternately turned on, and the upper and lower switches in the three second bridge arms Q2 are all turned off, the motor drive circuit 103 operates in rectification mode and outputs DC power through the power module 102 to charge the power battery 20, thereby recovering the electrical energy generated by the drive motor 40. The electrical energy in the bus capacitor Cbus can also form a closed loop B1 through the unconverted switch in the second bridge arm Q2 and the power winding L1 connected to the switch, the power battery 20, and the turned-on switch in the first bridge arm Q1, so that the power winding L1 in the closed loop B1 can store energy. When both the upper and lower switches in the first bridge arm Q1 are off, the upper and lower switches in each of the third bridge arms Q3 are alternately on, and both the upper and lower switches in the three second bridge arms Q2 are off, the power battery 20 can recover the electrical energy generated by the drive motor 40 through the power module 102 and the motor drive circuit 103. After both the upper and lower switches in the first bridge arm Q1 are off, the current in the power winding L1 cannot change abruptly. The current in the power winding L1 flows to the power battery 20 through the freewheeling diode of the non-conducting switch in the first bridge arm Q1. The power battery 20 can form a closed loop B2 with the freewheeling diode of the non-conducting switch in the first bridge arm Q1, the non-conducting switch in the second bridge arm Q2, and the power winding L1 connected to the switch. This closed loop B2 does not pass through the bus capacitor Cbus, thus realizing the charging function of the generator 30 to the power battery 20.

[0068] In some feasible examples, when the electric vehicle drive system 10 is operating in pure electric drive mode, the motor drive circuit 103 receives power from the power battery 20 through the power module 102 and operates in inverter mode to output three-phase current to the drive motor 40.

[0069] When the electric vehicle drive system 10 operates in pure electric drive mode, the upper and lower switches in the first bridge arm Q1 are turned off or alternately turned on, the upper and lower switches in each of the second bridge arms Q2 in the generator rectifier circuit 101 are turned off, and the upper and lower switches in each of the third bridge arms Q3 in the motor drive circuit 103 are alternately turned on. In other words, the generator rectifier circuit 101 operates in standby mode, the motor drive circuit 103 operates in inverter mode, and the power battery 20 operates in discharge mode. The pure electric drive mode is suitable for scenarios where the power battery 20 has sufficient charge. Based on the electrical energy provided by the power battery 20, the drive motor 40 is powered, offering the advantages of quietness, smoothness, and zero fuel consumption associated with pure electric power supply.

[0070] For example, refer to Figure 8 , Figure 8 Another schematic diagram of the closed circuit provided in this application. Figure 8 In this example, the power battery 20 is used to connect to the generator 30, forming a closed loop that passes through the second bridge arm Q2. Figure 8 As shown, the closed circuit between the power battery 20, the first bridge arm Q1, the bus capacitor Cbus, the generator rectifier circuit 101, and the generator 30 is equivalent to a boost circuit. When the upper and lower switches in the first bridge arm Q1 are alternately turned on, the upper and lower switches in each of the third bridge arms Q3 are alternately turned on, and the upper and lower switches in the three second bridge arms Q2 are all turned off, the power battery 20 can supply power to the motor drive circuit 103 through the power module 102, so that the motor drive circuit 103 operates in inverter mode and outputs three-phase current to the drive motor 40. The power battery 20 can also form a closed loop B2 with the unconverted switches in the first bridge arm Q1, the unconverted switches in the second bridge arm Q2, and the power winding L1 connected to the switches, so that the power winding L1 in the closed loop B2 can store energy. When both the upper and lower switches in the first bridge arm Q1 are off, the upper and lower switches in each of the third bridge arms Q3 are alternately turned on, and both the upper and lower switches in the three second bridge arms Q2 are off, the power battery 20 can supply power to the motor drive circuit 103 through the power module 102, so that the motor drive circuit 103 operates in inverter mode and outputs three-phase current to the drive motor 40. After both the upper and lower switches in the first bridge arm Q1 are turned off, the current of the power winding L1 cannot change abruptly. The current of the power winding L1 flows to the power battery 20 through the freewheeling diode of the unconducted switch in the first bridge arm Q1. The power battery 20 can form a closed loop B1 with the freewheeling diode of the unconducted switch in the first bridge arm Q1, the bus capacitor Cbus, the unconducted switch in the second bridge arm Q2, and the power winding L1 connected to the switch, thus realizing the charging function of the generator 30 to the power battery 20.

[0071] In some feasible examples, when the electric vehicle drive system 10 operates in hybrid drive mode, the generator rectifier circuit operates in rectification mode to supply power to the motor drive circuit 103, and the motor drive circuit 103 operates in inverter mode to output three-phase current to the drive motor 40.

[0072] When the electric vehicle drive system 10 operates in hybrid drive mode, the upper and lower switches in the first bridge arm Q1 are turned off or alternately turned on, the upper and lower switches in each of the second bridge arms Q2 in the generator rectifier circuit 101 are alternately turned on, and the upper and lower switches in each of the third bridge arms Q3 in the motor drive circuit 103 are alternately turned on. In other words, the generator rectifier circuit 101 operates in rectification mode, the motor drive circuit 103 operates in inverter mode, and the power battery 20 operates in discharge mode, charging mode, or standby mode. Hybrid drive mode is suitable for scenarios where the power battery 20 has insufficient charge, requiring the generator 30 to supplement and charge the power battery 20 to maintain its high charge requirements. Hybrid drive mode can also be suitable for high-speed overtaking scenarios, where the simultaneous operation of the generator rectifier circuit 101 and the motor drive circuit 103 can improve acceleration performance. Hybrid drive mode can also be suitable for scenarios where the power battery 20 has a high charge, where the output of the generator 30 can maintain the power requirements of the drive motor 40, improving efficiency in certain operating conditions.

[0073] It should be noted that in regenerative braking mode or pure electric drive mode, to prevent power components from burning out, the upper and lower switches of the third bridge arm Q3 can be turned off for a period of time, such as during a dead zone. Similarly, in hybrid drive mode, the upper and lower switches of the second bridge arm Q2 and the third bridge arm Q3 can be turned off.

[0074] In some feasible examples, the hybrid drive mode may include a first hybrid drive mode. When the electric vehicle drive system 10 operates in the first hybrid drive mode, the generator rectifier circuit operates in rectification mode and supplies power to the motor drive circuit 103 and charges the power battery 20 through the power module 102, while the motor drive circuit 103 operates in inverter mode and outputs three-phase current to the drive motor 40.

[0075] The first hybrid drive mode is applicable to scenarios where the power battery 20 has insufficient power, requiring the generator 30 to supplement and charge the power battery 20 to maintain its high power demand. When the electric vehicle drive system 10 is operating in the first hybrid drive mode, the upper and lower switches in the first bridge arm Q1 are turned off or alternately turned on, the upper and lower switches in each of the second bridge arms Q2 in the generator rectifier circuit 101 are alternately turned on, and the upper and lower switches in each of the third bridge arms Q3 in the motor drive circuit 103 are alternately turned on.

[0076] For example, refer to Figure 9 , Figure 9 Another schematic diagram of the closed circuit provided in this application. Figure 9In this example, the power battery 20 is used to connect to the generator 30, forming a closed loop that passes through the second bridge arm Q2. Figure 9 As shown, the closed circuit between the power battery 20, the first bridge arm Q1, the bus capacitor Cbus, the generator rectifier circuit 101, and the generator 30 is equivalent to a step-down circuit. When the upper and lower switches in the first bridge arm Q1 are alternately turned on or off, the upper and lower switches in each of the second bridge arms Q2 are alternately turned on, and the upper and lower switches in each of the third bridge arms Q3 are alternately turned on, the generator rectifier circuit 101 operates in rectification mode, charging the power battery 20 through the power module 102. The generator rectifier circuit 101 can also supply power to the motor drive circuit 103 through closed loop B3, so that the motor drive circuit 103 receives the power supply from the generator rectifier circuit 101 and operates in inverter mode to output three-phase current to the drive motor 40. The power battery 20 operates in charging mode and receives the DC power output from the generator rectifier circuit 101 through the power module 102. The closed loop when the upper and lower switches in the first bridge arm Q1 are alternately turned on can be closed loop B1, and the current direction of this closed loop B1 is the same as that of the generator rectifier circuit 101. Figure 7 The current direction in closed loop B1 is opposite, enabling the generator rectifier circuit 101 to charge the power battery 20. When both the upper and lower switches in the first bridge arm Q1 are off, the closed loop can be closed loop B2, and the current direction in closed loop B2 is opposite to that in closed loop B1. Figure 7 The current direction in the closed loop B2 is opposite, which also enables the generator rectifier circuit 101 to charge the power battery 20. When the electric vehicle drive system 10 is operating in the first hybrid drive mode, the generator rectifier circuit 101 charges the power battery 20 and the drive motor 40. When the upper and lower switches in the third bridge arm Q3 are turned off, the current in the generator 30 can flow into the generator rectifier circuit 101 and then into the generator 30 through the closed loop B4.

[0077] In some feasible examples, the hybrid drive mode may include a second hybrid drive mode. When the electric vehicle drive system 10 operates in the second hybrid drive mode, the generator rectifier circuit operates in rectification mode and supplies power to the motor drive circuit 103, and the power battery supplies power to the motor drive circuit 103 through the power module 102. The motor drive circuit 103 operates in inverter mode and outputs three-phase current to the drive motor 40.

[0078] The second hybrid drive mode is suitable for high-speed overtaking scenarios. By having the generator rectifier circuit 101 and the motor drive circuit 103 work simultaneously, acceleration performance can be improved. When the electric vehicle drive system 10 is operating in the second hybrid drive mode, the upper and lower switches in the first bridge arm Q1 are turned off or alternately turned on, the upper and lower switches in each of the second bridge arms Q2 in the generator rectifier circuit 101 are alternately turned on, and the upper and lower switches in each of the third bridge arms Q3 in the motor drive circuit 103 are alternately turned on.

[0079] For example, refer to Figure 10 , Figure 10 Another schematic diagram of the closed circuit provided in this application. Figure 10 In this example, the power battery 20 is used to connect to the generator 30, forming a closed loop that passes through the second bridge arm Q2. Figure 10 As shown, the closed circuit between the power battery 20, the first bridge arm Q1, the bus capacitor Cbus, the generator rectifier circuit 101, and the generator 30 is equivalent to a boost circuit. When the upper and lower switches of the first bridge arm Q1 are alternately turned on or off, the upper and lower switches of each of the second bridge arms Q2 are alternately turned on, and the upper and lower switches of each of the third bridge arms Q3 are alternately turned on, the generator rectifier circuit 101 operates in rectification mode, charging the drive motor 40 through the motor drive circuit 103. The generator rectifier circuit 101 can also supply power to the motor drive circuit 103 through closed loop B3, so that the motor drive circuit 103 receives the power from the generator rectifier circuit 101 and operates in inverter mode to output three-phase current to the drive motor 40. The power battery 20 operates in discharge mode, charging the drive motor 40 through the power module 102 and the motor drive circuit 103. Thus, the motor drive circuit 103 can receive the DC power output from the generator rectifier circuit 101 and the DC power output from the power module 102, and operate in inverter mode to output three-phase current to the drive motor 40. The closed loop when the upper and lower switching transistors in the first bridge arm Q1 are alternately turned on can be a closed loop B1, and the current direction of this closed loop B1 is... Figure 7 The current direction in closed loop B1 is opposite, enabling the generator rectifier circuit 101 to charge the power battery 20. When both the upper and lower switches in the first bridge arm Q1 are off, the closed loop can be closed loop B2, and the current direction in closed loop B2 is opposite to that in closed loop B1. Figure 7 The current in the closed loop B2 flows in the opposite direction, which also enables the generator rectifier circuit 101 to charge the power battery 20. When the electric vehicle drive system 10 operates in the second hybrid drive mode, the generator rectifier circuit 101 and the power battery 20 charge the drive motor 40. When the upper and lower switches in the third bridge arm Q3 are turned off, the current in the generator 30 can flow into the generator rectifier circuit 101 and then into the generator 30 through the closed loop B4.

[0080] In some feasible examples, the hybrid drive mode may include a third hybrid drive mode. When the electric vehicle drive system 10 operates in the third hybrid drive mode, the generator rectifier circuit 101 operates in rectification mode and supplies power to the motor drive circuit 103, and the motor drive circuit 103 operates in inverter mode and outputs three-phase current to the drive motor 40.

[0081] The third hybrid drive mode is suitable for scenarios where the power battery 20 has a high charge level. The output of the generator 30 can maintain the power requirements of the drive motor 40, which can improve efficiency in some operating conditions. When the electric vehicle drive system 10 is operating in the third hybrid drive mode, the upper and lower switches in the first bridge arm Q1 can be turned off, the upper and lower switches in each of the second bridge arms Q2 in the generator rectifier circuit 101 can be turned on alternately, and the upper and lower switches in each of the third bridge arms Q3 in the motor drive circuit 103 can be turned on alternately.

[0082] In some feasible examples, the electric vehicle drive system 10 also includes an engine. When the engine drives the electric vehicle, the power module 102, the motor drive circuit 103, and the generator rectifier circuit 101 operate in standby mode. In this mode, the upper and lower switching transistors in the first bridge arm Q1, each of the second bridge arms Q2, and each of the third bridge arms Q3 can be turned off. That is, the power module 102, the motor drive circuit 103, and the generator rectifier circuit 101 are not operational. Engine-driven electric vehicle operation is suitable for high-speed cruising scenarios.

[0083] In this embodiment of the application, the electric vehicle may include a generator, a drive motor, and such as Figures 1 to 10 The drive system 10 described herein may include a generator, a drive motor, a generator rectifier circuit, a motor drive circuit, a power module, and Figures 1 to 10 The controller, not shown, may include a generator, drive motor, drive system, generator rectifier circuit, motor drive circuit, power module, and controller. A description of the controller can be found in [reference needed]. Figure 6 A schematic diagram of the drive system 10.

[0084] The controller can be connected to one end of each switch in the first bridge arm Q1, one end of each switch in the second bridge arm Q2, and one end of each switch in the third bridge arm Q3. It controls the switching transistors to turn on or off, thereby controlling the power module 102, motor drive circuit 103, and generator rectifier circuit 101 to operate in corresponding working modes. In non-standby mode, it can also control waveform generation. The controller may include, but is not limited to, a control board or control chip. For example, the controller may include a battery management system (BMS), a microcontroller unit (MCU), a central processing unit (CPU), other general-purpose processors, digital signal processors (DSPs), application-specific integrated circuits (ASICs), field-programmable gate arrays (FPGAs), pulse width modulation (PWM) devices, or other programmable logic devices, discrete gate or transistor logic devices, discrete hardware components, etc.

[0085] In this embodiment, the controller can be used to control the upper and lower switching transistors in the first bridge arm Q1 to alternately conduct, so that the two ends of the first bridge arm Q1 output DC power to the two ends of the three third bridge arms Q3, and to control the upper and lower switching transistors in each of the third bridge arms Q3 in the motor drive circuit 103 to alternately conduct, so that the midpoint P3 of the three third bridge arms Q3 outputs three-phase AC power. Thus, when the electric vehicle drive system 10 includes the motor drive circuit 103 and the power module 102, by controlling the on and off states of the switching transistors in the motor drive circuit 103 and the power module 102, the power battery 20 can supply power to the drive motor 40 alone or together with the generator 30.

[0086] The controller can also be used to control the alternating conduction of the upper and lower switching transistors in the first bridge arm Q1, causing the two ends of the first bridge arm Q1 to output DC power to the two ends of the three third bridge arms Q3, and to control the alternating conduction of the upper and lower switching transistors in each of the second bridge arms Q2 in the generator rectifier circuit 101, causing the two ends of the three second bridge arms Q2 to output DC power, or to control the upper and lower switching transistors of the three second bridge arms Q2 to turn off. Thus, when the electric vehicle drive system 10 includes the generator rectifier circuit 101 and the power module 102, by controlling the conduction and turn-off states of the switching transistors in the generator rectifier circuit 101 and the power module 102, the power battery 20 can supply power to the drive motor 40 alone or together with the generator 30.

[0087] In some feasible examples, the controller can be used to control the alternating conduction of the upper and lower switches in the first bridge arm Q1, so that the two ends of the first bridge arm Q1 output DC power to the two ends of the three third bridge arms Q3; to control the alternating conduction of the upper and lower switches in each of the second bridge arms Q2 in the generator rectifier circuit 101, so that the two ends of the three second bridge arms Q2 output DC power; or to control the alternating conduction of the upper and lower switches in each of the three second bridge arms Q2; and to control the alternating conduction of the upper and lower switches in each of the third bridge arms Q3 in the motor drive circuit 103, so that the midpoint P3 of the three third bridge arms Q3 outputs three-phase AC power. Thus, when the electric vehicle drive system 10 includes the generator rectifier circuit 101, the motor drive circuit 103, and the power module 102, by controlling the conduction and cutoff states of the switches in the generator rectifier circuit 101, the motor drive circuit 103, and the power module 102, the power battery 20 can supply power to the drive motor 40 alone or together with the generator 30.

[0088] In some feasible examples, the controller is used to control the upper and lower switching transistors in each of the second bridge arms Q2 in the generator rectifier circuit 101 to alternately conduct, so that DC power is output at both ends of the three second bridge arms Q2, and to control the upper and lower switching transistors in the first bridge arm Q1 to alternately conduct, so that DC power is transmitted to the midpoint P1 of the first bridge arm Q1 to charge the power battery 20. In this way, the generator 30 supplies power to the power battery 20.

[0089] In some feasible examples, the controller is used to control the upper and lower switches in each of the second arms Q2 in the generator rectifier circuit 101 to alternately conduct, so that DC power is output from both ends of the three second arms Q2; and to control the upper and lower switches in the first arm Q1 to alternately conduct, so that DC power is transmitted from the midpoint P1 of the first arm Q1 to charge the power battery 20; and to control the upper and lower switches in each of the third arms Q3 in the motor drive circuit 103 to alternately conduct, so that DC power is transmitted from the midpoint P3 of the three third arms Q3 to output three-phase AC power to the drive motor 40. In this way, the generator 30 supplies power to the power battery 20 and the drive motor 40.

[0090] In some feasible examples, the controller is used to control the upper and lower switching transistors in each of the third bridge arms Q3 in the motor drive circuit 103 to alternately conduct, so that DC power is output at both ends of the three third bridge arms Q3, and to control the upper and lower switching transistors in the first bridge arm Q1 to alternately conduct, so that DC power is transmitted to the midpoint P1 of the first bridge arm Q1 to charge the power battery 20. In this way, the power battery 20 can store the recovered electrical energy from the kinetic energy generated by the drive motor 40.

[0091] In some feasible examples, the controller is used to control the upper and lower switches in each of the second arms Q2 in the generator rectifier circuit 101 to turn off, and to control the upper and lower switches in the first arm Q1 to alternately turn on, and the upper and lower switches in each of the third arms Q3 in the motor drive circuit 103 to alternately turn on, so that DC power is output from both ends of the three third arms Q3 and charged to the power battery 20 through the switched-on switches in the first arm Q1 and the midpoint P1 of the first arm Q1. In this way, the power battery 20 can store the recovered electrical energy from the kinetic energy generated by the drive motor 40.

[0092] In some feasible examples, the controller turns off the upper and lower switches in the first bridge arm Q1 and controls the upper and lower switches in each of the second bridge arms Q2 in the generator rectifier circuit 101 to alternately turn on, so that DC power is output at both ends of the three second bridge arms Q2, and the upper and lower switches in each of the third bridge arms Q3 in the motor drive circuit 103 to alternately turn on, so that three-phase AC power is output at the midpoint P3 of the three third bridge arms Q3. In this way, the generator 30 supplies power to the drive motor 40, enabling hybrid drive of the electric vehicle.

[0093] In some feasible examples, the controller is used to turn off the upper and lower switches in the first bridge arm Q1, and to control the upper and lower switches in each of the second bridge arms Q2 in the generator rectifier circuit 101 to turn off, and the upper and lower switches in each of the third bridge arms Q3 in the motor drive circuit 103 to turn off, so that the motor drives the electric vehicle. Thus, when the power module 102, the generator rectifier circuit 101, and the motor drive circuit 103 are all not working, the electric vehicle is driven solely by the motor.

[0094] In some feasible examples, the controller is used to obtain the turn-on and turn-off times of the switching transistors in the first bridge arm Q1, each of the second bridge arms Q2, and each of the third bridge arms Q3 based on the voltage of the power battery 20 and the voltage of the bus capacitor Cbus, as well as the charge and discharge management requirements of the power battery 20.

[0095] The charging and discharging management requirements of the power battery 20 are used to determine the charging or discharging strategy of the power battery 20. This may include target values ​​for charging or discharging, charging rate, discharging rate, and duty cycle between carrier waves, etc., which are not limited here. Typically, charging or discharging can be determined based on the relationship between the voltage of the power battery 20 and the voltage of the bus capacitor Cbus, or it can be determined based on data monitored in the battery management system (BMS), as well as the charging or discharging strategy. In practice, when the power module 102 is operating, it is also necessary to control the sum of the three-phase currents of the three power windings in the generator 30 to be zero, and to generate the charging or discharging current required by the power module 102. The duty cycle in the power module 102 is the sum of its duty cycle and the duty cycle of the generator rectifier circuit 101.

[0096] The controller obtains the sum of the on and off times of the switches in the first bridge arm Q1, each of the second bridge arms Q2, and each of the third bridge arms Q3. Based on the on and off times of the switches in the first bridge arm Q1, the controller controls the on / off states of the switches in each of the second bridge arms Q2 and Q3, respectively. In other words, controlling the on / off states of each switch based on its on / off time improves control accuracy and enhances the stability of the electric vehicle drive system 10. Optionally, the on and off times of each switch can be controlled based on differential mode control and mechanical mode control to meet the different requirements of the electric vehicle drive system 10.

[0097] This application also provides a control method for an electric vehicle drive system, which can be referred to the description of the controller above, and will not be repeated here.

[0098] This application also provides a chip system, which includes a processor, a memory, and an interface circuit. The memory, interface circuit, and processor are interconnected via circuits. The memory stores instructions; when the instructions are executed by the processor, the aforementioned method is implemented.

[0099] This application also provides a computer device, including a memory and a processor connected to the memory. The memory stores a computer program, and the processor invokes the computer program to cause the computer device to execute the methods described above.

[0100] This application also provides a computer-readable storage medium storing a computer program adapted to be loaded and executed by a processor, so that a computer device having a processor performs the above-described method.

[0101] This application also provides a computer program product that includes computer instructions stored in a computer-readable storage medium. A processor of a computer device reads the computer instructions from the computer-readable storage medium and executes the computer instructions, causing the computer device to perform the method described above.

[0102] By implementing this application, the power module 102 can be integrated with the generator rectifier circuit 101 in an electric vehicle drive system, or the power module 102 can be integrated with the motor drive circuit 103 in an electric vehicle drive system, or the power module 102 can be integrated with both the generator rectifier circuit 101 and the motor drive circuit 103 in an electric vehicle drive system. In this way, the power module 102 can reuse the bridge arms in the generator rectifier circuit 101 or the motor drive circuit 103, as well as components in the generator 30 or the drive motor 40, reducing the size of the electric vehicle drive system 10, improving energy efficiency, and thus enhancing applicability.

[0103] It should be noted that the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance.

[0104] Those skilled in the art will understand that all or part of the steps of the above method embodiments can be implemented by hardware related to program instructions. The aforementioned program can be stored in a computer-readable storage medium. When the program is executed, it performs the steps of the above method embodiments. The aforementioned storage medium includes various media capable of storing program code, such as mobile storage devices, read-only memory (ROM), random access memory (RAM), magnetic disks, or optical disks.

[0105] The above are merely specific embodiments of the present invention, but the scope of protection of the present invention is not limited thereto. Any variations or substitutions that can be easily conceived by those skilled in the art within the technical scope disclosed in the present invention should be included within the scope of protection of the present invention. Therefore, the scope of protection of the present invention should be determined by the scope of the claims.

Claims

1. An electric vehicle drive system characterized by, The electric vehicle drive system includes a generator rectifier circuit, a motor drive circuit, and a power module, wherein: The power module includes a bus capacitor and a first bridge arm. The midpoint of the first bridge arm is used to connect one end of the power battery, and the two ends of the first bridge arm are respectively used to connect the two ends of the bus capacitor. The generator rectifier circuit includes three parallel second bridge arms. The two ends of each second bridge arm are respectively used to connect to the two ends of the bus capacitor. The midpoint of each second bridge arm is respectively used to connect to the generator. The other end of the power battery is connected to the parallel connection point of the three power windings in the generator. The motor drive circuit includes three third bridge arms connected in parallel. The two ends of each third bridge arm are respectively used to connect to the two ends of the bus capacitor, and the midpoint of each third bridge arm is respectively used to connect to the drive motor. When the upper and lower switching transistors in the first bridge arm are alternately turned on, the upper and lower switching transistors in each of the second bridge arms are turned off, and the upper and lower switching transistors in each of the third bridge arms are alternately turned on, the power battery stores energy for the power windings in the generator. When the upper and lower switching transistors in the first bridge arm are turned off, the upper and lower switching transistors in each of the second bridge arms are turned off, and the upper and lower switching transistors in each of the third bridge arms are alternately turned on, the power windings in the generator charge the power battery.

2. The electric vehicle drive system of claim 1, wherein, The operating modes of the electric vehicle drive system include regenerative braking mode, pure electric drive mode, and hybrid drive mode, wherein: When the electric vehicle drive system is operating in the regenerative braking mode, the motor drive circuit operates in rectification mode and charges the power battery by outputting DC power through the power module. When the electric vehicle drive system is operating in the pure electric drive mode, the motor drive circuit receives power from the power battery through the power module and operates in inverter mode to output three-phase current to the drive motor. When the electric vehicle drive system operates in the hybrid drive mode, the generator rectifier circuit operates in rectification mode to supply power to the motor drive circuit, and the motor drive circuit operates in inverter mode to output three-phase current to the drive motor.

3. The electric vehicle drive system of claim 2, wherein, When the electric vehicle drive system is operating in the regenerative braking mode or the pure electric drive mode, the upper and lower switches in the first axle arm are turned off or alternately turned on, the upper and lower switches in each of the second axle arms are turned off, and the upper and lower switches in each of the third axle arms are alternately turned on.

4. The electric vehicle drive system of claim 2, wherein, When the electric vehicle drive system is operating in the hybrid drive mode, the upper and lower switches in the first axle arm are turned off or alternately turned on, the upper and lower switches in each of the second axle arms are alternately turned on, and the upper and lower switches in each of the third axle arms are alternately turned on.

5. The electric vehicle drive system of claim 2, wherein, The hybrid drive mode includes a first hybrid drive mode, a second hybrid drive mode, and a third hybrid drive mode, wherein: When the electric vehicle drive system is operating in the first hybrid drive mode, the generator rectifier circuit operates in rectification mode and supplies power to the motor drive circuit and charges the power battery through the power module; the motor drive circuit operates in inverter mode and outputs three-phase current to the drive motor. When the electric vehicle drive system is operating in the second hybrid drive mode, the generator rectifier circuit operates in rectification mode and supplies power to the motor drive circuit, and the power battery supplies power to the motor drive circuit through the power module. The motor drive circuit operates in inverter mode and outputs three-phase current to the drive motor. When the electric vehicle drive system operates in the third hybrid drive mode, the generator rectifier circuit operates in rectification mode and supplies power to the motor drive circuit, while the motor drive circuit operates in inverter mode and outputs three-phase current to the drive motor.

6. The electric vehicle drive system of claim 5, wherein, When the electric vehicle drive system is operating in the first hybrid drive mode or the second hybrid drive mode, the upper and lower switches in the first bridge arm are turned off or alternately turned on, the upper and lower switches in each of the second bridge arms are alternately turned on, and the upper and lower switches in each of the third bridge arms are alternately turned on.

7. The electric vehicle drive system according to claim 5, characterized in that, When the electric vehicle drive system is operating in the third hybrid drive mode, the upper and lower switches in the first axle arm are turned off, the upper and lower switches in each of the second axle arms are turned on alternately, and the upper and lower switches in each of the third axle arms are turned on alternately.

8. The electric vehicle drive system of claim 1, wherein, The electric vehicle drive system also includes an engine, and when the engine drives the electric vehicle, the power module, the motor drive circuit and the generator rectifier circuit operate in standby mode.

9. The electric vehicle drive system of claim 8, wherein, When the engine drives the electric vehicle, the upper and lower switch tubes in the first bridge arm are turned off, the upper and lower switch tubes in each of the second bridge arms are turned off, and the upper and lower switch tubes in each of the three third bridge arms are turned off.

10. A controller for an electric vehicle drive system, characterized by, The electric vehicle drive system includes a generator rectifier circuit, a motor drive circuit, and a power module. The power module includes a bus capacitor and a first bridge arm. The generator rectifier circuit includes three parallel second bridge arms. The motor drive circuit includes three parallel third bridge arms. The midpoint of the first bridge arm is used to connect to one end of the power battery. The two ends of the first bridge arm are respectively used to connect to the two ends of each of the second bridge arms or the two ends of each of the third bridge arms. The midpoint of each of the second bridge arms is used to connect to the generator. The other end of the power battery is connected to the parallel connection point of the three power windings in the generator. The midpoint of each of the third bridge arms is used to connect to the drive motor. The controller is used for: Controlling the upper and lower switches in the first bridge arm to alternately conduct so that the two ends of the first bridge arm output DC power to the two ends of the three third bridge arms, and controlling the upper and lower switches in each of the second bridge arms to turn off, and controlling the upper and lower switches in each of the third bridge arms to alternately conduct so that the midpoint of the three third bridge arms outputs three-phase AC power, and the power battery stores energy for the power windings in the generator; controlling the upper and lower switches in the first bridge arm to turn off, the upper and lower switches in each of the second bridge arms to turn off, and controlling the upper and lower switches in each of the third bridge arms to alternately conduct so that the power windings in the generator charge the power battery; or, The upper and lower switching transistors in the first bridge arm are alternately turned on so that the two ends of the first bridge arm output DC power to the two ends of the three third bridge arms. The upper and lower switching transistors in each of the second bridge arms are alternately turned on so that the two ends of the three second bridge arms output DC power. Alternatively, the upper and lower switching transistors in the three second bridge arms are turned off. The upper and lower switching transistors in the first bridge arm and each of the second bridge arms are turned off. The upper and lower switching transistors in each of the third bridge arms are alternately turned on so that the power windings in the generator charge the power battery.

11. The controller of claim 10, wherein, The controller is used for: The upper and lower switching transistors in each of the second bridge arms are alternately turned on so that DC power is output from both ends of the three second bridge arms, and the upper and lower switching transistors in the first bridge arm are alternately turned on so that DC power is transmitted to the midpoint of the first bridge arm to charge the power battery; or, The upper and lower switching transistors in each of the third bridge arms are alternately turned on so that DC power is output at both ends of the three third bridge arms, and the upper and lower switching transistors in the first bridge arm are alternately turned on so that DC power is transmitted to the midpoint of the first bridge arm to charge the power battery.

12. The controller of claim 10, wherein, The controller is used for: The upper and lower switches in each of the second bridge arms are turned off, and the upper and lower switches in the first bridge arm are turned on alternately, and the upper and lower switches in each of the third bridge arms are turned on alternately, so that the two ends of the three third bridge arms output DC power and charge the power battery through the switch in the first bridge arm and the midpoint of the first bridge arm.

13. The controller of claim 10, wherein, The controller is used for: The upper and lower switches in the first bridge arm are turned off, and the upper and lower switches in each of the second bridge arms are turned on alternately so that DC power is output at both ends of the three second bridge arms. The upper and lower switches in the three third bridge arms are turned on alternately so that three-phase AC power is output at the midpoint of the bridge arm of the three third bridge arms.

14. An electric vehicle characterized by comprising: include: Generator, drive motor, and drive system as described in any one of claims 1-9; or, A generator, a drive motor, a drive system, a generator rectifier circuit, a motor drive circuit, a power module, and a controller as described in any one of claims 10-13.

Images