A high-efficiency electric vehicle drive system controller with intelligent energy management

Abstract

The utility model discloses a kind of high-efficiency electric vehicle drive system controllers with intelligent energy management, including main control unit, power conversion module, energy collection module, intelligent energy management module and communication module.Main control unit is used to execute motor control and energy management algorithm;Power conversion module realizes the efficient conversion of energy between battery and motor;Energy collection module obtains battery and motor operating parameter in real time;Intelligent energy management module is based on operating condition identification dynamic adjustment power output and energy recovery, optimizes energy distribution and protects battery;Communication module realizes and the data interaction of vehicle controller and battery management system.The utility model improves motor operating efficiency and vehicle cruising range, prolongs battery life, with higher safety and reliability.

Description

Technical Field

[0001] This utility model relates to the field of electric vehicle drive system technology, and in particular to a high-efficiency electric vehicle drive system controller with intelligent energy management. Background Technology

[0002] In recent years, with the deepening of energy conservation and emission reduction policies and the rapid development of the new energy vehicle industry, electric vehicles, as representatives of clean transportation, have seen a continuous increase in their market share. As a core component of the entire vehicle, the drive system of an electric vehicle directly determines its power, range, and operational safety and reliability. Among existing motor types, permanent magnet synchronous motors have become the mainstream choice for electric vehicle drive systems due to their advantages such as high efficiency, high power density, fast response speed, and compact size. However, the overall performance of an electric vehicle depends not only on the motor itself but also, to a large extent, on the structural design and energy management capabilities of the drive controller.

[0003] Most existing drive controllers focus on achieving torque and speed control of motors. Although some products have regenerative braking function, they still have the following obvious shortcomings in terms of energy management and efficiency improvement. Shortcoming 1: The current controller lacks a comprehensive identification and adaptive adjustment mechanism for the actual operating conditions of the vehicle, making it difficult to achieve dynamic energy optimization between the battery and the motor in acceleration, deceleration, hill climbing or complex traffic environments, resulting in low energy utilization efficiency and limited vehicle range. Second shortcoming: Energy recovery functions generally suffer from low efficiency or poor control, which not only wastes some recoverable energy, but may also put an extra burden on the battery due to excessive recovery. Third shortcoming: The controllers mostly use fixed control parameters and fail to make dynamic adjustments based on the battery's state of charge, temperature and health status, which may lead to safety hazards such as overcharging, over-discharging or thermal imbalance. Fourth shortcoming: Under long-term operation or complex working conditions, the overall efficiency of traditional controllers is prone to decline, resulting in severe motor overheating, energy waste and reduced efficiency. Fifth shortcoming: Existing controllers are generally insufficient in terms of intelligence, lacking adaptive learning and prediction of driver behavior characteristics and road environment, thus lacking initiative and foresight in energy scheduling and optimization; To address these issues, we propose a high-efficiency electric vehicle drive system controller with intelligent energy management. Utility Model Content

[0004] The purpose of this invention is to address the shortcomings of existing technologies by proposing a high-efficiency electric vehicle drive system controller with intelligent energy management.

[0005] To achieve the above objectives, the present invention adopts the following technical solution: A high-efficiency electric vehicle drive system controller with intelligent energy management S1, Main control unit, used to control the motor operation in real time and execute energy management algorithms; Power conversion module, connected to the battery pack and motor, used to realize efficient conversion of DC power to AC power; S2, Energy Harvesting Module, is used to collect real-time information on the battery pack's voltage, current, temperature, and state of charge, as well as the motor's speed, torque, and temperature parameters. S3, Intelligent Energy Management Module, connected to the main control unit, is used to perform energy distribution, energy recovery and efficiency optimization control based on vehicle operating condition identification results and battery status; S4, Communication Module, used to realize data interaction between the controller and the vehicle controller, battery management system and braking system; wherein, the intelligent energy management module can dynamically adjust the output power of the motor and the energy recovery range under different working conditions such as vehicle acceleration, deceleration, climbing and braking, so as to improve energy utilization and extend battery life.

[0006] Preferably, the power conversion module adopts a three-phase inverter bridge circuit structure, including power semiconductor devices, freewheeling diodes, and bus filter capacitors.

[0007] Preferably, the main control unit adopts an automotive-grade microcontroller with a built-in hardware PWM module and hardware protection circuit to support field-oriented control and space vector pulse width modulation.

[0008] Preferably, the energy harvesting module includes a voltage sensor, a current sensor, and a temperature sensor, and the sensor output signals are isolated, amplified, and filtered before being input to the main control unit.

[0009] Preferably, the intelligent energy management module includes a working condition identification unit, an energy distribution unit, a recovery control unit, and an efficiency optimization unit; The operating condition identification unit is used to identify the current operating condition based on vehicle acceleration, brake pedal opening and road slope information; The energy distribution unit dynamically adjusts the motor power based on the battery's state of charge and temperature. The energy recovery control unit optimizes the energy recovery current during braking to prevent battery overcharging; The efficiency optimization unit adjusts the operating point according to the motor efficiency map, so that the motor operates in the high-efficiency zone.

[0010] Preferably, the controller has a liquid cooling structure, the power semiconductor devices are in direct contact with the cold plate, the coolant carries away heat through the flow channel, and is connected to the vehicle thermal management system.

[0011] Preferably, the communication module uses a CAN or CANFD bus and supports message exchange with the vehicle controller, battery management system and braking system.

[0012] Preferably, the controller is equipped with overvoltage, undervoltage, overcurrent, overtemperature and short-circuit protection circuits. When an abnormal state is detected, the power device is automatically shut down and a fault signal is output.

[0013] Compared with the prior art, the beneficial effects of this utility model are as follows: This invention integrates an intelligent energy management mechanism into the electric vehicle drive system controller, achieving not only efficient matching between motor drive and battery energy, but also dynamic optimization of energy flow under various vehicle operating conditions, thus improving overall system efficiency. Compared to existing controllers, this controller can adaptively adjust power output and energy recovery based on the vehicle's real-time operating status and driving needs. It ensures timely power response during acceleration and fully utilizes regenerative braking to achieve efficient energy recovery during deceleration and braking, while avoiding battery overcharging and thermal imbalance, thereby significantly improving the vehicle's range.

[0014] This invention introduces multiple efficient control methods, such as space vector pulse width modulation and field weakening control, into the motor control strategy, and adaptively switches between them in different operating ranges. This allows the motor to maintain high efficiency under complex operating conditions, including low speed, high speed, light load, and heavy load. This optimized design effectively reduces energy losses in the inverter and motor, improves the system's energy efficiency, and further enhances the power performance and smoothness of the electric vehicle.

[0015] The intelligent energy management module proposed in this invention can dynamically limit the motor's power demand and energy recovery range by combining the battery's state of charge, health status, and temperature information, thereby extending the battery's lifespan and avoiding battery degradation caused by high current surges or excessive energy recovery. While ensuring safe battery operation, it also improves the vehicle's long-term reliability and economy.

[0016] The electric vehicle drive system controller provided by this utility model can achieve intelligent energy management, high-efficiency motor drive, and refined battery protection based on the collaboration of hardware and software, taking into account multiple objectives such as range, safety, performance, and lifespan, and has good application value and promotion prospects. Attached Figure Description

[0017] Figure 1This is a schematic diagram of the electrical connection of a high-efficiency electric vehicle drive system controller with intelligent energy management proposed in this utility model; Figure 2 This is a cross-sectional schematic diagram of the heat dissipation structure of a high-efficiency electric vehicle drive system controller with intelligent energy management proposed in this utility model. Figure 3 This is a schematic diagram of the signal chain of a high-efficiency electric vehicle drive system controller with intelligent energy management proposed in this utility model; Figure 4 This is a timing diagram illustrating the control flow of a high-efficiency electric vehicle drive system controller with intelligent energy management proposed in this utility model.

[0018] Figure 5 This is a schematic diagram of a high-efficiency electric vehicle drive system controller with intelligent energy management proposed in this utility model.

[0019] Figure 6 This is a schematic diagram of the energy harvesting module of a high-efficiency electric vehicle drive system controller with intelligent energy management proposed in this utility model.

[0020] Figure 7 This is a schematic diagram of the intelligent energy management module of a high-efficiency electric vehicle drive system controller with intelligent energy management proposed in this utility model.

[0021] Figure 8 This is a schematic diagram of the heat dissipation structure of a high-efficiency electric vehicle drive system controller with intelligent energy management proposed in this utility model.

[0022] Figure 9 This is a schematic diagram of the control flow of a high-efficiency electric vehicle drive system controller with intelligent energy management proposed in this utility model.

[0023] Figure 10 This is a schematic diagram of an electric vehicle drive system implementation method for a high-efficiency electric vehicle drive system controller with intelligent energy management proposed in this utility model.

[0024] Figure 11 This invention presents a system structure block diagram of a high-efficiency electric vehicle drive system controller with intelligent energy management.

[0025] Figure 12 This invention presents an internal module block diagram of a high-efficiency electric vehicle drive system controller with intelligent energy management.

[0026] Figure 13The present invention provides an overall flowchart of a high-efficiency electric vehicle drive system controller with intelligent energy management. Detailed Implementation

[0027] The technical solutions of the present utility model will be clearly and completely described below with reference to the accompanying drawings of the embodiments of the present utility model. Obviously, the described embodiments are only some embodiments of the present utility model, and not all embodiments.

[0028] Reference Figure 1-13 A high-efficiency electric vehicle drive system controller with intelligent energy management S1, Main control unit, used to control the motor operation in real time and execute energy management algorithms; Power conversion module, connected to the battery pack and motor, used to realize efficient conversion of DC power to AC power; S2, Energy Harvesting Module, is used to collect real-time information on the battery pack's voltage, current, temperature, and state of charge, as well as the motor's speed, torque, and temperature parameters. S3, Intelligent Energy Management Module, connected to the main control unit, is used to perform energy distribution, energy recovery and efficiency optimization control based on vehicle operating condition identification results and battery status; S4, Communication Module, used to realize data interaction between the controller and the vehicle controller, battery management system and braking system; wherein, the intelligent energy management module can dynamically adjust the output power of the motor and the energy recovery range under different working conditions such as vehicle acceleration, deceleration, climbing and braking, so as to improve energy utilization and extend battery life.

[0029] Installed between the high-voltage power system and the permanent magnet synchronous motor in an electric vehicle, this controller efficiently drives the traction motor and intelligently distributes and recovers energy for the entire vehicle. The controller comprises a hardware body consisting of a control board, a power board, and a heat sink housing, along with an intelligent energy management software module deployed on the control board. The control board and power board are electrically connected and fixed within the heat sink housing via insulating supports. The heat sink housing employs an integrated liquid-cooled plate structure, forming a flow channel connected to the vehicle's cooling circuit. The controller connects to the battery pack via a high-voltage DC interface, to the stator of the permanent magnet synchronous motor via a three-phase AC output, and to the vehicle control unit (VCU), battery management system (BMS), braking system, and sensor components via low-voltage wiring harnesses, thus forming a complete electric drive and energy management chain. Figure 11 System structure block diagram, Figure 12 Internal module block diagram.

[0030] The control board is based on an automotive-grade microcontroller or system-on-a-chip (SoC) with a hardware floating-point unit. The MCU is electrically connected to the multi-channel sampling and detection unit, resolver / encoder interface, gate drive interface, communication interface, and safety protection unit via an isolated power management circuit and signal isolation network. The power management circuit includes a high-voltage auxiliary power input, a DC / DC step-down module, undervoltage / overvoltage protection and soft-start unit, and multiple LDO regulators, providing independent isolated power to the control logic, sensors, and gate drive. The signal isolation network uses a combination of digital isolators and isolation amplifiers to ensure electrical safety and anti-interference capabilities in both the low-voltage control domain and the high-voltage power domain. The MCU's computing power meets the requirements of a ≥200MHz main frequency and ≥32-bit fixed-point / floating-point mixed operation. It incorporates a hardware triangular carrier PWM generator, redundant watchdog timer, and fault triggering devices to support real-time vector control and fault self-testing.

[0031] The power board is based on a three-phase inverter bridge, which consists of three-phase upper and lower bridge power semiconductor devices and parallel freewheeling diodes. A composite absorption network of film capacitors and electrolytic capacitors is connected in parallel across the DC bus. The DC bus is connected to an external precharge circuit via a precharge interface. Each phase arm has an independent current sampling channel and a temperature sampling channel. Current sampling uses a shunt resistor or Hall sensor, and temperature sampling uses a surface-mount NTC. The gate drive circuit includes an isolated driver chip, a Miller clamping network, a drive resistor, and a DESAT desaturation protection channel, and communicates with the control board in isolation to achieve fast and safe driving of the power devices. The power board is tightly attached to the liquid cooling plate by bolts or rivets. The interior of the cooling plate forms a serpentine or parallel multi-channel flow path, with quick-connect connectors at the inlet and outlet for connection to the vehicle's cooling circuit. An EMI filter layer and grounding terminal are integrated on the outer side of the housing to form a shielded cavity that meets automotive-grade EMC requirements.

[0032] The sampling and detection module consists of DC-side voltage sampling, three-phase phase current sampling, motor phase voltage sampling, motor housing and power module temperature sampling, insulation monitoring interface, and battery pack SOC / SOH information input. The DC-side voltage is achieved using voltage divider + isolation amplification, with a sampling range covering 200–900V; the phase current channel bandwidth is no less than 50kHz to meet the Nyquist requirements of open-loop / closed-loop current control; the resolver / encoder interface is compatible with analytical resolvers and ABZ incremental encoders, and an anti-interference filter and distortion compensation network is arranged at the front end. The above multi-source sampling signals are acquired in parallel by an A / D converter and then written into the MCU control loop to ensure the real-time estimation accuracy of motor flux linkage position, speed, phase current, and bus voltage.

[0033] The drive control module consists of a PWM generator, gate driver, and power bridge in hardware, and implements adaptive switching between torque / flux dual closed loop based on field-oriented control and space vector pulse width modulation / discontinuous PWM in software. The controller uses SVPWM to achieve maximum line voltage utilization in the low-to-medium speed range and DPWM to reduce switching losses in the medium-to-high power factor range, based on real-time calculations of motor speed, load, and bus voltage. When the motor speed exceeds the base speed, field weakening control is activated. The q-axis and d-axis current references are fed into the current regulator after being constrained by a limiter and a power angle constraint to prevent overcurrent and demagnetization risks. The switching threshold and hysteresis band parameters of the modulation strategy are written through a calibration range and finely adjusted in real time according to ambient temperature and bus voltage to ensure high-efficiency operation throughout the entire operating range.

[0034] The intelligent energy management module is deployed in an independent task domain within the MCU, and includes an operating condition identification unit, an energy distribution unit, a recovery control unit, an efficiency optimization unit, and a thermal management linkage interface. The operating condition identification unit determines the driving status in real time based on vehicle longitudinal acceleration, brake valve opening, road slope estimation, and traffic congestion characteristics. The energy distribution unit sets the upper limit of the motor's allowable power and the upper limit of the regenerative power according to the battery's SOC, SOH, and temperature window, and sets different power ramp-up / drop-off slopes for cold starts, low-temperature zones, and high-temperature zones. The regeneration control unit provides the target regenerative torque based on the brake pedal opening and adhesion conditions during braking / coasting, and limits the regeneration current to avoid overcharging and thermal surges, while coordinating hydraulic braking to achieve smooth switching. The efficiency optimization unit performs minor reconstruction of the motor torque command while meeting driving requirements, so that the operating point falls into the high-efficiency zone of the motor / inverter joint equivalent efficiency map, and activates fixed cogging torque compensation and electrical angle offset compensation when necessary to reduce copper loss and harmonic loss. The thermal management linkage interface outputs the target speed and torque limit request of the pump / fan to the thermal management controller according to the temperature rise rate of the power module and the motor, and implements a graded torque derating strategy when the temperature rise exceeds the threshold. The aforementioned units are synchronized through a shared data area and a time-triggered scheduling table to ensure that the 100µs-level control cycle and the 1–10ms-level energy management cycle do not interfere with each other.

[0035] In terms of communication and system integration, the controller interacts with vehicle controllers such as VCU, BMS, and ABS / ESC via CAN or CANFD. Key messages include torque demand, operating condition indicators, SOC / SOH / temperature, insulation status, fault codes, and diagnostic services. To adapt to high-bandwidth vehicle networks, the controller reserves a 100Mbps Ethernet diagnostic port or a UDS / DoIP calibration port, supporting online calibration and firmware upgrades at the vehicle end. It also reserves several digital input / output ports to connect to parking signals, collision power-off signals, and high-voltage interlock circuits, ensuring that the controller immediately shuts down the power bridge and reports the fault status in the event of a collision or high-voltage circuit disconnection.

[0036] In terms of safety and protection design, the controller is equipped with multi-level protection against overvoltage, undervoltage, overcurrent, short circuit, overtemperature, and stall. DC bus overvoltage / undervoltage is determined by a dual-channel hardware comparator and software threshold, triggering PWM shutdown. Phase current over-limit is achieved through redundant DESAT and sampling overcurrent links, prioritizing hardware desaturation shutdown to protect power devices. When the power module and motor temperatures exceed thresholds, torque limiting and graded derating are triggered, with temperature limits triggering hard shutdown. The safety management unit periodically performs a self-test process, including ADC reference calibration, encoder signal consistency check, islanded PWM suppression, and watchdog refresh. When encoder / resolver abnormalities or phase sequence misalignment are detected, a fail-safe mode is entered, disabling field weakening and limiting the maximum phase current until the fault is cleared or manually reset.

[0037] In terms of mechanical and thermal design, the heat sink housing is made of die-cast aluminum in one piece, with EMI shielding ribs and grounding springs inside. The power board is tightly attached to the cold plate with thermal grease, and turbulence-promoting ribs are set at the inlet of the cold plate to improve heat exchange efficiency. The outer side of the housing has mounting ears with reinforcing ribs and provides sealed high-voltage / low-voltage connectors with an IP67 or higher protection rating. The connector arrangement follows the zoning principle of "high voltage away from low voltage, power away from signal" to reduce coupling interference. For ease of maintenance and calibration, the control board and power board are stacked in layers, and the control board can be independently plugged and unplugged without disassembling the cooling circuit.

[0038] During typical operation, under the constraints of torque demand and speed target issued by the VCU, the controller first determines the vehicle's driving state through the operating condition identification unit and sends the result to the energy distribution and efficiency optimization unit. The energy distribution unit determines the allowable traction power and regenerative power boundaries based on the SOC / SOH and temperature window provided by the BMS. The efficiency optimization unit queries the motor-inverter joint efficiency map to fine-tune the target torque and generates d-axis and q-axis current references. The drive control module completes the d-axis and q-axis current closed loop and SVPWM / DPWM modulation to generate a three-phase PWM waveform to drive the power bridge, achieving efficient drive of the permanent magnet synchronous motor. When braking or coasting is detected, the regenerative control unit outputs regenerative torque and maintains continuous torque and consistent pedal feel before and after the hydraulic braking intervention point. The regenerative current is dynamically limited by the upper limit of SOC and temperature rise constraints. Waste heat information is simultaneously sent to the thermal management system to improve heat dissipation efficiency and vehicle thermal balance.

[0039] Preferably, the controller can be equipped with a supercapacitor branch interface and dual-source parallel management logic. When the vehicle has high-frequency start-stop or high regenerative power scenarios, the transient recovered energy will be preferentially guided to the supercapacitor to reduce the pulse stress on the battery. More preferably, the controller supports automatic identification and parameter self-learning of resolvers and encoders. After the first installation in a vehicle, it completes the identification of key parameters such as motor inductance, stator resistance, and flux linkage under safe operating conditions, and updates the field weakening coefficient and current limiting curve online accordingly, thereby maintaining the best efficiency range operation under manufacturing tolerance and aging conditions.

[0040] Through the aforementioned structural configuration and electrical connections, this invention forms an electric drive control assembly centered on "high-efficiency hardware power conversion + intelligent software energy management": On the hardware side, high-bandwidth sampling, isolated drive, and efficient heat dissipation ensure the reliability and efficiency of power conversion; on the software side, operating condition identification, energy boundary constraints, efficiency map optimization, and thermal derating achieve full-time-domain optimization of traction and reclaimed energy, thereby achieving high-efficiency motor drive and gentle, battery-friendly use across the entire vehicle's operating conditions, balancing range, performance, and lifespan goals. This technical solution can be implemented with clear module boundaries and verifiable electrical connections, making it suitable for mass integration into passenger cars, light commercial vehicles, and low-speed special vehicle platforms.

[0041] Furthermore, refer to Figure 5 It can be seen that the power conversion module adopts a three-phase inverter bridge circuit structure, including power semiconductor devices, freewheeling diodes, and bus filter capacitors. The power conversion module adopts a three-phase inverter topology, consisting of six power semiconductor devices. Each phase arm is equipped with a gate drive circuit and an overcurrent protection circuit. A filter capacitor and a bus voltage detection unit are installed on the DC bus. Through this power conversion module, efficient conversion between DC and AC power can be achieved, thereby driving the motor to operate stably.

[0042] Furthermore, refer to Figure 5 It can be seen that the main control unit adopts an automotive-grade microcontroller with a built-in hardware PWM module and hardware protection circuit to support field-oriented control and space vector pulse width modulation. The main control unit is composed of an automotive-grade microprocessor, which integrates a high-speed computing core, a hardware PWM module, an analog sampling unit, and redundant safety protection circuits. It is used to complete the real-time calculation of field-oriented control and space vector pulse width modulation of the motor, and coordinate the execution of energy management algorithms.

[0043] Furthermore, refer to Figure 6It can be seen that the energy harvesting module includes a voltage sensor, a current sensor, and a temperature sensor. The sensor output signals are isolated, amplified, and filtered before being input to the main control unit. The energy harvesting module contains multiple voltage, current, and temperature sensors, enabling real-time acquisition of parameters such as battery pack voltage, current, state of charge, state of health, battery temperature, and motor speed, torque, and winding temperature. These data are isolated, amplified, and filtered before being transmitted to the main control unit as input to the energy management and control algorithm.

[0044] Furthermore, refer to Figure 7 It can be seen that the intelligent energy management module includes a working condition identification unit, an energy distribution unit, a recovery control unit, and an efficiency optimization unit; The operating condition identification unit is used to identify the current operating condition based on vehicle acceleration, brake pedal opening and road slope information. The operating condition identification unit can determine whether the current operating condition is acceleration, constant speed, deceleration or regenerative braking based on vehicle acceleration, brake pedal opening and road slope information. The energy distribution unit dynamically adjusts the motor power based on the battery's state of charge and temperature. The energy distribution unit also dynamically adjusts the target motor power based on the operating condition identification results, battery SOC, and temperature to avoid over-discharge or over-recycling. The energy recovery control unit optimizes the energy recovery current during braking to avoid battery overcharging. During braking, the energy recovery control unit feeds the braking energy back to the battery pack in the form of current, and at the same time performs amplitude limiting control in combination with the battery's safe operating range. The efficiency optimization unit adjusts the operating point according to the motor efficiency map so that the motor operates in the high-efficiency zone. Under the premise of ensuring power demand, the efficiency optimization unit makes the motor operating point fall as close as possible to the high-efficiency zone of the efficiency map, thereby reducing power loss.

[0045] Furthermore, refer to Figure 8 It can be seen that the controller has a liquid-cooled structure, with the power semiconductor devices in direct contact with the cold plate. The coolant carries away heat through flow channels and is connected to the vehicle's thermal management system. The controller's heat dissipation structure adopts an integrated liquid-cooled cold plate design, with the power semiconductor devices in direct contact with the cold plate and the coolant circulating through internal flow channels to carry away heat. The cooling system is connected to the vehicle's thermal management system, ensuring that the controller can maintain a safe temperature range under long-term high-load operation conditions, thus improving overall operational stability.

[0046] Furthermore, refer to Figure 9 and 10It can be seen that the communication module adopts CAN or CANFD bus and supports message interaction with the vehicle controller, battery management system, and braking system. The control process of this utility model includes four steps: operating condition identification, energy management, control execution, and feedback protection. First, the operating condition identification module judges the vehicle status in real time; then, the energy management module generates energy distribution commands based on battery and motor operating parameters; next, the main control unit drives the motor through the power conversion module; finally, the system completes closed-loop regulation through feedback signals collected by sensors, and immediately triggers protection measures when abnormalities such as overvoltage, overcurrent, or overtemperature occur to ensure safe system operation. In practical applications, when the vehicle is accelerating, the controller outputs higher power according to the driver's needs, while monitoring the battery discharge capacity to ensure power and safety. When the vehicle decelerates or brakes, the controller determines the energy recovery range based on the brake pedal signal and battery SOC state, and avoids battery overcharging through current limiting strategies. Under high-speed cruising conditions, the controller extends the motor operating range through field weakening control, allowing the motor to maintain high efficiency at high speeds.

[0047] Furthermore, refer to Figure 5 It can be seen that the controller is equipped with overvoltage, undervoltage, overcurrent, overtemperature and short circuit protection circuits. When an abnormal state is detected, the power device is automatically shut down and a fault signal is output. The controller is connected to the battery pack through a high-voltage DC interface and to the permanent magnet synchronous motor through a three-phase AC interface. At the same time, it establishes a data interaction relationship with the vehicle controller, braking system and battery management system.

[0048] As can be seen from the above embodiments, the electric vehicle drive system controller of this utility model achieves a high degree of hardware and software integration in its structural design, and realizes intelligent management and optimization of the vehicle's energy in its operating mechanism. This controller not only improves motor drive efficiency and vehicle range, but also effectively extends battery life and ensures the safety and reliability of the electric vehicle under different operating conditions.

[0049] In this utility model, the installation, connection or setting methods of all the components mentioned above are common mechanical methods, and the specific structure, model and coefficient index of all the components are their own technologies. As long as they can achieve their beneficial effects, they can be implemented, so they will not be described in detail.

[0050] The above embodiments are preferred embodiments of the present utility model, but the embodiments of the present utility model are not limited to the above embodiments. Any changes, modifications, substitutions, combinations, or simplifications made without departing from the spirit and principle of the present utility model shall be considered equivalent substitutions and shall be included within the protection scope of the present utility model.

[0051] In this utility model, unless otherwise stated, directional terms such as "up, down, left, right, front, back, inside, outside, and vertical and horizontal" in the terminology only represent the orientation of the term in its conventional use or are common names understood by those skilled in the art, and should not be regarded as limitations on the term. At the same time, numerals such as "first," "second," and "third" do not represent specific quantities or orders, but are only used to distinguish names. Moreover, the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a series of elements includes not only those elements, but also other elements not expressly listed, or elements inherent to such process, method, article, or apparatus.

Claims

1. A high-efficiency electric vehicle drive system controller with intelligent energy management, characterized in that: S1, Main control unit, used to control the motor operation in real time and execute energy management algorithms; Power conversion module, connected to the battery pack and motor, used to realize efficient conversion of DC power to AC power; S2, Energy Harvesting Module, is used to collect real-time information on the voltage, current, temperature and state of charge of the battery pack, as well as the speed, torque and temperature parameters of the motor. S3, Intelligent Energy Management Module, connected to the main control unit, is used to perform energy distribution, energy recovery and efficiency optimization control based on vehicle operating condition identification results and battery status; S4, Communication Module, used to realize data interaction between the controller and the vehicle controller, battery management system and braking system; wherein, the intelligent energy management module can dynamically adjust the output power of the motor and the energy recovery range under different working conditions of vehicle acceleration, deceleration, climbing and braking, so as to improve energy utilization and extend battery life.

2. The high-efficiency electric vehicle drive system controller with intelligent energy management according to claim 1, characterized in that, The power conversion module adopts a three-phase inverter bridge circuit structure, which includes power semiconductor devices, freewheeling diodes, and bus filter capacitors.

3. A high-efficiency electric vehicle drive system controller with intelligent energy management according to claim 1, characterized in that, The main control unit adopts an automotive-grade microcontroller with a built-in hardware PWM module and hardware protection circuit to support field-oriented control and space vector pulse width modulation.

4. A high-efficiency electric vehicle drive system controller with intelligent energy management according to claim 1, characterized in that, The energy harvesting module includes a voltage sensor, a current sensor, and a temperature sensor. The sensor output signals are isolated, amplified, and filtered before being input to the main control unit.

5. A high-efficiency electric vehicle drive system controller with intelligent energy management according to claim 1, characterized in that, The intelligent energy management module includes an operating condition identification unit, an energy distribution unit, a recovery control unit, and an efficiency optimization unit; The operating condition identification unit is used to identify the current operating condition based on vehicle acceleration, brake pedal opening and road slope information; The energy distribution unit dynamically adjusts the motor power based on the battery's state of charge and temperature. The energy recovery control unit optimizes the energy recovery current during braking to prevent battery overcharging; The efficiency optimization unit adjusts the operating point according to the motor efficiency map, so that the motor operates in the high-efficiency zone.

6. A high-efficiency electric vehicle drive system controller with intelligent energy management according to claim 1, characterized in that, The controller has a liquid cooling structure, with power semiconductor devices in direct contact with the cold plate. The coolant carries away heat through the flow channel and is connected to the vehicle thermal management system.

7. A high-efficiency electric vehicle drive system controller with intelligent energy management according to claim 1, characterized in that, The communication module uses a CAN or CANFD bus and supports message exchange with the vehicle controller, battery management system and braking system.

8. A high-efficiency electric vehicle drive system controller with intelligent energy management according to claim 1, characterized in that, The controller is equipped with overvoltage, undervoltage, overcurrent, overtemperature and short-circuit protection circuits. When an abnormal state is detected, it automatically shuts down the power devices and outputs a fault signal.

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