Multi-mode driving thermal management method and system based on power sharing and vehicle

Abstract

The invention provides a multi-mode driving thermal management method and system based on power sharing and a vehicle, and belongs to the technical field of vehicle thermal management. Comprising the following steps: determining a current target working mode and generating a corresponding switch control signal set according to a vehicle state signal, a charging interface connection signal and a user instruction so as to control the on-off state of a corresponding switch device in an integrated power module; and based on the switch control signal set, controlling a power flow path in the integrated power module, so that the power semiconductor device is shared in different target working modes to construct a corresponding circuit topology and is used for vehicle thermal management. According to the invention, the vehicle-mounted charger and the motor controller share the liquid cooling device, so that high-efficiency thermal management can be realized on the basis of ensuring high-power operation of the power device.

Description

Technical Field

[0001] This invention belongs to the field of vehicle thermal management technology, and particularly relates to a multi-mode drive thermal management method, system and vehicle based on power sharing. Background Technology

[0002] The statements in this section are merely background information related to the present invention and do not necessarily constitute prior art.

[0003] In the high-voltage electrical system architecture of electric vehicles, the on-board charger (OBC), DC-DC converter (DCDC), and motor controller (MCU) are the three core power electronic components. The OBC converts external AC power into DC power to charge the battery; a bidirectional OBC can also convert the battery's DC power back into AC power for external output. The DC-DC converter converts the battery's Class B DC power into Class A DC power for the lead-acid battery. The MCU converts the battery's high-voltage DC power into three-phase AC power to drive the motor. Typically, the OBC and DC-DC converter are integrated into a single unit, while the MCU is integrated separately. One end of the OBC / DC-DC converter connects to the battery's high-voltage DC power, and the other end connects to the charging / discharging interface. The MCU connects to the battery's high-voltage DC power, and the other end connects to the motor, which is typically connected in a star configuration.

[0004] In existing technologies, OBCs, DC-DC converters, and MCUs contain power semiconductors that generate heat during operation, requiring heat dissipation. Currently, the most effective active cooling method is liquid cooling. This involves creating a cavity adjacent to the power semiconductor and circulating a liquid cooling medium within the cavity. The liquid cooling medium is typically a 50% ethanol + 50% water mixture. The circulating liquid cooling medium carries the heat generated by the power semiconductor to a heat sink, where it dissipates the heat. The cooled medium then returns to the cavity, repeating the cycle to control the operating temperature of the power semiconductor within the required range. However, since OBC, DC-DC, and MCU modules are usually separate, they also require separate liquid cooling systems and cannot be shared. This not only increases the number of devices and the space occupied but also reduces thermal management efficiency. Summary of the Invention

[0005] To overcome the shortcomings of the prior art, the present invention provides a multi-mode drive thermal management method, system and vehicle based on power sharing. By sharing liquid cooling devices between the on-board charger and the motor controller, efficient thermal management can be achieved while ensuring high-power operation of power devices.

[0006] To achieve the above objectives, one or more embodiments of the present invention provide the following technical solutions: The first aspect of this invention provides a multi-mode drive thermal management method based on power sharing.

[0007] A multi-mode drive thermal management method based on power sharing includes: The current target operating mode is determined based on vehicle status signals, charging interface connection signals, and user instructions. In response to the target operating mode, a corresponding set of switching control signals is generated to control the on / off state of the corresponding switching devices in the integrated power module; wherein, the integrated power module integrates an on-board charger, a DC-DC converter and a motor controller that share the same power semiconductor device; Based on the set of switch control signals, the power flow path in the integrated power module is controlled so that the power semiconductor devices are shared in different target operating modes to construct the corresponding circuit topology and are used for vehicle thermal management.

[0008] Furthermore, the target operating modes include: static single-phase charging mode, static three-phase charging mode, static external single-phase discharge mode, static internal single-phase discharge mode, static internal and external single-phase discharge mode, static external three-phase discharge mode, vehicle drive motor mode, vehicle drive motor combined with internal single-phase discharge mode, and DC-DC discharge mode.

[0009] Furthermore, when the target operating mode is the static single-phase charging mode, firstly, the first contactor is closed to allow external single-phase AC power to enter the vehicle through the first combination interface; then, the microcontroller drives the first combination switch to convert the single-phase AC power into charging DC power and output it to the power battery.

[0010] Furthermore, when the target operating mode is the static three-phase charging mode, firstly, the first contactor is closed to allow external three-phase AC power to enter the vehicle through the second combination interface; then, the microcontroller drives the second combination switch to convert the three-phase AC power into charging DC power and output it to the power battery.

[0011] Furthermore, when the target operating mode is a stationary single-phase discharge mode outside the vehicle, the first contactor is closed, and the third combination switch is driven by the microcontroller to convert the battery DC-AC power into single-phase AC power, which is then output to the outside through the first combination interface.

[0012] Furthermore, when the target operating mode is single-phase discharge in a stationary vehicle, the microcontroller drives the fourth combination switch to convert the battery DC-AC power into single-phase AC power, which is then output to the outside through the third combination interface.

[0013] Furthermore, when the target operating mode is a stationary single-phase discharge inside and outside the vehicle, the first contactor is closed, and the fifth combination switch is driven by the microcontroller to convert the battery DC-AC power into single-phase AC power, which is then output to the outside and inside of the vehicle through the first combination interface and the third combination interface, respectively.

[0014] Furthermore, when the target operating mode is stationary three-phase discharge outside the vehicle, the first contactor is closed, and the sixth combination switch is driven by the microcontroller to convert the battery DC AC power into three-phase AC power, which is then output to the outside through the second combination interface.

[0015] A second aspect of the present invention provides a multi-mode driven thermal management system based on power sharing.

[0016] A multi-mode driven thermal management system based on power sharing includes: an integrated power module, a liquid cooling heat dissipation component, a microcontroller, and multiple controllable switches; The integrated power module integrates an on-board charger, a DC-DC converter, and a motor controller that share the same power semiconductor device. The liquid cooling heat dissipation component is thermally coupled to the integrated power module and is used to provide cooling for the power semiconductor device; The microcontroller is communicatively connected to the integrated power module and is configured to determine the target operating mode based on the vehicle status, charging interface connection signal, and user instructions, and generate a corresponding set of switch control signals to reconstruct the connection relationship of the power semiconductor devices by controlling the on / off state of the multiple controllable switches, thereby forming a circuit functional topology corresponding to the target operating mode. A third aspect of the present invention provides a vehicle comprising: a power battery, a motor, a low-voltage battery, and a multi-mode drive thermal management system based on power sharing as described in the second aspect.

[0017] The above one or more technical solutions have the following beneficial effects: This invention generates corresponding switch control signal sets in response to various target operating modes to control the on / off states of corresponding switching devices in the integrated power module. The integrated power module integrates an on-board charger, a DC-DC converter, and a motor controller that share the same power semiconductor devices. By allowing the on-board charger, DC-DC converter, and motor controller to share the same power semiconductor devices, a separate liquid cooling system is no longer needed. This reduces the number of devices, minimizes space requirements, and improves thermal management efficiency while ensuring high-power operation of the power devices.

[0018] Advantages of additional aspects of the invention will be set forth in part in the description which follows, and in part will be obvious from the description, or may be learned by practice of the invention. Attached Figure Description

[0019] The accompanying drawings, which form part of this invention, are used to provide a further understanding of the invention. The illustrative embodiments of the invention and their descriptions are used to explain the invention and do not constitute an improper limitation of the invention.

[0020] Figure 1 This is a topology diagram of multi-mode driven thermal management in Embodiment 1 of the present invention.

[0021] Figure 2 This is a flowchart of the driving static single-phase charging mode in Embodiment 1 of the present invention.

[0022] Figure 3 This is a flowchart of the driving static three-phase charging mode in Embodiment 1 of the present invention.

[0023] Figure 4 This is a flowchart of the driving stationary vehicle external single-phase discharge mode in Embodiment 1 of the present invention.

[0024] Figure 5 This is a flowchart of the single-phase discharge mode driving a stationary vehicle in Embodiment 1 of the present invention.

[0025] Figure 6 This is a flowchart of the single-phase discharge mode inside and outside the stationary vehicle in Embodiment 1 of the present invention.

[0026] Figure 7 This is a flowchart of the three-phase discharge mode for driving a stationary vehicle in Embodiment 1 of the present invention.

[0027] Figure 8 This is a flowchart of the driving mode of the vehicle drive motor in Embodiment 1 of the present invention.

[0028] Figure 9 This is a flowchart of the driving motor cooperating with the single-phase discharge mode inside the vehicle in Embodiment 1 of the present invention.

[0029] Figure 10 This is a flowchart of the driving DC-DC discharge mode in Embodiment 1 of the present invention.

[0030] Figure 11 This is a schematic diagram illustrating the connection relationship between the vehicle power interface and the vehicle charging dock in Embodiment 2 of the present invention. Detailed Implementation

[0031] It should be noted that the following detailed descriptions are exemplary and intended to provide further illustration of the invention. Unless otherwise specified, all technical and scientific terms used herein have the same meaning as commonly understood by one of ordinary skill in the art to which this invention pertains.

[0032] It should be noted that the terminology used herein is for the purpose of describing particular implementations only and is not intended to limit the exemplary implementations of the present invention.

[0033] Where there is no conflict, the embodiments and features in the embodiments of the present invention can be combined with each other.

[0034] Example 1 This embodiment discloses a multi-mode drive thermal management method based on power sharing.

[0035] A multi-mode drive thermal management method based on power sharing includes: The current target operating mode is determined based on vehicle status signals, charging interface connection signals, and user instructions. In response to the target operating mode, a corresponding set of switching control signals is generated to control the on / off state of the corresponding switching devices in the integrated power module; wherein, the integrated power module integrates an on-board charger, a DC-DC converter and a motor controller that share the same power semiconductor device; Based on the set of switch control signals, the power flow path in the integrated power module is controlled so that the power semiconductor devices are shared in different target operating modes to construct the corresponding circuit topology and are used for vehicle thermal management.

[0036] Based on the above process, this invention achieves efficient thermal management by sharing liquid cooling devices between the on-board charger and the motor controller, ensuring high-power operation of the power devices. To facilitate understanding of the technical solution of this invention, the specific implementation methods are further explained and described below.

[0037] Based on vehicle status signals, charging interface connection signals, and user commands, the current target operating mode is determined. Specifically, the stationary single-phase charging mode is determined by the vehicle controller based on the vehicle status, charging gun connection status, and communication with the charging equipment; the stationary three-phase charging mode is determined by the vehicle controller based on the vehicle status, charging gun connection status, and communication with the charging equipment; the stationary external single-phase discharge mode is determined by user operation commands; the stationary internal single-phase discharge mode is determined by a request from the vehicle controller; the stationary internal and external single-phase discharge mode is determined by user operation commands; the stationary external three-phase discharge mode is determined by user operation commands, and the driving motor mode is determined by user operation commands; the driving motor mode combined with the internal single-phase discharge mode is determined by user operation commands; and the DC-DC discharge mode is determined by a request from the vehicle controller.

[0038] The on-board charger (OBC), DC-DC converter (DCDC), and motor controller (MCU) are integrated into a single unit. Figure 1As shown, this invention, by adding Q19, Q20, Q21, and Q22, can control the connection between the power battery and the MCU. When connected to the power grid or discharging externally, Q19, Q20, Q21, and Q22 are not conducting. The power battery is connected to the external system via the OBC. The OBC converts the external single-phase or three-phase AC power into DC power input for charging the power battery, and converts the DC power from the power battery into three-phase or single-phase AC power output. An additional L / N path is provided inside the OBC; this path is used to discharge into the vehicle and is unaffected by whether the vehicle is stationary or moving. Q23, Q24, and Q25 control the three-phase power input to the motor. When charging three-phase power, Q23, Q24, and Q25 are not conducting, and no current flows through this circuit, thus not driving the motor. Different functions can be achieved through different driving modes. Specifically, Q1-Q33 are SiC or GaN MOSFETs (Silicon Carbide or Gallium Nitride Metal-Oxide Semiconductor Field-Effect Transistors, or simply Field-Effect Transistors); C1-C5 are capacitors, and L1-L9 are inductors; L1, L2, L3, N, and L are AC power interfaces, where L1, L2, and L3 are three-phase AC power interfaces, and L1 and N are single-phase AC power interfaces; HVDC+ and HVDC- are DC power interfaces for the power battery; LVDC+ and LVDC- are low-voltage battery interfaces; U, V, and W are three-phase power interfaces for the motor, which uses a star connection; the microcontroller is integrated with the MCU+OBC+DCDC module, responsible for communication, control, and drive. Furthermore, Figure 1 In this diagram, Q stands for MOSFET, which includes a source, drain, and gate. The gate is used for control, specifically controlling the conduction between the source and drain. The diode is a parasitic diode of the MOSFET. C is a capacitor, with its positive terminal connected to the positive terminal of the bus and its negative terminal connected to the negative terminal of the bus. L is an inductor, which has no positive or negative terminals. T is a transformer, with the end marked with a dot indicating the same polarity. All connections are electrical connections.

[0039] Based on this, multiple target operating modes can be achieved, including static single-phase charging mode, static three-phase charging mode, static external single-phase discharge mode, static internal single-phase discharge mode, static internal and external single-phase discharge mode, static external three-phase discharge mode, vehicle drive motor mode, vehicle drive motor combined with internal single-phase discharge mode, and DC-DC discharge mode. In response to each target operating mode, a corresponding set of switching control signals is generated to control the on / off state of the corresponding switching devices in the integrated power module.

[0040] like Figure 2As shown, during single-phase charging while stationary, discharge is performed externally through the charging port. The vehicle must remain stationary to prevent damage to the external charging port connection caused by vehicle movement. Charging must be stopped when the vehicle needs to be driven. When the vehicle is not running, during the vehicle startup process, the high-voltage main negative circuit relay closes first, followed by the high-voltage pre-charge circuit pre-charging the high-voltage capacitor. After pre-charging, the high-voltage main positive circuit relay closes, and then the pre-charge circuit opens, connecting the vehicle's high-voltage circuit. Then, the microcontroller controls contactor KM1 to close, allowing external single-phase AC power to enter the vehicle through the L1 and N interfaces. The three-in-one microcontroller drives Q17, Q18, Q11, Q12, Q7, Q8, Q5, Q6, Q3, Q4, Q1, and Q2 to convert the single-phase AC power into charging DC power, which is then output to the power battery through HVDC+ and HVDC-.

[0041] like Figure 3 As shown, during three-phase charging while stationary, discharge is performed externally through the charging port. The vehicle must remain stationary to prevent damage to the external charging port connection caused by vehicle movement. Discharge to the outside must cease when the vehicle needs to be driven. When the vehicle is not running, during the starting process, the high-voltage main negative circuit relay closes first, followed by the high-voltage pre-charge circuit pre-charging the high-voltage capacitor. After pre-charging, the high-voltage main positive circuit relay closes, and the pre-charge circuit disconnects, activating the vehicle's high-voltage circuit. Then, the microcontroller controls contactor KM1 to close, allowing external three-phase AC power to enter the vehicle through interfaces L1, L2, and L3. The three-in-one microcontroller drives Q17, Q18, Q15, Q16, Q13, Q14, Q7, Q8, Q5, Q6, Q3, Q4, Q1, and Q2 to convert the three-phase AC power into charging DC power, which is then output to the power battery through HVDC+ and HVDC-.

[0042] like Figure 4 As shown, when discharging a single phase externally while stationary, the discharge is performed through the charging port. The vehicle must remain stationary to prevent damage to the external charging port connection caused by vehicle movement. Discharging externally must be stopped before driving the vehicle. When the vehicle is not running, during the starting process, the high-voltage main negative circuit relay closes first, followed by the high-voltage pre-charge circuit pre-charging the high-voltage capacitor. After pre-charging, the high-voltage main positive circuit relay closes, and the pre-charge circuit opens, activating the vehicle's high-voltage circuit. Then, the microcontroller controls contactor KM1 to close, and the three-in-one microcontroller drives Q1, Q2, Q3, Q4, Q5, Q6, Q7, Q8, Q11, Q12, Q17, and Q18 to convert the battery's DC / AC power into single-phase AC power, which is then output externally through the L1 and N interfaces.

[0043] like Figure 5As shown, when discharging a single phase inside the vehicle while stationary, a switching discharge method is required to drive the vehicle. During vehicle startup, the high-voltage main negative circuit relay closes first, followed by the high-voltage pre-charge circuit pre-charging the high-voltage capacitor. After pre-charging, the high-voltage main positive circuit relay closes, and then the pre-charge circuit opens, connecting the vehicle's high-voltage circuit. Then, the microcontroller controls contactor KM1 to close, and the three-in-one microcontroller drives Q1, Q2, Q3, Q4, Q5, Q6, Q7, Q8, Q9, Q10, Q11, and Q12 to convert the battery's DC-AC power into single-phase AC power, which is then output externally through the L and N interfaces.

[0044] like Figure 6 As shown, when the vehicle is stationary, single-phase discharge to both the interior and exterior is achieved through the external charging port. The vehicle must remain stationary to prevent damage to the external charging port connection from movement. When the vehicle needs to be driven, external discharge must be stopped, and internal discharge must be switched. During vehicle startup, the high-voltage main negative circuit relay closes first, followed by the high-voltage pre-charge circuit pre-charging the high-voltage capacitor. After pre-charging, the high-voltage main positive circuit relay closes, the pre-charge circuit opens, and the vehicle's high-voltage circuit is connected. Then, the microcontroller controls contactor KM1 to close, and the three-in-one microcontroller drives Q1, Q2, Q3, Q4, Q5, Q6, Q7, Q8, Q9, Q10, Q11, Q12, Q17, and Q18 to convert the battery's DC-AC power into single-phase AC power, which is output to the exterior of the vehicle through the L1 and N interfaces, and to the interior of the vehicle through the L and N interfaces.

[0045] like Figure 7 As shown, when discharging three-phase power to the outside of the vehicle while stationary, the discharge is performed through the charging port. The vehicle must remain stationary to prevent damage to the external charging port connection caused by vehicle movement. Discharging to the outside must be stopped before driving the vehicle. When the vehicle is not running, during the starting process, the high-voltage main negative circuit relay closes first, followed by the high-voltage pre-charge circuit pre-charging the high-voltage capacitor. After pre-charging, the high-voltage main positive circuit relay closes, and the pre-charge circuit opens, connecting the vehicle's high-voltage circuit. Then, the microcontroller controls contactor KM1 to close, and the three-in-one microcontroller drives Q1, Q2, Q3, Q4, Q5, Q6, Q7, Q8, Q13, Q14, Q15, Q16, Q17, and Q18 to convert the battery's DC-AC power into three-phase AC power, which is then output externally through interfaces L1, L2, and L3.

[0046] like Figure 8As shown, when the vehicle is in motion and the drive motor is running, the charging port cannot be connected, charging cannot be done through the charging port, and discharge to the outside of the vehicle cannot be performed. When the vehicle is not running, during the vehicle starting process, the high-voltage main negative circuit relay closes first, followed by the high-voltage pre-charge circuit pre-charging the high-voltage capacitor. After the pre-charging is completed, the high-voltage main positive circuit relay closes next, and then the pre-charge circuit opens, connecting the high-voltage circuit of the entire vehicle. Then, contactor KM1 remains open, and the three-in-one microcontroller controls Q19, Q20, Q21, Q22, Q23, Q24, and Q25 to conduct, driving Q13, Q14, Q15, Q16, Q17, and Q18 to convert the battery DC-AC power into three-phase AC power, which is then output externally through the U, V, and W interfaces.

[0047] like Figure 9 As shown, when the vehicle is in motion, the drive motor and the vehicle interior are discharging in a single phase. The charging port cannot be connected, charging cannot be done through the charging port, and the vehicle cannot discharge to the outside. When the vehicle is not running, during the starting process, the high-voltage main negative circuit relay closes first, followed by the high-voltage pre-charge circuit pre-charging the high-voltage capacitor. After pre-charging, the high-voltage main positive circuit relay closes, and then the pre-charge circuit opens, connecting the vehicle's high-voltage circuit. Then, contactor KM1 remains open, and the three-in-one microcontroller controls Q19, Q20, Q21, Q22, Q23, Q24, and Q25 to conduct, driving Q9, Q10, Q11, Q12, Q13, Q14, Q15, and Q16 to convert the battery DC power into three-phase AC power plus a single-phase AC section. The three-phase AC power is output to the motor through U, V, and W, and the single-phase AC power is output to the vehicle interior through L and N.

[0048] like Figure 10 As shown, DC-DC discharge is unaffected by whether the vehicle is stationary or moving. When the vehicle is not running, during the vehicle startup process, the high-voltage main negative circuit relay closes first, followed by the high-voltage pre-charge circuit pre-charging the high-voltage capacitor. After pre-charging is complete, the high-voltage main positive circuit relay closes next, and then the pre-charge circuit opens, turning on the vehicle's high-voltage circuit. Then, the three-in-one microcontroller controls Q32 and Q33 to conduct, driving Q26, Q27, Q28, Q29, Q30, and Q31 to convert the battery's Class B DC voltage to Class A DC voltage, which is then output to the low-voltage battery through the LVDC+ and LVDC- interfaces.

[0049] When the vehicle's power interface is charging or discharging via AC, contactor KM1 is closed first to allow current transmission; when driving the motor, KM1 remains open and the vehicle's charging port is not energized.

[0050] Based on the above methods, the present invention can achieve the following technical effects: 1) Improve system integration. The integrated power modules share liquid cooling heat dissipation components, which helps to reduce costs and save space, while providing a simplified thermal management basis for high-power AC input and output (almost all power modules in the vehicle are in the MCU, OBC, and DCDC); 2) After the MCU reuses the PFC in the OBC, the number of high-frequency power modules required for OBC power enhancement is reduced, which can effectively reduce costs; 3) After the OBC power is enhanced to a high power, the charging and discharging power of the power battery itself can be increased during charging and discharging, making the original OBC closer to the power of the power battery that can carry high current, and at the same time enabling external AC discharge to adapt to more high-power scenarios, such as in the fields of vehicle V2G (Vehicle to Grid) and V2V (Vehicle to Vehicle); 4) Accelerate the role of vehicles towards mobile power sources.

[0051] Example 2 This embodiment discloses a multi-mode driven thermal management system based on power sharing. A multi-mode driven thermal management system based on power sharing includes: an integrated power module, a liquid cooling heat dissipation component, a microcontroller, and multiple controllable switches; The integrated power module integrates an on-board charger, a DC-DC converter, and a motor controller that share the same power semiconductor device. The liquid cooling heat dissipation component is thermally coupled to the integrated power module and is used to provide cooling for the power semiconductor device; The microcontroller is communicatively connected to the integrated power module and is configured to determine the target operating mode based on the vehicle status, charging interface connection signal, and user instructions, and generate a corresponding set of switch control signals to reconstruct the connection relationship of the power semiconductor devices by controlling the on / off state of the multiple controllable switches, thereby forming a circuit functional topology corresponding to the target operating mode. like Figure 11 As shown, KM1 is a relay containing four sets of contacts. In the normally open state, power interfaces N and L connect to AC electrical appliances inside the vehicle. When the relay coil is energized, all four sets of contacts close simultaneously, completing the circuit. Power interface L1 connects to charging socket L1, power interface L2 connects to charging socket L2, power interface L3 connects to charging socket L3, and power interface N connects to charging socket N.

[0052] Example 3 The purpose of this embodiment is to provide a vehicle.

[0053] A vehicle includes a power battery, a motor, a low-voltage battery, and a multi-mode drive thermal management system based on power sharing as described in Embodiment 2.

[0054] Those skilled in the art will understand that the modules or steps of the present invention described above can be implemented using general-purpose computer devices. Optionally, they can be implemented using computer-executable program code, thereby allowing them to be stored in a storage device for execution by a computer device, or they can be fabricated as separate integrated circuit modules, or multiple modules or steps can be fabricated as a single integrated circuit module. The present invention is not limited to any particular combination of hardware and software.

[0055] While the specific embodiments of the present invention have been described above in conjunction with the accompanying drawings, this is not intended to limit the scope of protection of the present invention. Those skilled in the art should understand that various modifications or variations that can be made by those skilled in the art without creative effort based on the technical solutions of the present invention are still within the scope of protection of the present invention.

Claims

1. A multi-mode drive thermal management method based on power sharing, characterized in that, include: The current target operating mode is determined based on vehicle status signals, charging interface connection signals, and user instructions. In response to the target operating mode, a corresponding set of switching control signals is generated to control the on / off state of the corresponding switching devices in the integrated power module; wherein, the integrated power module integrates an on-board charger, a DC-DC converter and a motor controller that share the same power semiconductor device; Based on the set of switch control signals, the power flow path in the integrated power module is controlled so that the power semiconductor devices are shared in different target operating modes to construct the corresponding circuit topology and are used for vehicle thermal management.

2. The multi-mode drive thermal management method based on power sharing as described in claim 1, characterized in that, The target operating modes include: static single-phase charging mode, static three-phase charging mode, static external single-phase discharge mode, static internal single-phase discharge mode, static internal and external single-phase discharge mode, static external three-phase discharge mode, driving motor mode, driving motor combined with internal single-phase discharge mode, and DC-DC discharge mode.

3. The multi-mode drive thermal management method based on power sharing as described in claim 2, characterized in that, When the target working mode is the static single-phase charging mode, firstly, the first contactor is closed to allow external single-phase AC power to enter the vehicle through the first combination interface. Subsequently, the microcontroller drives the first combination switch to convert single-phase AC power into charging DC power, which is then output to the power battery.

4. The multi-mode drive thermal management method based on power sharing as described in claim 2, characterized in that, When the target operating mode is the static three-phase charging mode, firstly, the first contactor is closed to allow external three-phase AC power to enter the vehicle through the second combination interface; then, the microcontroller drives the second combination switch to convert the three-phase AC power into charging DC power and output it to the power battery.

5. The multi-mode drive thermal management method based on power sharing as described in claim 2, characterized in that, When the target operating mode is a stationary single-phase discharge mode outside the vehicle, the first contactor is closed, and the third combination switch is driven by the microcontroller to convert the battery DC AC power into single-phase AC power, which is then output to the outside through the first combination interface.

6. The multi-mode drive thermal management method based on power sharing as described in claim 2, characterized in that, When the target operating mode is single-phase discharge in a stationary vehicle, the microcontroller drives the fourth combination switch to convert the battery DC-AC power into single-phase AC power, which is then output to the outside through the third combination interface.

7. The multi-mode drive thermal management method based on power sharing as described in claim 2, characterized in that, When the target operating mode is a stationary single-phase discharge inside and outside the vehicle, the first contactor is closed, and the fifth combination switch is driven by the microcontroller to convert the battery DC AC power into single-phase AC power, which is then output to the outside and inside of the vehicle through the first combination interface and the third combination interface, respectively.

8. The multi-mode drive thermal management method based on power sharing as described in claim 2, characterized in that, When the target operating mode is stationary three-phase discharge outside the vehicle, the first contactor is closed, and the sixth combination switch is driven by the microcontroller to convert the battery DC AC power into three-phase AC power, which is then output to the outside through the second combination interface.

9. A multi-mode driven thermal management system based on power sharing, characterized in that, include: It integrates a power module, liquid cooling heat dissipation components, a microcontroller, and multiple controllable switches; The integrated power module integrates an on-board charger, a DC-DC converter, and a motor controller that share the same power semiconductor device. The liquid cooling heat dissipation component is thermally coupled to the integrated power module and is used to provide cooling for the power semiconductor device; The microcontroller is communicatively connected to the integrated power module and is configured to determine the target operating mode based on the vehicle status, charging interface connection signal, and user instructions, and generate a corresponding set of switch control signals to reconstruct the connection relationship of the power semiconductor devices by controlling the on / off state of the multiple controllable switches, thereby forming a circuit functional topology corresponding to the target operating mode.

10. A vehicle, characterized in that, It includes a power battery, a motor, a low-voltage storage battery, and a multi-mode drive thermal management system based on power sharing as described in claim 9.

Images