Power system, control method and vehicle for new energy automobile

Abstract

The application discloses a power system for new energy vehicles, comprising a driving motor and a central controller, wherein the central controller is integrally arranged with the driving motor, and the central controller comprises a control unit, a power module, a power conversion unit, an air cooling device and a liquid cooling device; the air cooling device and the liquid cooling device are arranged to control the temperature of the power module; the power conversion unit is electrically connected with a photovoltaic power generation panel assembly, a power battery system and a low-voltage storage battery respectively, and is used for voltage conversion and energy management. The power system for new energy vehicles has high system integration, the central controller integrally realizes the functions of motor driving, temperature control, photovoltaic power generation control and power conversion, and is provided with the air cooling device and the liquid cooling device for cooperation, so that the heat dissipation efficiency under high power demand can be effectively guaranteed. The application further discloses a vehicle and a control method of the power system for new energy vehicles.

Description

Technical Field

[0001] This invention belongs to the field of automotive technology. Specifically, this invention relates to a power system, control method, and vehicle for new energy vehicles. Background Technology

[0002] Currently, most new energy unmanned logistics vehicles adopt a split or simple integrated structure that combines the drive motor and controller. Their power systems are generally based on a single 100V low-voltage platform and use air cooling.

[0003] This system structure has limited integration, making it impossible to achieve a high degree of integration and effective control of drive control, energy conversion and vehicle thermal management. Moreover, a single cooling method is difficult to ensure heat dissipation under high power demand, and cannot meet the thermal management requirements of the power system and battery system.

[0004] This invention provides a power system for new energy vehicles, particularly concerning how to improve integration and heat dissipation. Summary of the Invention

[0005] This invention aims to at least solve one of the technical problems existing in the prior art. To this end, this invention provides a power system for new energy vehicles, with the aim of improving integration and heat dissipation.

[0006] To solve the above-mentioned technical problems, the technical solution adopted by the present invention is: a power system for new energy vehicles, comprising: At least one drive motor; The central controller is integrated with the drive motor and includes a control unit, a power module, a power conversion unit, an air-cooling device, and a liquid-cooling device. The power module is electrically connected to the drive motor, and the air-cooling device and the liquid-cooling device are configured to control the temperature of the power module. The power conversion unit is electrically connected to the photovoltaic panel assembly, the power battery system, and the low-voltage battery, respectively, and is used for voltage conversion and energy management.

[0007] The power module includes a first power module and a second power module, and the air-cooling device and the liquid-cooling device are respectively configured to control the temperature of the first power module and the second power module.

[0008] The central controller also includes a housing, and the control unit, the power conversion unit, the first power module and the second power module are disposed inside the housing.

[0009] The air-cooling device includes a first cooling fan, which is disposed on the outer casing and is positioned opposite to the first power module. The liquid-cooling device is disposed inside the outer casing and is fitted to the second power module.

[0010] The liquid cooling device is connected to the condenser assembly and the power battery system via cooling pipes, and the central controller is electrically connected to the condenser and the cooling pump.

[0011] The liquid cooling device includes a liquid cooling plate and a liquid cooling circulation pipe. The two ends of the liquid cooling circulation pipe are connected to the condenser assembly and the power battery system respectively through cooling pipes. The liquid cooling plate is fitted to the second power module, and the liquid cooling circulation pipe is fitted to the liquid cooling plate.

[0012] The liquid cooling device is connected to the outlet of the condenser assembly via a first cooling pipe. The liquid cooling device is connected to the power battery system via a second cooling pipe and a third cooling pipe. A cooling pump is installed in both the first and third cooling pipes. The power battery system is connected to the inlet of the condenser assembly via a fourth cooling pipe. The outlet of the power battery system is connected to the third and fourth cooling pipes via a first three-way valve.

[0013] The photovoltaic panel assembly is installed on the roof of the vehicle and is connected to the power battery system and / or the low-voltage battery through the power conversion unit.

[0014] The control unit is configured to: The operating mode and power distribution of the air-cooled device and the liquid-cooled device are controlled according to the ambient temperature or vehicle operating condition information.

[0015] This invention also provides a control method for a power system for new energy vehicles, comprising: The central controller collects vehicle operating parameters, environmental parameters, and system status parameters in real time. Based on the collected parameters, the central controller generates drive control commands, temperature control commands, and energy management commands; The drive motor is controlled to operate according to the drive control command. According to the temperature control command, the air-cooling device and / or the liquid-cooling device are controlled to adjust the temperature; According to the energy management instructions, the electrical energy generated by the photovoltaic power generation panel assembly, the electrical energy of the power battery system, and the electrical energy of the low-voltage storage battery are converted and distributed.

[0016] Controlling the air-cooled device and / or the liquid-cooled device according to the temperature control command includes: Obtain temperature information; When the temperature is below the first threshold, the first power module is controlled to work, and the cooling system is controlled to reduce power, using the heat generated by the second power module to keep the power battery system warm. When the temperature exceeds the second threshold or the vehicle load exceeds the set value, the cooling system, the air-cooling device, and the liquid-cooling device are controlled to operate.

[0017] Controlling the air-cooled and / or liquid-cooled devices according to temperature control commands also includes: When the ambient temperature is below the first threshold and the power battery system is not discharging externally, the control unit controls the second power module to operate at a set duty cycle, starts the cooling pump in the third cooling pipe, opens the third cooling pipe and closes the fourth cooling pipe; the second three-way valve opens the second liquid cooling pipe and closes the first cooling pipe; the cooling medium, driven by the cooling pump in the third cooling pipe, flows out from the second liquid cooling pipe of the liquid cooling device, enters the first liquid cooling pipe through the second three-way valve, absorbs the heat generated when the second power module is working, and then enters the cooling channel of the power battery system through the second cooling pipe to provide heat for the power battery system. Then it flows back to the second liquid cooling pipe of the liquid cooling device through the third cooling pipe, completing the circulation of the cooling medium between the power battery system and the liquid cooling device.

[0018] According to the energy management instructions, electrical energy is converted and distributed, including: Monitor the output power of the photovoltaic panel assembly; When the output power of the photovoltaic panel assembly is higher than the current vehicle driving demand, the photovoltaic power will be used to drive the vehicle first, and the discharge power of the power battery system will be reduced. When the output power of the photovoltaic panel assembly is lower than the preset value, the photovoltaic power is distributed to the low-voltage battery.

[0019] The present invention also provides a vehicle including the aforementioned power system for new energy vehicles.

[0020] The power system for new energy vehicles of the present invention integrates the central controller and the drive motor into a single structure, reducing external connections and improving system integration. Moreover, the central controller integrates functions such as motor drive, temperature control, photovoltaic power generation control and power conversion, and is equipped with air cooling and liquid cooling devices to effectively ensure heat dissipation efficiency under high power requirements. It is suitable for new energy unmanned logistics vehicles with high requirements for space utilization, driving range and system reliability. Attached Figure Description

[0021] Figure 1 This is an architectural block diagram of the vehicle system assembly of the proposed solution; Figure 2It is a block diagram of the architecture of the central system assembly and control system; Figure 3 This is a block diagram of the thermal management system architecture; The markings in the above diagrams are as follows: 111-Right front wheel; 112-Left front wheel; 113-Body body; 114-Photovoltaic panel assembly; 115-Power battery system; 116-Second cooling pipe; 117-Third cooling pipe; 118-Left rear wheel; 119-Central system assembly; 120-Right rear wheel; 121-Fourth cooling pipe; 122-First cooling pipe; 123-Condenser assembly; 124-Photovoltaic connection circuit; 221-First motor assembly; 222-Cooling pump; 223-Three-phase winding of drive motor; 224-First cooling fan; 226-Second motor assembly; 227-Central controller; 228-Second cooling fan. Detailed Implementation

[0022] To facilitate understanding of the present invention, a more comprehensive description of the present invention will be given below with reference to the accompanying drawings, which illustrate several embodiments of the present invention. However, the present invention can be implemented in different forms and is not limited to the embodiments described in the text. Rather, these embodiments are provided to make the disclosure of the present invention more thorough and complete.

[0023] It should be noted that when an element is referred to as being "fixed to" another element, it can be directly on the other element or there may be an intervening element. When an element is referred to as being "connected to" another element, it can be directly connected to the other element or there may be an intervening element. The terms "vertical," "horizontal," "upper," "lower," and similar expressions used in this document are for illustrative purposes only.

[0024] It should be noted that in the following embodiments, the terms "first," "second," and "third" do not represent an absolute distinction in structure and / or function, nor do they represent the order of execution; they are merely for the convenience of description.

[0025] Unless otherwise defined, all technical and scientific terms used herein have the same meaning as commonly associated with those skilled in the art to which this invention pertains. The terminology used herein in the specification of this invention is for the purpose of describing particular embodiments and is not intended to limit the invention. The term "and / or" as used herein includes any and all combinations of one or more of the associated listed items.

[0026] The technical concept of this invention includes: In the power system of unmanned logistics vehicles, permanent magnet synchronous motors have become the mainstream drive motor choice due to their advantages such as high power density, high efficiency, and high reliability. The accompanying motor integration technology, by integrating multiple functional components into a single design, can effectively optimize the overall vehicle layout, reduce system weight and cost, and has become an important direction for the current development of power system technology. Currently, the drive solutions applied to the rear drive axle system of unmanned logistics vehicles mainly include two types: single-motor single-controller split type and integrated type. In the split type, the drive motor is connected to its controller via three-phase lines, and the controller is then connected to the power battery via a bus. The drive motor and control system mostly adopt a low-voltage, air-cooled design, and the vehicle simultaneously carries a high-voltage power battery and a 12V battery. The integrated type integrates the drive motor and its controller into one unit, forming a two-in-one integrated drive system. Compared to the split type, the two-in-one integrated type can significantly reduce the overall vehicle layout space, eliminating components such as three-phase lines, control grounding wires, control fixing points, and control brackets, thus achieving lightweighting of the entire vehicle system.

[0027] However, judging from the current application in the mass-production market, almost all of the aforementioned unmanned logistics vehicle drive systems adopt a low-voltage 100V platform and a low-speed vehicle solution, with only a few products using a two-in-one solution integrating the motor and electronic control. This technological status quo severely limits the performance indicators of existing unmanned logistics vehicle power drive systems, such as power, torque, and climbing ability. Their application scenarios are mainly concentrated in vehicles with a cargo capacity of 3-6 cubic meters, making it difficult to meet the market demand for larger cargo capacities. In terms of cooling systems, there is a clear contradiction between performance and cost in existing technologies. While liquid cooling can effectively improve cooling performance and meet the heat dissipation requirements of high-power motors, it significantly increases the complexity and cost of the system. Air cooling, although lower in cost and simpler in structure, cannot solve the problem of improving the power performance of high-power vehicles and has insufficient heat dissipation capacity under complex operating conditions, seriously affecting the reliability and service life of the system. More importantly, the current technological development of unmanned logistics vehicles mostly follows or transplants the architecture and solutions of electric passenger vehicles, failing to fully consider the usage characteristics and needs of unmanned logistics vehicles themselves. Electric passenger vehicles, due to the presence of a driver's cabin and passengers, are designed with human-machine separation in mind, emphasizing human operating experience and safety. Their power system design focuses on mechatronics integration, power source integration and switching, and power integration and flexible management. Currently, widely used L4-level unmanned new energy logistics vehicles feature unmanned operation and 24-hour continuous work, making their demand for electricity even more urgent. Existing unmanned logistics vehicles rely solely on batteries for recharging, lacking additional energy input and range replenishment methods, as well as comprehensive emergency safety measures. When a vehicle experiences an emergency power failure, the high-density electronic system is highly susceptible to failure, leading to vehicle malfunction and even safety accidents. The technical solution of this invention is as follows: Firstly, such as Figures 1 to 3 As shown, an embodiment of the present invention provides a power system for new energy vehicles, comprising: At least one drive motor; The central controller 227 is integrated with the drive motor and includes a control unit, a power module, a power conversion unit, an air-cooling device, and a liquid-cooling device. The power module is electrically connected to the drive motor, and the air-cooling device and liquid-cooling device are configured for temperature control of the power module. The power conversion unit is electrically connected to the photovoltaic panel assembly 114, the power battery system 115 and the low-voltage battery respectively, and is used to perform voltage conversion and energy distribution between the photovoltaic panel assembly 114, the power battery system 115 and the low-voltage battery.

[0028] Specifically, such as Figure 1 As shown, the power system of this embodiment is applied to a rear-engine, rear-wheel-drive new energy unmanned logistics vehicle. The drive motor provides rear-wheel drive, supplying power to the two rear wheels. The vehicle is equipped with components such as a condenser assembly 123, a drive motor, and a low-voltage battery. The central controller 227 is integrated with the drive motor into a single structure. The power battery system 115 is located in the battery compartment in the middle of the vehicle chassis, providing the main power source for the vehicle. The power battery system 115 has a built-in battery management system (BMS) that can monitor battery voltage, current, temperature, and SOC status in real time, and communicates with the central controller 227 via a CAN bus. The cooling system includes a condenser assembly 123, which is located at the front of the vehicle and is used for forced cooling of the high-temperature coolant in the cooling system.

[0029] In this embodiment of the invention, the central controller 227 further includes a housing. The control unit, power conversion unit, and power module are all disposed inside the housing. The housing is fixedly connected to the housing of the drive motor, thereby achieving the integrated configuration of the central controller 227 and the drive motor. Figure 2 As shown, the power module includes a first power module and a second power module. The air-cooling device and the liquid-cooling device are configured to control the temperature of the first power module and the second power module, respectively, and to cool the first power module and the second power module, respectively.

[0030] Furthermore, the first and second power modules are respectively connected to the two sets of three-phase windings of the drive motor, or respectively connected to two drive motors. The first and second power modules adopt a single-tube parallel topology, consisting of six 247-packaged power devices connected in parallel. The power device types of the first and second power modules are consistent. The operating voltage platforms of the first and second power modules are compatible with 100V to 400V, and can adapt to power battery systems 115 with different voltage levels. When the system operates on a 100V low-voltage platform, MOSFETs are selected as power devices; when the system operates on a 400V high-voltage platform, IGBTs are selected as power devices. By replacing different types of power devices, switching between different voltage platforms can be achieved, thereby reducing product development costs and cycle time.

[0031] In one specific embodiment of the present invention, based on the vehicle's power requirements, there is one drive motor. The drive motor is a permanent magnet synchronous motor, specifically a dual three-phase open-winding permanent magnet synchronous motor. A first power module and a second power module are respectively connected to the two sets of three-phase windings of the drive motor. The stator core of the drive motor has two independent sets of three-phase windings, namely a first three-phase winding and a second three-phase winding. The leads of the first three-phase winding are electrically connected to the output terminal of the first power module, and the leads of the second three-phase winding are electrically connected to the output terminal of the second power module. The control unit can independently control the operating state of the first and second three-phase windings by controlling the outputs of the first and second power modules respectively, achieving single-winding drive or simultaneous dual-winding drive. When the vehicle is in a low-speed, low-load condition, the control unit can control only one set of windings to work, while the other set remains inactive. When the vehicle is in a high-speed, high-load condition or climbing condition, the control unit controls both sets of windings to work simultaneously, doubling the motor's output power and torque to meet the vehicle's power requirements.

[0032] In another specific embodiment of the present invention, there are two drive motors, namely a first motor assembly 221221 and a second motor assembly 226226, which are integrated together. The three-phase windings of the first motor assembly 221221 are electrically connected to the output terminal of the first power module, and the three-phase windings of the second motor assembly 226226 are electrically connected to the output terminal of the second power module.

[0033] Figure 2 This is a control system block diagram of the central controller 227 provided in an embodiment of the present invention. Figure 2As shown, the central controller 227 includes a housing, a control unit, a first power module, a second power module, a power conversion unit, an air-cooling device, and a liquid-cooling device. The control unit, the first power module, the second power module, the power conversion unit, and the liquid-cooling device are all integrated inside the housing, while the air-cooling device is installed in the upper part of the housing. The interior of the housing is divided into three functional areas from top to bottom: the upper layer is the air-cooling area, the middle layer is the control area containing the control unit and functional modules, and the lower layer is the liquid-cooling area. Under a low-voltage 100V platform, the first power module can be air-cooled by the air-cooling device, and the second power module can be cooled by the liquid-cooling device.

[0034] In this embodiment of the invention, the air-cooling device includes a first cooling fan 224, which is fixedly mounted on the outer casing and positioned opposite to the first power module. The air outlet of the first cooling fan 224 faces the upper surface of the first power module, and the first cooling fan 224 provides air cooling for the first power module. A liquid cooling device is disposed inside the outer casing and is fitted to the second power module. The control unit is electrically connected to the air-cooling device and the liquid cooling device. The air-cooling device and the liquid cooling device respectively cool the first power module and the second power module. The control unit coordinates and controls the operating states of the first power module, the second power module, the air-cooling device, and the liquid cooling device. The central controller 227 is configured as follows: The coolant from the liquid cooling device is directed to the power battery system 115 to heat or keep the power battery system 115 warm.

[0035] In this embodiment of the invention, the liquid cooling device mainly includes a liquid cooling plate and a liquid cooling circulation pipe. The two ends of the liquid cooling circulation pipe are connected to the condenser assembly 123 and the power battery system 115 respectively via cooling pipes. The liquid cooling plate is fitted to the second power module, and the liquid cooling circulation pipe is fitted to the liquid cooling plate. Coolant flows inside the liquid cooling circulation pipe, quickly removing the heat generated by the second power module during operation.

[0036] Specifically, such as Figure 1 and Figure 3As shown, the liquid cooling device is connected to the outlet of the condenser assembly 123 through the first cooling pipe 122. The liquid cooling device is connected to the power battery system 115 through the second cooling pipe 116 and the third cooling pipe 117. The cooling medium in the second cooling pipe 116 and the third cooling pipe 117 flows in opposite directions. Cooling pumps are installed in both the first cooling pipe 122 and the third cooling pipe 117. The cooling pumps are electrically connected to the control unit and are used to provide power for the circulation of the coolant. The power battery system 115 is connected to the inlet of the condenser assembly 123 through the fourth cooling pipe 121. The outlet of the power battery system 115 is connected to the third cooling pipe 117 and the fourth cooling pipe 121 through the first three-way valve to switch the flow direction of the coolant, so that the cooling medium can selectively flow to the condenser assembly 123 or the liquid cooling device. When the cooling medium flows to the liquid cooling device, the cooling medium is circulated between the liquid cooling device and the power battery system 115 to heat or keep the power battery system 115 warm.

[0037] Furthermore, the liquid cooling circulation pipes of the liquid cooling device include a first liquid cooling pipe and a second liquid cooling pipe, which are arranged in parallel and are both in contact with the liquid cooling plate. One end of the first liquid cooling pipe (the end where the inlet is located) is connected to the outlet of the condenser assembly 123 through the first cooling pipe 122. The other end of the first liquid cooling pipe is connected to the inlet of the power battery system 115. One end of the second liquid cooling pipe is connected to the outlet of the power battery system 115 through the third cooling pipe 117. The other end of the second liquid cooling pipe is connected to the inlet of the first liquid cooling pipe through the second three-way valve. The second three-way valve is connected to the first liquid cooling pipe, the second liquid cooling pipe, and the first cooling pipe 122 to switch the source of coolant entering the first liquid cooling pipe. When the cooling medium circulates between the liquid cooling device and the power battery system 115, the working port of the second three-way valve connected to the first cooling pipe 122 is closed, and the working port of the second three-way valve connected to the second liquid cooling pipe is opened, so that the cooling medium of the second liquid cooling pipe flows to the first liquid cooling pipe to heat or keep the power battery system 115 warm.

[0038] The first three-way valve is installed at the outlet of the power battery system 115. The inlet of the first three-way valve is connected to the outlet of the power battery system 115. The two outlets of the first three-way valve are connected to the third cooling pipe 117 and the fourth cooling pipe 121 respectively, and are used to switch the flow direction of the coolant.

[0039] The second three-way valve is installed at the inlet of the first liquid cooling pipe, and its outlet is connected to the inlet of the first liquid cooling pipe. The two inlets of the second three-way valve are connected to the first cooling pipe 122 and the second liquid cooling pipe, respectively, to switch the flow direction of the coolant. When the cooling medium circulates between the liquid cooling device and the power battery system 115, the inlet of the second three-way valve connected to the first cooling pipe 122 is closed, and the inlet of the second three-way valve connected to the second liquid cooling pipe is opened, allowing the cooling medium in the second liquid cooling pipe to flow to the first liquid cooling pipe. The heat generated when the second power module operates heats the cooling medium flowing through the liquid cooling device, and the heated cooling medium flows to the power battery system 115, thereby achieving heating or insulation of the power battery system 115.

[0040] In this embodiment of the invention, the condenser assembly 123 and the second cooling fan 228 are correspondingly arranged and installed behind the condenser assembly 123 to accelerate airflow in the condenser assembly 123 and improve heat dissipation efficiency. Both the first cooling fan 224 and the second cooling fan 228 are brushless DC fans. The first cooling fan 224 and the second cooling fan 228 can be powered by a low-voltage battery, specifically a 12V battery. The first cooling fan 224 and the second cooling fan 228 can also be powered by a photovoltaic panel assembly 114.

[0041] In this embodiment of the invention, the photovoltaic panel assembly 114 is installed on the top of the vehicle and connected to the power battery system 115 and the low-voltage battery via a power conversion unit. The power conversion unit is used to boost and stabilize the electrical energy generated by the photovoltaic panel assembly 114 before outputting it. Specifically, the photovoltaic panel assembly 114 is laid flat and fixed to the top surface of the vehicle's cargo box, using automotive-grade flexible photovoltaic material. It is bonded to the metal skin of the cargo box top using high-temperature resistant structural adhesive, and the edges are mechanically reinforced with aluminum alloy strips to ensure connection reliability under conditions of high-speed driving, vibration, and severe weather. The output end of the photovoltaic panel assembly 114 is electrically connected to the power conversion unit of the central controller 227 via a photovoltaic connection circuit 124, used to convert solar energy into direct current and transmit it to the central controller 227 for power conversion and management.

[0042] In this embodiment of the invention, the power conversion unit is a DC-DC converter, which can perform three power conversion functions: first, boosting the low-voltage DC power output from the photovoltaic panel assembly 114 to a high-voltage DC power matching the power battery system 115; second, stepping down the high-voltage DC power output from the power battery system 115 to a 12V low-voltage DC power; and third, boosting the power from the 12V low-voltage battery to a high-voltage DC power for emergency power supply. After receiving photovoltaic power, the photovoltaic panel assembly 114 mounted on the vehicle roof is controlled by the power conversion unit inside the central controller 227 to achieve boost and regulated output of high-voltage and low-voltage power supplies. The power generation is matched to the vehicle size, and can be consumed during vehicle operation or stored inside the power battery, serving as a supplementary power battery circuit and a low-voltage battery.

[0043] Secondly, embodiments of the present invention provide a control method for a power system for new energy vehicles, comprising: The central controller 227 collects vehicle operating parameters, environmental parameters, and system status parameters in real time; Based on the collected parameters, the central controller 227 generates drive control commands, temperature control commands, and energy management commands; Control the drive motor to work according to the drive control command; According to the temperature control command, the air-cooled device and / or liquid-cooled device are controlled to adjust the temperature; According to the energy management instructions, the electrical energy generated by the photovoltaic panel assembly 114, the electrical energy of the power battery system 115, and the electrical energy of the low-voltage battery are converted and distributed.

[0044] In this embodiment of the invention, the central controller 227 is configured as follows: The operating mode and power distribution of the air-cooled and liquid-cooled devices are controlled based on ambient temperature or vehicle operating condition information.

[0045] In this embodiment of the invention, controlling the air-cooled device and / or the liquid-cooled device according to a temperature control command specifically includes: Obtain ambient temperature information; When the ambient temperature is lower than the first threshold, the first power module is controlled to work, and the cooling system is controlled to reduce the power, and the heat generated by the second power module is used to keep the power battery system 115 warm. When the ambient temperature is higher than the second threshold or the vehicle load is greater than the set value, the cooling system, air-cooling device and liquid-cooling device are activated to cool down the first power module, the second power module and the power battery system 115.

[0046] Specifically, when the ambient temperature is below a first threshold (5°C), the cooling system operates in power battery heating mode. At this time, the control unit controls the second power module to operate at a set duty cycle, for example, controlling it to run at 10% duty cycle without load, not outputting effective drive current to the corresponding drive motor, and only utilizing the switching losses of the power devices to generate heat. The coolant flowing through the liquid cooling device absorbs the heat generated by the second power module, raising the water temperature of the cooling medium in the cooling system. Simultaneously, it reduces the working flow rate of the condenser assembly 123 and the speed of the cooling pump in the first cooling circuit, such as reducing the cooling pump speed to 30% of its rated speed, reducing the heat dissipation of the cooling medium. Once the cooling medium reaches a suitable temperature, it can heat and maintain the power battery system 115, activating the battery's electrochemical activity, preventing the bus voltage of the power battery system 115 from decreasing in low-temperature environments, and ensuring the discharge power output capability of the power battery system 115. At the same time, the control unit controls the first power module to operate normally, and the first power module controls the connected drive motor or three-phase windings to operate, generating power to drive the vehicle.

[0047] When the ambient temperature exceeds the second threshold (set to 55℃), or when the vehicle is under continuous high load, the cooling system operates in normal cooling mode, with both the first and second power modules in operation. At this time, the first three-way valve opens the fourth cooling pipe 121 and closes the third cooling pipe 117, effectively closing the outlet of the first three-way valve connected to the third cooling pipe 117 and opening the outlet of the first three-way valve connected to the fourth cooling pipe 121. The second three-way valve opens the first cooling pipe 122 and closes the second liquid cooling pipe, effectively opening the inlet of the second three-way valve connected to the first cooling pipe 122 and closing the inlet of the first three-way valve connected to the second liquid cooling pipe. Driven by the cooling pump, the cooling medium flows out from the outlet of the condenser assembly 123, enters the first liquid cooling pipe of the liquid cooling device through the first cooling pipe 122, exchanges heat with the second power module, and cools the second power module. After absorbing the heat generated by the second power module, the cooling medium enters the cooling channel of the power battery system 115 through the second cooling pipe 116, cools the power battery system 115, and then flows back to the condenser assembly 123 through the fourth cooling pipe 121, where it is cooled by the outside air, completing one cooling cycle. In this mode, the air cooling device also works simultaneously, and the first cooling fan 224 provides forced air cooling for the first power module.

[0048] In this embodiment of the invention, controlling the air-cooled device and / or liquid-cooled device according to a temperature control command further includes: When the ambient temperature is below the first threshold and the power battery system 115 is not discharging externally, the control unit controls the second power module to operate at a set duty cycle, for example, controlling the second power module to operate at a 10% duty cycle under no-load conditions, without outputting effective drive current to the corresponding drive motor, and only using the switching losses of the power devices to generate heat. At the same time, the cooling pump in the third cooling pipe 117 is started, the first three-way valve opens the third cooling pipe 117 and closes the fourth cooling pipe 121, that is, the outlet of the first three-way valve connected to the third cooling pipe 117 is opened, and the outlet of the first three-way valve connected to the fourth cooling pipe 121 is closed; the second three-way valve opens the second liquid cooling pipe and closes the first cooling pipe 122, that is, the inlet of the second three-way valve connected to the first cooling pipe 122 is closed, and the inlet of the first three-way valve connected to the second liquid cooling pipe is opened, so that the cooling medium of the condenser assembly 123 cannot flow to the liquid cooling device. Driven by a cooling pump in the third cooling pipe 117, the cooling medium flows from the second liquid cooling pipe of the liquid cooling device, enters the first liquid cooling pipe through the second three-way valve, absorbs the heat generated by the second power module during operation, and then enters the cooling channel of the power battery system 115 through the second cooling pipe 116 to provide heat for heating the power battery system 115. It then flows back to the second liquid cooling pipe of the liquid cooling device through the third cooling pipe 117, completing the circulation of the cooling medium between the power battery system 115 and the liquid cooling device. This control method enables efficient power energy management and improves range. This can be achieved by the central controller 227, realizing a closed loop without incurring additional costs.

[0049] In this embodiment of the invention, under a 100V system platform, the air-cooling device is prioritized to cool the first power module, while the liquid-cooling system can be activated as needed. The system can define multiple operating modes, such as a basic mode, a temperature rise compensation mode, a high-load mode, and an extreme mode. In different modes, the power of the air-cooling and liquid-cooling systems is dynamically allocated from 0% to 100%. For example, in the basic mode, the power allocation for the air-cooling device is 100%, and the power allocation for the liquid-cooling device is 0%; in the temperature rise compensation mode, the liquid-cooling power can be dynamically matched at 70% or 60%.

[0050] This embodiment employs a pre-loading cooling strategy based on road spectrum prediction. Using information obtained from slope sensors, the cooling system is activated in advance for conditions such as continuous uphill climbs. Simultaneously, adjustments can be made based on vehicle speed commands: when the vehicle speed is not lower than 45 km / h, the windward effect is utilized to reduce air-cooling power consumption, and the power distribution ratio is moderately adjusted to favor air-cooled output power. If the air-cooling device fails, the cooling system automatically takes over the cooling task and limits the motor torque to 70% to achieve optimal central power consumption. The second cooling fan 228 can be speed-adjusted to match the thermal management requirements of the liquid cooling device. The cooling pump and the first cooling fan 224 are powered on and started at default thresholds, and their flow rate and speed are adjusted after reaching the thresholds.

[0051] In this embodiment of the invention, the conversion and distribution of electrical energy according to energy management instructions specifically includes: Monitor the output power of photovoltaic panel assembly 114; When the output power of the photovoltaic panel assembly 114 is higher than the current vehicle driving demand, the photovoltaic power is used to drive the vehicle first, and the discharge power of the power battery system 115 is reduced. When the output power of the photovoltaic panel assembly 114 is lower than the preset value, the photovoltaic power will be distributed to the low-voltage battery.

[0052] The control unit, based on energy management commands, uniformly converts and distributes the electrical energy generated by the photovoltaic panel assembly 114, the power battery system 115, and the low-voltage battery to maximize energy utilization. Specifically, The control unit monitors the output power of the photovoltaic panel assembly 114 in real time and dynamically allocates the output path of photovoltaic power according to the photovoltaic output power and the vehicle's current total power demand.

[0053] When the output power of the photovoltaic panel assembly 114 exceeds the current driving demand of the vehicle, the control unit prioritizes using photovoltaic power to drive the vehicle and correspondingly reduces the discharge power of the power battery system 115. Excess photovoltaic power is boosted and regulated by the power conversion unit before being delivered to the power battery system 115 for charging.

[0054] When the output power of the photovoltaic panel assembly 114 is lower than the current vehicle driving demand, the control unit will use all the photovoltaic power to drive the vehicle, and the insufficient part will be supplemented by the power battery system 115.

[0055] When the output power of the photovoltaic power generation panel assembly 114 is lower than the preset value, such as the preset value of 100W, the control unit will distribute the photovoltaic power to the low-voltage battery to charge the low-voltage battery, thereby reducing the amount of discharge from the power battery system 115 to the low-voltage battery.

[0056] When the SOC of the power battery system 115 is higher than 95%, the control unit stops charging the power battery system 115 and distributes all the photovoltaic power to the low-voltage battery and the low-voltage electrical equipment of the vehicle.

[0057] The control unit monitors the working status of the photovoltaic panel assembly 114 in real time. When the vehicle is traveling in an environment where the ambient light intensity reaches a preset threshold, the control unit, based on the collected dynamic changes in the voltage of the photovoltaic panel assembly 114, controls the power conversion unit inside the central controller 227 to perform power conversion and output a stable high-voltage bus voltage. When the external power demand is low, high-voltage electricity can be directly output to the permanent magnet synchronous motor, reducing the discharge power of the power battery system 115. If the output power demand increases, the power battery system 115 discharge power can be activated simultaneously according to the vehicle speed calibration parameters. If the ambient temperature is also rising, the current temperature threshold is detected, and the condenser assembly 123 is quickly activated. Under the same conditions, the activation probability of the first cooling fan 224 is reduced to maintain energy balance. If the high-voltage power or low-voltage small battery of the power battery system 115 is cut off, or if a high-voltage problem causes a power outage, the temperature value is monitored in real time. Within a safe range, the load fan and flow rate are reduced or shut off, and the power battery system 115 is recharged through the photovoltaic panel assembly 114 to prevent high-speed power failure and vehicle loss of control.

[0058] When a fault is detected in the power battery system 115, the control unit immediately cuts off the output of the power battery system 115. Simultaneously, the control unit controls the photovoltaic panel assembly 114 to supply power to the low-voltage battery and control unit, maintaining the basic operation of the vehicle control system. The control unit shuts down unnecessary low-voltage loads, such as cooling fans and cooling pumps, to reduce energy consumption and extend the system's emergency operating time.

[0059] When a short circuit or open circuit fault is detected in the photovoltaic panel assembly 114, the control unit immediately disconnects the photovoltaic panel assembly 114 from the power conversion unit, the system switches to pure power battery power supply mode, continues to operate normally, and records the fault code.

[0060] When the vehicle is braking, the power system enters energy regeneration mode, converting the vehicle's kinetic energy into electrical energy and storing it in the power battery to improve energy utilization.

[0061] Since the maximum speed of new energy unmanned logistics vehicles is generally no higher than 60km / h, braking energy is mainly concentrated in the low-to-medium speed range. When the external ambient temperature is not high, such as below 30℃, the control unit shuts down the first motor assembly 221 and the corresponding first power module, while simultaneously turning on the second power module and the corresponding second motor assembly 226 to recover energy.

[0062] If the ambient temperature is low, such as below 10°C, the output capacity of the condenser assembly 123 can be further reduced, and the speed of the second cooling fan 228 can be reduced to 30% of its rated speed. Simultaneously, the flow rate of the cooling pump can be reduced to decrease the energy consumption of the cooling system, thereby increasing the energy recovery value. When the ambient temperature is particularly low, such as below -10°C, the condenser assembly 123 can be completely shut down according to the control requirements of the thermal management system, utilizing the heat generated by the second power module during energy feedback to insulate the power battery system 115.

[0063] The power system and control method for new energy vehicles according to embodiments of the present invention have the following advantages: 1. This system integrates a central control unit for photovoltaic panel power generation and discharge, two three-phase winding electric drives, control of at least two fan drives, and integrated cooling system control with different cooling sources, including cooling pumps and active heating. It boasts high integration. Modular use across a 100-400V platform is possible, compatible with both 100V and 400V drives to meet different vehicle requirements. It also supports both air and water cooling. Through dynamic matching calculations of drive power and photovoltaic power generation, and by rationally utilizing design margins, a highly efficient system assembly can be achieved. The single-tube power assembly with air cooling control, under operating condition adjustments, can directly control the thermal management of the water system via the three-phase bridge arm of the motor for preheating and residual heat treatment, significantly exceeding the performance and reliability of standalone air-cooled or liquid-cooled products. Furthermore, it achieves cost reduction over the development cycle, enabling dynamic adjustment of electric and power generation and efficient energy management.

[0064] 2. The photovoltaic power generation, energy storage, and drive power generation and recovery functions are integrated through central control. Located in the central control unit, the photovoltaic power generation panel assembly 114 can start generating electricity in places with sunlight. On the one hand, it can supplement the battery. When the sunlight is strong and the power is relatively high, it can supplement the energy demand of the drive motor. When the sunlight intensity is relatively low, it can supply power to the vehicle's low-voltage battery.

[0065] 3. With upper air cooling, middle control, and lower liquid cooling, and through reasonable power matching design, both air cooling and liquid cooling are used to ensure good heat dissipation. The performance parameters are met by combining power. The power of the two drive systems is not large individually, but the combined effect of the system is greater than that of either solution, achieving the ultimate performance and significantly reducing costs.

[0066] 4. It can achieve efficient power matching through the upper air-cooling control and the lower liquid-cooling control of the central hub. Based on the road spectrum and power calibration requirements, when the constant power change requirement is met, the water cooling conditions are reduced and the air-cooling output capacity is controlled. After verification by the control unit of the central controller 227, the excess energy is used for water heating and insulation. The output is controlled by a multi-way valve and sent to the power battery system 115 for thermal management. This can solve the current application scenarios of unmanned logistics vehicles with high heat dissipation and cooling requirements and long range, greatly improving the overall vehicle experience and scenario requirements.

[0067] Thirdly, embodiments of the present invention also provide a vehicle, including a new energy vehicle power system with the above-described structure. The vehicle is an unmanned logistics vehicle, and this new energy vehicle power system can be referred to... Figures 1 to 3 Further details will not be elaborated here. Since the vehicle of the present invention includes the power system for new energy vehicles described in the above embodiments, it possesses all the advantages of the aforementioned power system for new energy vehicles.

[0068] The present invention has been described above by way of example with reference to the accompanying drawings. Obviously, the specific implementation of the present invention is not limited to the above-described manner. Any non-substantial improvements made using the inventive concept and technical solution of the present invention, or the direct application of the inventive concept and technical solution of the present invention to other occasions without modification, are all within the protection scope of the present invention.

Claims

1. A power system for a new energy vehicle, characterized in that, include: At least one drive motor; The central controller is integrated with the drive motor and includes a control unit, a power module, a power conversion unit, an air-cooling device, and a liquid-cooling device. The power module is electrically connected to the drive motor, and the air-cooling device and the liquid-cooling device are configured to control the temperature of the power module. The power conversion unit is electrically connected to the photovoltaic panel assembly, the power battery system, and the low-voltage battery, respectively, and is used for voltage conversion and energy management.

2. The power system for new energy vehicles according to claim 1, characterized in that, The power module includes a first power module and a second power module, and the air-cooling device and the liquid-cooling device are respectively configured to control the temperature of the first power module and the second power module.

3. The power system for new energy vehicles according to claim 2, characterized in that, The central controller also includes a housing, and the control unit, the power conversion unit, the first power module and the second power module are disposed inside the housing.

4. The power system for new energy vehicles according to claim 3, characterized in that, The air-cooling device includes a first cooling fan, which is disposed on the outer casing and is positioned opposite to the first power module. The liquid-cooling device is disposed inside the outer casing and is fitted to the second power module.

5. The power system for new energy vehicles according to claim 2, characterized in that, The liquid cooling device is connected to the condenser assembly and the power battery system via cooling pipes, and the central controller is electrically connected to the condenser and the cooling pump.

6. The power system for new energy vehicles according to claim 2, characterized in that, The liquid cooling device includes a liquid cooling plate and a liquid cooling circulation pipe. The two ends of the liquid cooling circulation pipe are connected to the condenser assembly and the power battery system respectively through cooling pipes. The liquid cooling plate is fitted to the second power module, and the liquid cooling circulation pipe is fitted to the liquid cooling plate.

7. The power system for new energy vehicles according to claim 6, characterized in that, The liquid cooling device is connected to the outlet of the condenser assembly via a first cooling pipe. The liquid cooling device is connected to the power battery system via a second cooling pipe and a third cooling pipe. A cooling pump is installed in both the first and third cooling pipes. The power battery system is connected to the inlet of the condenser assembly via a fourth cooling pipe. The outlet of the power battery system is connected to the third and fourth cooling pipes via a first three-way valve.

8. The power system for new energy vehicles according to claim 1, characterized in that, The photovoltaic panel assembly is installed on the roof of the vehicle and is connected to the power battery system and / or the low-voltage battery through the power conversion unit.

9. The power system for new energy vehicles according to claim 1, characterized in that, The control unit is configured to: The operating mode and power distribution of the air-cooled device and the liquid-cooled device are controlled according to the ambient temperature or vehicle operating condition information.

10. A control method for a power system for a new energy vehicle according to any one of claims 1-9, characterized in that, include: The central controller collects vehicle operating parameters, environmental parameters, and system status parameters in real time. Based on the collected parameters, the central controller generates drive control commands, temperature control commands, and energy management commands; The drive motor is controlled to operate according to the drive control command. According to the temperature control command, the air-cooling device and / or the liquid-cooling device are controlled to adjust the temperature; According to the energy management instructions, the electrical energy generated by the photovoltaic power generation panel assembly, the electrical energy of the power battery system, and the electrical energy of the low-voltage storage battery are converted and distributed.

11. The control method for a power system for new energy vehicles according to claim 10, characterized in that, Controlling the air-cooled device and / or the liquid-cooled device according to the temperature control command includes: Obtain temperature information; When the temperature is below the first threshold, the first power module is controlled to work, and the cooling system is controlled to reduce power, using the heat generated by the second power module to keep the power battery system warm. When the temperature exceeds the second threshold or the vehicle load exceeds the set value, the cooling system, the air-cooling device, and the liquid-cooling device are controlled to operate.

12. The control method for a power system for new energy vehicles according to claim 10, characterized in that, Controlling the air-cooled and / or liquid-cooled devices according to temperature control commands also includes: When the ambient temperature is below the first threshold and the power battery system is not discharging externally, the control unit controls the second power module to operate at a set duty cycle, starts the cooling pump in the third cooling pipe, opens the third cooling pipe and closes the fourth cooling pipe; the second three-way valve opens the second liquid cooling pipe and closes the first cooling pipe; the cooling medium, driven by the cooling pump in the third cooling pipe, flows out from the second liquid cooling pipe of the liquid cooling device, enters the first liquid cooling pipe through the second three-way valve, absorbs the heat generated when the second power module is working, and then enters the cooling channel of the power battery system through the second cooling pipe to provide heat for the power battery system. Then it flows back to the second liquid cooling pipe of the liquid cooling device through the third cooling pipe, completing the circulation of the cooling medium between the power battery system and the liquid cooling device.

13. The control method for a power system for new energy vehicles according to claim 10, characterized in that, According to the energy management instructions, electrical energy is converted and distributed, including: Monitor the output power of the photovoltaic panel assembly; When the output power of the photovoltaic panel assembly is higher than the current vehicle driving demand, the photovoltaic power will be used to drive the vehicle first, and the discharge power of the power battery system will be reduced. When the output power of the photovoltaic panel assembly is lower than the preset value, the photovoltaic power is distributed to the low-voltage battery.

14. A vehicle, characterized in that, Includes the power system for new energy vehicles as described in any one of claims 1 to 9.

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