Power control system of hybrid electric vehicle

Abstract

The invention discloses a power control system of a hybrid electric vehicle, which relates to the technical field of power control, and comprises a power tube group, a capacitor assembly, a relay assembly, a sensor assembly, a power controller, a high-voltage interface and a low-voltage interface, the number of the power tube groups is three; the capacitor assembly comprises three capacitors; the relay assembly comprises three relays; the sensor assembly comprises three current sensors, two current sensor groups and three voltage sensors; the high-voltage interface comprises a high-voltage interface for connecting the power battery, the motor and the direct-current charging connecting device; the low-voltage interface comprises a low-voltage interface which is connected with a motor rotary transformer and a temperature sensor and is connected with a battery management system, an accelerator pedal, a brake pedal, a low-voltage power supply, other controllers and a sensor.

Description

Technical Field

[0001] This invention relates to the field of power control technology, specifically a power control system for hybrid vehicles. Background Technology

[0002] With the rapid development of the electric vehicle industry and the popularization of 800V high-voltage platform technology, the battery capacity of range-extended and hybrid vehicles is approaching that of pure electric vehicles, and the battery swapping mode of vehicle-battery separation is also being promoted. The industry has put forward higher requirements for the battery flexibility, voltage compatibility and system integration of hybrid vehicles; however, the power control and battery configuration of existing hybrid vehicles have significant shortcomings, making it difficult to meet market demand.

[0003] Traditional hybrid vehicles typically use a single, large-capacity battery, requiring users to purchase full ownership of the battery, resulting in high initial costs. Furthermore, the battery cannot be quickly swapped, relying solely on charging or refueling for replenishment. This prevents the battery from being disassembled to reduce energy consumption based on specific scenarios. In addition, insufficient battery swapping station density contributes to range anxiety, hindering the adoption of the battery swapping business model. Existing systems suffer from weak voltage adaptability and lack multi-mode control strategies, only supporting fast-swap batteries of a single voltage specification. High-voltage platform vehicles are incompatible with low-voltage DC charging stations, and the power transmission method cannot be adjusted according to battery voltage and power requirements during driving, highlighting significant voltage incompatibility issues. Traditional systems also suffer from redundant hardware structures, requiring additional independent buck-boost modules for voltage conversion. This increases the number, size, and weight of system components, driving up manufacturing costs and reducing power density, making it difficult to meet the lightweight and highly integrated requirements of hybrid vehicles. Summary of the Invention

[0004] The purpose of this invention is to provide a power control system for hybrid vehicles to solve the problems mentioned in the prior art.

[0005] To achieve the above objectives, the present invention provides the following technical solution: In a first aspect, the present invention provides a power control system for a hybrid vehicle, comprising: The system comprises power transistor groups, capacitor assemblies, relay assemblies, sensor assemblies, and a power controller. The power transistor groups include a three-phase two-level power transistor group 1, a three-phase two-level power transistor group 2, and a single-phase two-level power transistor group 3. The capacitor assemblies include capacitors 1, 2, and 3. The relay assemblies include relays 1, 2, and 3. The sensor assemblies include current sensor 1, current sensor 2, current sensor group 3, current sensor group 4, current sensor 5, voltage sensor 1, voltage sensor 2, and voltage sensor 3. The system includes a high-voltage interface and a low-voltage interface. The high-voltage interface includes a high-voltage interface for connecting to power battery 1, a high-voltage interface for connecting to power battery 2, a high-voltage interface for connecting to motor 1, a high-voltage interface for connecting to motor 2, and a high-voltage interface for connecting to a DC charging connection device. The low-voltage interface includes a low-voltage interface for connecting to the resolver and temperature sensor of motor 1 and motor 2, respectively, and a low-voltage interface for connecting to battery management system 1, battery management system 2, accelerator pedal, brake pedal, low-voltage power supply, other controllers, and sensors, respectively. The power controller collects signals from the sensor components, interacts with the controller via a low-voltage interface, and collects signals from other sensors. It controls the operation of the power transistor group and relay components to achieve compatibility of hybrid vehicles with fast-swap batteries of different voltage specifications and adaptability to DC charging piles of different voltage specifications after the fast-swap battery is installed.

[0006] In conjunction with the first aspect, in a first implementation of the first aspect of this application, the power transistor group includes a three-phase two-level power transistor group 1, a three-phase two-level power transistor group 2, and a single-phase two-level power transistor group 3, comprising: Power transistor group 1 specifically consists of G1_1, G1_2, G1_3, G1_4, G1_5 and G1_6; power transistor group 2 specifically consists of G2_1, G2_2, G2_3, G2_4, G2_5 and G2_6; and power transistor group 3 specifically consists of G3_1 and G3_2. Power transistor group 1 is responsible for high-voltage inversion and works with motor 1 to achieve bidirectional conversion of electrical energy and mechanical energy. Specifically, when motor 1 is driven, power transistor group 1 performs inversion operation, and when motor 1 generates electricity, power transistor group 1 performs rectification operation. Power transistor group 2 also has a high-voltage inverter function. It works with motor 2 to realize bidirectional conversion of electrical energy and mechanical energy. When relay 3 is closed, power transistor group 2, the stator winding of motor 2 and power transistor group 3 work together to form a step-up and step-down circuit to realize the step-up and step-down power transmission between high-voltage circuit HV1 and high-voltage circuit HV2. Among them, the stator winding of motor 2 is equivalent to inductor L1. Power transistor group 3 is a single-phase two-level structure. It works with power transistor group 2 and relay components. When it is necessary to step up or down to transmit electrical energy, power transistor group 3 switches between on and off states to work with power transistor group 2 to realize the energy storage and release of inductor L1. When step up or down is not required, power transistor group 3 remains inactive.

[0007] In conjunction with the first aspect, in a second implementation of the first aspect of this application, the capacitor assembly includes capacitor 1, capacitor 2, and capacitor 3, comprising: Capacitors 1, 2, and 3 are specifically C1, C2, and C3, respectively. Their core function is to stabilize the voltage in the high-voltage circuit. Specifically, C1 is adapted to the voltage stabilization requirements of the high-voltage circuit HV1 where the high-voltage interface of the power battery 1 is located; C2 is adapted to the voltage stabilization requirements of the circuit where the stator winding of motor 2 and the power transistor group 2 are located; and C3 is adapted to the voltage stabilization requirements of the high-voltage circuit HV2 where the high-voltage interface of the power battery 2 is located. All three of them ensure voltage stability by filtering out circuit ripple.

[0008] In conjunction with the first aspect, in a third implementation of the first aspect of this application, the relay assembly includes relay 1, relay 2, and relay 3, comprising: Relay 1, relay 2 and relay 3 are specifically K1, K2 and K3 respectively, and power battery 1 and power battery 2 are specifically small-capacity power type battery bat1 and quick-swap energy type battery bat2 respectively; K1, K2, and K3, together with power transistor group 2 and power transistor group 3, perform two core functions. Function 1 is the power transfer between high-voltage circuits HV1 and HV2, including direct connection and step-up / step-down methods. In the direct connection method, K1 is closed or opened, K2 is correspondingly opened or closed, and K3 is open. In the step-up / step-down method, K3 is closed, and power transistor group 2 and power transistor group 3 work together. Function 2 is the charging of the power battery by the DC charging pile, including charging bat2 and bat1. When charging bat2, K2 is closed or opened in coordination with K1 and K3. When charging bat1, K2 is open and K3 is closed. Both charging methods support direct connection or step-up / step-down methods.

[0009] In conjunction with the first aspect, in the fourth implementation of the first aspect of this application, the sensor assembly includes a current sensor 1, a current sensor 2, a current sensor group 3, a current sensor group 4, a current sensor 5, a voltage sensor 1, a voltage sensor 2, and a voltage sensor 3, comprising: Current sensor 1, current sensor 2, current sensor group 3, current sensor group 4, current sensor 5, voltage sensor 1, voltage sensor 2 and voltage sensor 3 are specifically CS1, CS2, CS3, CS4, CS5, VS1, VS2 and VS3 respectively; CS1 is used to acquire the current signal of the high-voltage circuit HV1 where the high-voltage interface connected to bat1 is located; CS2 is used to acquire the current signal of the high-voltage circuit HV2 where the high-voltage interface connected to bat2 is located; CS3 is used to acquire the three-phase current signal of motor 1; CS4 is used to acquire the three-phase current signal of motor 2; and CS5 is used to acquire the current signal of the high-voltage circuit where power transistor group 2 is located. VS1 is used to acquire the voltage signal across the high-voltage circuit HV1, VS2 is used to acquire the voltage signal across the high-voltage circuit HV2, and VS3 is used to acquire the voltage signal of the high-voltage circuit where the high-voltage interface of the DC charging connection device is located. All current and voltage signals collected by the sensors are transmitted to the power controller in real time, providing a basis for control decisions on the switching on or off of power transistors and the on / off of relays.

[0010] In conjunction with the first aspect, in the fifth implementation of the first aspect of this application, the high-voltage interface includes a high-voltage interface connected to the power battery 1, a high-voltage interface connected to the power battery 2, a high-voltage interface connected to the motor 1, a high-voltage interface connected to the motor 2, and a high-voltage interface connected to the DC charging connection device; the low-voltage interface includes low-voltage interfaces respectively connected to the resolver and temperature sensor of the motor 1 and motor 2, and low-voltage interfaces respectively connected to the battery management system 1, battery management system 2, accelerator pedal, brake pedal, low-voltage power supply, other controllers, and sensors, including: The high-voltage interface connecting bat1 is high-voltage interface 1, the high-voltage interface connecting bat2 is high-voltage interface 2, and the high-voltage interface connecting the DC charging connection device is the DC charging high-voltage interface; the battery management system 1 and the battery management system 2 are specifically BMS1 and BMS2, respectively. The positive and negative terminals of high voltage interface 1 are connected to the positive and negative terminals of bat1, respectively, and the positive and negative terminals of high voltage interface 2 are connected to the positive and negative terminals of bat2, respectively. The three-phase interfaces of motor 1 are connected to the three-phase stator windings of motor 1, and the three-phase interfaces of motor 2 are connected to the three-phase stator windings of motor 2, respectively. The neutral point lead-out interface N of motor 2 is connected to one end of K3, and the other end of K3 is connected to the common node of power transistor group 3 and power transistor group 2. The positive terminal DC+ and the negative terminal DC- of the DC charging high voltage interface are connected to the positive and negative terminals of the DC charging pile through relays K5 and K6 of the DC charging connection device, respectively. The resolver interfaces for Motor 1 and Motor 2 are connected to the signal terminals of the resolvers for Motor 1 and Motor 2, respectively, to acquire motor speed and position signals. The motor temperature sensor interface is connected to the winding temperature sensors for Motor 1 and Motor 2 to acquire motor temperature. The BMS1 and BMS2 interfaces are connected to the communication terminals for BMS1 and BMS2, respectively, to transmit data using the CAN protocol. The accelerator pedal and brake pedal interfaces are connected to their respective pedal sensors to acquire driver input. The low-voltage power supply interface is connected to the vehicle's low-voltage power supply to power the power controller and sensor components. Other controller interfaces are used to exchange control commands with the vehicle controller and other systems.

[0011] In conjunction with the first aspect, in the sixth implementation of the first aspect of this application, the power controller acquires signals from the sensor assembly, interacts with the controller via a low-voltage interface, acquires signals from other sensors, and controls the operation of the power transistor group and relay assembly, including: It receives current and voltage signals from sensor components in real time, receives voltage, power, health status data, chargeable and dischargeable power, and high voltage interlock detection signal from bat1 and bat2 transmitted by BMS1 and BMS2, and receives accelerator pedal opening signal and brake pedal travel signal; at the same time, it feeds back charging and discharging requirements to BMS1 and BMS2, and feeds back power unit operating status to other controllers. The connection status of bat2 is determined by the CAN communication of BMS2 and the high-voltage interlock detection signal of HV2. When not connected, the system switches to decoupling mode. When connected, the driving power mode is determined based on the power battery voltage relationship and the power battery discharge power relationship. The charging power mode is determined based on the relationship between the power battery 1 specification voltage Vbat1, the power battery 2 specification voltage Vbat2 and the DC charging pile specification voltage VChg, as well as the relationship between the power battery chargeable power and the DC charging pile specification power. After determining the mode, the corresponding PWM control signal is output to control the power transistor group's bridge arm conduction or cutoff and the relay on / off switching, thereby controlling the power transmission path and transmission mode. Specifically, the power battery voltage relationship is a comparison between bat1 voltage Ubat1 and bat2 voltage Ubat2, and the power battery discharge power relationship is a comparison between the sum of the current discharge power of bat1 and bat2 and the maximum output power of motor 1. The system monitors the current and voltage signals of each circuit in real time. When an open circuit, overcurrent, overvoltage, or HV2 high-voltage interlock abnormality is detected, the power transistor group is adjusted to the off state, the relay is adjusted to the open state, the fault path is cut off, and a fault alarm signal is sent to the battery management system (BMS) and other controllers. Specifically, an open circuit is defined as a current sensor reading of 0 but there should be current; an overcurrent is defined as a current exceeding a preset safe current threshold; and an overvoltage is defined as a voltage exceeding a preset safe voltage threshold.

[0012] In conjunction with the first aspect, in the seventh implementation of the first aspect of this application, the achievement of compatibility of hybrid vehicles with fast-swap batteries of different voltage specifications includes: The driving power modes include direct coupling mode, boost coupling mode, buck coupling mode, and decoupling mode; When Ubat1 equals Ubat2, and the sum of the current discharge power of bat1 and bat2 is greater than the current drive power required by motor 1, or when bat2 is powered alone, the direct coupling mode is switched. The operation state is K1 closed, K2 open, K3 open. Power transistor group 1 performs inverter operation to drive motor 1 to run, power transistor group 2 performs inverter operation to drive motor 2 to run, and power transistor group 3 remains in the inactive state. When Ubat1 is greater than Ubat2, or Ubat1 is equal to Ubat2 but the discharge power of bat1 is less than the preset power threshold, the system switches to boost coupling mode. The operation state is K1 open, K2 closed, and K3 closed. Power transistor group 1 performs inverter operation to drive motor 1 to run. The upper and lower bridge arms of power transistor group 2 alternately switch on and off to realize the energy storage and release of inductor L1. Power transistor group 3 has G3_1 normally on and G3_2 normally off. When Ubat1 is less than Ubat2, it switches to buck coupling mode. The operation status is K1 open, K2 closed, and K3 closed. Power transistor group 1 performs inverter operation to drive motor 1 to run. The upper bridge arm of power transistor group 2 is normally on and the lower bridge arm is normally off. The G3_1 and G3_2 of power transistor group 3 alternately turn on and off to realize the energy storage and release of inductor L1. When bat2 is not connected or the battery level of bat2 is lower than the preset low battery threshold, bat1 is powered alone and switches to decoupling mode. The operation status is K1 disconnected, K2 disconnected, K3 disconnected. Power transistor group 1 performs inverter operation to drive motor 1 to run, power transistor group 2 performs inverter operation to drive motor 2 to run, and power transistor group 3 remains inactive.

[0013] In conjunction with the first aspect, in the eighth implementation of the first aspect of this application, the adaptation to DC charging piles of different voltage specifications after installing the fast-swap battery includes: The charging power modes include direct coupling charging mode, boost coupling charging mode, buck coupling charging mode, direct decoupling charging mode, boost decoupling charging mode, and buck decoupling charging mode. The charging strategy is that the charging pile charges bat1 or bat2 separately. When the power is lower than the preset charging threshold, it is determined that charging is required. When bat2 is connected and needs to be charged, Vbat2 is less than or equal to VChg, and the charging power of bat2 is greater than or equal to the power specification of the DC charging pile, it switches to direct coupling charging mode. The operation status is K1 disconnected, K2 closed, K3 disconnected, and all power transistor groups remain inactive. When bat2 is connected and needs to be charged, and Vbat2 is greater than VChg, switch to boost coupling charging mode. The operation state is K1 closed, K2 open, and K3 closed. The upper and lower bridge arms of power transistor group 2 alternately turn on and off to realize the energy storage and release of inductor L1. G3_1 of power transistor group 3 is normally on and G3_2 is normally off. Other power transistor groups remain in an inactive state. When bat2 is connected and needs to be charged, Vbat2 is less than or equal to VChg, but the charging power of bat2 is less than the power specification of the DC charging pile, it switches to buck coupling charging mode. The operation state is K1 closed, K2 open, K3 closed. The upper bridge arm of power transistor group 2 is always on and the lower bridge arm is always off. G3_1 and G3_2 of power transistor group 3 alternately turn on and off to realize the energy storage and release of inductor L1. Other power transistor groups remain in an inactive state. When bat2 is not connected or does not need to be charged, bat1 needs to be charged and Vbat1 is less than or equal to VChg, switch to direct decoupling charging mode. The operation status is K1 disconnected, K2 disconnected, K3 closed, and all power transistor groups remain in the inactive state. When bat2 is not connected or does not need to be charged, bat1 needs to be charged and Vbat1 is greater than VChg, the system switches to boost decoupling charging mode. The operating state is K1 open, K2 open, and K3 closed. The upper and lower bridge arms of power transistor group 2 are alternately turned on and off to realize the energy storage and release of inductor L1. G3_1 of power transistor group 3 is normally on and G3_2 is normally off. Other power transistor groups remain in an inactive state. When bat2 is not connected or does not need charging, bat1 needs charging and Vbat1 is less than or equal to VChg, but the charging power of bat1 is less than the power specification of the DC charging pile, the mode is switched to buck decoupling charging mode. The operation state is K1 open, K2 open, K3 closed, the upper bridge arm of power transistor group 2 is always on and the lower bridge arm is always off, and G3_1 and G3_2 of power transistor group 3 alternately turn on and off to realize the energy storage and release of inductor L1. Other power transistor groups remain in the inactive state.

[0014] Compared with the prior art, the beneficial effects of the present invention are: 1. This invention introduces a fast-swappable energy-type power battery 2, which is paired with a small-capacity power-type power battery 1 to achieve flexible switching between vehicle-battery separation and recharge.

[0015] 2. This invention designs four driving power modes and six charging power modes to adapt to fast-swap batteries and DC charging piles with different voltage specifications, thus solving the problem of voltage incompatibility.

[0016] 3. The stator winding of the reusable motor 2 in this invention is equivalent to a step-up / step-down inductor L1, eliminating the need for an additional independent step-up / step-down module and simplifying the system structure. Attached Figure Description

[0017] Figure 1 This is a system structure diagram of a power control system for a hybrid vehicle according to the present invention; Figure 2 This is a schematic diagram of the main body of a hybrid system for a power control system of a hybrid vehicle according to the present invention; Figure 3This is an electrical topology diagram of a power control system for a hybrid vehicle according to the present invention; Figure 4 This is a logic diagram of the driving power mode of a power control system for a hybrid vehicle according to the present invention. Figure 5 This is an electrical topology diagram of the driving power mode of a power control system for a hybrid vehicle according to the present invention. Figure 6 This is a logic diagram of the charging power mode of a power control system for a hybrid vehicle according to the present invention. Figure 7 This is an electrical topology diagram of the charging power mode of a power control system for a hybrid vehicle according to the present invention. Detailed Implementation

[0018] The technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0019] Example: Figures 1-7 As shown, the present invention provides a technical solution. like Figure 1 A system structure diagram of a power control system for a hybrid vehicle is shown. This invention provides a power control system for a hybrid vehicle, comprising: The system comprises power transistor groups, capacitor assemblies, relay assemblies, sensor assemblies, and a power controller. The power transistor groups include a three-phase two-level power transistor group 1, a three-phase two-level power transistor group 2, and a single-phase two-level power transistor group 3. The capacitor assemblies include capacitors 1, 2, and 3. The relay assemblies include relays 1, 2, and 3. The sensor assemblies include current sensor 1, current sensor 2, current sensor group 3, current sensor group 4, current sensor 5, voltage sensor 1, voltage sensor 2, and voltage sensor 3. The system includes a high-voltage interface and a low-voltage interface. The high-voltage interface includes a high-voltage interface for connecting to power battery 1, a high-voltage interface for connecting to power battery 2, a high-voltage interface for connecting to motor 1, a high-voltage interface for connecting to motor 2, and a high-voltage interface for connecting to a DC charging connection device. The low-voltage interface includes a low-voltage interface for connecting to the resolver and temperature sensor of motor 1 and motor 2, respectively, and a low-voltage interface for connecting to battery management system 1, battery management system 2, accelerator pedal, brake pedal, low-voltage power supply, other controllers, and sensors, respectively. The power controller collects signals from the sensor components, interacts with the controller via a low-voltage interface, and collects signals from other sensors. It controls the operation of the power transistor group and relay components to achieve compatibility of hybrid vehicles with fast-swap batteries of different voltage specifications and adaptability to DC charging piles of different voltage specifications after the fast-swap battery is installed.

[0020] like Figure 2 The main body diagram of a hybrid system for a hybrid vehicle's power control system is shown in the present invention. The present invention provides a power control system for a hybrid vehicle, comprising: The power output from the power battery 1, power battery 2 and DC charging connection device in the main body of the hybrid system is distributed by the power control system to power motor 1 and motor 2. Motor 1 drives the wheels through the gear transmission mechanism and differential. Motor 2 works with the engine through clutch 2 and then outputs mechanical power through the gear transmission mechanism and differential. The engine can also drive the wheels independently through clutch 1 and gear transmission mechanism.

[0021] like Figure 3 The electrical topology diagram of a power control system for a hybrid vehicle is shown. This invention provides a power control system for a hybrid vehicle, comprising: Power transistor group 1 specifically consists of G1_1, G1_2, G1_3, G1_4, G1_5 and G1_6; power transistor group 2 specifically consists of G2_1, G2_2, G2_3, G2_4, G2_5 and G2_6; and power transistor group 3 specifically consists of G3_1 and G3_2. Power transistor group 1 is responsible for high-voltage inversion and works with motor 1 to achieve bidirectional conversion of electrical energy and mechanical energy. Specifically, when motor 1 is driven, power transistor group 1 performs inversion operation, and when motor 1 generates electricity, power transistor group 1 performs rectification operation. Power transistor group 2 also has a high-voltage inverter function. It works with motor 2 to realize bidirectional conversion of electrical energy and mechanical energy. When relay 3 is closed, power transistor group 2, the stator winding of motor 2 and power transistor group 3 work together to form a step-up and step-down circuit to realize the step-up and step-down power transmission between high-voltage circuit HV1 and high-voltage circuit HV2. Among them, the stator winding of motor 2 is equivalent to inductor L1. Power transistor group 3 is a single-phase two-level structure. It works with power transistor group 2 and relay components. When it is necessary to step up or down to transmit electrical energy, power transistor group 3 switches between on and off states to work with power transistor group 2 to realize the energy storage and release of inductor L1. When step up or down is not required, power transistor group 3 remains inactive.

[0022] Capacitors 1, 2, and 3 are specifically C1, C2, and C3, respectively. Their core function is to stabilize the voltage in the high-voltage circuit. Specifically, C1 is adapted to the voltage stabilization requirements of the high-voltage circuit HV1 where the high-voltage interface of the power battery 1 is located; C2 is adapted to the voltage stabilization requirements of the circuit where the stator winding of motor 2 and the power transistor group 2 are located; and C3 is adapted to the voltage stabilization requirements of the high-voltage circuit HV2 where the high-voltage interface of the power battery 2 is located. All three of them ensure voltage stability by filtering out circuit ripple.

[0023] Relay 1, relay 2 and relay 3 are specifically K1, K2 and K3 respectively, and power battery 1 and power battery 2 are specifically small-capacity power type battery bat1 and quick-swap energy type battery bat2 respectively; K1, K2, and K3, together with power transistor group 2 and power transistor group 3, perform two core functions. Function 1 is the power transfer between high-voltage circuits HV1 and HV2, including direct connection and step-up / step-down methods. In the direct connection method, K1 is closed or opened, K2 is correspondingly opened or closed, and K3 is open. In the step-up / step-down method, K3 is closed, and power transistor group 2 and power transistor group 3 work together. Function 2 is the charging of the power battery by the DC charging pile, including charging bat2 and bat1. When charging bat2, K2 is closed or opened in coordination with K1 and K3. When charging bat1, K2 is open and K3 is closed. Both charging methods support direct connection or step-up / step-down methods.

[0024] Current sensor 1, current sensor 2, current sensor group 3, current sensor group 4, current sensor 5, voltage sensor 1, voltage sensor 2 and voltage sensor 3 are specifically CS1, CS2, CS3, CS4, CS5, VS1, VS2 and VS3 respectively; CS1 is used to acquire the current signal of the high-voltage circuit HV1 where the high-voltage interface connected to bat1 is located; CS2 is used to acquire the current signal of the high-voltage circuit HV2 where the high-voltage interface connected to bat2 is located; CS3 is used to acquire the three-phase current signal of motor 1; CS4 is used to acquire the three-phase current signal of motor 2; and CS5 is used to acquire the current signal of the high-voltage circuit where power transistor group 2 is located. VS1 is used to acquire the voltage signal across the high-voltage circuit HV1, VS2 is used to acquire the voltage signal across the high-voltage circuit HV2, and VS3 is used to acquire the voltage signal of the high-voltage circuit where the high-voltage interface of the DC charging connection device is located. All current and voltage signals collected by the sensors are transmitted to the power controller in real time, providing a basis for control decisions on the switching on or off of power transistors and the on / off of relays.

[0025] The high-voltage interface connecting bat1 is high-voltage interface 1, the high-voltage interface connecting bat2 is high-voltage interface 2, and the high-voltage interface connecting the DC charging connection device is the DC charging high-voltage interface; the battery management system 1 and the battery management system 2 are specifically BMS1 and BMS2, respectively. The positive and negative terminals of high voltage interface 1 are connected to the positive and negative terminals of bat1, respectively, and the positive and negative terminals of high voltage interface 2 are connected to the positive and negative terminals of bat2, respectively. The three-phase interfaces of motor 1 are connected to the three-phase stator windings of motor 1, and the three-phase interfaces of motor 2 are connected to the three-phase stator windings of motor 2, respectively. The neutral point lead-out interface N of motor 2 is connected to one end of K3, and the other end of K3 is connected to the common node of power transistor group 3 and power transistor group 2. The positive terminal DC+ and the negative terminal DC- of the DC charging high voltage interface are connected to the positive and negative terminals of the DC charging pile through relays K5 and K6 of the DC charging connection device, respectively. The resolver interfaces for Motor 1 and Motor 2 are connected to the signal terminals of the resolvers for Motor 1 and Motor 2, respectively, to acquire motor speed and position signals. The motor temperature sensor interface is connected to the winding temperature sensors for Motor 1 and Motor 2 to acquire motor temperature. The BMS1 and BMS2 interfaces are connected to the communication terminals for BMS1 and BMS2, respectively, to transmit data using the CAN protocol. The accelerator pedal and brake pedal interfaces are connected to their respective pedal sensors to acquire driver input. The low-voltage power supply interface is connected to the vehicle's low-voltage power supply to power the power controller and sensor components. Other controller interfaces are used to exchange control commands with the vehicle controller and other systems.

[0026] It receives current and voltage signals from sensor components in real time, receives voltage, power, health status data, chargeable and dischargeable power, and high voltage interlock detection signal from bat1 and bat2 transmitted by BMS1 and BMS2, and receives accelerator pedal opening signal and brake pedal travel signal; at the same time, it feeds back charging and discharging requirements to BMS1 and BMS2, and feeds back power unit operating status to other controllers. The connection status of bat2 is determined by the CAN communication of BMS2 and the high-voltage interlock detection signal of HV2. When not connected, the system switches to decoupling mode. When connected, the driving power mode is determined based on the power battery voltage relationship and the power battery discharge power relationship. The charging power mode is determined based on the relationship between the power battery 1 specification voltage Vbat1, the power battery 2 specification voltage Vbat2 and the DC charging pile specification voltage VChg, as well as the relationship between the power battery chargeable power and the DC charging pile specification power. After determining the mode, the corresponding PWM control signal is output to control the power transistor group's bridge arm conduction or cutoff and the relay on / off switching, thereby controlling the power transmission path and transmission mode. Specifically, the power battery voltage relationship is a comparison between bat1 voltage Ubat1 and bat2 voltage Ubat2, and the power battery discharge power relationship is a comparison between the sum of the current discharge power of bat1 and bat2 and the maximum output power of motor 1. The system monitors the current and voltage signals of each circuit in real time. When an open circuit, overcurrent, overvoltage, or HV2 high-voltage interlock abnormality is detected, the power transistor group is adjusted to the off state, the relay is adjusted to the open state, the fault path is cut off, and a fault alarm signal is sent to the battery management system (BMS) and other controllers. Specifically, an open circuit is defined as a current sensor reading of 0 but there should be current; an overcurrent is defined as a current exceeding a preset safe current threshold; and an overvoltage is defined as a voltage exceeding a preset safe voltage threshold.

[0027] like Figure 4 A power control system logic diagram for a hybrid vehicle with driving power mode and Figure 5 The present invention provides a power control system for a hybrid vehicle, comprising: (Driving power mode electrical topology diagram shown) The driving power modes include direct coupling mode, boost coupling mode, buck coupling mode, and decoupling mode; When Ubat1 equals Ubat2, and the sum of the current discharge power of bat1 and bat2 is greater than the current drive power required by motor 1, or when bat2 is powered alone, the direct coupling mode is switched. The operation state is K1 closed, K2 open, K3 open. Power transistor group 1 performs inverter operation to drive motor 1 to run, power transistor group 2 performs inverter operation to drive motor 2 to run, and power transistor group 3 remains in the inactive state. When Ubat1 is greater than Ubat2, or Ubat1 is equal to Ubat2 but the discharge power of bat1 is less than the preset power threshold, the system switches to boost coupling mode. The operation state is K1 open, K2 closed, and K3 closed. Power transistor group 1 performs inverter operation to drive motor 1 to run. The upper and lower bridge arms of power transistor group 2 alternately switch on and off to realize the energy storage and release of inductor L1. Power transistor group 3 has G3_1 normally on and G3_2 normally off. When Ubat1 is less than Ubat2, it switches to buck coupling mode. The operation status is K1 open, K2 closed, and K3 closed. Power transistor group 1 performs inverter operation to drive motor 1 to run. The upper bridge arm of power transistor group 2 is normally on and the lower bridge arm is normally off. The G3_1 and G3_2 of power transistor group 3 alternately turn on and off to realize the energy storage and release of inductor L1. When bat2 is not connected or the battery level of bat2 is lower than the preset low battery threshold, bat1 is powered alone and switches to decoupling mode. The operation status is K1 disconnected, K2 disconnected, K3 disconnected. Power transistor group 1 performs inverter operation to drive motor 1 to run, power transistor group 2 performs inverter operation to drive motor 2 to run, and power transistor group 3 remains inactive.

[0028] like Figure 6 A charging power mode logic diagram of a power control system for a hybrid vehicle and Figure 7 The electrical topology diagram of the charging power mode of a power control system for a hybrid vehicle is shown in the present invention. The present invention provides a power control system for a hybrid vehicle, comprising: The charging power modes include direct coupling charging mode, boost coupling charging mode, buck coupling charging mode, direct decoupling charging mode, boost decoupling charging mode, and buck decoupling charging mode. The charging strategy is that the charging pile charges bat1 or bat2 separately. When the power is lower than the preset charging threshold, it is determined that charging is required. When bat2 is connected and needs to be charged, Vbat2 is less than or equal to VChg, and the charging power of bat2 is greater than or equal to the power specification of the DC charging pile, it switches to direct coupling charging mode. The operation status is K1 disconnected, K2 closed, K3 disconnected, and all power transistor groups remain inactive. When bat2 is connected and needs to be charged, and Vbat2 is greater than VChg, switch to boost coupling charging mode. The operation state is K1 closed, K2 open, and K3 closed. The upper and lower bridge arms of power transistor group 2 alternately turn on and off to realize the energy storage and release of inductor L1. G3_1 of power transistor group 3 is normally on and G3_2 is normally off. Other power transistor groups remain in an inactive state. When bat2 is connected and needs to be charged, Vbat2 is less than or equal to VChg, but the charging power of bat2 is less than the power specification of the DC charging pile, it switches to buck coupling charging mode. The operation state is K1 closed, K2 open, K3 closed. The upper bridge arm of power transistor group 2 is always on and the lower bridge arm is always off. G3_1 and G3_2 of power transistor group 3 alternately turn on and off to realize the energy storage and release of inductor L1. Other power transistor groups remain in an inactive state. When bat2 is not connected or does not need to be charged, bat1 needs to be charged and Vbat1 is less than or equal to VChg, switch to direct decoupling charging mode. The operation status is K1 disconnected, K2 disconnected, K3 closed, and all power transistor groups remain in the inactive state. When bat2 is not connected or does not need to be charged, bat1 needs to be charged and Vbat1 is greater than VChg, the system switches to boost decoupling charging mode. The operating state is K1 open, K2 open, and K3 closed. The upper and lower bridge arms of power transistor group 2 are alternately turned on and off to realize the energy storage and release of inductor L1. G3_1 of power transistor group 3 is normally on and G3_2 is normally off. Other power transistor groups remain in an inactive state. When bat2 is not connected or does not need charging, bat1 needs charging and Vbat1 is less than or equal to VChg, but the charging power of bat1 is less than the power specification of the DC charging pile, the mode is switched to buck decoupling charging mode. The operation state is K1 open, K2 open, K3 closed, the upper bridge arm of power transistor group 2 is always on and the lower bridge arm is always off, and G3_1 and G3_2 of power transistor group 3 alternately turn on and off to realize the energy storage and release of inductor L1. Other power transistor groups remain in the inactive state.

[0029] It will be apparent to those skilled in the art that the present invention is not limited to the details of the exemplary embodiments described above, and that the invention can be implemented in other specific forms without departing from its spirit or essential characteristics. Therefore, the embodiments should be considered in all respects as exemplary and non-limiting, and the scope of the invention is defined by the appended claims rather than the foregoing description. Thus, all variations falling within the meaning and scope of equivalents of the claims are intended to be included within the present invention. No reference numerals in the claims should be construed as limiting the scope of the claims.

Claims

1. A power control system for a hybrid vehicle, characterized in that, include: The system comprises power transistor groups, capacitor assemblies, relay assemblies, sensor assemblies, and a power controller. The power transistor groups include a three-phase two-level power transistor group 1, a three-phase two-level power transistor group 2, and a single-phase two-level power transistor group 3. The capacitor assemblies include capacitors 1, 2, and 3. The relay assemblies include relays 1, 2, and 3. The sensor assemblies include current sensor 1, current sensor 2, current sensor group 3, current sensor group 4, current sensor 5, voltage sensor 1, voltage sensor 2, and voltage sensor 3. The system includes a high-voltage interface and a low-voltage interface. The high-voltage interface includes a high-voltage interface for connecting to power battery 1, a high-voltage interface for connecting to power battery 2, a high-voltage interface for connecting to motor 1, a high-voltage interface for connecting to motor 2, and a high-voltage interface for connecting to a DC charging connection device. The low-voltage interface includes a low-voltage interface for connecting to the resolver and temperature sensor of motor 1 and motor 2, respectively, and a low-voltage interface for connecting to battery management system 1, battery management system 2, accelerator pedal, brake pedal, low-voltage power supply, other controllers, and sensors, respectively. The power controller collects signals from the sensor components, interacts with the controller via a low-voltage interface, and collects signals from other sensors. It controls the operation of the power transistor group and relay components to achieve compatibility of hybrid vehicles with fast-swap batteries of different voltage specifications and adaptability to DC charging piles of different voltage specifications after the fast-swap battery is installed.

2. The power control system for a hybrid vehicle according to claim 1, characterized in that, The power transistor group includes a three-phase two-level power transistor group 1, a three-phase two-level power transistor group 2, and a single-phase two-level power transistor group 3, including: Power transistor group 1 specifically consists of G1_1, G1_2, G1_3, G1_4, G1_5 and G1_6; power transistor group 2 specifically consists of G2_1, G2_2, G2_3, G2_4, G2_5 and G2_6; and power transistor group 3 specifically consists of G3_1 and G3_2. Power transistor group 1 is responsible for high-voltage inversion and works with motor 1 to achieve bidirectional conversion of electrical energy and mechanical energy. Specifically, when motor 1 is driven, power transistor group 1 performs inversion operation, and when motor 1 generates electricity, power transistor group 1 performs rectification operation. Power transistor group 2 also has a high-voltage inverter function. It works with motor 2 to realize bidirectional conversion of electrical energy and mechanical energy. When relay 3 is closed, power transistor group 2, the stator winding of motor 2 and power transistor group 3 work together to form a step-up and step-down circuit to realize the step-up and step-down power transmission between high-voltage circuit HV1 and high-voltage circuit HV2. Among them, the stator winding of motor 2 is equivalent to inductor L1. Power transistor group 3 is a single-phase two-level structure. It works with power transistor group 2 and relay components. When it is necessary to step up or down to transmit electrical energy, power transistor group 3 switches between on and off states to work with power transistor group 2 to realize the energy storage and release of inductor L1. When step up or down is not required, power transistor group 3 remains inactive.

3. The power control system for a hybrid vehicle according to claim 1, characterized in that, The capacitor assembly includes capacitor 1, capacitor 2, and capacitor 3, including: Capacitors 1, 2, and 3 are specifically C1, C2, and C3, respectively. Their core function is to stabilize the voltage in the high-voltage circuit. Specifically, C1 is adapted to the voltage stabilization requirements of the high-voltage circuit HV1 where the high-voltage interface of the power battery 1 is located; C2 is adapted to the voltage stabilization requirements of the circuit where the stator winding of motor 2 and the power transistor group 2 are located; and C3 is adapted to the voltage stabilization requirements of the high-voltage circuit HV2 where the high-voltage interface of the power battery 2 is located. All three of them ensure voltage stability by filtering out circuit ripple.

4. The power control system for a hybrid vehicle according to claim 1, characterized in that, The relay assembly includes relay 1, relay 2, and relay 3, including: Relay 1, relay 2 and relay 3 are specifically K1, K2 and K3 respectively, and power battery 1 and power battery 2 are specifically small-capacity power type battery bat1 and quick-swap energy type battery bat2 respectively; K1, K2, and K3, together with power transistor group 2 and power transistor group 3, perform two core functions. Function 1 is the power transfer between high-voltage circuits HV1 and HV2, including direct connection and step-up / step-down methods. In the direct connection method, K1 is closed or opened, K2 is correspondingly opened or closed, and K3 is open. In the step-up / step-down method, K3 is closed, and power transistor group 2 and power transistor group 3 work together. Function 2 is the charging of the power battery by the DC charging pile, including charging bat2 and bat1. When charging bat2, K2 is closed or opened in coordination with K1 and K3. When charging bat1, K2 is open and K3 is closed. Both charging methods support direct connection or step-up / step-down methods.

5. The power control system for a hybrid vehicle according to claim 1, characterized in that, The sensor assembly includes current sensor 1, current sensor 2, current sensor group 3, current sensor group 4, current sensor 5, voltage sensor 1, voltage sensor 2, and voltage sensor 3, comprising: Current sensor 1, current sensor 2, current sensor group 3, current sensor group 4, current sensor 5, voltage sensor 1, voltage sensor 2 and voltage sensor 3 are specifically CS1, CS2, CS3, CS4, CS5, VS1, VS2 and VS3 respectively; CS1 is used to acquire the current signal of the high-voltage circuit HV1 where the high-voltage interface connected to bat1 is located; CS2 is used to acquire the current signal of the high-voltage circuit HV2 where the high-voltage interface connected to bat2 is located; CS3 is used to acquire the three-phase current signal of motor 1; CS4 is used to acquire the three-phase current signal of motor 2; and CS5 is used to acquire the current signal of the high-voltage circuit where power transistor group 2 is located. VS1 is used to acquire the voltage signal across the high-voltage circuit HV1, VS2 is used to acquire the voltage signal across the high-voltage circuit HV2, and VS3 is used to acquire the voltage signal of the high-voltage circuit where the high-voltage interface of the DC charging connection device is located. All current and voltage signals collected by the sensors are transmitted to the power controller in real time, providing a basis for control decisions on the switching on or off of power transistors and the on / off of relays.

6. The power control system for a hybrid vehicle according to claim 1, characterized in that, The high-voltage interface includes a high-voltage interface connecting to power battery 1, a high-voltage interface connecting to power battery 2, a high-voltage interface connecting to motor 1, a high-voltage interface connecting to motor 2, and a high-voltage interface connecting to a DC charging connection device; the low-voltage interface includes low-voltage interfaces connecting to the resolver and temperature sensor of motor 1 and motor 2 respectively, and low-voltage interfaces connecting to battery management system 1, battery management system 2, accelerator pedal, brake pedal, low-voltage power supply, other controllers and sensors respectively, including: The high-voltage interface connecting bat1 is high-voltage interface 1, the high-voltage interface connecting bat2 is high-voltage interface 2, and the high-voltage interface connecting the DC charging connection device is the DC charging high-voltage interface; the battery management system 1 and the battery management system 2 are specifically BMS1 and BMS2, respectively. The positive and negative terminals of high voltage interface 1 are connected to the positive and negative terminals of bat1, respectively, and the positive and negative terminals of high voltage interface 2 are connected to the positive and negative terminals of bat2, respectively. The three-phase interfaces of motor 1 are connected to the three-phase stator windings of motor 1, and the three-phase interfaces of motor 2 are connected to the three-phase stator windings of motor 2, respectively. The neutral point lead-out interface N of motor 2 is connected to one end of K3, and the other end of K3 is connected to the common node of power transistor group 3 and power transistor group 2. The positive terminal DC+ and the negative terminal DC- of the DC charging high voltage interface are connected to the positive and negative terminals of the DC charging pile through relays K5 and K6 of the DC charging connection device, respectively. The resolver interfaces for Motor 1 and Motor 2 are connected to the signal terminals of the resolvers for Motor 1 and Motor 2, respectively, to acquire motor speed and position signals. The motor temperature sensor interface is connected to the winding temperature sensors for Motor 1 and Motor 2 to acquire motor temperature. The BMS1 and BMS2 interfaces are connected to the communication terminals for BMS1 and BMS2, respectively, to transmit data using the CAN protocol. The accelerator pedal and brake pedal interfaces are connected to their respective pedal sensors to acquire driver input. The low-voltage power supply interface is connected to the vehicle's low-voltage power supply to power the power controller and sensor components. Other controller interfaces are used to exchange control commands with the vehicle controller and other systems.

7. The power control system for a hybrid vehicle according to claim 1, characterized in that, The power controller acquires signals from the sensor assembly, interacts with the controller via a low-voltage interface, and acquires signals from other sensors to control the operation of the power transistor group and relay assembly, including: It receives current and voltage signals from sensor components in real time, receives voltage, power, health status data, chargeable and dischargeable power, and high voltage interlock detection signal from bat1 and bat2 transmitted by BMS1 and BMS2, and receives accelerator pedal opening signal and brake pedal travel signal; at the same time, it feeds back charging and discharging requirements to BMS1 and BMS2, and feeds back power unit operating status to other controllers. The connection status of bat2 is determined by the CAN communication of BMS2 and the high-voltage interlock detection signal of HV2. When not connected, the system switches to decoupling mode. When connected, the driving power mode is determined based on the power battery voltage relationship and the power battery discharge power relationship. The charging power mode is determined based on the relationship between the power battery 1 specification voltage Vbat1, the power battery 2 specification voltage Vbat2 and the DC charging pile specification voltage VChg, as well as the relationship between the power battery chargeable power and the DC charging pile specification power. After determining the mode, the corresponding PWM control signal is output to control the power transistor group's bridge arm conduction or cutoff and the relay on / off switching, thereby controlling the power transmission path and transmission mode. Specifically, the power battery voltage relationship is a comparison between bat1 voltage Ubat1 and bat2 voltage Ubat2, and the power battery discharge power relationship is a comparison between the sum of the current discharge power of bat1 and bat2 and the maximum output power of motor 1. The system monitors the current and voltage signals of each circuit in real time. When an open circuit, overcurrent, overvoltage, or HV2 high-voltage interlock abnormality is detected, the power transistor group is adjusted to the off state, the relay is adjusted to the open state, the fault path is cut off, and a fault alarm signal is sent to the battery management system (BMS) and other controllers. Specifically, an open circuit is defined as a current sensor reading of 0 but there should be current; an overcurrent is defined as a current exceeding a preset safe current threshold; and an overvoltage is defined as a voltage exceeding a preset safe voltage threshold.

8. The power control system for a hybrid vehicle according to claim 1, characterized in that, The method for achieving compatibility of hybrid vehicles with fast-swap batteries of different voltage specifications includes: The driving power modes include direct coupling mode, boost coupling mode, buck coupling mode, and decoupling mode; When Ubat1 equals Ubat2, and the sum of the current discharge power of bat1 and bat2 is greater than the current drive power required by motor 1, or when bat2 is powered alone, the direct coupling mode is switched. The operation state is K1 closed, K2 open, K3 open. Power transistor group 1 performs inverter operation to drive motor 1 to run, power transistor group 2 performs inverter operation to drive motor 2 to run, and power transistor group 3 remains in the inactive state. When Ubat1 is greater than Ubat2, or Ubat1 is equal to Ubat2 but the discharge power of bat1 is less than the preset power threshold, the system switches to boost coupling mode. The operation state is K1 open, K2 closed, and K3 closed. Power transistor group 1 performs inverter operation to drive motor 1 to run. The upper and lower bridge arms of power transistor group 2 alternately switch on and off to realize the energy storage and release of inductor L1. Power transistor group 3 has G3_1 normally on and G3_2 normally off. When Ubat1 is less than Ubat2, it switches to buck coupling mode. The operation status is K1 open, K2 closed, and K3 closed. Power transistor group 1 performs inverter operation to drive motor 1 to run. The upper bridge arm of power transistor group 2 is normally on and the lower bridge arm is normally off. The G3_1 and G3_2 of power transistor group 3 alternately turn on and off to realize the energy storage and release of inductor L1. When bat2 is not connected or the battery level of bat2 is lower than the preset low battery threshold, bat1 is powered alone and switches to decoupling mode. The operation status is K1 disconnected, K2 disconnected, K3 disconnected. Power transistor group 1 performs inverter operation to drive motor 1 to run, power transistor group 2 performs inverter operation to drive motor 2 to run, and power transistor group 3 remains inactive.

9. A power control system for a hybrid vehicle according to claim 1, characterized in that, The adaptation to DC charging piles of different voltage specifications after installing the fast-swap battery includes: The charging power modes include direct coupling charging mode, boost coupling charging mode, buck coupling charging mode, direct decoupling charging mode, boost decoupling charging mode, and buck decoupling charging mode. The charging strategy is that the charging pile charges bat1 or bat2 separately. When the power is lower than the preset charging threshold, it is determined that charging is required. When bat2 is connected and needs to be charged, Vbat2 is less than or equal to VChg, and the charging power of bat2 is greater than or equal to the power specification of the DC charging pile, it switches to direct coupling charging mode. The operation status is K1 disconnected, K2 closed, K3 disconnected, and all power transistor groups remain inactive. When bat2 is connected and needs to be charged, and Vbat2 is greater than VChg, switch to boost coupling charging mode. The operation state is K1 closed, K2 open, and K3 closed. The upper and lower bridge arms of power transistor group 2 alternately turn on and off to realize the energy storage and release of inductor L1. G3_1 of power transistor group 3 is normally on and G3_2 is normally off. Other power transistor groups remain in an inactive state. When bat2 is connected and needs to be charged, Vbat2 is less than or equal to VChg, but the charging power of bat2 is less than the power specification of the DC charging pile, it switches to buck coupling charging mode. The operation state is K1 closed, K2 open, K3 closed. The upper bridge arm of power transistor group 2 is always on and the lower bridge arm is always off. G3_1 and G3_2 of power transistor group 3 alternately turn on and off to realize the energy storage and release of inductor L1. Other power transistor groups remain in an inactive state. When bat2 is not connected or does not need to be charged, bat1 needs to be charged and Vbat1 is less than or equal to VChg, switch to direct decoupling charging mode. The operation status is K1 disconnected, K2 disconnected, K3 closed, and all power transistor groups remain in the inactive state. When bat2 is not connected or does not need to be charged, bat1 needs to be charged and Vbat1 is greater than VChg, the system switches to boost decoupling charging mode. The operating state is K1 open, K2 open, and K3 closed. The upper and lower bridge arms of power transistor group 2 are alternately turned on and off to realize the energy storage and release of inductor L1. G3_1 of power transistor group 3 is normally on and G3_2 is normally off. Other power transistor groups remain in an inactive state. When bat2 is not connected or does not need charging, bat1 needs charging and Vbat1 is less than or equal to VChg, but the charging power of bat1 is less than the power specification of the DC charging pile, the mode is switched to buck decoupling charging mode. The operation state is K1 open, K2 open, K3 closed, the upper bridge arm of power transistor group 2 is always on and the lower bridge arm is always off, and G3_1 and G3_2 of power transistor group 3 alternately turn on and off to realize the energy storage and release of inductor L1. Other power transistor groups remain in the inactive state.

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