Power drive circuit, system, method, and vehicle

Abstract

The present disclosure relates to a power drive circuit, system, method and vehicle, the power drive circuit comprising: a battery pack, a first switch, a voltage adjustment circuit, a first bridge arm conversion circuit and a second bridge arm conversion circuit, a first end of the voltage adjustment circuit is connected to a first end of the battery pack, a second end of the voltage adjustment circuit is connected to a second end of the battery pack, the first switch is connected to the first end of the battery pack and a third end of the voltage adjustment circuit respectively, the first bridge arm conversion circuit and the second bridge arm conversion circuit are both connected in parallel between the second end and the third end of the voltage adjustment circuit, the first bridge arm conversion circuit is used to be connected to a first motor of the vehicle, and the second bridge arm conversion circuit is used to be connected to a second motor of the vehicle. The present disclosure can realize high-power output of the battery pack, thereby increasing the power performance of the vehicle.

Description

TECHNICAL FIELD

[0001] The present disclosure relates to the technical field of vehicles, in particular, to a power drive circuit, system, method and vehicle. BACKGROUND

[0002] The output power of a new energy vehicle boost circuit is often less than the maximum output power of a battery pack. Due to the limited output power of the boost circuit, the battery pack of the new energy vehicle cannot output at the maximum output power, resulting in that the power performance of the new energy vehicle cannot be fully released. Most existing new energy vehicles increase a small power supply device or an energy storage device in the vehicle to improve the power performance of the vehicle, for example, a super capacitor is added. However, this undoubtedly increases the manufacturing cost and volume of the vehicle. SUMMARY

[0003] The purpose of the present disclosure is to provide a power drive circuit, system, method and vehicle to solve the above technical problems.

[0004] In order to achieve the above purpose, in a first aspect, the present disclosure provides a power drive circuit, comprising: a battery pack, a first switch, a voltage adjustment circuit, a first bridge arm conversion circuit and a second bridge arm conversion circuit, a first end of the voltage adjustment circuit is connected to a first end of the battery pack, a second end of the voltage adjustment circuit is connected to a second end of the battery pack, the first switch is connected to the first end of the battery pack and a third end of the voltage adjustment circuit respectively, the first bridge arm conversion circuit and the second bridge arm conversion circuit are both connected in parallel between the second end and the third end of the voltage adjustment circuit, the first bridge arm conversion circuit is used to be connected to a first motor of a vehicle, and the second bridge arm conversion circuit is used to be connected to a second motor of the vehicle.

[0005] Optionally, the first bridge arm conversion circuit comprises a first switch tube, a second switch tube, a third switch tube, a fourth switch tube, a fifth switch tube and a sixth switch tube, an input end of the first switch tube is connected to the third end of the voltage adjustment circuit, an output end of the first switch tube is connected to an input end of the second switch tube, an output end of the second switch tube is connected to the second end of the voltage adjustment circuit, an input end of the third switch tube is connected to the input end of the first switch tube, an output end of the third switch tube is connected to an input end of the fourth switch tube, an output end of the fourth switch tube is connected to the output end of the second switch tube, an input end of the fifth switch tube is connected to the input end of the first switch tube, an output end of the fifth switch tube is connected to an input end of the sixth switch tube, an output end of the sixth switch tube is connected to the output end of the second switch tube, a first power supply end of the first motor is connected to the output end of the first switch tube, a second power supply end of the first motor is connected to the output end of the third switch tube, and a third power supply end of the first motor is connected to the output end of the fifth switch tube.

[0006] Optionally, the second bridge arm conversion circuit comprises a seventh switch tube, an eighth switch tube, a ninth switch tube, a tenth switch tube, an eleventh switch tube and a twelfth switch tube, an input end of the seventh switch tube is connected with the third end of the voltage adjustment circuit, an output end of the seventh switch tube is connected with an input end of the eighth switch tube, an output end of the eighth switch tube is connected with the second end of the voltage adjustment circuit, an input end of the ninth switch tube is connected with the input end of the seventh switch tube, an output end of the ninth switch tube is connected with an input end of the tenth switch tube, an output end of the tenth switch tube is connected with the output end of the eighth switch tube, an input end of the eleventh switch tube is connected with the input end of the seventh switch tube, an output end of the eleventh switch tube is connected with an input end of the twelfth switch tube, an output end of the twelfth switch tube is connected with the output end of the eighth switch tube, a first power supply end of the second motor is connected with the output end of the seventh switch tube, a second power supply end of the second motor is connected with the output end of the ninth switch tube, and a third power supply end of the second motor is connected with the output end of the eleventh switch tube.

[0007] Optionally, the voltage adjustment circuit comprises a thirteenth switch tube, a fourteenth switch tube, a fifteenth switch tube, a sixteenth switch tube, a first inductor and a second inductor, an input end of the thirteenth switch tube and / or an input end of the fifteenth switch tube is the third end of the voltage adjustment circuit, an output end of the thirteenth switch tube is connected with an input end of the fourteenth switch tube, an output end of the fourteenth switch tube and / or an output end of the sixteenth switch tube is the second end of the voltage adjustment circuit, an input end of the fifteenth switch tube is connected with the input end of the thirteenth switch tube, an output end of the fifteenth switch tube is connected with an input end of the sixteenth switch tube, an output end of the sixteenth switch tube is connected with the output end of the fourteenth switch tube, a first end of the first inductor is connected with the output end of the thirteenth switch tube, a second end of the first inductor and / or a second end of the second inductor is the first end of the voltage adjustment circuit, a first end of the second inductor is connected with the output end of the fifteenth switch tube, and a second end of the second inductor is connected with the second end of the first inductor.

[0008] Optionally, the power drive circuit further comprises a first capacitor, and the first capacitor is connected in parallel between the second end and the third end of the voltage adjustment circuit.

[0009] Optionally, the power drive circuit further comprises a pre-charge circuit and a second capacitor, and the first end of the voltage adjustment circuit is connected with the first end of the battery pack through the pre-charge circuit, and the second capacitor is connected in parallel between the first end of the voltage adjustment circuit and the second end of the battery pack.

[0010] Optionally, the pre-charge circuit comprises a second switch, a third switch and a current-limiting resistor, a first end of the second switch is the first end of the pre-charge circuit, a second end of the second switch is the second end of the pre-charge circuit, and the third switch and the current-limiting resistor are connected in series and then connected in parallel between the two ends of the second switch.

[0011] Optionally, the power drive circuit further comprises a fuse connected in series between the first end of the battery pack and the first switch, and the first end of the voltage adjustment circuit is connected to an end of the fuse away from the first end of the battery pack.

[0012] In a second aspect, the present disclosure provides a power drive system, comprising: an engine, a first motor, a second motor and the power drive circuit according to the first aspect; wherein the first motor is connected to the second motor and the engine respectively, and the second motor is connected to the engine.

[0013] In a third aspect, the present disclosure provides a power drive method for controlling the power drive system according to the second aspect, the method comprising:

[0014] obtaining speed information of the first motor, the second motor and the engine in the power drive system;

[0015] determining a target driving mode of the vehicle at a next time according to the speed information;

[0016] controlling the first switch, the voltage adjustment circuit, the first bridge arm conversion circuit and the second bridge arm conversion circuit in the power drive system to enter the target driving mode.

[0017] Optionally, the target driving mode is a starting mode or a starting enhancement mode, and the control of the first switch, the voltage adjustment circuit, the first bridge arm conversion circuit and the second bridge arm conversion circuit in the power drive system to enter the target driving mode comprises:

[0018] controlling the first switch to be turned on, controlling the voltage adjustment circuit to be inoperative, controlling the first bridge arm conversion circuit and the second bridge arm conversion circuit to convert direct current into alternating current, so as to enter the starting mode; or,

[0019] controlling the first switch to be turned on, controlling the voltage adjustment circuit to be inoperative, controlling the first bridge arm conversion circuit to convert direct current into alternating current, and controlling the second bridge arm conversion circuit to convert direct current into alternating current or alternating current into direct current, so as to enter the starting enhancement mode.

[0020] Optionally, the target driving mode is a low-speed constant-speed driving mode, a high-speed constant-speed driving mode, an acceleration mode or an acceleration enhancement mode, and the control of the first switch, the voltage adjustment circuit, the first bridge arm conversion circuit and the second bridge arm conversion circuit in the power driving system to enter the target driving mode comprises:

[0021] the first switch is controlled to be turned off, the voltage adjustment circuit is controlled to be boosted, the first bridge arm conversion circuit is controlled to be converted from DC to AC, and the second bridge arm conversion circuit is controlled to be inoperative or converted from DC to AC, so as to enter the low-speed constant-speed driving mode; or,

[0022] the first switch is controlled to be turned off, the voltage adjustment circuit is controlled to be boosted, the first bridge arm conversion circuit is controlled to be converted from DC to AC, and the second bridge arm conversion circuit is controlled to be converted from DC to AC or from AC to DC, so as to enter the high-speed constant-speed driving mode; or,

[0023] the first switch is controlled to be turned on, the voltage adjustment circuit is controlled to be inoperative, the first bridge arm conversion circuit and the second bridge arm conversion circuit are controlled to be converted from DC to AC, so as to enter the acceleration mode; or,

[0024] the first switch is controlled to be turned on, the voltage adjustment circuit is controlled to be inoperative, the first bridge arm conversion circuit is controlled to be converted from DC to AC, and the second bridge arm conversion circuit is controlled to be converted from DC to AC or from AC to DC, so as to enter the acceleration enhancement mode.

[0025] Optionally, when the target driving mode is a brake energy storage mode or a parking power generation mode, the power driving method comprises:

[0026] the first switch is controlled to be turned off, the voltage adjustment circuit is controlled to be stepped down, the first bridge arm conversion circuit is controlled to be converted from AC to DC, and the second bridge arm conversion circuit is controlled to be inoperative or converted from AC to DC, so as to enter the brake energy storage mode; or,

[0027] the first switch is controlled to be turned on, the voltage adjustment circuit is controlled to be inoperative, the first bridge arm conversion circuit is controlled to be inoperative, and the second bridge arm conversion circuit is controlled to be converted from AC to DC, so as to enter the parking power generation mode.

[0028] In a fourth aspect, the present disclosure provides a vehicle, comprising:

[0029] wheels;

[0030] The power driving system as described in the second aspect, the engine, the first motor and the second motor in the power driving system are all connected to the wheels.

[0031] Optionally, the vehicle further comprises a control device connected with the first switch, the voltage adjustment circuit, the first bridge arm conversion circuit and the second bridge arm conversion circuit in the power driving system, for controlling the first switch, the voltage adjustment circuit, the first bridge arm conversion circuit and the second bridge arm conversion circuit.

[0032] The above technical solution, by setting the first switch, when the first switch is turned on, the battery pack can be realized to skip the voltage adjustment circuit and directly supply power to the first bridge arm conversion circuit and the second bridge arm conversion circuit, so that the high-power output of the battery pack can be realized, and the power performance of the vehicle is improved, and when the first switch is turned off, the voltage of the battery pack can be raised through the voltage adjustment circuit, so that the motor works in the high-efficiency area, and the energy consumption and loss are reduced.

[0033] Other features and advantages of the present disclosure will be described in detail in the following specific embodiments. BRIEF DESCRIPTION OF DRAWINGS

[0034] The accompanying drawings are included to provide a further understanding of the present disclosure and constitute a part of the specification, and are used together with the following specific embodiments to explain the present disclosure, but do not constitute a limitation on the present disclosure. In the drawings:

[0035] Figure 1 A schematic diagram of a vehicle provided by an exemplary embodiment is shown;

[0036] Figure 2 A schematic diagram of a power driving circuit provided by an exemplary embodiment is shown;

[0037] Figure 3 Another schematic diagram of a power driving circuit provided by an exemplary embodiment is shown;

[0038] Figure 4 A flow chart of a power driving method provided by an exemplary embodiment is shown;

[0039] Figures 5 to 12 A working process diagram of a power driving system for different driving modes provided by an exemplary embodiment is shown.

[0040] Reference signs:

[0041] 1 - vehicle; 10 - power drive system; 11 - wheel; 101 - engine; 102 - first motor; 103 - second motor; 104 - power drive circuit; 201 - battery pack; 202 - first switch; 203 - voltage adjustment circuit; 204 - first bridge arm conversion circuit; 205 - second bridge arm conversion circuit; 206 - first capacitor; 207 - second capacitor; 208 - pre-charge circuit; 209 - fuse; 301 - thirteenth switch tube; 302 - fourteenth switch tube; 303 - fifteenth switch tube; 304 - sixteenth switch tube; 305 - first inductor; 306 - second inductor; 401 - first switch tube; 402 - second switch tube; 403 - third switch tube; 404 - fourth switch tube; 405 - fifth switch tube; 406 - sixth switch tube; 501 - seventh switch tube; 502 - eighth switch tube; 503 - ninth switch tube; 504 - tenth switch tube; 505 - eleventh switch tube; 506 - twelfth switch tube; 601 - second switch; 602 - third switch; 603 - current limiting resistor. DETAILED DESCRIPTION

[0042] The specific embodiments of the present disclosure are described in detail below with reference to the accompanying drawings. It should be understood that the specific embodiments described herein are only used to illustrate and explain the present disclosure, and are not intended to limit the present disclosure.

[0043] It should be noted that all actions of obtaining signals, information or data in the present disclosure are carried out in accordance with the corresponding data protection regulations and policies of the country where the device is located, and with the authorization given by the owner of the corresponding device.

[0044] New energy vehicles have three optimization directions, namely power performance, economy and convenience. The inventor found that the improvement of power performance can be solved by increasing the output power, the improvement of economy can be solved by increasing the bus voltage, and the improvement of convenience can be solved by shortening the charging time. For power performance, the output power of the existing new energy vehicle boost circuit cannot reach the maximum output power of the battery pack, and the battery pack of the new energy vehicle cannot output at the maximum output power due to the limitation of the output power of the boost circuit, which causes the power performance of the new energy vehicle to be unable to be fully released.

[0045] To solve the above problems, the power drive circuit provided by the embodiment of the present disclosure can improve the power performance, economy and convenience of the vehicle. The improvement of the power performance is that the battery pack directly supplies power to the first motor and the second motor by skipping the voltage adjustment circuit and getting rid of the limitation of the power device in the voltage adjustment circuit, thereby improving the output power and output current, increasing the first motor torque, and thus improving the power performance. The improvement of the economy is that the voltage adjustment circuit is used to raise the voltage of the battery pack to the bus voltage (in the present disclosure, the output voltage between the second end and the third end of the voltage adjustment circuit), so as to ensure that the motor works in the high-efficiency zone, reduce the energy consumption and loss, and further recover the electric energy to the battery pack during braking, thereby improving the economy. The improvement of the convenience is that the charging time is shortened by directly charging the battery pack, thereby improving the convenience.

[0046] Firstly, Figure 1 The schematic diagram of the vehicle provided by the exemplary embodiment is shown, please refer to Figure 1 The vehicle 1 comprises a power drive system 10 and a wheel 11, and the power drive system 10 is used to drive the wheel 11 to rotate.

[0047] Optionally, as Figure 1 shown, the power drive system 10 comprises an engine 101, a first motor 102, a second motor 103 and a power drive circuit 104. The engine 101, the first motor 102 and the second motor 103 in the power drive system 10 are all connected to the wheel 11. The first motor 102 is connected to the second motor 103 and the engine 101 respectively, and the second motor 103 is connected to the engine 101.

[0048] Among them, the first motor 102 represents a driving motor, and the second motor 103 represents a generator. The first motor 102 and the second motor 103, the first motor 102 and the engine 101, and the second motor 103 and the engine 101 can be connected through mechanical coupling.

[0049] Exemplarily, the engine 101 is connected to the wheel 11 through mechanical coupling and a clutch, the first motor 102 is connected to the wheel 11 through mechanical coupling, and the second motor 103 is connected to the wheel 11 through mechanical coupling and a clutch. The first motor 102 and the second motor 103 are connected through mechanical coupling and a clutch, the first motor 102 and the engine 101 are also connected through mechanical coupling and a clutch, and the second motor 103 and the engine 101 are connected through mechanical coupling.

[0050] Of course, the present disclosure does not exclude other connection modes between the first motor 102 and the second motor 103, between the first motor 102 and the engine 101, and between the second motor 103 and the engine 101, as long as the connection mode can drive the first motor 102, the second motor 103 and the engine 101 to rotate the wheels 11.

[0051] Optionally, as shown in Figure 1 The power driving circuit 104 includes a battery pack 201, a first switch 202, a voltage adjustment circuit 203, a first bridge arm conversion circuit 204 and a second bridge arm conversion circuit 205. The first end of the voltage adjustment circuit 203 is connected to the first end of the battery pack 201, the second end of the voltage adjustment circuit 203 is connected to the second end of the battery pack 201, the first switch 202 is connected to the first end of the battery pack 201 and the third end of the voltage adjustment circuit 203 respectively, the first bridge arm conversion circuit 204 and the second bridge arm conversion circuit 205 are both connected in parallel between the second end and the third end of the voltage adjustment circuit 203, the first bridge arm conversion circuit 204 is used to be connected to the first motor 102, and the second bridge arm conversion circuit 205 is used to be connected to the second motor 103.

[0052] Optionally, the first end of the battery pack 201 represents the positive electrode of the battery pack 201, the second end of the battery pack 201 represents the negative electrode of the battery pack 201, the first motor 102 represents a driving motor, and the second motor 103 represents a generator.

[0053] Optionally, the vehicle 1 further includes a control device (not shown in the figure) connected to the first switch 202, the voltage adjustment circuit 203, the first bridge arm conversion circuit 204 and the second bridge arm conversion circuit 205 in the power driving system 10, and the control device is used to control the first switch 202, the voltage adjustment circuit 203, the first bridge arm conversion circuit 204 and the second bridge arm conversion circuit 205.

[0054] In the power driving system 10, the first switch 202, the voltage adjustment circuit 203, the first bridge arm conversion circuit 204 and the second bridge arm conversion circuit 205 are connected with a control device, which is used to determine the target driving mode of the vehicle 1 at the next moment, and control the first switch 202 to be turned on or turned off, and control the working state of the voltage adjustment circuit 203, the first bridge arm conversion circuit 204 and the second bridge arm conversion circuit 205 according to the target driving mode. For example, the control device can control the voltage adjustment circuit 203 to perform voltage boosting (boosting the voltage provided by the battery pack) or voltage reduction (reducing the voltage provided by the first bridge arm conversion circuit and / or the second bridge arm conversion circuit). For another example, the control device can also control the first bridge arm conversion circuit 204 and the second bridge arm conversion circuit 205 to work or not to work, specifically, the first bridge arm conversion circuit 204 and the second bridge arm conversion circuit 205 can be controlled to work in forward direction (DC-AC) or in reverse direction (AC-DC).

[0055] Specifically, if the first switch 202 is turned on, at this time the battery pack 201 bypasses the voltage adjustment circuit 203 and directly supplies power to the first bridge arm conversion circuit 204 and the second bridge arm conversion circuit 205 through the turned-on first switch 202, which solves the problem that the power of the vehicle is limited due to the output power of the voltage adjustment circuit 203 being less than the output power of the battery pack 201, and improves the output power and the motor torque. The output power can measure the maximum speed of the vehicle, and the output power is positively correlated with the maximum speed of the vehicle; the motor torque can measure the acceleration ability of the vehicle, and the motor torque is positively correlated with the acceleration performance of the vehicle. When the output power and the motor torque are improved, the power of the vehicle is obviously improved.

[0056] Specifically, if the first switch 202 is turned off, at this time the voltage adjustment circuit 203 can act as a voltage boosting circuit or a voltage reduction circuit. When the voltage adjustment circuit 203 acts as a voltage boosting circuit, the voltage adjustment circuit 203 boosts the voltage of the battery pack 201 to the bus voltage and supplies power to the first bridge arm conversion circuit 204 and the second bridge arm conversion circuit 205, the improvement of the output voltage of the voltage adjustment circuit 203 can ensure that the first motor 102 and the second motor 103 work in the high-efficiency zone, reduce their energy consumption and loss, and thus improve the economy of the vehicle; when the voltage adjustment circuit 203 acts as a voltage reduction circuit, after the bus voltage is reduced, it is output to the battery pack 201, which realizes charging of the battery pack 201 and ensures the stability of the output voltage, realizes energy recovery, and thus improves the economy of the vehicle.

[0057] In actual application scenarios, the control device can be used to control the on-off of the first switch 202, so as to control whether the battery pack 201 supplies power to the first bridge arm conversion circuit 204 and the second bridge arm conversion circuit 205 through the voltage adjustment circuit 203, thereby improving the power performance and economy of the vehicle, or switching between the power performance and the economy.

[0058] Figure 2 A schematic diagram of a power drive circuit provided by an example embodiment is shown. Please refer to Figure 2 The first bridge arm conversion circuit 204 includes a first switch tube 401, a second switch tube 402, a third switch tube 403, a fourth switch tube 404, a fifth switch tube 405, and a sixth switch tube 406. The input end of the first switch tube 401 is connected to the third end of the voltage adjustment circuit 203, the output end of the first switch tube 401 is connected to the input end of the second switch tube 402, the output end of the second switch tube 402 is connected to the second end of the voltage adjustment circuit 203, the input end of the third switch tube 403 is connected to the input end of the first switch tube 401, the output end of the third switch tube 403 is connected to the input end of the fourth switch tube 404, the output end of the fourth switch tube 404 is connected to the output end of the second switch tube 402, the input end of the fifth switch tube 405 is connected to the input end of the first switch tube 401, the output end of the fifth switch tube 405 is connected to the input end of the sixth switch tube 406, the output end of the sixth switch tube 406 is connected to the output end of the second switch tube 402, the first power supply end of the first motor 102 is connected to the output end of the first switch tube 401, the second power supply end of the first motor 102 is connected to the output end of the third switch tube 403, and the third power supply end of the first motor 102 is connected to the output end of the fifth switch tube 405.

[0059] The control ends of the first switch tube 401, the second switch tube 402, the third switch tube 403, the fourth switch tube 404, the fifth switch tube 405, and the sixth switch tube 406 are used to be connected to the control device. The control device controls the on-off of the switch tubes through the control ends of the switch tubes, thereby controlling the working state of the first bridge arm conversion circuit 204.

[0060] Optionally, the switch tubes in the first bridge arm conversion circuit 204 can be IGBT or MOS tube. If the switch tubes are IGBT, the control ends of the switch tubes are gates, the input ends are collectors, and the output ends are emitters. Taking IGBT as an example, the control device sends high level or low level to the gates of the switch tubes to make the switch tubes conduct or turn off accordingly, thereby controlling the working state of the first bridge arm conversion circuit 204.

[0061] For example, the control device sends a high level to the control end of the first switch tube 401, the third switch tube 403 and the fifth switch tube 405, so that the first switch tube 401, the third switch tube 403 and the fifth switch tube 405 are turned on, and sends a low level to the control end of the second switch tube 402, the fourth switch tube 404 and the sixth switch tube 406, so that the second switch tube 402, the fourth switch tube 404 and the sixth switch tube 406 are turned off, thereby making the first bridge arm conversion circuit 204 work; the control device sends a low level to the control end of each switch tube in the first bridge arm conversion circuit 204, so that each switch tube in the first bridge arm conversion circuit 204 is turned off, thereby making the first bridge arm conversion circuit 204 not work.

[0062] When the first bridge arm conversion circuit 204 works and obtains the voltage provided by the second end and the third end of the voltage regulation circuit 203, the first bridge arm conversion circuit 204 converts direct current into three-phase alternating current, and supplies power to the first motor 102 through the first power supply end, the second power supply end and the third power supply end of the first motor 102, so that the first motor 102 drives the wheel 11 to rotate after obtaining the power; when the first bridge arm conversion circuit 204 works and obtains the voltage provided by the first motor 102, the first bridge arm conversion circuit 204 converts three-phase alternating current into direct current, so as to recover the electric energy to the battery pack 201.

[0063] Optionally, as shown in Figure 2 The second bridge arm conversion circuit 205 includes: a seventh switch tube 501, an eighth switch tube 502, a ninth switch tube 503, a tenth switch tube 504, an eleventh switch tube 505 and a twelfth switch tube 506, the input end of the seventh switch tube 501 is connected with the third end of the voltage regulation circuit 203, the output end of the seventh switch tube 501 is connected with the input end of the eighth switch tube 502, the output end of the eighth switch tube 502 is connected with the second end of the voltage regulation circuit 203, the input end of the ninth switch tube 503 is connected with the input end of the seventh switch tube 501, the output end of the ninth switch tube 503 is connected with the input end of the tenth switch tube 504, the output end of the tenth switch tube 504 is connected with the output end of the eighth switch tube 502, the input end of the eleventh switch tube 505 is connected with the input end of the seventh switch tube 501, the output end of the eleventh switch tube 505 is connected with the input end of the twelfth switch tube 506, the output end of the twelfth switch tube 506 is connected with the output end of the eighth switch tube 502, the first power supply end of the second motor 103 is connected with the output end of the seventh switch tube 501, the second power supply end of the second motor 103 is connected with the output end of the ninth switch tube 503, and the third power supply end of the second motor 103 is connected with the output end of the eleventh switch tube 505.

[0064] The control ends of the seventh switch tube 501, the eighth switch tube 502, the ninth switch tube 503, the tenth switch tube 504, the eleventh switch tube 505 and the twelfth switch tube 506 are connected with a control device, which controls the on-off of the switch tubes through the control ends of the switch tubes, thereby controlling the working state of the second bridge arm conversion circuit 205.

[0065] Optionally, the switch tubes in the second bridge arm conversion circuit 205 can be IGBT or MOS tube. If the switch tubes are IGBT, the control ends of the switch tubes are gate, the input ends are collector and the output ends are emitter. Taking IGBT as an example, the control device sends high level or low level to the gate of the switch tubes to make the switch tubes conduct or turn off, thereby controlling the working state of the second bridge arm conversion circuit 205.

[0066] For example, the control device sends high level to the control ends of the seventh switch tube 501, the ninth switch tube 503 and the eleventh switch tube 505 to make the seventh switch tube 501, the ninth switch tube 503 and the eleventh switch tube 505 conduct, and sends low level to the control ends of the eighth switch tube 502, the tenth switch tube 504 and the twelfth switch tube 506 to make the eighth switch tube 502, the tenth switch tube 504 and the twelfth switch tube 506 turn off, thereby making the second bridge arm conversion circuit 205 work; the control device sends low level to the control ends of the switch tubes in the second bridge arm conversion circuit 205 to make the switch tubes in the second bridge arm conversion circuit 205 turn off, thereby making the second bridge arm conversion circuit 205 not work.

[0067] When the second bridge arm conversion circuit 205 works and obtains the voltage provided by the second end and the third end of the voltage regulation circuit 203, the second bridge arm conversion circuit 205 converts the direct current into three-phase alternating current, and supplies power to the second motor 103 through the first power supply end, the second power supply end and the third power supply end of the second motor 103. After the second motor 103 obtains the power, the second motor 103 drives the wheel 11 to rotate or assists the engine 101 to work. When the second bridge arm conversion circuit 205 works and obtains the voltage provided by the second motor 103, the second bridge arm conversion circuit 205 converts the three-phase alternating current into direct current to recover the electric energy to the battery pack 201.

[0068] Optionally, as Figure 2As shown, the voltage adjustment circuit 203 comprises a thirteenth switch tube 301, a fourteenth switch tube 302, a fifteenth switch tube 303, a sixteenth switch tube 304, a first inductor 305 and a second inductor 306, the input terminal of the thirteenth switch tube 301 and / or the input terminal of the fifteenth switch tube 303 as the third terminal of the voltage adjustment circuit 203, the output terminal of the thirteenth switch tube 301 connected with the input terminal of the fourteenth switch tube 302, the output terminal of the fourteenth switch tube 302 and / or the output terminal of the sixteenth switch tube 304 as the second terminal of the voltage adjustment circuit 203, the input terminal of the fifteenth switch tube 303 connected with the input terminal of the thirteenth switch tube 301, the output terminal of the fifteenth switch tube 303 connected with the input terminal of the sixteenth switch tube 304, the output terminal of the sixteenth switch tube 304 connected with the output terminal of the fourteenth switch tube 302, the first terminal of the first inductor 305 connected with the output terminal of the thirteenth switch tube 301, the second terminal of the first inductor 305 and / or the second terminal of the second inductor 306 as the first terminal of the voltage adjustment circuit 203, the first terminal of the second inductor 306 connected with the output terminal of the fifteenth switch tube 303, the second terminal of the second inductor 306 connected with the second terminal of the first inductor 305.

[0069] Wherein, since the input terminal of the thirteenth switch tube 301 is connected with the input terminal of the fifteenth switch tube 303, the input terminal of the thirteenth switch tube 301 and the input terminal of the fifteenth switch tube 303 can be as the third terminal of the voltage adjustment circuit 203; the output terminal of the fourteenth switch tube 302 is connected with the output terminal of the sixteenth switch tube 304, so the output terminal of the fourteenth switch tube 302 and the output terminal of the sixteenth switch tube 304 can be as the third terminal of the voltage adjustment circuit 203.

[0070] Wherein, the control terminals of the thirteenth switch tube 301, the fourteenth switch tube 302, the fifteenth switch tube 303 and the sixteenth switch tube 304 are used for connecting with a control device, the control device controls the on-off of each switch tube through the control terminal of each switch tube, thereby controlling the working state of the voltage adjustment circuit 203.

[0071] Optionally, each switch tube in the voltage adjustment circuit 203 can be an IGBT or a MOS tube, if it is an IGBT, the control terminal of each switch tube is a gate, the input terminal is a collector, and the output terminal is an emitter. Taking the IGBT as an example, the control device sends high level or low level to the gate of each switch tube to make each switch tube conductive or non-conductive accordingly, thereby controlling the working state of the voltage adjustment circuit 203.

[0072] Wherein, the voltage adjustment circuit 203 can act as a boost circuit or a buck circuit when working, the specific role of acting as a boost circuit or a buck circuit can refer to the foregoing description, which is not repeated here.

[0073] For example, the control device sends a high level to the control end of the thirteenth switch tube 301 and the sixteenth switch tube 304, so that the thirteenth switch tube 301 and the sixteenth switch tube 304 are turned on, and sends a low level to the control end of the fourteenth switch tube 302 and the sixteenth switch tube 304, so that the fourteenth switch tube 302 and the fifteenth switch tube 303 are turned off, thereby making the voltage regulation circuit 203 work; the control device sends a low level to the control end of each switch tube in the voltage regulation circuit 203, so that each switch tube in the voltage regulation circuit 203 is turned off, thereby making the voltage regulation circuit 203 not work.

[0074] In addition, from the above structure of the voltage regulation circuit 203, a double-phase interleaved parallel structure is adopted, which can make the output power of the voltage regulation circuit 203 reach 40 kW and the ripple smaller, while the output power of the boost circuit on the market is smaller than 40 kW and the ripple is larger.

[0075] Therefore, through the double-phase interleaved parallel structure of the voltage regulation circuit 203, when the voltage regulation circuit 203 is used as a boost circuit, the output power of the boost circuit can be improved, the battery pack 201 can be output with maximum output power, the first motor 102 and the second motor 103 can be ensured to work in the high-efficiency area, the energy consumption and loss of the first motor 102 and the second motor 103 can be reduced, and thus the economy of the vehicle is improved.

[0076] Figure 3 Another schematic diagram of the power drive circuit provided by an example embodiment is shown, please refer to Figure 3 The power drive circuit 104 further includes a first capacitor 206 connected in parallel between the second end and the third end of the voltage regulation circuit 203. The first capacitor 206 is used to stabilize the output voltage of the voltage regulation circuit 203, so that the power drive circuit 104 is safer and more effective.

[0077] Optionally, as shown in Figure 3 The power drive circuit 104 further includes a pre-charge circuit 208 and a second capacitor 207. The first end of the voltage regulation circuit 203 is connected to the first end of the battery pack 201 through the pre-charge circuit 208, and the second capacitor 207 is connected in parallel between the first end of the voltage regulation circuit 203 and the second end of the battery pack 201. Among them, the first end of the battery pack 201 represents the positive electrode, and the second end of the battery pack 201 represents the negative electrode.

[0078] The first end of the pre-charge circuit 208 is connected between the positive electrode of the battery pack 201 and the first switch 202, the second end of the pre-charge circuit 208 is connected to the first end of the voltage regulation circuit 203, and the second capacitor 207 is connected in parallel between the second end of the pre-charge circuit 208 and the negative electrode of the battery pack 201.

[0079] The working state of the pre-charge circuit 208 is controlled by a control device, which controls the pre-charge circuit 208 to start when the control device controls the first switch 202 to be off, and the pre-charge circuit 208 is used to pre-charge the second capacitor 207.

[0080] Optionally, as shown in Figure 3 The pre-charge circuit 208 includes a second switch 601, a third switch 602 and a current-limiting resistor 603, the first end of the second switch 601 is the first end of the pre-charge circuit 208, the second end of the second switch 601 is the second end of the pre-charge circuit 208, and the branch obtained by connecting the third switch 602 and the current-limiting resistor 603 in series is connected in parallel between the two ends of the second switch 601.

[0081] The control device is specifically used to control the conduction or disconnection of the second switch 601 and the third switch 602 in the pre-charge circuit 208, and the control device can control the second switch 601 to be off and the third switch 602 to be on at the same time when controlling the first switch 202 to be off, at this time, the battery pack 201 pre-charges the second capacitor 207 through the third switch 602 and the current-limiting resistor 603 in turn; the control device can also be used to control the second switch 601 to be on and the third switch 602 to be off, at this time, the pre-charge circuit 208 stops pre-charging the second capacitor 207, and the entire pre-charge circuit 208 acts as a wire, so that the voltage adjustment circuit 203 is directly connected with the positive electrode of the battery pack 201.

[0082] It can be understood that, since the second capacitor 207 has a certain capacity, if the battery pack 201 is instantaneously connected to the circuit, a large instantaneous current will be generated, which may burn the circuit and the battery pack 201, by controlling the pre-charge circuit 208 by the control device, when the pre-charge circuit 208 starts, the current-limiting resistor 603 is connected to the circuit to limit the instantaneous current, and when the second capacitor 207 is fully charged, the pre-charge circuit 208 is controlled to stop working, so that the entire circuit works normally. Therefore, the pre-charge circuit 208 can play a role in protecting the power drive circuit 104.

[0083] Optionally, as shown in Figure 3 The power drive circuit 104 further includes a fuse 209, which is connected in series between the first end of the battery pack 201 and the first switch 202, and the first end of the voltage adjustment circuit 203 is connected to one end of the fuse 209 away from the first end of the battery pack 201.

[0084] The first end of the battery pack 201 represents the positive electrode, that is, the fuse 209 is connected in series between the positive electrode of the battery pack 201 and the first switch 202, therefore, the first end of the voltage adjustment circuit 203 is connected between the fuse 209 and the first switch 202, and the first end of the pre-charge circuit 208 is connected between the fuse 209 and the first switch 202. In addition, the fuse 209 is always in working state, which is used to protect the safety of the power drive circuit 104, so that the power drive circuit 104 can work normally.

[0085] Further, the embodiment of the present disclosure provides a power drive method for controlling the power drive system 10 described above. It is worth noting that the method can control the first switch 202 to be turned on or turned off, and control the working states of the voltage adjustment circuit 203, the first bridge arm conversion circuit 204 and the second bridge arm conversion circuit 205 according to the target driving mode of the vehicle 1 at the next moment.

[0086] The driving mode of the vehicle 1 includes but is not limited to the starting mode, the starting enhancement mode, the low-speed constant-speed driving mode, the high-speed constant-speed driving mode, the acceleration mode, the acceleration enhancement mode, the brake energy storage mode and the parking power generation mode.

[0087] In an exemplary embodiment, the method can be applied in a control device.

[0088] Figure 4 A flow chart of the power drive method provided by an exemplary embodiment is shown, please refer to Figure 4 The power drive method comprises:

[0089] S401, obtaining the speed information of the first motor, the second motor and the engine in the power drive system.

[0090] The first motor represents the driving motor, and the second motor represents the generator.

[0091] S402, determining the target driving mode of the vehicle at the next moment according to the speed information.

[0092] Specifically, the target driving mode of the vehicle at the next moment can be determined according to the gear information of the vehicle, and the speed information of the first motor, the second motor and the engine.

[0093] Exemplarily, assuming that the current gear of the vehicle is 4th gear, the speed of the first motor is 12000 revolutions per minute, the speed of the second motor is 7000 revolutions per minute, and the speed of the engine is 3400 revolutions per minute, it is determined that the vehicle will execute the high-speed constant-speed mode at the next moment.

[0094] S403, controlling the first switch, the voltage adjustment circuit, the first bridge arm conversion circuit and the second bridge arm conversion circuit in the power drive system to enter the target driving mode.

[0095] When the target driving mode of the vehicle at the next moment is determined, the working states of the first switch, the voltage adjustment circuit, the first bridge arm conversion circuit and the second bridge arm conversion circuit in the power driving system are controlled to enter the target driving mode.

[0096] Figures 5 to 12 The working process of the power driving system for different driving modes provided by an exemplary embodiment is shown, and the working process of the power driving system is described below Figures 5 to 12 , with reference to

[0097] With reference to Figure 5 In an exemplary embodiment, the target driving mode at the next moment is the starting mode, in step S403, the first switch 202 is controlled to be turned on, the voltage adjustment circuit 203 is controlled to be inoperative, the first bridge arm conversion circuit 204 and the second bridge arm conversion circuit 205 are controlled to convert DC to AC, so as to enter the starting mode. At this time, the engine 101 is in the closed state.

[0098] Specifically, the control device controls the first switch 202 to be turned on, and the turned-on first switch 202 acts as a wire, so that the battery pack 201 bypasses the voltage adjustment circuit 203 and directly supplies power to the first bridge arm conversion circuit 204 and the second bridge arm conversion circuit 205, so that the battery pack 201 reaches the maximum output power; the control device controls the first bridge arm conversion circuit 204 and the second bridge arm conversion circuit 205 to convert DC to AC, the first bridge arm conversion circuit 204 converts the DC power output by the voltage adjustment circuit 203 into three-phase AC power, supplies power to the first motor 102 to control the first motor 102 to work, and the second bridge arm conversion circuit 205 converts the DC power output by the voltage adjustment circuit 203 into three-phase AC power, supplies power to the second motor 103 to control the second motor 103 to work, at this time the second motor 103 acts as a motor function. Wherein, the first motor 102 represents a driving motor, and the second motor 103 represents a generator.

[0099] Exemplarily, the first motor 102 is connected to the wheel 11 through mechanical coupling, and the second motor 103 is connected to the wheel 11 through mechanical coupling and a clutch, therefore, the first motor 102 and the second motor 103 jointly drive the wheel 11 to rotate through mechanical coupling and the clutch, which improves the power performance of the vehicle at the starting stage.

[0100] With reference to Figure 6 In an exemplary embodiment, the target driving mode at the next moment is the starting enhancement mode, in step S403, the first switch 202 is controlled to be turned on, the voltage adjustment circuit 203 is controlled to be inoperative, the first bridge arm conversion circuit 204 is controlled to convert DC to AC, and the second bridge arm conversion circuit 205 is controlled to convert DC to AC or AC to DC, so as to enter the starting enhancement mode.

[0101] In the start-up enhancement mode, the engine 101 is in operation, and the vehicle is provided with more power than in the start-up mode, which is a more powerful start-up mode.

[0102] Specifically, the control device controls the first switch 202 to be turned on, and the turned-on first switch 202 acts as a wire, so that the battery pack 201 bypasses the voltage adjustment circuit 203 and directly supplies power to the first bridge arm conversion circuit 204 and the second bridge arm conversion circuit 205, so that the battery pack 201 reaches the maximum output power; the control device controls the first bridge arm conversion circuit 204 to convert direct current into alternating current, and the first bridge arm conversion circuit 204 converts the direct current output by the voltage adjustment circuit 203 into three-phase alternating current to supply power to the first motor 102, so as to control the first motor 102 to work, and the control device controls the working state of the second bridge arm conversion circuit 205 as appropriate, for preventing the engine 101 from rotating too fast or too slow.

[0103] Specifically, when the engine 101 rotates too fast (e.g., exceeds the first rotational speed threshold), the second motor 103 converts the excess mechanical energy generated by the engine 101 into electrical energy together with the engine 101, and the control device controls the second bridge arm conversion circuit 205 to convert alternating current into direct current, so as to convert the three-phase alternating current output by the second motor 103 into direct current to supply power to the first bridge arm conversion circuit 204 and the second bridge arm conversion circuit 205; when the engine 101 rotates too slowly (e.g., is lower than the second rotational speed threshold), the second motor 103 functions as a motor to assist the engine 101 to work.

[0104] Exemplarily, the engine 101 is connected to the wheel 11 through mechanical coupling and a clutch, the first motor 102 is connected to the wheel 11 through mechanical coupling, and the second motor 103 is connected to the wheel 11 through mechanical coupling and a clutch.

[0105] Therefore, when the engine 101 rotates too fast, the first bridge arm conversion circuit 204 is controlled to convert direct current into alternating current, and the second bridge arm conversion circuit 205 is controlled to convert alternating current into direct current, at this time, the engine 101 and the first motor 102 drive the wheel 11 to rotate through mechanical coupling and a clutch; when the engine 101 rotates too slowly, the first bridge arm conversion circuit 204 and the second bridge arm conversion circuit 205 are controlled to convert direct current into alternating current, and the engine 101, the first motor 102, and the second motor 103 drive the wheel 11 to rotate through mechanical coupling and a clutch, which greatly improves the power of the vehicle in the start-up stage.

[0106] Reference Figure 7In an exemplary embodiment, when the target driving mode of the next time is the low-speed constant-speed driving mode, the control unit controls the first switch 202 to be off, controls the voltage adjustment circuit 203 to step up, controls the first bridge arm conversion circuit 204 to convert DC to AC, and controls the second bridge arm conversion circuit 205 to be inoperative or to convert DC to AC, so as to enter the low-speed constant-speed driving mode. At this time, the engine 101 is in the off state.

[0107] Specifically, the control unit controls the first switch 202 to be off, and the battery pack 201 supplies power to the first bridge arm conversion circuit 204 and the second bridge arm conversion circuit 205 through the voltage adjustment circuit 203. At this time, the voltage adjustment circuit 203 acts as a step-up circuit, and the battery pack 201 supplies power to the first bridge arm conversion circuit 204 and the second bridge arm conversion circuit 205 after being stepped up by the voltage adjustment circuit 203; the control unit controls the first bridge arm conversion circuit 204 to convert DC to AC, and the first bridge arm conversion circuit 204 converts the DC power output by the voltage adjustment circuit 203 into three-phase AC power to supply power to the first motor 102, so as to control the first motor 102 to work and maintain the wheel 11 rotating at a constant speed. The control unit controls the working state of the second bridge arm conversion circuit 205 as needed.

[0108] Specifically, when the power provided by the first motor 102 to the vehicle is sufficient, the control unit controls the second bridge arm conversion circuit 205 to be inoperative; when the power provided by the first motor 102 to the vehicle is insufficient, the control unit controls the second bridge arm conversion circuit 205 to convert DC to AC, and the second bridge arm conversion circuit 205 converts the DC power output by the voltage adjustment circuit 203 into three-phase AC power to supply power to the second motor 103, so as to control the second motor 103 to work. At this time, the second motor 103 functions as a motor.

[0109] Exemplarily, the engine 101 is connected to the wheel 11 through mechanical coupling and a clutch, the first motor 102 is connected to the wheel 11 through mechanical coupling, and the second motor 103 is connected to the wheel 11 through mechanical coupling and a clutch.

[0110] Therefore, when the power provided by the first motor 102 is sufficient, the first bridge arm conversion circuit 204 converts DC to AC, and the second bridge arm conversion circuit 205 does not work, at this time, only the first motor 102 drives the wheels 11 to rotate at a constant speed through mechanical coupling; when the power provided by the first motor 102 is insufficient, the first bridge arm conversion circuit 204 and the second bridge arm conversion circuit 205 convert DC to AC, at this time, the first motor 102 and the second motor 103 drive the wheels 11 to rotate through mechanical coupling and clutch, which improves the power of the vehicle in the low-speed constant-speed stage. At the same time, due to the voltage adjustment circuit 203, the output voltage of the voltage adjustment circuit 203 is increased, and the first motor 102 is only used to maintain the constant-speed driving of the vehicle, so that the loss is reduced, and the economy of the vehicle is improved.

[0111] Referring to Figure 8 In an exemplary embodiment, the target driving mode of the next time is the high-speed constant-speed driving mode, in step S403, the first switch 202 is controlled to be turned off, the voltage adjustment circuit 203 is controlled to be boosted, the first bridge arm conversion circuit 204 is controlled to convert DC to AC, and the second bridge arm conversion circuit 205 is controlled to convert DC to AC or AC to DC, so as to enter the high-speed constant-speed driving mode.

[0112] Among them, compared with the low-speed constant-speed driving mode, the engine 101 is in a running state, and more power is provided for the vehicle, which is a constant-speed driving mode with stronger power.

[0113] Specifically, the control device controls the first switch 202 to be turned off, and the battery pack 201 supplies power to the first bridge arm conversion circuit 204 and the second bridge arm conversion circuit 205 through the voltage adjustment circuit 203, at this time, the voltage adjustment circuit 203 acts as a voltage boosting circuit, and the battery pack 201 is boosted through the voltage adjustment circuit 203, and then supplies power to the first bridge arm conversion circuit 204 and the second bridge arm conversion circuit 205; the control device controls the first bridge arm conversion circuit 204 to convert DC to AC, and the first bridge arm conversion circuit 204 converts the DC output by the voltage adjustment circuit 203 into three-phase AC power to supply power to the first motor 102, so as to control the first motor 102 to work and maintain the wheels 11 to rotate at a constant speed, and the control device controls the working state of the second bridge arm conversion circuit 205 as needed to prevent the engine 101 from rotating too fast or too slow.

[0114] Specifically, when the engine 101 rotates too fast, the second motor 103 and the engine 101 convert the excess mechanical energy generated by the engine 101 into electrical energy, and the control device controls the second bridge arm conversion circuit 205 to convert the three-phase alternating current output by the second motor 103 into direct current, and supplies the first bridge arm conversion circuit 204 and the second bridge arm conversion circuit 205 with power; when the engine 101 rotates too slowly, the second motor 103 functions as a motor to assist the engine 101.

[0115] For example, the engine 101 is connected to the wheels 11 through mechanical coupling and a clutch, the first motor 102 is connected to the wheels 11 through mechanical coupling, and the second motor 103 is connected to the wheels 11 through mechanical coupling and a clutch.

[0116] Therefore, when the engine 101 rotates too fast, the control device controls the first bridge arm conversion circuit 204 to convert direct current into alternating current and controls the second bridge arm conversion circuit 205 to convert alternating current into direct current, at which time the engine 101 and the first motor 102 drive the wheels 11 to rotate through mechanical coupling and a clutch; when the engine 101 rotates too slowly, the control device controls the first bridge arm conversion circuit 204 and the second bridge arm conversion circuit 205 to convert direct current into alternating current, and the engine 101, the first motor 102, and the second motor 103 drive the wheels 11 to rotate through mechanical coupling and a clutch, which greatly improves the power of the vehicle at a high-speed uniform speed stage.

[0117] Referring to Figure 9 In an exemplary embodiment, the target driving mode at the next time is the acceleration mode, and in step S403, the control device controls the first switch 202 to be on, controls the voltage adjustment circuit 203 to be inactive, and controls the first bridge arm conversion circuit 204 and the second bridge arm conversion circuit 205 to convert direct current into alternating current, so as to enter the acceleration mode. At this time, the engine 101 is in a closed state.

[0118] It should be noted that the control device controls the voltage adjustment circuit 203 to be inactive, so that the output voltage of the voltage adjustment circuit 203 gradually decreases until it decreases to the voltage of the battery pack 201, and then the control device controls the first switch 202 to be on.

[0119] Specifically, the control device controls the first switch 202 to be turned on, and the turned-on first switch 202 acts as a wire, so that the battery pack 201 skips the voltage adjustment circuit 203 and directly supplies power to the first bridge arm conversion circuit 204 and the second bridge arm conversion circuit 205, and the battery pack 201 reaches the maximum output power; the control device controls the first bridge arm conversion circuit 204 and the second bridge arm conversion circuit 205 to convert direct current into alternating current, the first bridge arm conversion circuit 204 converts the direct current output by the voltage adjustment circuit 203 into three-phase alternating current, supplies power to the first motor 102 to control the first motor 102 to work, and the second bridge arm conversion circuit 205 converts the direct current output by the voltage adjustment circuit 203 into three-phase alternating current, supplies power to the second motor 103 to control the second motor 103 to work, at this time, the second motor 103 acts as an electric motor function.

[0120] Exemplarily, the engine 101 is connected with the wheel 11 through mechanical coupling and a clutch, the first motor 102 is connected with the wheel 11 through mechanical coupling, and the second motor 103 is connected with the wheel 11 through mechanical coupling and a clutch. Therefore, the first motor 102 and the second motor 103 jointly drive the wheel 11 to rotate through mechanical coupling and a clutch, and the power performance of the vehicle in the acceleration stage is improved.

[0121] Referring to Figure 10 In an exemplary embodiment, the target driving mode of the next moment is the acceleration enhancement mode, in step S403, the first switch 202 is controlled to be turned on, the voltage adjustment circuit 203 is controlled to be not worked, the first bridge arm conversion circuit 204 is controlled to convert direct current into alternating current, and the second bridge arm conversion circuit 205 is controlled to convert direct current into alternating current or alternating current into direct current, so as to enter the acceleration enhancement mode.

[0122] Among them, compared with the acceleration mode, the engine 101 is in a running state, and more power is provided to the vehicle, which is a stronger power acceleration mode.

[0123] It should be noted that the control device controls the voltage adjustment circuit 203 to be not worked, so that the output voltage of the voltage adjustment circuit 203 gradually decreases until the voltage of the battery pack 201, and then the control device controls the first switch 202 to be turned on.

[0124] Specifically, the control device controls the first switch 202 to be on, and the on first switch 202 acts as a wire, so that the battery pack 201 skips the voltage adjustment circuit 203 and directly supplies power to the first bridge arm conversion circuit 204 and the second bridge arm conversion circuit 205, and the battery pack 201 reaches the maximum output power; the control device controls the first bridge arm conversion circuit 204 to convert DC to AC, and the first bridge arm conversion circuit 204 converts the DC output by the voltage adjustment circuit 203 into three-phase AC power to supply power to the first motor 102 to control the first motor 102 to work, and the control device controls the working state of the second bridge arm conversion circuit 205 as appropriate to prevent the engine 101 from rotating too fast or too slow.

[0125] Specifically, when the engine 101 rotates too fast, the second motor 103 converts the excess mechanical energy generated by the engine 101 into electrical energy together with the engine 101, the control device controls the second bridge arm conversion circuit 205 to convert AC to DC, and converts the three-phase AC power output by the second motor 103 into DC power to supply power to the first bridge arm conversion circuit 204 and the second bridge arm conversion circuit 205; when the engine 101 rotates too slowly, the second motor 103 acts as a motor to assist the engine 101 to work.

[0126] Exemplarily, the engine 101 is connected to the wheel 11 through mechanical coupling and a clutch, the first motor 102 is connected to the wheel 11 through mechanical coupling, and the second motor 103 is connected to the wheel 11 through mechanical coupling and a clutch.

[0127] Therefore, when the engine 101 rotates too fast, the first bridge arm conversion circuit 204 is controlled to convert DC to AC, and the second bridge arm conversion circuit 205 is controlled to convert AC to DC, at this time the engine 101 and the first motor 102 drive the wheel 11 to rotate through mechanical coupling and a clutch; when the engine 101 rotates too slowly, the first bridge arm conversion circuit 204 and the second bridge arm conversion circuit 205 are controlled to convert DC to AC, and the engine 101, the first motor 102 and the second motor 103 drive the wheel 11 to rotate through mechanical coupling and a clutch, realizing the vehicle acceleration function and greatly improving the power performance of the vehicle in the acceleration stage.

[0128] Reference Figure 11 In an exemplary embodiment, the target driving mode of the next moment is the brake energy storage mode, in step S403, the first switch 202 is controlled to be off, the voltage adjustment circuit 203 is controlled to step down, the first bridge arm conversion circuit 204 is controlled to convert AC to DC, and the second bridge arm conversion circuit 205 is controlled to be not working or to convert AC to DC, to enter the brake energy storage mode.

[0129] Specifically, if the engine 101 is in the off state, the control device controls the first switch 202 to be off, the control device controls the voltage adjustment circuit 203 to step down, the output voltage of the first bridge arm conversion circuit 204 is stepped down by the voltage adjustment circuit 203, and output to the battery pack 201; the control device controls the first bridge arm conversion circuit 204 to convert AC to DC, and controls the second bridge arm conversion circuit 205 to be inactive, at this time the first motor 102 functions as a generator, the first motor 102 converts the excess mechanical energy generated by the engine 101 into electrical energy, and the first bridge arm conversion circuit 204 converts the three-phase AC output by the first motor 102 into DC to recover the electrical energy to the battery pack 201.

[0130] Alternatively, if the engine 101 is in the running state, the control device controls the first switch 202 to be off, the control device controls the voltage adjustment circuit 203 to step down, the output voltage of the first bridge arm conversion circuit 204 and the second bridge arm conversion circuit 205 is stepped down by the voltage adjustment circuit 203, and output to the battery pack 201; the control device controls the first bridge arm conversion circuit 204 and the second bridge arm conversion circuit 205 to convert AC to DC, at this time the first motor 102 and the second motor 103 work, the first motor 102, the second motor 103 and the engine 101 convert the excess mechanical energy generated by the engine 101 into electrical energy to recover the electrical energy to the battery pack 201.

[0131] Exemplarily, the engine 101 is connected to the wheel 11 through mechanical coupling and a clutch, the first motor 102 is connected to the wheel 11 through mechanical coupling, and the second motor 103 is connected to the wheel 11 through mechanical coupling and a clutch.

[0132] Therefore, the control voltage adjustment circuit 203 functions as a step-down circuit, steps down the voltage between the second end and the third end of the voltage adjustment circuit 203, and outputs to the battery pack 201, realizes charging of the battery pack 201, and through the voltage adjustment circuit 203, ensures the stability of the output voltage of the energy recovery, and improves the economy of the vehicle in the braking stage.

[0133] Referring to Figure 12 In an exemplary embodiment, the target driving mode of the next time is the parking power generation mode, in step S403, the first switch 202 is controlled to be on, the voltage adjustment circuit 203 is controlled to be inactive, the first bridge arm conversion circuit 204 is controlled to be inactive, and the second bridge arm conversion circuit 205 is controlled to convert AC to DC, to enter the parking power generation mode.

[0134] Specifically, the control device controls the first switch 202 to be turned on, at this time, the turned-on first switch 202 acts as a wire, so that the second bridge arm conversion circuit 205 skips the voltage adjustment circuit 203, and charges the battery pack 201 directly through the turned-on first switch 202, at this time, the engine 101 is in a running state, and the engine 101 drives the second motor 103 to generate electricity. The control device controls the second bridge arm conversion circuit 205 to convert AC to DC, and the second motor 103 converts the excess mechanical energy generated by the engine 101 into electrical energy, and the control device controls the second bridge arm conversion circuit 205 to convert the three-phase AC power output by the second motor 103 into DC power, so as to recover the electrical energy to the battery pack 201. Therefore, the first switch 202 is controlled to be turned on, the voltage adjustment circuit 203 is skipped, and the battery pack 201 is directly charged, which improves the charging power and efficiency, shortens the charging time, and improves the economy and convenience of the vehicle in the parked power generation stage.

[0135] The present disclosure can skip the voltage adjustment circuit 203 to realize high-power output of the battery pack 201, release the full performance of the vehicle, improve the bus voltage, reduce energy consumption and loss, and ensure the economy of the vehicle in some application scenarios by controlling the first switch 202, the voltage adjustment circuit 203, the first bridge arm conversion circuit 204, and the second bridge arm conversion circuit 205.

[0136] In summary, compared with the prior art, the present disclosure does not need to increase a small power supply device such as a super capacitor or an energy storage device, and can realize the function of enhancing the power performance only by the first switch, thereby saving the manufacturing cost and volume of the vehicle.

[0137] The present disclosure can determine the target driving mode of the vehicle at the next moment according to the working condition of the vehicle, control the battery pack to supply power directly to the bridge arm conversion circuit or supply power to the bridge arm conversion circuit after being boosted by the voltage adjustment circuit according to the target driving mode at the next moment, and realize the switching between enhancing the power performance and enhancing the economy of the vehicle.

[0138] In addition, the voltage adjustment circuit used in the present disclosure adopts a double-phase interleaved parallel structure, and the output power can reach a power that cannot be reached by the existing boost circuit and has less interference.

[0139] In addition, the present disclosure can realize the recovery of engine energy and improve the economy of the vehicle.

[0140] In addition, the present disclosure can directly charge the battery pack, improve the charging power and efficiency, shorten the charging time, and improve the economy and convenience of the vehicle.

[0141] According to the technical solution described in the above embodiment, the power performance of the new energy vehicle can be improved during the starting and accelerating stages, the economy can be realized during the uniform speed stage, the charging convenience can be improved during the parking power generation stage, and the new energy vehicle can have the power performance, economy and convenience.

[0142] The preferred embodiments of the present disclosure are described in detail above in combination with the drawings, but the present disclosure is not limited to the specific details in the above embodiments. Within the technical concept range of the present disclosure, various simple modifications can be made to the technical solution of the present disclosure, and these simple modifications all belong to the protection range of the present disclosure.

[0143] In addition, it should be noted that each specific technical feature described in the above specific embodiments can be combined in any appropriate manner without contradiction.

[0144] In addition, various different embodiments of the present disclosure can also be combined in any manner, as long as it does not deviate from the idea of the present disclosure, and it should be considered as the disclosed content of the present disclosure.

Claims

1. A power drive circuit, characterized in that, include: The system includes a battery pack, a first switch, a voltage adjustment circuit, a first bridge arm conversion circuit, and a second bridge arm conversion circuit. The first terminal of the voltage adjustment circuit is connected to the first terminal of the battery pack, and the second terminal is connected to the second terminal of the battery pack. The first switch is connected to the first terminal of the battery pack and the third terminal of the voltage adjustment circuit. The first bridge arm conversion circuit and the second bridge arm conversion circuit are connected in parallel between the second and third terminals of the voltage adjustment circuit. The first bridge arm conversion circuit is used to connect to the first motor of the vehicle, and the second bridge arm conversion circuit is used to connect to the second motor of the vehicle. The first motor is connected to the second motor and the engine, and the second motor is connected to the engine. When the target driving mode of the vehicle in the next moment is the start-up mode, the first switch is turned on, the voltage adjustment circuit is not working, and the first and second axle arm conversion circuits switch from DC to AC. When the target driving mode of the vehicle in the next moment is the start-up enhancement mode, the first switch is turned on, the voltage adjustment circuit is not working, the first axle arm conversion circuit switches from DC to AC, and the second axle arm conversion circuit switches from DC to AC or AC to DC. The target driving mode is determined based on the vehicle's gear information and the speed information of the first motor, the second motor, and the engine.

2. The circuit according to claim 1, characterized in that, The first bridge arm conversion circuit includes a first switch, a second switch, a third switch, a fourth switch, a fifth switch, and a sixth switch. The input terminal of the first switch is connected to the third terminal of the voltage adjustment circuit. The output terminal of the first switch is connected to the input terminal of the second switch. The output terminal of the second switch is connected to the second terminal of the voltage adjustment circuit. The input terminal of the third switch is connected to the input terminal of the first switch. The output terminal of the third switch is connected to the input terminal of the fourth switch. The output terminal of the fourth switch is connected to the output terminal of the second switch. The input terminal of the fifth switch is connected to the input terminal of the first switch. The output terminal of the fifth switch is connected to the input terminal of the sixth switch. The output terminal of the sixth switch is connected to the output terminal of the second switch. The first power supply terminal of the first motor is connected to the output terminal of the first switch. The second power supply terminal of the first motor is connected to the output terminal of the third switch. The third power supply terminal of the first motor is connected to the output terminal of the fifth switch.

3. The circuit according to claim 1, characterized in that, The second bridge arm conversion circuit includes a seventh switch, an eighth switch, a ninth switch, a tenth switch, an eleventh switch, and a twelfth switch. The input terminal of the seventh switch is connected to the third terminal of the voltage adjustment circuit, the output terminal of the seventh switch is connected to the input terminal of the eighth switch, and the output terminal of the eighth switch is connected to the second terminal of the voltage adjustment circuit. The input terminal of the ninth switch is connected to the input terminal of the seventh switch, the output terminal of the ninth switch is connected to the input terminal of the tenth switch, and the output terminal of the tenth switch is connected to the output terminal of the eighth switch. The input terminal of the eleventh switch is connected to the input terminal of the seventh switch, the output terminal of the eleventh switch is connected to the input terminal of the twelfth switch, and the output terminal of the twelfth switch is connected to the output terminal of the eighth switch. The first power supply terminal of the second motor is connected to the output terminal of the seventh switch, the second power supply terminal of the second motor is connected to the output terminal of the ninth switch, and the third power supply terminal of the second motor is connected to the output terminal of the eleventh switch.

4. The circuit according to any one of claims 1-3, characterized in that, The voltage adjustment circuit includes a thirteenth switch, a fourteenth switch, a fifteenth switch, a sixteenth switch, a first inductor, and a second inductor. The input terminal of the thirteenth switch and / or the input terminal of the fifteenth switch serve as the third terminal of the voltage adjustment circuit. The output terminal of the thirteenth switch is connected to the input terminal of the fourteenth switch. The output terminal of the fourteenth switch and / or the output terminal of the sixteenth switch serve as the second terminal of the voltage adjustment circuit. The input terminal of the fifteenth switch is connected to the input terminal of the thirteenth switch. The output terminal of the fifteenth switch is connected to the input terminal of the sixteenth switch. The output terminal of the sixteenth switch is connected to the output terminal of the fourteenth switch. The first terminal of the first inductor is connected to the output terminal of the thirteenth switch. The second terminal of the first inductor and / or the second terminal of the second inductor serve as the first terminal of the voltage adjustment circuit. The first terminal of the second inductor is connected to the output terminal of the fifteenth switch. The second terminal of the second inductor is connected to the second terminal of the first inductor.

5. The circuit according to any one of claims 1-3, characterized in that, It also includes a first capacitor, which is connected in parallel between the second and third terminals of the voltage adjustment circuit.

6. The circuit according to any one of claims 1-3, characterized in that, It also includes a pre-charging circuit and a second capacitor. The first terminal of the voltage adjustment circuit is connected to the first terminal of the battery pack through the pre-charging circuit, and the second capacitor is connected in parallel between the first terminal of the voltage adjustment circuit and the second terminal of the battery pack.

7. The circuit according to claim 6, characterized in that, The pre-charging circuit includes a second switch, a third switch, and a current-limiting resistor. The first end of the second switch serves as the first end of the pre-charging circuit, and the second end of the second switch serves as the second end of the pre-charging circuit. The branch formed by the third switch and the current-limiting resistor being connected in series is connected in parallel across the two ends of the second switch.

8. The circuit according to any one of claims 1-3, characterized in that, It also includes a fuse connected in series between the first end of the battery pack and the first switch, and the first end of the voltage adjustment circuit is connected to the end of the fuse away from the first end of the battery pack.

9. A power drive system, characterized in that, include: An engine, a first motor, a second motor, and a power drive circuit as described in any one of claims 1-8; wherein the first motor is connected to the second motor and the engine, and the second motor is connected to the engine.

10. A power-driven method, characterized in that, The method for controlling the power drive system as described in claim 9 includes: Obtain the rotational speed information of the first motor, the second motor, and the engine in the power drive system; Based on the rotational speed information, determine the vehicle's target driving mode for the next moment; The first switch, voltage adjustment circuit, first axle arm switching circuit, and second axle arm switching circuit in the power drive system are controlled to enter the target driving mode.

11. The method according to claim 10, characterized in that, The target driving mode is a start-up mode or a start-up enhancement mode. Controlling the first switch, voltage adjustment circuit, first axle arm switching circuit, and second axle arm switching circuit in the power drive system to enter the target driving mode includes: Controlling the first switch to turn on, controlling the voltage adjustment circuit to turn off, and controlling the first bridge arm conversion circuit and the second bridge arm conversion circuit to convert DC to AC, in order to enter the starting mode; or, The system controls the first switch to be turned on, the voltage adjustment circuit to be turned off, the first bridge arm conversion circuit to be converted from DC to AC, and the second bridge arm conversion circuit to be converted from DC to AC or from AC to DC, in order to enter the start-up enhancement mode.

12. The method according to claim 10, characterized in that, The target driving mode is a low-speed constant-speed driving mode, a high-speed constant-speed driving mode, an acceleration mode, or an acceleration enhancement mode. Controlling the first switch, voltage adjustment circuit, first axle arm switching circuit, and second axle arm switching circuit in the power drive system to enter the target driving mode includes: Controlling the first switch to open, controlling the voltage adjustment circuit to boost the voltage, controlling the first bridge arm conversion circuit to convert DC to AC, and controlling the second bridge arm conversion circuit to either not operate or convert DC to AC, to enter the low-speed constant-speed driving mode; or, Controlling the first switch to open, controlling the voltage adjustment circuit to boost the voltage, controlling the first bridge arm conversion circuit to convert DC to AC, and controlling the second bridge arm conversion circuit to convert DC to AC or AC to DC, to enter the high-speed constant speed driving mode; or, Controlling the first switch to turn on, controlling the voltage adjustment circuit to turn off, and controlling the first bridge arm conversion circuit and the second bridge arm conversion circuit to convert DC to AC, in order to enter the acceleration mode; or, The system controls the first switch to be turned on, the voltage adjustment circuit to be turned off, the first bridge arm conversion circuit to be converted from DC to AC, and the second bridge arm conversion circuit to be converted from DC to AC or from AC to DC, in order to enter the acceleration enhancement mode.

13. The method according to claim 10, characterized in that, The target driving mode is either a braking energy storage mode or a parking power generation mode. Controlling the first switch, voltage adjustment circuit, first axle arm switching circuit, and second axle arm switching circuit in the power drive system to enter the target driving mode includes: Controlling the first switch to open, controlling the voltage adjustment circuit to step down, controlling the first bridge arm conversion circuit to convert AC to DC, and controlling the second bridge arm conversion circuit to either not operate or convert AC to DC, to enter the braking energy storage mode; or, The system controls the first switch to be turned on, the voltage adjustment circuit to be turned off, the first bridge arm conversion circuit to be turned off, and the second bridge arm conversion circuit to be turned on to convert AC to DC, so as to enter the shutdown power generation mode.

14. A vehicle, characterized in that, include: wheel; The power drive system as described in claim 9, wherein the engine, the first motor, and the second motor in the power drive system are all connected to the wheels.

15. The vehicle according to claim 14, characterized in that, Also includes: The control device is connected to the first switch, voltage adjustment circuit, first bridge arm conversion circuit and second bridge arm conversion circuit in the power drive system, and is used to control the first switch, the voltage adjustment circuit, the first bridge arm conversion circuit and the second bridge arm conversion circuit.

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