Electric driving system and vehicle

Abstract

The utility model discloses an electric drive system and a vehicle, and relates to the field of drive control, when the vehicle is in a traction working condition, a diesel engine drives a coaxial generator to work, potential energy of the vehicle is converted into first alternating current electric energy through the generator, and the first alternating current electric energy is rectified and inverted through a generator controller and a motor controller in sequence; the second alternating-current electric energy is transmitted to a traction motor, and the vehicle is controlled to run through the traction motor; besides, when the vehicle is in a braking working condition, the traction motor works in a power generation state at the moment, third electric energy output by the traction motor can generate corresponding second direct-current electric energy after being processed by the motor controller, and the second direct-current electric energy can supply power to auxiliary equipment under the control of the DCDC module; according to the scheme, energy recovery is carried out when the vehicle is braked in an electric driving mode, reasonable power distribution is carried out, and the fuel consumption of the vehicle and the running cost of the vehicle are reduced.

Description

Technical Field

[0001] The utility model relates to the field of drive control, and particularly to an electric drive system and a vehicle. Background Art

[0002] Most of the wide-body dump trucks used in open-pit mines in the current construction machinery field are powered by diesel engines, and are used to transport minerals and sand and gravel in large mines and large-scale engineering construction. Their working characteristics are large load, low speed, long-term operation, high energy consumption, and with the development of mining machinery towards large and heavy directions, the current attention to rigid dump trucks for heavy mining is also increasing. However, in the braking condition such as going downhill, the existing rigid dump trucks have low energy recovery and utilization efficiency, resulting in high fuel consumption rate and high operation cost of the whole vehicle. Summary of the Utility Model

[0003] The purpose of the utility model is to provide an electric drive system and a vehicle. This solution recovers energy during vehicle braking through an electric drive method and performs reasonable power distribution, reducing the fuel consumption of the vehicle and the vehicle's...

[0004] To solve the above technical problems, the utility model provides an electric drive system, including: a generator coaxially connected to the diesel engine of the vehicle, a generator controller, a motor controller, a traction motor, and a DCDC module;

[0005] The generator is connected to the diesel engine and is used to generate first alternating current electric energy when the diesel engine works;

[0006] The generator controller is connected to the generator and is used to convert the first alternating current electric energy into corresponding first direct current electric energy;

[0007] The traction motor is arranged on the vehicle frame, the traction motor is connected to the motor controller, and is used to drive the transmission shaft on the vehicle frame after receiving the second alternating current electric energy; generate the third alternating current electric energy when the vehicle is in a braking condition;

[0008] The DCDC module is respectively connected to the motor controller and the auxiliary equipment of the vehicle, and is used to perform corresponding frequency conversion and voltage transformation processing on the second direct current electric energy to generate the fourth direct current electric energy required for the operation of the auxiliary equipment.

[0009] Optionally, the generator controller includes:

[0010] N GCU's, the N GCU's are connected in parallel with each other. The common input terminal after parallel connection is connected to the generator, and the common output terminal after parallel connection is connected to the motor controller, which is used to convert the first alternating current electrical energy into corresponding first direct current electrical energy when the diesel engine is working, where N is a positive integer not less than 1;

[0011] Correspondingly, the motor controller, M MCU's, where M is a positive integer not less than 1;

[0012] The M MCU's are connected in parallel with each other. The first common terminal after parallel connection is connected to the generator controller, the second common terminal after parallel connection is connected to the traction motor, and the third common terminal after parallel connection is connected to the DCDC module, which is used to convert the first direct current electrical energy into corresponding second alternating current electrical energy when the diesel engine is working; and convert the third alternating current electrical energy into the second direct current electrical energy when the vehicle is in the braking condition.

[0013] Optionally, it further includes:

[0014] A chopper controller, the chopper controller is connected to the motor controller, and is used to perform corresponding frequency conversion and voltage conversion processing on the second direct current electrical energy;

[0015] A braking resistor box, the braking resistor box is respectively connected to the chopper controller and the ground wire, and is used to turn on after receiving the second direct current electrical energy after the frequency conversion and voltage conversion processing.

[0016] Optionally, it further includes:

[0017] An auxiliary inverter, the auxiliary inverter is connected to the motor controller, and is used to convert the second direct current electrical energy into corresponding fourth alternating current electrical energy after receiving the second direct current electrical energy;

[0018] A traction motor cooling fan, the traction motor cooling fan is respectively connected to the auxiliary inverter and the traction motor, and is used to turn on after receiving the fourth alternating current electrical energy and cool the traction motor.

[0019] Optionally, it further includes:

[0020] A braking resistor box fan, the braking resistor fan is respectively connected to the auxiliary inverter and the braking resistor box, and is used to turn on after receiving the fifth alternating current electrical energy transmitted by the auxiliary inverter and cool the braking resistor box.

[0021] Optionally, it further includes:

[0022] A hydraulic pump fan, the hydraulic pump fan is respectively connected to the auxiliary inverter and the hydraulic pump of the vehicle, and is used to turn on after receiving the sixth alternating current electrical energy transmitted by the auxiliary inverter and cool the hydraulic pump.

[0023] Optionally, it further includes:

[0024] A support capacitor bank, and the support capacitor bank is respectively connected to the output terminal of the generator controller and the ground wire.

[0025] Optionally, it further includes:

[0026] An insulation detector, and the insulation detector is respectively connected to the output terminal of the generator controller and the ground wire, and is used to monitor the impedance to ground of the output terminal of the generator controller.

[0027] Optionally, it further includes:

[0028] A DC voltage sensor, and the insulation detector is respectively connected to the output terminal of the generator controller and the input terminal of the motor controller, and is used to detect the voltage value corresponding to the first DC electric energy.

[0029] To solve the above technical problems, the present utility model further provides a vehicle, including: a vehicle body, a diesel engine, auxiliary equipment, and the electric drive system as described above, and the electric drive system is respectively connected to the auxiliary equipment, the diesel engine, and the vehicle body.

[0030] The purpose of the present utility model is to provide an electric drive system and a vehicle. When the vehicle is in the traction condition, the diesel engine drives the coaxial generator to work. The potential energy of the vehicle is converted into the first AC electric energy by the generator, and after the rectification and inversion processing by the generator controller and the motor controller in sequence, the second AC electric energy is transmitted to the traction motor, and the vehicle operation is controlled by the traction motor. In addition, when the vehicle is in the braking condition, at this time the traction motor works in the generating state, and the third electric energy output by the traction motor can generate the corresponding second DC electric energy after being processed by the motor controller, and the second DC electric energy can supply power to the auxiliary equipment under the control of the DCDC module. This solution recovers energy during vehicle braking through an electric drive method and performs reasonable power distribution, reducing the fuel consumption of the vehicle and the operation cost of the vehicle. BRIEF DESCRIPTION OF THE DRAWINGS

[0031] In order to more clearly illustrate the technical solutions in the embodiments of the present utility model or the prior art, the following will briefly introduce the drawings required for use in the description of the embodiments or the prior art. Obviously, the drawings in the following description are only the embodiments of the present utility model. For those of ordinary skill in the art, other drawings can be obtained according to the provided drawings without creative efforts.

[0032] Figure 1 It is a schematic structural diagram of an electric drive system provided by the present utility model;

[0033] Figure 2 Schematic diagram of another electric drive system provided by the present utility model;

[0034] Figure 3 Working principle diagram of a traction condition provided by the present utility model;

[0035] Figure 4 Working principle diagram of a braking condition provided by the present utility model. Detailed implementation manners

[0036] The core of the present utility model is to provide an electric drive system and a vehicle. In this solution, energy is recovered during vehicle braking through an electric drive method, and reasonable power distribution is performed, reducing the fuel consumption and operating cost of the vehicle.

[0037] To make the objectives, technical solutions, and advantages of the embodiments of the present utility model clearer, the technical solutions in the embodiments of the present utility model will be clearly and completely described below with reference to the accompanying drawings in the embodiments of the present utility model. Apparently, the described embodiments are some, but not all, of the embodiments of the present utility model. All other embodiments obtained by those of ordinary skill in the art based on the embodiments of the present utility model without creative efforts shall fall within the protection scope of the present utility model.

[0038] Please refer to Figure 1 , Figure 1 Schematic diagram of an electric drive system provided by the present utility model. The electric drive system includes: a generator 1 coaxially connected to the diesel engine of the vehicle, a generator controller 2, a motor controller 3, a traction motor 4, and a DCDC module 5;

[0039] The generator 1 is connected to the diesel engine and is used to generate first alternating current electric energy when the diesel engine is working;

[0040] The generator controller 2 is connected to the generator 1 and is used to convert the first alternating current electric energy into corresponding first direct current electric energy;

[0041] The motor controller 3 is connected to the generator controller 2 and is used to convert the first direct current electric energy into corresponding second alternating current electric energy; convert the third alternating current electric energy transmitted by the traction motor 4 into corresponding second direct current electric energy;

[0042] The traction motor 4 is arranged on the vehicle frame. The traction motor 4 is connected to the motor controller 3 and is used to drive the transmission shaft on the vehicle frame after receiving the second alternating current electric energy; generate third alternating current electric energy when the vehicle is in a braking condition;

[0043] The DCDC module 5 is respectively connected to the motor controller 3 and the auxiliary equipment of the vehicle, and is used to perform corresponding frequency conversion and voltage transformation processing on the second DC electric energy to generate the fourth DC electric energy required for the operation of the auxiliary equipment.

[0044] In the present utility model, in order to improve the reasonable distribution of power under traction and braking conditions of the vehicle, the present solution is provided with a generator 1, a generator controller 2, a motor controller 3, a traction motor 4 and a DCDC module 5. Among them, when the vehicle is in the traction condition, at this time the diesel engine drives the coaxial generator 1 to work, and the generator 1 generates the first AC electric energy. The generator controller 2 will perform a rectification operation to convert the first AC electric energy into the corresponding first DC electric energy. After receiving the first DC electric energy, the motor controller 3 will perform an inversion operation to convert the first DC electric energy into the corresponding second AC electric energy to supply power to the traction motor 4. Finally, after receiving the second AC electric energy, the traction motor 4 will drive the wheels to rotate to complete the traction process of the vehicle. Similarly, when the vehicle is in the braking condition, at this time the traction motor 4 is in the power generation state and generates the third AC electric energy. In order to reduce the fuel consumption and the operation cost of the vehicle, the present solution uses the motor controller 3 to receive this part of the third AC electric energy, perform a rectification process on it, convert it into the corresponding second DC electric energy, and transmit it to the DCDC (Direct Current Direct Current) module 5. Through the frequency conversion and voltage transformation processing of the DCDC module 5, it is converted into the fourth DC electric energy required for the operation of the auxiliary equipment, thereby making full use of the energy under the braking condition of the vehicle, without consuming extra fuel for electric energy conversion, and then supplying power to the auxiliary equipment, greatly reducing the fuel consumption of the vehicle and the operation cost of the vehicle. In addition, because the existing vehicle braking method usually adopts hydraulic braking or pneumatic braking, resulting in a large load and low reliability of the entire braking system, but the electric drive system provided in this application uses a braking method of hydraulic braking + electric drive, and the electric drive is used as auxiliary braking, which improves the energy recovery efficiency, has a reasonable structural design, high energy utilization rate, is safe and efficient, and has strong practicability. Reasonably adjust the electric drive system when the vehicle is in the traction condition to improve the stability of the rigid vehicle under the mine operation condition, and maximize the energy recovery when the vehicle is in the braking condition to avoid waste.

[0045] It should be noted that in practical applications, the auxiliary equipment includes devices such as a PTC (Positive Temperature Coefficient) heater and an air-conditioning compressor. Among them, the PTC heater can adapt to operation under extremely cold conditions to ensure that each controller in the vehicle can operate normally in a low-temperature environment, and the air-conditioning compressor is used for the air conditioner in the vehicle cab.

[0046] It should also be noted that in actual applications, the traction mode of the vehicle is central drive. The traction motor 4 is installed on the vehicle frame, and the power output by the traction motor 4 is transmitted to the drive shaft of the vehicle through a transmission shaft.

[0047] It should also be noted that in actual applications, the electric drive system uses a diesel engine as the power source. The diesel engine drives the coaxial traction synchronous generator 1 to convert mechanical energy into electrical energy. After the alternating current generated by the generator 1 passes through the generator controller 2, it becomes direct current. Then, the motor controller 3 converts the direct current into variable voltage and variable frequency alternating current to drive the traction motor 4, and the traction motor 4 drives the vehicle through a gear reduction device. When the vehicle is operating in the braking condition, the traction motor 4 operates in the generating state. The three-phase alternating current is fed back to the DC bus through the motor controller 3, and after being stepped down by the DCDC unit, it is used by auxiliary equipment or supplies auxiliary equipment such as a power supply fan and a hydraulic pump motor through an auxiliary inverter. The remaining energy is consumed by the braking resistor in the braking resistor box to realize a frictionless electric braking method.

[0048] It should also be noted that in actual applications, the rigid vehicle electric drive system adopts an AC-DC-AC transmission mode. When the vehicle is operating in the traction condition, the system can use two diesel engines as the power source. The diesel engines drive the coaxial permanent magnet synchronous generators 1 to convert mechanical energy into electrical energy. The alternating current generated by the generators 1 becomes direct current through the generator controller 2 (Generator Control Unit, GCU). The motor controller 3 (MCU) converts the direct current into variable voltage and variable frequency alternating current to drive the traction motor 4, and the traction motor 4 drives the vehicle to travel through the main reducer and the wheel side reducer.

[0049] It should also be noted that in actual applications, the traction motor 4 is controlled by the motor controller 3 (Microcontroller Unit, MCU, microcontroller) to provide separate torque control for traction and braking. When the vehicle is operating in the braking condition, the traction motor 4 operates in the generating state. The three-phase alternating current is fed back to the DC bus through the motor controller 3 (MCU) to supply power to auxiliary equipment such as an auxiliary inverter, a DCDC module 6, a PTC heater, an electric control cabinet water cooling unit, and an air conditioning compressor. The remaining electrical energy is consumed in the form of heat by the braking resistor to realize a frictionless electric braking method. The electric drive system adopts a centralized ventilation method, and the cooling fan is the cooling air source of the entire electric drive system.

[0050] This embodiment provides an electric drive system. When the vehicle is in the traction condition, the diesel engine drives the coaxial generator 1 to work. The potential energy of the vehicle is converted into the first alternating current electrical energy through the generator 1, and after the rectification and inversion processes of the generator controller 2 and the motor controller 3 in sequence, the second alternating current electrical energy is transmitted to the traction motor 4, and the vehicle operation is controlled through the traction motor 4. In addition, when the vehicle is in the braking condition, at this time the traction motor 4 works in the power generation state, and the third electrical energy output by the traction motor 4 can generate the corresponding second direct current electrical energy after being processed by the motor controller 3, and the second direct current electrical energy can supply power to the auxiliary equipment under the control of the DCDC module 5. This solution recovers energy during vehicle braking through an electric drive method and performs reasonable power distribution, reducing the fuel consumption and operation cost of the vehicle.

[0051] Based on the above embodiment:

[0052] Please refer to Figure 2 , Figure 2 which is a schematic structural diagram of another electric drive system provided by the present utility model. As an optional embodiment, the generator controller 2 includes:

[0053] N GCU, and the N GCU are connected in parallel. The common input terminal after parallel connection is connected to the generator 1, and the common output terminal after parallel connection is connected to the motor controller 3, and is used to convert the first alternating current electrical energy into the corresponding first direct current electrical energy when the diesel engine works, where N is a positive integer not less than 1;

[0054] Correspondingly, the motor controller 3 includes M MCU, where M is a positive integer not less than 1;

[0055] The M MCU are connected in parallel. The first common terminal after parallel connection is connected to the generator controller 2, the second common terminal after parallel connection is connected to the traction motor 4, and the third common terminal after parallel connection is connected to the DCDC module 5, and is used to convert the first direct current electrical energy into the corresponding second alternating current electrical energy when the diesel engine works; and convert the third alternating current electrical energy into the second direct current electrical energy when the vehicle is in the braking condition.

[0056] In the present utility model, when the vehicle is in the traction condition, that is, when the diesel engine of the vehicle is working, the generator controller 2 needs to convert the first alternating current electrical energy into the corresponding first direct current electrical energy. Therefore, the generator controller 2 should be provided with a rectifier, that is, N GCU are used as the generator controller 2. And the motor controller 3 needs to perform an inversion operation after receiving the first direct current electrical energy transmitted by the generator controller 2 to convert the first direct current electrical energy into the corresponding second alternating current electrical energy. Therefore, an inverter needs to be provided in the motor controller 3. Similarly, when the vehicle is in the braking condition, the motor controller 3 needs to rectify the third alternating current electrical energy received from the traction motor 4 to convert the third alternating current electrical energy into the corresponding second direct current electrical energy. Therefore, a rectifier is also provided inside the motor controller 3 in this solution. Because the MCU has the function of bidirectional conversion between alternating current electrical energy and direct current electrical energy, M MCU are used as the motor controller 3 of this application, ensuring the reliability of the electrical energy conversion process.

[0057] It should be noted that in practical applications, N can be 1, that is, only one GCU can be provided in the generator controller 2, and the rectification conversion of the first alternating current electrical energy to the first direct current electrical energy can be completed by one GCU. However, this solution also takes into account that if only one GCU is provided and it fails, it will cause the operation of the entire vehicle to fail. Therefore, in practical applications, multiple GCU can be provided, and the rectification conversion of the first alternating current electrical energy to the first direct current electrical energy can be completed through the collaborative cooperation of multiple GCU. In this way, when one of the GCU fails, the generator controller 2 can still continue to work, improving the anti-interference ability of the vehicle under the traction condition. Similarly, M can be 1, that is, only one MCU can be provided in the motor controller 3, and the inversion conversion of the first direct current electrical energy to the second alternating current electrical energy and the rectification conversion of the third alternating current electrical energy to the second direct current electrical energy can be completed by one MCU. However, this solution also takes into account that if only one MCU is provided and it fails, it will cause the operation of the entire vehicle to fail. Therefore, in practical applications, multiple MCU can be provided, and the inversion conversion of the first direct current electrical energy to the second alternating current electrical energy and the rectification conversion of the third alternating current electrical energy to the second direct current electrical energy can be completed through the collaborative cooperation of multiple MCU. In this way, when one of the MCU fails, the motor controller 3 can still continue to work, improving the anti-interference ability of the vehicle under the traction condition and the braking condition. Therefore, in practical applications, multiple GCU and multiple MCU can be provided, and the electrical energy conversion work in the electric drive process can be completed through the collaborative cooperation of multiple GCU and multiple MCU. In this way, when one of the GCU or one of the MCU fails, the generator controller 2 and the motor controller 3 can still continue to work, improving the anti-interference ability of the vehicle under the traction condition and the braking condition.

[0058] It should also be noted that, as Figure 3As shown Figure 3 In the figure, it shows the working condition of the electric drive system when the vehicle is in the traction condition; similarly, as shown in Figure 4 As shown Figure 4 In the figure, it shows the working condition of the electric drive system when the vehicle is in the braking condition.

[0059] It should also be noted that in practical applications, since the function of the motor controller 3 is to convert AC electrical energy into corresponding DC electrical energy and convert the received DC electrical energy into corresponding AC electrical energy, N inverters and N rectifiers can also be provided inside the motor controller 3 to perform corresponding inversion operations and rectification operations respectively.

[0060] As an alternative embodiment, it further includes:

[0061] A chopper controller, which is connected to the motor controller 3 and is used to perform corresponding frequency conversion and voltage transformation processing on the second DC electrical energy;

[0062] A braking resistor box, which is respectively connected to the chopper controller and the ground wire and is used to turn on after receiving the second DC electrical energy processed by frequency conversion and voltage transformation.

[0063] In the present utility model, a chopper controller and a braking resistor box are also provided in the electric drive system. In order to prevent the third AC electrical energy generated by the traction motor 4 from not being consumed in time when the vehicle is in the braking condition, in this solution, the chopper controller performs corresponding frequency conversion and voltage transformation processing on the second DC electrical energy output by the motor controller 3, and transmits the second DC electrical energy processed by frequency conversion and voltage transformation to the braking resistor box. At this time, the braking resistor box is powered on, and the braking resistor in the braking resistor box will convert the electrical energy into heat energy to consume the excess electrical energy, facilitating the reasonable distribution of power.

[0064] As an alternative embodiment, it further includes:

[0065] An auxiliary inverter, which is connected to the motor controller 3 and is used to convert the second DC electrical energy into corresponding fourth AC electrical energy after receiving the second DC electrical energy;

[0066] A traction motor cooling fan, which is respectively connected to the auxiliary inverter and the traction motor 4 and is used to turn on after receiving the fourth AC electrical energy and cool the traction motor 4.

[0067] In the present utility model, an auxiliary inverter and a traction motor cooling fan are further provided in the electric drive system. Considering that the surface temperature of the traction motor 4 will increase after long-term operation, which will in turn affect the working efficiency of the traction motor 4 and even cause faults in the traction motor 4, the present solution converts the second DC electric energy transmitted by the motor controller 3 into the corresponding fourth AC electric energy through the auxiliary inverter and supplies power to the traction motor cooling fan. After being powered on, the traction motor cooling fan cools the traction motor 4, reducing the temperature of the traction motor 4. On the one hand, it can further consume the electric energy generated by the traction motor 4 when the vehicle is in the braking condition. On the other hand, it can improve the working efficiency of the traction motor 4, reduce the probability of traction motor 4 faults, and improve the safety and reliability of the solution.

[0068] As an alternative embodiment, it further includes:

[0069] A braking resistor box fan, which is respectively connected to the auxiliary inverter and the braking resistor box, and is used to start after receiving the fifth AC electric energy transmitted by the auxiliary inverter and cool the braking resistor box.

[0070] In the present utility model, a braking resistor box fan is further provided in the electric drive system. When a braking resistor box fan is provided in the electric drive system, the auxiliary inverter also needs to convert the second DC electric energy transmitted by the motor controller 3 into the fifth AC electric energy required for the operation of the braking resistor box fan. The braking resistor box will start after receiving the fifth AC electric energy transmitted by the auxiliary inverter and cool the braking resistor box. On the one hand, it can further consume the electric energy generated by the traction motor 4 when the vehicle is in the braking condition. On the other hand, it can prevent the braking resistor box from generating too much heat due to its own long working time during actual use, which will in turn affect the operation of the entire vehicle, and improve the safety of the solution.

[0071] As an alternative embodiment, it further includes:

[0072] A hydraulic pump fan, which is respectively connected to the auxiliary inverter and the hydraulic pump of the vehicle, and is used to start after receiving the sixth AC electric energy transmitted by the auxiliary inverter and cool the hydraulic pump.

[0073] In the present utility model, a hydraulic pump fan is further provided in the electric drive system. When a braking hydraulic pump fan is provided in the electric drive system, the auxiliary inverter also needs to convert the second DC electric energy transmitted by the motor controller 3 into the sixth AC electric energy required for the operation of the hydraulic pump fan. After receiving the sixth AC electric energy, the hydraulic pump fan will start to work and cool the hydraulic pump of the vehicle. On the one hand, it can further consume the electric energy generated by the traction motor 4 when the vehicle is in the braking condition. On the other hand, it can reduce the temperature of the hydraulic pump and avoid the problem of excessive temperature caused by the long-term operation of the hydraulic pump, ensuring the safety of the vehicle.

[0074] As an alternative embodiment, it further includes:

[0075] A support capacitor bank, which is respectively connected to the output terminal of the generator controller 2 and the ground wire.

[0076] In the present utility model, a support capacitor bank is also provided in the electric drive system, and the support capacitor bank is arranged between the output terminal of the generator controller 2 and the ground wire, and is used for filtering the first DC electric energy accordingly, which can not only improve the efficiency of DC electric energy transmission, but also improve the stability of DC electric energy transmission.

[0077] As an alternative embodiment, it further includes:

[0078] An insulation detector, which is respectively connected to the output terminal of the generator controller 2 and the ground wire, and is used for monitoring the impedance to the ground of the output terminal of the generator controller 2.

[0079] In the present utility model, an insulation detector is also provided in the electric drive system, and the insulation detector is arranged between the output terminal of the generator controller 2 and the ground wire. This solution monitors the impedance to the ground of the output terminal of the generator controller 2 through the insulation detector, and then checks whether there is a leakage situation in the electric drive system. If a leakage situation occurs, it can also be repaired in time, improving the safety and reliability of the solution.

[0080] As an alternative embodiment, it further includes:

[0081] A DC voltage sensor, which is respectively connected to the output terminal of the generator controller 2 and the input terminal of the motor controller 3, and is used for detecting the voltage value corresponding to the first DC electric energy.

[0082] In the present utility model, a DC voltage sensor is also provided in the electric drive system, and the DC voltage sensor is arranged between the output terminal of the generator controller 2 and the input terminal of the motor controller 3. By detecting the voltage value of the first DC electric energy, it can timely judge whether there is an overvoltage situation in the electric drive system. If an overvoltage situation occurs, it can also be repaired in time, improving the safety and reliability of the solution.

[0083] It should be noted that in this application, a diesel engine is used to drive a generator 1, and the input power supply is connected to the intermediate DC bus (the output terminal of the generator controller 2) after two sets of three-phase controlled rectification. An insulation detector, a support capacitor bank, and a DC voltage sensor are connected to both the positive and negative ends of the bus. The auxiliary inverter, the chopper controller, and the chopper unit draw power from the intermediate DC transfer busbar. The motor controller 3 converts the DC power on the DC bus into AC power and outputs it to the traction motor 4. During braking, the chopper controller chops the DC power and outputs it to the braking resistor. On the basis of this architecture, the output of the power supply units of the two diesel engines driving the generator 1 is reasonably adjusted to improve the utilization rate of the system. In addition, the DCDC unit draws power from the intermediate DC bus transfer busbar. During vehicle braking, the chopper controller transfers the excess energy to the braking resistor for consumption. Power is drawn from the DC bus to supply the auxiliary inverter, the PTC heater, the water cooling unit, and the air conditioning unit. Ensure that under braking conditions, energy can be recovered to the greatest extent and energy utilization can be maximized.

[0084] The present utility model also provides an embodiment corresponding to a vehicle, including: a vehicle body, a diesel engine, auxiliary equipment, and the electric drive system as described above. The electric drive system is respectively connected to the auxiliary equipment, the diesel engine, and the vehicle body.

[0085] The vehicle medium provided in this embodiment corresponds to the above electric drive system, so it has the same beneficial effects as the above electric drive system. Therefore, for the description of the embodiment of the vehicle part, please refer to the description of the embodiment of the electric drive system part, which will not be elaborated here for the time being.

[0086] It should be noted that in this specification, relational terms such as first and second are only used to distinguish one entity or operation from another entity or operation, and do not necessarily require or imply any actual relationship or order between these entities or operations. Moreover, the term "comprising", "including" or any other variant thereof is intended to cover non-exclusive inclusion, so that a process, method, article or device including a series of elements not only includes those elements, but also includes other elements not expressly listed, or elements inherent to such process, method, article or device. Without further limitation, an element defined by the statement "including a..." does not exclude the existence of additional identical elements in the process, method, article or device including the said element.

[0087] The above description of the disclosed embodiments enables those skilled in the art to implement or use the present utility model. Various modifications to these embodiments will be apparent to those skilled in the art, and the general principles defined herein can be implemented in other embodiments without departing from the spirit or scope of the present utility model. Therefore, the present utility model will not be limited to the embodiments shown herein, but rather to the broadest scope consistent with the principles and novel features disclosed herein.

Claims

1. An electric drive system, characterized in that: include: A generator, a generator controller, a motor controller, a traction motor and a DCDC module coaxially connected to the vehicle's diesel engine; The generator is connected to the diesel engine and is used to generate first AC electric energy when the diesel engine is working; The generator controller is connected to the generator and is used to convert the first AC power into corresponding first DC power; The motor controller is connected to the generator controller and is used to convert the first DC power into corresponding second AC power; and convert the third AC power transmitted by the traction motor into corresponding second DC power; The traction motor is arranged on the frame of the vehicle, and the traction motor is connected to the motor controller, and is used to drive the transmission shaft on the frame after receiving the second AC power; generating the third AC electrical energy when the vehicle is in a braking condition; The DCDC module is connected to the motor controller and the auxiliary equipment of the vehicle respectively, and is used to perform corresponding frequency conversion and voltage conversion processing on the second DC power to generate fourth DC power required for the operation of the auxiliary equipment.

2. The electric drive system according to claim 1, characterized in that: The generator controller comprises: N GCUs, the N GCUs are connected in parallel with each other, a common input end after parallel connection is connected to the generator, and a common output end after parallel connection is connected to the motor controller, and are used to convert the first AC power into corresponding first DC power when the diesel engine is working, and N is a positive integer not less than 1; Correspondingly, the motor controller has M MCUs, where M is a positive integer not less than 1; The M MCUs are connected in parallel with each other, the first common end after parallel connection is connected to the generator controller, the second common end after parallel connection is connected to the traction motor, and the third common end after parallel connection is connected to the DCDC module, and are used to convert the first DC power into the corresponding second AC power when the diesel engine is working; and convert the third AC power into the second DC power when the vehicle is in the braking condition.

3. The electric drive system according to claim 1, characterized in that: Also includes: A chopper controller, connected to the motor controller, for performing corresponding frequency conversion and voltage conversion processing on the second DC electric energy; A brake resistor box is connected to the chopper controller and a ground wire respectively, and is used to be turned on after receiving the second DC power after the frequency conversion and voltage conversion processing.

4. The electric drive system according to claim 3, characterized in that: Also includes: an auxiliary inverter, the auxiliary inverter being connected to the motor controller and configured to convert the second DC power into corresponding fourth AC power after receiving the second DC power; A traction motor cooling fan is connected to the auxiliary inverter and the traction motor respectively, and is used to be turned on after receiving the fourth AC power and to cool the traction motor.

5. The electric drive system according to claim 4, characterized in that: Also includes: A brake resistor box fan, wherein the brake resistor fan is respectively connected to the auxiliary inverter and the brake resistor box, and is used to be turned on after receiving the fifth AC power transmitted by the auxiliary inverter, and to cool the brake resistor box.

6. The electric drive system according to claim 4, characterized in that: Also includes: A hydraulic pump fan is connected to the auxiliary inverter and the hydraulic pump of the vehicle respectively, and is used to be turned on after receiving the sixth AC power transmitted by the auxiliary inverter, and to cool the hydraulic pump.

7. The electric drive system according to any one of claims 1 to 6, characterized in that: Also includes: A supporting capacitor group is connected to the output end and the ground wire of the generator controller respectively.

8. The electric drive system according to claim 7, characterized in that: Also includes: An insulation detector is connected to the output terminal and the ground wire of the generator controller respectively, and is used to monitor the impedance of the output terminal of the generator controller to the ground.

9. The electric drive system according to claim 7, characterized in that: Also includes: A DC voltage sensor, the insulation detector is respectively connected to the output end of the generator controller and the input end of the motor controller, and is used to detect the voltage value corresponding to the first DC electric energy.

10. A vehicle, characterized in that: include: A vehicle body, a diesel engine, an auxiliary device, and an electric drive system as described in any one of claims 1 to 9, wherein the electric drive system is connected to the auxiliary device, the diesel engine, and the vehicle body, respectively.

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