All-in-one integrated electrical control device of electric vehicle

Abstract

The utility model discloses an all-in-one integrated electrical control device for an electric vehicle, which adopts a module design and integrates a direct current bus capacitor module, an insulated gate bipolar transistor (IGBT) inversion unit, a power distribution transmission unit and a wiring structure. The direct-current bus capacitor module is used for filtering and stabilizing the voltage of the direct-current bus, a stable working environment is created for the IGBT inversion unit, the conversion efficiency from direct current to three-phase alternating current can be improved, the energy loss is reduced, and the service life of a battery is prolonged. The power distribution transmission unit is integrated with a PDU terminal and a signal transmission assembly, so that centralized management of power distribution and signal transmission can be realized. The front motor and the rear motor are connected through a unified IGBT inversion unit and a wiring structure, an efficient signal transmission and control mechanism is matched, and multi-motor cooperative accurate control can be achieved.

Description

Technical Field

[0001] This utility model relates to the field of new energy technology, specifically to an all-in-one integrated electrical control device for electric vehicles. Background Technology

[0002] Electric vehicles are increasingly being used in the transportation sector due to their advantages such as low energy consumption and zero emissions. As the core component of the entire vehicle, the performance of the electric control system directly affects the vehicle's power, safety, and reliability.

[0003] Traditional electric vehicle electrical control systems employ a distributed design, consisting of multiple independent components. In the motor drive section, each motor requires a separate motor controller, significantly increasing hardware costs. Furthermore, the presence of multiple controllers occupies considerable interior space, hindering the overall lightweight design of the vehicle. This is particularly problematic for electric vehicles with multi-motor configurations, such as those using front and rear dual-motor drives, where traditional distributed control systems struggle to achieve coordinated control of all motors.

[0004] In summary, the distributed design of traditional electric vehicle electrical control systems has many drawbacks and cannot meet the electric vehicle industry's demand for efficient, reliable, and integrated electrical control systems. Summary of the Invention

[0005] To address the aforementioned problems, this utility model discloses an integrated electrical control device for electric vehicles.

[0006] To achieve the above objectives, this utility model provides the following technical solution: an integrated electrical control device for electric vehicles, comprising:

[0007] A DC bus capacitor module, which is connected to the battery bus, is used to stabilize the DC bus voltage.

[0008] The IGBT inverter unit is electrically connected to the DC bus capacitor module and contains multiple IGBT modules for converting DC power into three-phase AC power to drive the motor.

[0009] The power distribution and transmission unit includes a PDU terminal and a signal transmission component. The PDU terminal is used for power distribution and motor status signal acquisition, and the signal transmission component is used for transmitting control signals.

[0010] The wiring structure includes a wall-through terminal U1 for connecting the front motor and a wall-through terminal U2 for connecting the rear motor. The IGBT inverter unit is electrically connected to the front motor and the rear motor respectively through the wiring structure.

[0011] The DC bus capacitor module includes a capacitor C1, with the two ends of the capacitor C1 connected to the DC positive terminal and the DC negative terminal of the battery bus, respectively, and a fuse FU1 connected in series on the battery bus.

[0012] The IGBT inverter unit includes a U1 region and a U2 region. The IGBT modules in each region form an inverter bridge circuit. The U1 region and the U2 region are respectively for driving the front motor and the rear motor.

[0013] It also includes a hydraulic station motor drive module; the hydraulic station motor drive module includes an IGBT-2 module in the U3 area, the IGBT-2 module forms an inverter bridge circuit, and is electrically connected to the hydraulic station motor through the wall terminal U3, which is used to convert DC power into three-phase AC power to drive the hydraulic station motor.

[0014] The PDU terminals include a power output terminal, a redundant power supply terminal, and a PT100 temperature signal acquisition terminal.

[0015] The signal transmission component includes a CAN communication line and a control signal line, which are used to enable signal interaction between the device and external devices.

[0016] The electric vehicle all-in-one integrated electrical control device of this application adopts a modular design, integrating a DC bus capacitor module, an IGBT inverter unit, a power distribution and transmission unit, and a wiring structure. The DC bus capacitor module filters and stabilizes the DC bus voltage, creating a stable operating environment for the IGBT inverter unit, improving the conversion efficiency of DC to three-phase AC, reducing energy loss, and extending battery life. The power distribution and transmission unit integrates PDU terminals and signal transmission components, enabling centralized management of power distribution and signal transmission. By connecting the front and rear motors using a unified IGBT inverter unit and wiring structure, and with an efficient signal transmission and control mechanism, precise coordinated control of multiple motors can be achieved. Attached Figure Description

[0017] Figure 1 This is a schematic diagram of the overall structure of the electric vehicle multi-function integrated electrical control device in the embodiments of this application;

[0018] Figure 2 This is a circuit diagram of the electric vehicle multi-function integrated electrical control device in the embodiments of this application;

[0019] Figure 3 This is a circuit diagram of the hydraulic station motor drive section in an embodiment of this application. Detailed Implementation

[0020] The present invention will be further illustrated below with reference to specific embodiments. It should be understood that the following specific embodiments are only used to illustrate the present invention and are not intended to limit the scope of the invention.

[0021] Example 1: As Figure 1-2 As shown, an integrated electrical control device for electric vehicles includes:

[0022] The DC bus capacitor module 100 connects to the battery bus and is used to stabilize the DC bus voltage. Specifically, the DC bus capacitor module includes a capacitor C1 (such as an electrolytic capacitor or a film capacitor). The two ends of capacitor C1 are connected to the DC positive terminal (DC+) and the DC negative terminal (DC-) of the battery bus, respectively. Utilizing the energy storage characteristics of the capacitor, it absorbs voltage spikes, smooths ripple, and filters out high-frequency fluctuations in the DC bus voltage, providing a stable DC power supply to the downstream IGBT inverter unit. A fuse FU1 is also connected in series on the battery bus to blow in case of circuit overload, protecting the capacitor and downstream circuitry.

[0023] The IGBT inverter unit 200 is electrically connected to the DC bus capacitor module. The IGBT inverter unit includes a U1 region and a U2 region. The IGBT modules in each region form an inverter bridge circuit. The U1 region and the U2 region are respectively for driving the front motor and the rear motor.

[0024] The U1 and U2 regions each contain multiple IGBT modules. These IGBT modules are driven by logic control circuits to form an inverter bridge circuit (such as a three-phase bridge structure) to convert DC power into three-phase AC power for driving the motor. Through partitioning design, independent drive control of the two motors is achieved, improving the system's ability to accurately regulate the power output of the two motors and adapting to the dual-motor drive scenario of electric vehicles.

[0025] The power distribution transmission unit 300 includes a PDU terminal and a signal transmission component. The PDU terminal is used for power distribution and motor status signal acquisition, and the signal transmission component is used for transmitting control signals.

[0026] In one embodiment, the PDU terminal is an 80-type PDU terminal, and the signal transmission component is a 35-pin terminal. The 35-pin terminal integrates a CAN communication line (to enable data exchange between devices) and a control signal line (to transmit control commands) for signal exchange between the device and external devices.

[0027] The 80PDU terminal integrates a power output terminal, a redundant power supply terminal, and a PT100 temperature signal acquisition terminal, and connects to the front and rear motors. The power output terminal provides three-phase AC power to each motor (front, rear, and hydraulic station motor), supporting parallel power supply for multiple motors. The redundant power supply terminal is a reserved backup power interface to improve system power supply reliability (e.g., switching to the redundant power supply in case of main power failure). The PT100 temperature signal acquisition terminal connects to the motor's built-in PT100 temperature sensor for real-time temperature monitoring to prevent overheating damage.

[0028] The integrated power distribution setup of the PDU terminals enables the device to both distribute power and collect motor status signals, reducing the complexity of external wiring and improving system integration and reliability.

[0029] The specific wiring structure includes a through-wall terminal U1 connecting to the front motor and a through-wall terminal U2 connecting to the rear motor. The IGBT inverter unit is electrically connected to the front and rear motors respectively through the wiring structure. In one embodiment, the through-wall terminals U1 and U2 (corresponding to the front and rear motors) can be waterproof and dustproof through-wall terminals, passing through the device housing to connect the internal IGBT inverter unit to the external motor, thereby reducing the influence of the external environment on the internal circuit. The conductive parts inside the terminals are insulated from the housing, supporting high current transmission (such as the hundreds of amperes of current in an electric vehicle motor), and the surface is tin-plated or silver-plated to reduce contact resistance.

[0030] In this embodiment, the power supply link is as follows: battery bus (DC+, DC-) → fuse FU1 (overcurrent protection) → DC bus capacitor C1 (voltage filtering) → IGBT inverter unit (DC to three-phase AC) → through-wall terminals (U1, U2) → front / rear motor.

[0031] The signal link is as follows:

[0032] Vehicle controller (external device) → Signal transmission components (CAN communication + control signals) → Power distribution transmission unit → IGBT drive circuit → Control IGBT on / off → Adjust motor speed / torque;

[0033] Meanwhile, motor status signals (such as PT100 temperature) are fed back to the device through the PDU terminal, forming a closed-loop control.

[0034] Example 2: As Figure 2 As shown, the control device also includes a hydraulic station motor drive module; the hydraulic station motor drive module includes an IGBT-2 module in the U3 area, the IGBT-2 module forms an inverter bridge circuit, and is electrically connected to the hydraulic station motor through the wall terminal U3, which is used to convert DC power into three-phase AC power to drive the hydraulic station motor.

[0035] In one embodiment, the U3 region includes multiple IGBT-2 modules connected in the form of a three-phase bridge inverter circuit. Three-phase bridge inverter circuits are widely used in power electronics and can efficiently convert direct current into three-phase alternating current. Simultaneously, by appropriately selecting the parameters of the IGBT-2 modules, such as withstand voltage and current capacity, it is ensured that the modules can adapt to the power requirements of the hydraulic station motor and the system voltage level.

[0036] To achieve the electrical connection between the hydraulic station motor drive module and the hydraulic station motor, a through-wall terminal block U3 is used. It passes through the housing of the control unit, with one end connected to the inverter bridge circuit in the U3 area and the other end connected to the hydraulic station motor. The through-wall terminal block U3 is waterproof, dustproof, and vibration-resistant, ensuring reliable connection even in harsh environments and reducing external interference to the internal circuitry of the control unit, thus ensuring stable system operation.

[0037] The inclusion of the hydraulic station motor drive module further enhances the integration of the all-in-one integrated electrical control device for electric vehicles. The previously independent hydraulic station motor control system has been integrated into a unified control device, reducing the number of system components and wiring harness connections, lowering system complexity, and improving the reliability and maintainability of the entire vehicle's electrical system.

[0038] The technical means disclosed in this utility model are not limited to those disclosed in the above embodiments, but also include technical solutions composed of any combination of the above technical features. It should be noted that those skilled in the art can make various improvements and modifications without departing from the principle of this utility model, and these improvements and modifications are also considered within the scope of protection of this utility model.

Claims

1. An all-in-one integrated electrical control device for an electric vehicle, characterized by, The application relates to a motor drive device for driving a front motor and a rear motor, comprising the following parts: a direct-current bus capacitor module connected with a battery bus for stabilizing a direct-current bus voltage; an IGBT inverter unit electrically connected with the direct-current bus capacitor module, containing a plurality of IGBT modules for converting direct current into three-phase alternating current for driving the motor; a power distribution transmission unit containing a PDU terminal and a signal transmission component, the PDU terminal being used for power distribution and motor state signal acquisition, and the signal transmission component being used for transmitting control signals; a wiring structure containing a wall-through wiring stake U1 connected with the front motor and a wall-through wiring stake U2 connected with the rear motor, the IGBT inverter unit being electrically connected with the front motor and the rear motor through the wiring structure.

2. The all-in-one integrated electrical control device for electric vehicles of claim 1, wherein: The direct-current bus capacitor module contains a capacitor C1, the two ends of the capacitor C1 being connected with a direct-current positive terminal and a direct-current negative terminal of the battery bus respectively, and a fuse FU1 being connected in series on the battery bus.

3. The all-in-one integrated electrical control device for electric vehicles of claim 1, wherein: The IGBT inverter unit contains a U1 region and a U2 region, the IGBT modules in each region forming an inverter bridge circuit, and the U1 region and the U2 region corresponding to the front motor and the rear motor respectively.

4. The all-in-one integrated electrical control device for electric vehicles of claim 1, wherein, The motor drive device further contains a hydraulic station motor drive module, the hydraulic station motor drive module containing an IGBT-2 module in a U3 region, the IGBT-2 module forming an inverter bridge circuit and being electrically connected with a hydraulic station motor through a wall-through wiring stake U3, and being used for converting direct current into three-phase alternating current for driving the hydraulic station motor.

5. The all-in-one integrated electrical control device for electric vehicles of claim 1, wherein: The PDU terminal contains a power output end, a redundant power supply end and a PT100 temperature signal acquisition end.

6. The all-in-one integrated electrical control device for electric vehicles of claim 1, wherein: The signal transmission component contains a CAN communication line and a control signal line, and is used for realizing signal interaction between the device and external equipment. The application further relates to a motor drive device for driving a front motor and a rear motor, comprising the following parts: a direct-current bus capacitor module connected with a battery bus for stabilizing a direct-current bus voltage; an IGBT inverter unit electrically connected with the direct-current bus capacitor module, containing a plurality of IGBT modules for converting direct current into three-phase alternating current for driving the motor; a power distribution transmission unit containing a PDU terminal and a signal transmission component, the PDU terminal being used for power distribution and motor state signal acquisition, and the signal transmission component being used for transmitting control signals; a wiring structure containing a wall-through wiring stake U1 connected with the front motor and a wall-through wiring stake U2 connected with the rear motor, the IGBT inverter unit being electrically connected with the front motor and the rear motor through the wiring structure. The direct-current bus capacitor module contains a capacitor C1, the two ends of the capacitor C1 being connected with a direct-current positive terminal and a direct-current negative terminal of the battery bus respectively, and a fuse FU1 being connected in series on the battery bus. The IGBT inverter unit contains a U1 region and a U2 region, the IGBT modules in each region forming an inverter bridge circuit, and the U1 region and the U2 region corresponding to the front motor and the rear motor respectively. The motor drive device further contains a hydraulic station motor drive module, the hydraulic station motor drive module containing an IGBT-2 module in a U3 region, the IGBT-2 module forming an inverter bridge circuit and being electrically connected with a hydraulic station motor through a wall-through wiring stake U3, and being used for converting direct current into three-phase alternating current for driving the hydraulic station motor. The PDU terminal contains a power output end, a redundant power supply end and a PT100 temperature signal acquisition end. The signal transmission component contains a CAN communication line and a control signal line, and is used for realizing signal interaction between the device and external equipment.

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