VEHICLE-BASED DRIVE SYSTEM AND VEHICLE

Abstract

The embodiments of the present invention specify a vehicle-based drive system and a vehicle, wherein the drive system includes: a power sensing module for sensing and transmitting a power sensing result corresponding to an input power; a high-voltage protection module for sensing and transmitting a voltage sensing result corresponding to a voltage on a high-voltage side and for receiving voltage feedback information and outputting a protection drive signal corresponding to the voltage feedback information; a power management module for outputting a power delivery corresponding to the power sensing result in order to achieve a delivery of power to a drive control module via a high- and low-voltage power delivery module, and for transmitting voltage feedback information;A full-bridge drive module for receiving a drive control signal or a protection control signal and for performing the drive operation. Real-time monitoring of the power sensing module improves the system's adaptability to power fluctuations and increases overall operational stability. Monitoring the high-voltage side of the high- and low-voltage power delivery module ensures a timely response to voltage anomalies, thus increasing driving safety.

Description

TECHNICAL AREA

[0001] The embodiments of the present invention relate to the field of safe vehicle drive technology and in particular to a vehicle-based drive system and a vehicle. GENERAL STATE OF THE ART

[0002] In modern vehicle technology, particularly in the field of electric and hybrid vehicles, the safety and reliability of power delivery not only affects the vehicle's performance and energy efficiency but also impacts occupant safety and environmental compatibility. Electric and hybrid vehicles rely on reliable power systems to drive their motors, providing the necessary power and vehicle control. As part of a vehicle's core power unit, the motor controller plays a crucial role in the overall vehicle operation. Any failure of the drive control system due to power loss can cause unexpected torque spikes and a loss of speed control. This uncontrolled state not only damages the motor controller but can also lead to serious accidents.This means that effective power supply security can prevent and mitigate problems caused by power outages, thereby extending the vehicle's service life.

[0003] In today's electric and hybrid vehicle propulsion systems, a common method for handling power outages is the use of a high-voltage backup power supply. Specifically, this method involves drawing electricity from a high-voltage rail, then reducing and isolating the high voltage through a dedicated circuit to provide safe and stable backup power for the high-voltage propulsion system. The primary purpose of this method is to ensure that the vehicle's propulsion system can continue operating in the event of a main power failure, thereby preventing loss of vehicle control or other safety issues caused by a sudden power interruption. Complex circuit designs are employed, including components such as transformers, step-down converters, and isolators.These components not only have to convert a high voltage to a low voltage, but also have to ensure effective isolation between the high-voltage and low-voltage sections to prevent the high voltage from damaging the low-voltage circuit.

[0004] When backup power is obtained for use in a high-voltage propulsion system, the necessary step-down conversion and isolation circuits are complex in the prior art, increasing the difficulty of design and the cost of implementation. Furthermore, insufficient electromagnetic isolation between high-voltage and low-voltage conversion can lead to electromagnetic interference problems, and such interference can affect the performance and reliability of other electronic systems in the vehicle. Against this background, there is an urgent need for a vehicle-based propulsion system to address the engineering problem of the limited capacity to handle a power failure in the prior art. Summary

[0005] The embodiments of the present invention provide a vehicle-based drive system and a vehicle with which the technical problem of the low ability to process power failures in the prior art is to be solved and the ability to process power failures is to be improved.

[0006] A first aspect of the embodiments of the present invention specifies a vehicle-based drive system that includes: a power acquisition module, a power management module, a high-voltage protection module and a drive control module;An input terminal of the power sensing module and an input terminal of the power management module are both connected to an input power supply; an output terminal of the power sensing module and the high-voltage protection module are both connected to the power management module; an output terminal of the power management module is connected to a high- and low-voltage power delivery module that supplies power to the drive control module; an input terminal of the high-voltage protection module is connected to a high-voltage side of the high- and low-voltage power delivery module; an output terminal of the high-voltage protection module and an output terminal of the drive control module are both connected to a full-bridge drive module; the power sensing module is configured to sensing the input power and sending a power sensing result that corresponds to the input power; The high-voltage protection module is configured to detect a voltage on a high-voltage side of the high- and low-voltage power delivery module and to send a voltage detection result. which corresponds to the voltage on the high-voltage side, for receiving voltage feedback information and for outputting a protection drive signal that corresponds to the voltage feedback information; The power management module is configured to acquire the power measurement result and the voltage measurement result, and to output a power delivery corresponding to the power measurement result in order to achieve a delivery of power to the drive control module via the high and low voltage power delivery module, and to send voltage feedback information corresponding to the voltage measurement result; and The full-bridge drive module is configured to receive a drive control signal output by the drive control module or a protection control signal output by the high-voltage protection module and to perform a drive operation based on the drive control signal or the protection control signal.

[0007] Optionally, the power management module for the drive system described above includes a step-down conversion unit, a charge-discharge management unit, and an energy storage unit; the step-down conversion unit and the charge-discharge management unit are connected in series, the input power is connected to an input terminal of the step-down conversion unit, and the energy storage unit is connected to the charge-discharge management unit; The performance management module is specifically configured for: Reducing the input power voltage by means of the step-down conversion unit to obtain a first step-down power, and charging the energy storage unit by the charge-discharge management unit based on the first step-down power, wherein the energy storage unit outputs a second step-down power during a discharge; and Output of the first downconverted power or the second downconverted power by the charge-discharge management unit to obtain a power delivery equal to the first downconverted power or a power delivery equal to the second downconverted power.

[0008] Optionally, the power management module for the drive system described above also includes a boost conversion unit, the charge-discharge management unit is connected to the high and low voltage power delivery module via the boost conversion unit, and an output terminal of the power sensing module is connected to the charge-discharge management unit; The performance management module is also specifically configured for: Receiving the power measurement result by the charge-discharge management unit and outputting the first down-converted power or the second down-converted power based on the power measurement result; Increasing the first down-converted power or the second down-converted power by the up-conversion unit to obtain a power delivery in order to achieve a delivery of power to the drive control module based on the power delivery by the high and low voltage power delivery module.

[0009] Optionally, the high-voltage protection module for the drive system described above includes a high- and low-voltage insulation unit, a voltage sensing unit, and a switching control unit; the high-voltage side of the high- and low-voltage power delivery module, the high- and low-voltage insulation unit, the voltage sensing unit, and the power management module are connected in series, and the output terminal of the power management module is connected to the high- and low-voltage insulation unit via the switching control unit; The high-voltage protection module is specifically configured for: Determining the voltage on the high-voltage side of the high- and low-voltage power delivery module by the high- and low-voltage insulation unit and sending a voltage sensing result by the voltage sensing unit; Receiving voltage feedback information by the switching control unit and sending a protection control signal by the high and low voltage insulation unit.

[0010] Optionally, the high- and low-voltage insulation unit for the drive system described above includes a high- and low-voltage insulation component, a logic NOT gate component, and a diode component, wherein the high-voltage side of the high- and low-voltage power delivery module is connected to the voltage sensing unit via the high- and low-voltage insulation component, the switching control unit is connected to the high- and low-voltage insulation component, the output terminal of the high- and low-voltage insulation component is connected to a lower bridge arm of the full-bridge drive module via the diode component, and the output terminal of the high- and low-voltage insulation component is connected to an upper bridge arm of the full-bridge drive module via the logic NOT gate component; The high-voltage protection module is specifically configured for: Setting the lower bridge arm of the full-bridge drive module to a non-conducting state based on a signal output by the high- and low-voltage insulation component, by the diode component, and setting the upper bridge arm of the full-bridge drive module to a conducting state by the logic NOT gate component.

[0011] Optionally, the drive control module for the drive system described above includes a drive signal output unit and a drive unit for a bipolar transistor with an insulated gate electrode, and the drive signal output unit is connected to the full-bridge drive module via the drive unit for the bipolar transistor with an insulated gate electrode; The drive control module is specifically configured for: Output of the drive control signal based on a drive signal generated by the drive signal output unit, through the drive unit for the bipolar transistor with insulated gate electrode, in order to achieve control of the full bridge drive module.

[0012] Optionally, the full-bridge drive module for the drive system described above can be specifically configured for: Receiving the drive control signal and adjusting and controlling the power output and direction of rotation of a motor based on the drive control signal; or Receiving the protection control signal and adapting and controlling an operating state of a motor based on the protection control signal, wherein the operating state includes a braking state and a protection state.

[0013] Optionally, a PNP-type triode is used for the switching control unit for the drive system described above; an emitter of the PNP-type triode is connected to the boost conversion unit, a base of the PNP-type triode is connected to the charge-discharge management unit, and a collector of the PNP-type triode is connected to the high- and low-voltage insulation component; The high-voltage protection module is specifically configured for: Receiving a high level or a low level corresponding to the voltage sensing result at the base of the PNP-type triode; Receiving a power delivery output by the boost conversion unit through the emitter and collector of the PNP-type triode and delivering power to the high and low voltage insulation component; The performance management module is also specifically configured for: Output of the high level or low level according to the voltage sensing result by the charge-discharge management unit; and delivery of power to the high and low voltage insulation component by the boost conversion unit.

[0014] Optionally, a supercapacitor array is used for the energy storage unit of the drive system described above; A step-down conversion circuit is used for the step-down conversion unit; A step-up conversion circuit is used for the step-up conversion unit; and For the high and low voltage insulation component, optocoupling insulation, capacitive coupling insulation or magnetic coupling insulation is used as the insulation form.

[0015] A second aspect of the embodiments of the present invention specifies a vehicle which includes the aforementioned drive system.

[0016] The embodiments of the present invention provide for a vehicle-based drive system and a vehicle. The drive system achieves real-time monitoring of the input power by connecting the input terminal of the power sensing module and the input terminal of the power management module to the input power. The power sensing module is able to detect the state of the input power in a timely manner and send the power sensing result, which corresponds to the input power, to the power management module, thereby achieving effective management of the power supply. By connecting the input terminal of the high-voltage protection module to the high-voltage side of the high- and low-voltage power supply module, real-time monitoring of the voltage on the high-voltage side is achieved.The high-voltage protection module can sense the voltage on the high-voltage side of the high- and low-voltage power delivery module, send a voltage sensing result corresponding to the voltage on the high-voltage side, and simultaneously receive voltage feedback information and output a protection drive signal corresponding to the voltage feedback information. This allows for timely responses when the high-voltage side voltage is anomalous and protects other parts of the system. Control of the power management module by the drive control module is achieved by connecting the output terminal of the power management module to the high- and low-voltage power delivery module and by the high- and low-voltage power delivery module supplying power to the drive control module.The power management module receives the power and voltage measurement results and outputs a power supply corresponding to the power measurement result to ensure the normal operation of the drive control module under various conditions. Connecting both the output terminal of the high-voltage protection module and the output terminal of the drive control module to the full-bridge drive module achieves comprehensive control of the full-bridge drive module. The full-bridge drive module is capable of receiving the drive control signal output by the drive control module or the protection control signal output by the high-voltage protection module and executing the drive operation based on these signals, thus ensuring normal operation and safe motor stopping. BRIEF DESCRIPTION OF DRAWINGS

[0017] The drawings herein are incorporated into the description and form part of the present description, represent the embodiments according to the invention and are used to explain the principles of the invention in conjunction with the description. Fig. Figure 1 is a structural schematic diagram of a vehicle-based propulsion system specified by an embodiment of the present application. Fig. Figure 2 is a structurally schematic diagram of a connection of different modules of a drive system, as specified by an embodiment of the present application. Fig. Figure 3 is a structurally schematic diagram of a circuit of a step-down conversion unit specified by an embodiment of the present application. Fig. Figure 4 is a structurally schematic diagram of a circuit of a charge-discharge management unit specified by an embodiment of the present application. Fig. Figure 5 is a structurally schematic diagram of a circuit of a boost conversion unit specified by an embodiment of the present application. Fig. Figure 6 is a structurally schematic diagram of a circuit of a power acquisition module specified by an embodiment of the present application. Fig. Figure 7 is a structurally schematic diagram of a circuit of a voltage sensing unit specified by an embodiment of the present application.

[0018] Specific embodiments of the present invention are shown in the drawings mentioned above, which are described in more detail below. These drawings and textual descriptions are not intended to limit the scope of the present inventive concept in any way, but rather to explain the concept of the present invention to those skilled in the art by referring to specific embodiments. DESCRIPTION OF EXECUTION FORMS

[0019] Exemplary embodiments are described in detail herein, examples of which are illustrated in the drawings. Where the following description refers to the drawings, the same reference numerals in the different drawings represent identical or similar elements unless otherwise indicated. The implementations described in the following exemplary embodiments do not represent all implementations consistent with the present invention. Rather, they are only examples of devices and methods consistent with some aspects of the present invention, which is described in detail in the accompanying claims.

[0020] The technical solutions of the present invention are described in detail below with specific embodiments. The following specific embodiments can be combined with one another, and it is possible that identical or similar concepts or processes are not repeated in certain embodiments. The embodiments of the present invention are described below in conjunction with the drawings.

[0021] To clarify the technical solutions of the present application, the prior art solutions are presented first. Current drive systems rely on conventional batteries for energy storage, and in the event of a power failure, the subsequent drive circuits lose control of torque and speed due to the lack of power supply. This lack of control is very dangerous during high-speed operation of the vehicle. If the drive module cannot effectively control the motor's speed, the opposing electromotive force of the motor can increase sharply, causing overheating or even burning out of the drive module. Furthermore, an uncontrolled motor could trigger a major failure of the electrical system, which, through a chain reaction, could damage other electronic systems of the vehicle.In the prior art, a common method for managing a power outage is the use of high-voltage power. More specifically, this method involves drawing electricity from a high-voltage rail, then reducing and isolating the high voltage through a specific circuit to provide safe and stable backup power for the high-voltage drive system. However, when backup power is obtained, the necessary step-down conversion and isolation circuits are complex, increasing the difficulty of the structural design and the cost of implementation. Furthermore, insufficient electromagnetic isolation between the high-voltage and low-voltage conversion can lead to problems with electromagnetic interference.

[0022] Therefore, with regard to the problems in the prior art, the inventive concept of the present application consists in an improvement of the ability to manage power failures and to reduce the effect of electromagnetic isolation by means of a power sensing module, a power management module, a high-voltage protection module, and a drive control module. More precisely, by connecting the input terminal of the power sensing module and the input terminal of the power management module to the input power, the state of the input power can be monitored in real time, and the power sensing results can be sent to the power management module, thereby effectively managing the power supply.The input terminal of the high-voltage protection module is connected to the high-voltage side of the high- and low-voltage power supply module to monitor the high-voltage side voltage in real time and output a drive protection signal to protect other parts of the system if the voltage is abnormal. The output terminal of the power management module is connected to the high- and low-voltage power supply module, thereby supplying power to the drive control module and ensuring the drive control module's normal operation based on the power and voltage readings.The output terminal of the high-voltage protection module and the output terminal of the drive control module are both connected to a full-bridge drive module to achieve comprehensive control of the full-bridge drive module and to ensure normal operation and safe stopping of the motor. By connecting and coordinating the operation of the aforementioned modules, the drive system of the present invention effectively simplifies the complexity of power management and reduces design and implementation costs. The adoption of efficient voltage conversion and isolation strategies improves the electromagnetic isolation between high and low voltage and reduces problems with electromagnetic interference.Furthermore, the system is able to react immediately if an anomaly occurs on the high-voltage side, thus protecting the drive module and other key components and preventing damage. Overall, this achieves comprehensive management and protection for the vehicle's drive system, improving the system's safety and stability.

[0023] The technical solutions of this application are primarily applicable to electric vehicle drive systems that require energy management and enhanced safety. The development of modern electric vehicles presents a growing need for energy efficiency and system safety, particularly in applications such as electric and hybrid vehicles. Firstly, urban traffic necessitates frequent starting and stopping of vehicles, placing high demands on the responsiveness and energy recovery efficiency of the power management system. Through efficient supercapacitors and power control, the present technical solution can optimize energy consumption, reduce energy waste, and simultaneously provide a rapid energy response to meet the demands of urban traffic.Secondly, stable and reliable management of available power and voltage ensures safe driving and comfort during long-distance journeys. The present technical solution, with its high-voltage protection module and full-bridge drive module, guarantees efficient and safe operation even during extended periods or in extreme environments. Furthermore, this solution is applicable to specialized vehicles such as ambulances, police cars, and other emergency vehicles that require reliability and rapid response capabilities. Rapid power regulation and emergency protection measures ensure that the vehicle's drive system can respond stably in critical situations, thereby improving efficiency and safety during emergency operations.

[0024] The embodiments of the present invention are described below in conjunction with the drawings.

[0025] Fig. Figure 1 is a structural schematic diagram of a vehicle-based propulsion system specified by an embodiment of the present application. In the present embodiment, the Fig. The drive system shown includes a power acquisition module, a power management module, a high-voltage protection module and a drive control module.

[0026] The power acquisition module is configured to acquire input power and transmit a power acquisition result corresponding to the input power. To this end, its circuitry primarily involves the following: the input terminal of the power acquisition module and the input terminal of the power management module are both connected to the input power, and the output terminal of the power acquisition module is connected to the power management module.

[0027] In the present embodiment, the main function of the power acquisition module is to monitor and analyze the input power status in real time. For example, the power acquisition module is responsible for obtaining key parameters, such as voltage and current, from the input power and performing real-time analysis of these parameters to determine the stability and reliability of the power supply. As soon as any anomaly or deviation from the preset operating range is detected (such as a voltage that is too high or too low), the power acquisition module immediately generates power acquisition signals that correspond to these acquisition results. Furthermore, the power acquisition module also has the function of sending the power acquisition results to the power management module.For example, these results include not only basic performance status data but can also encompass more granular analytical indicators, such as power fluctuations, sustained stability, and so on. With this detailed feedback information, the power management module can make adjustments based on the actual performance status, such as switching to backup power, adjusting energy distribution, or activating safety safeguards, thereby maintaining stable operation and system safety. It can be seen that through continuous monitoring and analysis by the power acquisition module, the powertrain system is able to identify potential performance issues early on, contributing to improved vehicle responsiveness and safety.Real-time monitoring of the input power state not only helps prevent vehicle operational problems caused by power failures, but also optimizes energy utilization efficiency and reduces energy waste. Furthermore, power state analysis supports the implementation of more complex power management strategies, such as on-demand power distribution mechanisms and fault avoidance, thereby improving the reliability and efficiency of the entire powertrain system. Such technical implementations not only enhance the overall performance and safety of the powertrain system, but also ensure its efficient operation in various operating environments.

[0028] The high-voltage protection module is configured to sense the voltage on the high-voltage side of the high- and low-voltage power delivery module and to send a voltage sensing result corresponding to the voltage on the high-voltage side. It also receives voltage feedback information and outputs protection drive signals corresponding to the voltage feedback information. To this end, the circuitry of the high-voltage protection module primarily includes: the input terminal of the high-voltage protection module is connected to the high-voltage side of the high- and low-voltage power delivery module, and the output terminal of the high-voltage protection module is connected to the full-bridge drive module; the high-voltage protection module is also connected to the power management module.

[0029] It can be seen that the high-voltage protection module is primarily responsible for ensuring the safety and stability of the entire system when operating under high-voltage conditions. The system is protected from voltage anomalies by the monitoring and control mechanism of the high-voltage protection module. The input terminal of the high-voltage protection module is connected to the high-voltage side of the high- and low-voltage power delivery module. This connection allows the module to directly monitor the high-voltage power condition provided by the power delivery module. This enables the high-voltage protection module to receive specific high-voltage data in real time, which forms the basis for voltage condition analysis.By continuously monitoring the voltage on the high-voltage side, the high-voltage protection module can immediately detect voltage fluctuations or anomalies that exceed the normal operating range. As soon as such a situation is detected, it is processed immediately, and voltage sensing results corresponding to the current voltage state are generated. These results are then sent to the power management module for further adjustment or protection measures.More precisely, the protection drive signals output to the full-bridge drive module are adapted according to the feedback information, and these signals directly affect the operating state of the drive control module. This ensures that protective measures, such as reducing the output power or completely shutting down the system, can be implemented quickly if the voltage is anomalous, preventing hardware damage and ensuring system safety. Furthermore, the high-voltage protection module can also incorporate several safety mechanisms based on this, such as short-circuit protection, overload protection, and automatic disconnect functions, which can be automatically activated upon detection of a potential signal, thus preventing further damage caused by electrical faults.In summary, the high-voltage protection module not only provides voltage monitoring and anomaly detection, but also enhances the safety and reliability of the entire drive system, thereby ensuring system stability in high-voltage operating environments.

[0030] The power management module is configured to receive power and voltage measurement results and to output a corresponding power supply to the drive control module via the high- and low-voltage power supply module. The circuit relationship primarily involves the following: the output terminal of the power management module is connected to the high- and low-voltage power supply module, and the drive control module is powered by the high- and low-voltage power supply module. The power management module is also configured to send voltage feedback information corresponding to the voltage measurement results.

[0031] The power management module is capable of receiving and analyzing power measurement results from the power acquisition module. These results include key parameters such as voltage, current, power frequency, and the like. These parameters form the basis for analyzing the stability and reliability of the power supply; and based on this data, system failures can be prevented and performance can be optimized. More precisely, the power management module regulates the power delivered by the high- and low-voltage power supply modules to the drive control module according to the received power measurement results, in order to ensure a continuous and stable output of the voltage required for the drive.This real-time feedback makes power distribution management more dynamic, optimizes energy consumption, and reduces equipment loss or failure due to voltage anomalies. Furthermore, the power management module is responsible for generating voltage feedback information that aligns with the voltage sensing results and sending this information back to the high-voltage protection module. This feedback helps identify potential voltage anomalies and respond to them promptly. This feedback mechanism allows for continuous monitoring of the voltage output to ensure all components operate under the safest and most efficient voltage conditions, thereby improving the ability to respond to high-voltage anomalies.In general, the power management module not only improves the energy efficiency and performance of the system, but also provides the necessary protection for the safety of the vehicle, enabling the electric drive system to operate stably and reliably under various performance conditions.

[0032] The output terminal of the drive control module is also connected to the full-bridge drive module. More precisely, the full-bridge drive module is configured to receive a drive control signal output by the drive control module or a protection control signal output by the high-voltage protection module and to perform the drive operation according to the drive control signal or the protection control signal. That is, the full-bridge drive module receives the drive control signal from the drive control module and the protection control signal from the high-voltage protection module and responds to them, thus ensuring that the motor operation meets both performance and safety requirements.

[0033] In the present embodiment, the full-bridge drive module receives two types of control signals: one is a normal drive control signal configured for everyday motor operation control; the other is an emergency protection control signal configured for a rapid response in the event of a voltage (or power) anomaly, thereby protecting the motor and other system components from damage. This improves the system's flexibility and safety, enabling the full-bridge drive module to maintain motor stability and efficiency under varying operating conditions. When the full-bridge drive module receives more precise signals output by the drive control module, these signals generally include instructions regarding motor speed, steering, and power output.The full-bridge drive module converts these digital signals, via its internal electronic power components, into the current and voltage outputs required by the motor, thereby achieving motor control. This control includes, among other things, regulating the frequency and duty cycle of the pulse-width modulation signal, a common method for controlling the motor's speed and torque. This control not only improves the responsiveness and operational flexibility of electric vehicles but also helps optimize energy consumption and enhance drive efficiency. Alternatively, upon receiving the protection control signal from the high-voltage protection module, the full-bridge drive module quickly switches to protection mode.This can include reducing or interrupting the power supplied to the motor, or activating internal fault protection mechanisms such as overcurrent protection, overheating protection, etc. For example, dangerous situations such as overcurrent or overheating are avoided by limiting the motor's power output or by completely stopping motor operation. This rapid response mechanism serves to prevent damage to the motor or the drive system caused by high voltage or other power-related problems. In summary, the full-bridge drive module not only ensures the efficient operation of the vehicle's drive system but also improves system safety through its rapid response to signals from the high-voltage protection module.

[0034] The embodiments of the present application achieve real-time monitoring of the input power by connecting the input terminal of the power sensing module and the input terminal of the power management module to the input power. The power sensing module is able to detect the state of the input power in a timely manner and send the power sensing result, which corresponds to the input power, to the power management module, thereby achieving effective management of the input power. By connecting the input terminal of the high-voltage protection module to the high-voltage side of the high- and low-voltage power delivery module, real-time monitoring of the voltage on the high-voltage side is achieved.The high-voltage protection module is capable of sensing the voltage on the high-voltage side of the high- and low-voltage power delivery module, transmitting voltage sensing results corresponding to the voltage on the high-voltage side, and simultaneously receiving voltage feedback information and sending corresponding protection drive signals to react promptly when the voltage on the high-voltage side is anomalous, thus protecting other parts of the system. Control of the power management module by the drive control module is achieved by connecting the output terminal of the power management module to the high- and low-voltage power delivery module and by the high- and low-voltage power delivery module supplying power to the drive control module.The power management module receives power and voltage measurement results and outputs a power supply corresponding to the measurement results to ensure the normal operation of the drive control module under various conditions. Connecting both the output terminal of the high-voltage protection module and the output terminal of the drive control module to the full-bridge drive module achieves comprehensive control of the full-bridge drive module. The full-bridge drive module can receive the drive control signal output by the drive control module or the protection control signal output by the high-voltage protection module and execute the drive operation according to these signals, thus ensuring normal operation and safe motor stopping.

[0035] Fig. Figure 2 is a structurally schematic diagram of a connection between different modules of a drive system, as specified by an embodiment of the present application. In one embodiment, the power management module for the drive system described above includes a step-down conversion unit, a charge-discharge management unit, and an energy storage unit; the step-down conversion unit and the charge-discharge management unit are connected in series, the input power is connected to an input terminal of the step-down conversion unit, and the energy storage unit is connected to the charge-discharge management unit.

[0036] The power management module is specifically configured to: reduce the voltage of the input power by the step-down conversion unit to obtain a first step-down power, and charge the energy storage unit based on the first step-down power by the charge-discharge management unit, with the energy storage unit outputting a second step-down power during discharge; and output the first step-down power or the second step-down power by the charge-discharge management unit to obtain a power delivery equal to the first step-down power or a power delivery equal to the second step-down power.

[0037] In the present embodiment, the step-down converter reduces the input voltage to a required level. Electronic switches and control logic are used in this process to adjust the output voltage, ensuring the stability and suitability of the power supply. For example, if the input voltage is too high and exceeds the safe operating range of the battery pack, the step-down converter reduces the voltage in a timely manner to prevent damage to the components. The charge-discharge management unit connects the step-down converter and the energy storage unit, receives the voltage processed by the step-down converter (i.e., the first step-down power), and charges the energy storage unit with this first step-down power.The energy storage unit, typically a battery pack or supercapacitor, provides the necessary energy storage capacity to meet dynamic drive demands or serves as an energy backup in the event of a power outage. The charge-discharge management unit also manages the discharge process, setting the time and rate at which the energy storage unit releases energy. During discharge, the energy storage unit releases energy, which is referred to as the second down-converted power. In other words, the charge-discharge management unit receives the second down-converted power from the energy storage unit.By reducing voltage, regulating charge and discharge, and distributing power, the power management module not only ensures that electric vehicles receive the necessary energy support under various operating conditions, but also improves energy efficiency and the overall system reliability. This efficient power regulation not only protects the battery and motor, but also extends their operating life.

[0038] Fig. Figure 3 is a structural schematic diagram of a step-down conversion circuit as specified in an embodiment of the present application. As shown in Fig. As shown in Figure 3, a step-down conversion circuit is used in a specific embodiment of the step-down conversion unit to achieve efficient voltage conversion. This circuit is capable of reducing the input voltage to a required lower voltage level while maintaining high efficiency. The step-down conversion circuit is simple in design and highly efficient; it controls the output voltage by regulating the duty cycle of the switching element, thereby providing stable power to other parts of the system. Energy utilization efficiency is maximized while ensuring that the electronic device operates at a safe voltage. More specifically, the step-down conversion circuit includes an NPN switching transistor T2, a diode D1, an inductor L1, and an output capacitor C1.The collector of NPN switching transistor T2 is connected to the input power (Power IN), and the emitter of NPN switching transistor T2 is connected to one end of inductor L1. The base of NPN switching transistor T2 is connected via a control signal to a pulse-width modulation controller to control the switching state of NPN switching transistor T2. Acting as a switching element, NPN switching transistor T2 regulates the current in inductor L1 by controlling the on and off times of the NPN switching transistor T2, thereby controlling the output voltage. The fast switching action of the switching transistor enables efficient voltage conversion by the buck converter circuit. The cathode of diode D1 is connected to the emitter of switching transistor T2 and inductor L1, and the anode of diode D1 is connected to one end of output capacitor C1 and is also grounded.Diode D1 provides a freewheeling path, and when the NPN type switching transistor T2 is switched off, the current of inductor L1 continues to flow through diode D1, thus maintaining the continuity of the current, preventing the current of the inductor from dropping rapidly when the switching transistor is switched off, thereby protecting the circuit elements and maintaining a stable output voltage.

[0039] The other end of inductor L1 is connected to the output capacitor C1 and the first output of the step-down power (V). BuckThe inductor L1 acts as an energy storage element to smooth the current and store energy. When the switching transistor T2 is turned on, the inductor L1 stores energy; when the switching transistor T2 is turned off, the inductor L1 releases energy; and the stability of the output voltage is maintained by the diode D1 and the output capacitor C1. One end of the output capacitor C1 is connected to the inductor L1 and a load (the output of the first step-down power), and the other end of the output capacitor C1 is grounded. The output capacitor C1 acts as a filter element to smooth the ripple in the output voltage and provide a stable DC output voltage. The capacitor stores charge and provides a smooth output voltage when the inductor current changes, thus reducing voltage fluctuations.When the pulse-width modulation (PWM) control signal turns on the switching transistor T2, the input power charges inductor L1 through T2, and the current gradually increases. During this time, diode D1 is in a reverse-biased state and is non-conducting. Inductor L1 stores energy, and the output voltage is delivered to the load through the inductor and capacitor C1. When the PWM control signal turns off the NPN switching transistor T2, the energy stored in inductor L1 is released through diode D1, and current continues to flow to the load and output capacitor C1, thus maintaining the stability of the output voltage. Diode D1 provides a freewheeling path for the inductor current to ensure uninterrupted current flow.Through the coordinated work of the above-mentioned elements, the step-down conversion circuit can efficiently convert a higher input voltage into a lower output voltage while maintaining a stable voltage output.

[0040] For example, a supercapacitor array is used for the energy storage unit. This array is capable of fast charging and discharging, and the supercapacitor itself offers high power density, a long operating time, and is suitable for high-frequency turnover. This allows for effective support of momentary high load demands and improves the overall system's energy efficiency. Furthermore, using a supercapacitor reduces reliance on conventional batteries, extends the operating time of the entire energy storage system, and lowers maintenance costs.

[0041] Fig. Figure 4 is a structural schematic diagram of a circuit of a charge-discharge management unit specified by an embodiment of the present application. As shown in Fig. As shown in Figure 4, in a specific embodiment it includes an NMOS field-effect transistor Q1, a PMOS field-effect transistor Q2, an inductor L3, a microcontroller unit (MCU), an NPN transistor T4, and a plurality of resistors. More precisely, the drain of the NMOS field-effect transistor Q1 is connected to one end of the inductor L3 and, via the inductor L3, to a supercapacitor array (output VSupper); and the gate of the NMOS field-effect transistor Q1 is connected to the microcontroller unit (MCU) via resistor R13. The source of the PMOS field-effect transistor Q2 is connected to the inductor L3 and the supercapacitor array, the drain of the PMOS field-effect transistor Q2 is grounded, and the gate of the PMOS field-effect transistor Q2 is connected to the MCU via resistor R14.The base of the NPN triode T4 is connected to the MCU via resistor R15, the emitter of the NPN triode T4 is grounded, and the collector of the NPN triode T4 is connected to the control signal ENT1. The microcontroller unit (MCU) receives the control signals EN1 and EN2.

[0042] When the enable signals EN1 and EN2 are at a high level, the charging mode is entered, and the microcontroller unit (MCU) sends the high-level signals to the NMOS field-effect transistor Q1 and the PMOS field-effect transistor Q2 through resistors R13 and R14, respectively. This turns on the NMOS field-effect transistor Q1 and turns off the PMOS field-effect transistor Q2. When the NMOS field-effect transistor Q1 is turned on, the input voltage charges the supercapacitor array U4 through inductor L3.

[0043] When the enable signals EN1 and EN2 are at a low level, discharge mode is entered, and the microcontroller unit (MCU) sends the low-level signals to the NMOS field-effect transistor Q1 and the PMOS field-effect transistor Q2 through resistors R13 and R14, respectively. This turns off the NMOS field-effect transistor Q1 and turns on the PMOS field-effect transistor Q2. When the PMOS field-effect transistor Q2 is turned on, the supercapacitor array U4 discharges the stored electrical energy to a load through inductor L3 and the PMOS field-effect transistor Q2.

[0044] When the enable signal EN2 is at a low level, the MCU controls the base of the NPN triode (T4) through a resistor R15 to turn T4 on. Once T4 is turned on, the output control signal ENT1 is set to a low level. ENT1 is then sent as an input signal to the switching control unit. Note that the enable signals EN1 and EN2 represent the power sensing result and the voltage sensing result, respectively.

[0045] As in Fig. As shown in Figure 2, the power management module also includes a boost conversion unit. The charge-discharge management unit is connected to the high- and low-voltage power delivery module via the boost conversion unit, and the output terminal of the power sensing module is connected to the charge-discharge management unit.

[0046] The power management module is also specifically configured to: receive the power measurement result from the charge-discharge management unit and output the first down-converted power or the second down-converted power based on the power measurement result; increase the first up-converted power or the second up-converted power from the up-converting unit and receive the power delivery to obtain a delivery of power to the drive control module from the high- and low-voltage power delivery module based on the power delivery.

[0047] In the present embodiment, when the system is operating, the charge-discharge management unit dynamically adjusts the charging and discharging process according to the power measurement results. This flexible management not only ensures the health of the battery pack and extends its operating time, but also guarantees that power is available when needed. The boost converter unit's function is to convert the lower voltage received from the charge-discharge management unit (the first step-down power or the second step-down power) into a higher voltage to meet the input requirements of the high- and low-voltage power delivery module.By processing the step-up conversion unit, the power management module can provide a stable and efficient voltage output, and these step-up power deliveries are transferred to the drive control module via the high- and low-voltage power delivery module. This process ensures continuity and reliability of electrical power delivery. The charge-discharge management unit controls the charging and discharging process of the energy storage unit according to data provided by the input power sensing module. Under normal power delivery conditions, the charging of the energy storage unit is managed to ensure sufficient energy reserves.In the event of a detected interruption or insufficient power supply, the charge-discharge management unit rapidly releases the energy stored in the energy storage unit to ensure the vehicle can continue operating until it is safely stopped. Together, these components ensure the propulsion system can operate stably under a range of different power conditions, particularly in emergency situations where power is interrupted, and maintain the operation of critical systems through rapid discharge to ensure the safety of the vehicle and its occupants. This design not only increases the vehicle's reliability but also improves its efficiency and energy economy.

[0048] Fig. Figure 5 is a structural schematic diagram of a circuit of a boost conversion unit specified by an embodiment of the present application. As shown in Fig. As shown in Figure 5, a boost converter circuit is used for the boost converter unit in a specific embodiment. The boost converter circuit generates an output higher than the input voltage by storing energy in an inductor and releasing it as needed. The efficiency and reliability of the boost converter circuit ensures that electric vehicles can receive the necessary voltage boost under various operating conditions. More precisely, the boost converter circuit includes an inductor L2, an NPN switching transistor, a diode T3, a diode D2, and an output capacitor C2. One end of the inductor L2 is connected to the input power VBoost IN (the first boosted power or the second boosted power), and the other end of the inductor L2 is connected to the collector of the NPN switching transistor T3.The emitter of the NPN switching transistor T3 is connected to ground (GND), and the base of the NPN switching transistor T3 is connected to the pulse width modulation controller via a control signal to control the switching state of T3. The anode of diode D2 is connected to the junction of inductor L2 and the collector of the NPN switching transistor T3, and the cathode of diode D2 is connected to the output capacitor C2 and the load (the output of the power supply VBoost). The other end of the output capacitor C2 is connected to ground (GND).

[0049] In this boost-conversion circuit, inductor L2 acts as an energy storage element, storing energy when switching transistor T3 is on and releasing energy when T3 is off, thus helping to boost the output voltage. T3, acting as the switching element, regulates the current in inductor L2 by controlling its on and off times through pulse width modulation, thereby achieving the boost-conversion function. When T3 is on, the input power VBoost IN (either the first or second boost-converted power) is charged through inductor L2, and diode D2 is reverse-biased and non-conducting. When T3 is off, the energy in inductor L2 is transferred through diode D2 to the load and the output capacitor C2, providing a stable DC output voltage.Diode D2 prevents current from flowing back to T3, thus ensuring the correct current direction. The output capacitor C2 acts as a filter element to smooth the ripple in the output voltage, reduce voltage fluctuations, and ensure output voltage stability. Through the coordinated operation of these components, the boost converter circuit is able to convert a lower input voltage into a higher output voltage.

[0050] Fig. Figure 6 is a structural schematic diagram of a circuit of a power acquisition module specified by an embodiment of the present application. As in Fig. As shown in Figure 6, the power sensing circuit is configured to detect the state of the input power and generate a corresponding enable signal EN1 using an operational amplifier A1. More precisely, it includes a plurality of resistors (R1, R2, R3, R4, R5, R6), a capacitor C2, and the operational amplifier A1. R1 and R2 form a voltage divider connected to an inverting input terminal (-) of the operational amplifier A1; R3 and R4 form another voltage divider connected to the non-inverting input terminal (+) of the operational amplifier A1; R5 is a current-limiting resistor, one end of which is connected to an input power supply via R3 and the other end to the capacitor C2; and R6 is a pull-up resistor connected between the output terminal of the operational amplifier A1 and a positive power supply (VCC).One end of capacitor C2 is connected to the non-inverting input terminal, and the other end of capacitor C2 is grounded. The inverting input terminal of the operational amplifier is connected to the positive power supply via the voltage divider (R1 and R2); the non-inverting input terminal of the operational amplifier is connected to the input power supply via the voltage divider (R3 and R4) and is grounded through capacitor C2; the output terminal of the operational amplifier is connected to resistor R6 and outputs the enable signal EN1.

[0051] This circuit implements input power monitoring through voltage division, filtering, and operational amplifier comparison. First, resistors R1 and R2 form a voltage divider that splits the positive power VCC and provides a reference voltage at the inverting input terminal of operational amplifier A1. Simultaneously, resistors R3 and R4 form another voltage divider that splits the input power and provides a sensing voltage at the non-inverting input terminal of operational amplifier A1. To ensure a stable voltage signal at the non-inverting input terminal, capacitor C2 is connected between the non-inverting input terminal and ground to filter out high-frequency noise in the input signal. Operational amplifier A1 compares the sensing voltage of the non-inverting input terminal with the reference voltage of the inverting input terminal.When the detection voltage is higher than the reference voltage, the output of operational amplifier A1 is high, and the enable signal EN1 is high. When the detection voltage is lower than the reference voltage, the output of operational amplifier A1 is low, and the enable signal EN1 is low. This circuit is used in power monitoring to detect the state of the input power and generate a corresponding enable signal EN1 to control subsequent circuits. By adjusting the ratios of resistors R1, R2, R3, and R4, different detection thresholds and reference voltages can be set to meet various application requirements. The circuit compares the input voltage to the reference voltage via the operational amplifier, thus providing a stable and reliable indication of the power state.

[0052] In one embodiment, the high-voltage protection module includes a high- and low-voltage insulation unit, a voltage sensing unit, and a switching control unit; the high-voltage side of the high- and low-voltage power delivery module, the high- and low-voltage insulation unit, the voltage sensing unit, and the power management module are connected in series; and the output terminal of the power management module is connected to the high- and low-voltage insulation unit via the switching control unit.

[0053] The high-voltage protection module is specifically configured to: receive a voltage on the high-voltage side of the high- and low-voltage power delivery module through the high- and low-voltage insulation unit and send the voltage sensing result through the voltage sensing unit; receive voltage feedback information through the switching control unit and output the protection drive signal through the high- and low-voltage insulation unit.

[0054] In the present embodiment, the main function of the high- and low-voltage isolation unit is to ensure the physical and electrical separation of the high-voltage and low-voltage components in the system, thereby preventing the low-voltage circuitry from being disrupted or damaged by the high voltage. This isolation is intended not only to protect the electronic device from damage caused by high voltage but also to ensure the safety of personnel. In electric vehicles, this isolation is particularly important because the high-voltage system is typically linked to the drive motor and the battery. The efficiency and reliability of the isolation are ensured by the high- and low-voltage isolation unit. The voltage sensing unit is responsible for the real-time monitoring of the voltage status of the high-voltage power delivery module.This unit is capable of detecting and analyzing the voltage to determine if it is within the safe operating range. As soon as a voltage anomaly is detected, such as excessively high or low voltage, the voltage detection unit immediately processes this information and generates corresponding voltage detection results, which are then sent to the power management module for further action. Based on instructions from the power management module, the switching control unit can quickly disconnect or reconnect the circuit as needed, thus preventing damage caused by anomalous voltage. For example, if the voltage is too high, the switching control unit can quickly disconnect the high-voltage side to prevent the excessive voltage from reaching the sensitive low-voltage circuit or the drive control module, thereby protecting the system from damage.The high-voltage protection module, which integrates high- and low-voltage insulation units, voltage sensing units, and switching control units, enhances the safety of the vehicle's drive system. Real-time voltage monitoring and effective insulation protection ensure stable and safe operation of the system, even under extreme or unstable operating conditions. Furthermore, rapid response and high performance are incorporated to ensure that protective measures can be implemented quickly in a variety of situations, thereby reducing the possibility of system failure and protecting the safety of occupants and equipment. This voltage management and protection mechanism not only increases the electrical safety of electric vehicles but also guarantees the stability and reliability of the entire drive system.

[0055] Fig. Figure 7 is a structural schematic diagram of a circuit of a voltage sensing unit specified by an embodiment of the present application. As in Fig. As shown in Figure 7, the voltage sensing circuit is configured to detect the state of an input voltage (PL2) and to generate a corresponding enable signal EN2 by an operational amplifier A2. More precisely, it includes a plurality of resistors (R7, R8, R9, R10, R11, R12), a capacitor C2, and an operational amplifier A2, where R7 and R8 form a voltage divider connected to the inverting input terminal (-) of the operational amplifier A2; R9 and R10 form another voltage divider connected to the non-inverting input terminal (+) of the operational amplifier A2; R11 is a current-limiting resistor, one end of which is connected via R9 to the input voltage PL2 and the other end to the capacitor C2; R12 is a pull-up resistor connected between the output terminal of the operational amplifier A2 and the positive power supply VCC.Capacitor C2 is connected between the non-inverting input (+) and ground (GND) to smooth the input signal and reduce noise. The non-inverting input of operational amplifier A2 is connected to the input voltage PL2 via a voltage divider (R9 and R10); the inverting input (-) of operational amplifier A2 is connected to positive power (VCC) via a voltage divider (R7 and R8); and the output of operational amplifier A2 is connected to resistor R12 and outputs the enable signal EN2.

[0056] The circuit implements voltage monitoring through voltage division, filtering, and operational amplifier comparison. First, resistors R7 and R8 form a voltage divider that splits the positive power supply VCC and provides a reference voltage at the inverting input of operational amplifier A2. Simultaneously, resistors R9 and R10 form another voltage divider that splits the input voltage PL2 and provides a sensing voltage at the non-inverting input of operational amplifier A2. Operational amplifier A2 compares the sensing voltage of its non-inverting input with the reference voltage of its inverting input. If the sensing voltage is higher than the reference voltage, the output of operational amplifier A2 is high, and the enable signal EN2 is high.When the detection voltage is lower than the reference voltage, the output of operational amplifier A2 is at a low level, and the enable signal EN2 is low. The output terminal of operational amplifier A2 is connected to the positive power supply VCC via resistor R12 to ensure the stability of the output signal. Through the coordinated operation of these components, the circuit can effectively monitor the state of the input voltage PL2 and generate a corresponding enable signal EN2 to control subsequent circuits. By adjusting the ratios of resistors R7, R8, R9, and R10, different detection thresholds and reference voltages can be set to meet various application requirements. The circuit uses the operational amplifier to compare the input voltage with the reference voltage, thus providing a stable and reliable indication of the power state.

[0057] In a specific embodiment, the high and low voltage insulation unit includes a high and low voltage insulation component, a logic NOT gate component, and a diode component, wherein the high voltage side of the high and low voltage power delivery module is connected to the voltage sensing unit via the high and low voltage insulation component, the switching control unit is connected to the high and low voltage insulation component, the output terminal of the high and low voltage insulation component is connected to a lower bridge arm of the full bridge drive module via the diode component, and the output terminal of the high and low voltage insulation component is connected to an upper bridge arm of the full bridge drive module via the logic NOT gate component;

[0058] The high-voltage protection module is specifically configured to: set the lower bridge arm of the full-bridge drive to a non-conducting state by the diode component based on the signal output by the high- and low-voltage insulation component, and set the upper bridge arm of the full-bridge drive to a conducting state by the logic NOT gate component.

[0059] In the present embodiment, the high- and low-voltage isolation unit in the high-voltage protection module is designed to effectively manage and isolate the high- and low-voltage circuits to ensure the safety and stability of the system. The structure of the high- and low-voltage isolation unit includes a high- and low-voltage isolation component, a logic NOT gate component, and a diode component. The primary function of the high- and low-voltage isolation component is the physical and electrical isolation of the high- and low-voltage circuits. This isolation protects the circuits from damage caused by high-voltage fluctuations and ensures that high-voltage faults are not propagated to the low-voltage sections, thereby protecting sensitive electronic equipment and ensuring user safety.The logic NOT gate and the diode component play a control and protection role in the circuit. The logic NOT gate is configured to control the logical inversion of the signal and forms the basis for implementing complex control logic. In this system, the logic NOT gate is configured to manage the conducting state of the upper bridge arm of the full-bridge drive module, thus ensuring safe current transmission at the appropriate time. The diode component is configured to prevent reverse current flow in the high-voltage protection module, thereby protecting the circuit from damage caused by unexpected voltage drops.In the application of the full-bridge drive, the diode is responsible for setting the lower bridge arm to a non-conductive state, preventing the motor from being activated at an inappropriate time and thus avoiding potential damage and energy waste. Control by the high- and low-voltage isolation unit is not limited to preventing voltage fluctuations but also includes optimizing the flow and utilization of electrical energy at the system level, thereby improving energy efficiency and response time.Furthermore, the high-voltage protection module manages the power output of the drive motor by controlling the conductive and non-conductive states of the upper and lower bridge arms of the full-bridge drive. This ensures that the motor delivers power on demand, thereby optimizing the overall vehicle performance and energy consumption. In summary, the high-voltage protection module not only improves the safety of the vehicle system through the coordinated operation of its high- and low-voltage isolation unit and its logic NOT gate and diode components, but also enhances the efficiency and reliability of the entire drive system through voltage and signal management.

[0060] In a specific embodiment based on the above embodiments, a PNP-type triode is used for the switching control unit, the emitter of the PNP-type triode is connected to the boost conversion unit, the base of the PNP-type triode is connected to the charge-discharge management unit, and the collector of the PNP-type triode is connected to the high and low voltage insulation component.

[0061] The high-voltage protection module is specifically configured to: receive a high level or a low level according to the voltage sensing result through the base of the PNP-type triode; and receive the power output from the boost converter unit through the emitter and collector of the PNP-type triode.

[0062] The power management module is also specifically configured to: output a high level or a low level according to the voltage sensing result by the charge-discharge management unit and output the power delivery to the high and low voltage insulation component by the boost conversion unit.

[0063] In this embodiment, a PNP triode is used for the switching control unit, and the high-voltage protection module fully utilizes the properties of the PNP triode to achieve effective monitoring and protection of the high-voltage power. The specific configuration is as follows: the emitter of the PNP triode is connected to the boost converter unit, the base of the PNP triode is connected to the charge-discharge management unit, and the collector of the PNP triode is connected to the high- and low-voltage insulation component. The voltage sensing result from the charge-discharge management unit is received by the base of the PNP triode, and this sensing result can be a high- or low-level signal. This configuration allows the PNP triode to quickly switch its operating state when a voltage anomaly is detected, thus ensuring the safe operation of the system.More precisely, if the voltage sensing indicates that the voltage is within a safe range, the charge-discharge management unit sends a high-level signal to the base, causing the PNP triode to switch off and stop sending signals to the high- and low-voltage insulation components. Conversely, if the voltage sensing indicates that the voltage is anomalous, the charge-discharge management unit sends a low-level signal to the base, causing the PNP triode to switch on and allow the transfer of power from the boost converter to the high- and low-voltage insulation components via the emitter and collector, thus maintaining the safe operation of the system.The power management module outputs a high or low level signal through the charge-discharge management unit according to the voltage sensing result and achieves control of the switching state of the PNP-type triode to ensure that the system can effectively manage and protect the drive module under various operating conditions, maintain the safety and reliability of the system and prevent the influence of high voltage faults on the system.

[0064] Preferably, optocoupling, capacitive coupling, or magnetic coupling isolation is used for the high- and low-voltage isolation components. These isolation techniques provide physical and electrical isolation between the high-voltage circuitry and the low-voltage control circuitry, thus protecting the low-voltage system from damage caused by high-voltage interference or accidents. Optocoupling isolation uses optical signals to transmit electrical signals without electrical contact, providing excellent isolation performance; capacitive coupling isolation transmits signals through capacitors and is suitable for high-frequency applications; magnetic coupling isolation uses transformers to achieve isolation and conversion of electrical signals and is suitable for high-power applications.

[0065] In one embodiment, the drive control module includes a drive signal output unit and a drive unit for an insulated gate bipolar transistor, and the drive signal output unit is connected to the full-bridge drive module via the drive unit for the insulated gate bipolar transistor.

[0066] The drive control module is configured to: output a drive control signal through the drive unit for the bipolar transistor with insulated gate electrode based on the drive signal generated by the drive signal output unit to control the full bridge drive module.

[0067] In the present embodiment, the drive control module generates and transmits the drive control signal to manipulate the full-bridge drive module, ensuring that the motor operates according to preset performance parameters. The module comprises a drive signal output unit and a drive unit for an insulated-gate bipolar transistor (IGBT), and these two components work together to provide efficient and reliable signal transmission and power control. The primary function of the drive signal output unit is to generate a drive signal to control the motor. These signals are based on various input parameters, such as acceleration requirements, load conditions, and battery state.The signal output unit must not only respond to commands from the control system but also take into account real-time driving and environmental conditions to adjust the signal strength and frequency, ensuring smooth motor response in accordance with the driver's intent. The insulated-gate bipolar transistor (IGBT) drive unit not only amplifies the weak signal generated by the drive signal output unit but also provides the necessary driving force to power a high-performance motor. The IGBT drive unit provides efficient signal transmission and amplification while simultaneously offering electrical isolation to prevent high-voltage feedback into the control system, thus protecting the sensitive electronic device from damage.More precisely, the drive control module directly controls the full-bridge drive module via the drive control signal output by the insulated-gate bipolar transistor (ICT) drive unit. The full-bridge drive module is responsible for converting these signals into actual motor movement, controlling the motor's speed, direction, and torque, and ensuring the smoothness and accuracy of the motor output. The drive signal output unit and the ICT drive unit improve the vehicle's performance and responsiveness. The drive signal generation and efficient signal amplification ensure that the motor can respond quickly and precisely to the drive requirements.Furthermore, the electrical insulation and signal processing of the system also increase the safety and reliability of the vehicle systems, reduce error rates and extend the service life of electric vehicles.

[0068] Furthermore, the full-bridge drive module is specifically configured to: receive a drive control signal and adjust and control the power output and direction of rotation of the motor according to the drive control information; or receive a protection control signal and adjust and control the operating state of the motor according to the protection control signal, the operating state including a braking state and a protection state.

[0069] In the present embodiment, the full-bridge drive module first converts the control signal received from the drive control module into actual motor movement. The full-bridge drive module directly controls the motor's power output and direction of rotation by receiving the drive control signal. These control signals include commands for starting, stopping, accelerating, decelerating, forward and reverse rotation of the motor, etc. The full-bridge drive module controls the motor's operating state by regulating the voltage differential between two terminals of the motor. This regulation capability is achieved by the highly efficient power electronic switches within the module. These switches can change their state at a high frequency in a short time to adjust the current strength and direction, thereby precisely controlling the motor's speed and torque.For example, when an electric vehicle accelerates, the full-bridge drive module increases the voltage difference between the two terminals of the motor, thereby providing more current to increase torque output. Conversely, when deceleration is required, the voltage difference can be reduced, or electric braking can be implemented, the latter achieved by reversing the motor's current. Alternatively, in addition to conventional drive control, the full-bridge drive module can receive and perform the function of a protection control signal. This signal is primarily sent when potential hazards or abnormal operating conditions are detected, such as excessive voltage or current, abnormal temperature, etc.Upon receiving such a signal, the full-bridge drive module rapidly adjusts the motor's operating state to prevent motor damage and ensure motor safety. During this adjustment, the braking state includes rapid deceleration via electric braking, typically used to respond quickly to stopping needs or emergencies. A protection state may involve disconnecting the motor's power to prevent overloading or damage to other system components. These states are implemented through internal logic and electronic switching control, ensuring a rapid response without affecting the overall system performance.The efficient and precise control of the full-bridge drive module not only improves the vehicle's performance, such as acceleration response and driving smoothness, but also enhances system safety. By responding to protective control signals in real time, the full-bridge drive module is able to protect the motor and drive system from damage at critical moments, thereby extending equipment lifespan and reducing maintenance costs.

[0070] Based on the above embodiments, a comprehensive description of the embodiments of the present application is provided herein. As in Fig.As shown in Figure 2, it includes a step-down converter module U1, a charge-discharge module U2, a step-up converter module U3, a supercapacitor array module U4, a drive signal output module U5, an IGBT drive module U6, a full-bridge drive module U7, a flyback converter module U8, an input-connection power sensing module U9, a voltage sensing module U10, and a high- and low-voltage side isolation module U11. It also includes a PNP-type triode T1, logic NOT gates T2, T3, T4, and diodes D1, D2, D3.

[0071] During vehicle operation, the input power (i.e., Power IN) reduces the high voltage to a preset level via the step-down converter module U1 and then charges the supercapacitor array module U4 via the charge-discharge module U2. The supercapacitor array module U4 is formed by m×n supercapacitors connected in series and parallel to ensure its energy storage capacity and stability. U1, U2, and U3 form a step-down-step-up cascade circuit to perform voltage step-up and step-down conversion, thus ensuring normal system power delivery. During this process, the flyback converter module U8 receives power from the preceding stage and provides stable power to the IGBT drive module U6.The drive signal output module U5 generates a control signal which is processed by the IGBT drive module U6 and then drives the full bridge drive module U7 to achieve control and drive of the motor.

[0072] If a fault occurs in the input power, the input power sensing module U9 detects the change in input power and outputs a signal EN1 to the charge-discharge module U2. Upon receiving the EN1 signal, the charge-discharge module U2 controls the supercapacitor array module U4 to discharge, thus ensuring that the downstream circuits are still able to perform the normal drive function within the safe time after the fault occurs, and that the vehicle can be brought to a safe stop at the roadside.

[0073] If a fault occurs in the power supply on the high-voltage side, the voltage sensing module U10 detects a change in the power supply on the high-voltage side and outputs a signal EN2 to the charge-discharge module U2. The charge-discharge module U2 controls the supercapacitor array module U4 to discharge and outputs a signal ENT1 to the triode T1 to turn it on. Vboost pulls the signals of the lower bridge arm of the full-bridge drive module (containing triode T1) and the low-voltage isolation module U11 to a high level via diodes D1, D2, and D3, respectively. Simultaneously, logic NOT gates T2, T3, and T4 pull the signals of the upper bridge arm of the full-bridge drive module to a low level to ensure system stability and reliability.

[0074] The operating voltage of the flyback converter circuit module is U8 V. boostLet the minimum safe operating voltage be Vs and the safe driving current be Is. In this case, the charge retention energy W1 of the supercapacitor array U4 is as follows: W1=Is(Vboost+Vs)ts2 where ts is the required safe operating time. By inserting these parameters into the formula, the energy W1 required by the supercapacitor array U4 to remain charged can be determined. This ensures that, in the event of a fault, the system can continue to provide a stable voltage and current within the safe operating time ts, thus guaranteeing the normal operation of the flyback converter circuit module U8 and, furthermore, the stable and safe operation of the entire drive system.

[0075] Then the discharge energy W2 of the supercapacitor array U4 is as follows: W2=CU42(Vboost2−Vs2) where CU4 is the capacitance of the supercapacitor array U4. By calculating the discharge energy using the formula above, effective management of the supercapacitor array's charging and discharging process during operation can be ensured, thereby improving the system's stability and reliability. The energy released by the supercapacitor array during the discharge process ensures that the system can still maintain normal operation under anomalous power delivery conditions, thus guaranteeing the safe operation of the entire drive system.

[0076] Then the charge retention energy is completely consumed by the subsequent circuits, and the capacitance CU4 of the supercapacitor array U4 can be calculated as follows: CU4=(Vboost+Vs)Is×tsVboost2−Vs2 The formula calculates the capacitance required by the supercapacitor array to maintain its charge state, ensuring the system can continue normal operation during a power outage or other anomalous conditions. The required supercapacitor array capacitance U4 can be calculated using the formula above. Considering the system's energy requirements in the event of a power outage ensures the supercapacitor array design is capable of meeting actual operating demands, thereby improving system reliability and stability. This allows for effective management of the supercapacitor array's charging and discharging processes to guarantee normal system operation under various operating conditions.

[0077] If m supercapacitors are used in parallel and n supercapacitors are used in series for the supercapacitor array module U4, where these supercapacitors have the same specification to improve the accuracy of the nominal capacitance and the accuracy of the duration of the discharge operation, the capacitance Cp of a single supercapacitor is as follows: Cp=n(Vboost+Vs)Is×tsm(Vboost2−Vs2); With this configuration, the discharge duration can be controlled more precisely, thus improving the system's reliability and stability. The accuracy of the supercapacitor array's rated capacitance and discharge duration can be effectively improved by using m supercapacitors in parallel and n supercapacitors in series, as these supercapacitors have the same specifications. The number of series-connected supercapacitors, n, determines the total voltage, while the number of parallel-connected supercapacitors, m, determines the total current capacity. This configuration and calculation method ensures that the supercapacitor array has sufficient capacitance and discharge time during setup and operation, thereby improving the system's reliability and stability.The combination of parallel and series connection is used to better control and optimize the performance of the supercapacitors to meet the actual needs of the system.

[0078] One embodiment of the present application also includes a vehicle. The vehicle includes the propulsion system specified by any embodiment of the present application. During operation, its technical principles and beneficial effects are similar and are not repeated herein.

[0079] Note that although several units or subunits of the device are mentioned in the detailed description above, such a subdivision serves only for illustration and is not necessary. In fact, according to the embodiments of the present application, the features and functions of two or more units described above can be specified in one and the same unit. On the other hand, the features and functions of one and the same unit described above can be further subdivided so that they are specified by several units.

[0080] Although preferred embodiments of the present application have been described, additional changes and modifications can be made to these embodiments once the person skilled in the art has understood the basic inventive concepts. Therefore, the appended claims should be understood as including the preferred embodiments as well as any changes and modifications that fall within the scope of the present application.

[0081] Of course, a person skilled in the art can make various modifications and variations to the present application without departing from its scope. If these modifications and variations of the present application fall within the scope of the claims of the present application and its equivalent technologies, then the present application shall include such modifications and variations. It should be noted that the embodiments of the present invention are not limited to the exact structures described above and shown in the drawings, and that various modifications and changes can be made without departing from its scope. The scope of embodiments of the present invention is limited only by the appended claims.

[0082] Other implementations of the embodiments of the invention will be obvious to a person skilled in the art from considering the specification and the practical application of the disclosure disclosed herein. The present invention is intended to cover all variations, uses, or adaptive modifications of the embodiments of the present invention that follow the general principles of the embodiments of the present invention and include common knowledge or conventional technical means not disclosed by the embodiments of the present invention. The specification and examples are considered to be examples only, with the true scope and concept of the disclosure being indicated by the claims.

Claims

[1] Vehicle-based propulsion system comprising: a power sensing module, a power management module, a high-voltage protection module and a propulsion control module; wherein an input terminal of the power sensing module and an input terminal of the power management module are both connected to an input power, an output terminal of the power sensing module and of the high-voltage protection module are both connected to the power management module, an output terminal of the power management module is connected to a high- and low-voltage power delivery module which supplies power to the propulsion control module, an input terminal of the high-voltage protection module is connected to a high-voltage side of the high- and low-voltage power delivery module, an output terminal of the high-voltage protection module and an output terminal of the propulsion control module are both connected to a full-bridge propulsion module; wherein the power acquisition module is configured to capture the input power and send a power acquisition result that matches the input power; The high-voltage protection module is configured to detect a voltage on a high-voltage side of the high- and low-voltage power delivery module, to send a voltage detection result that corresponds to the voltage on the high-voltage side, to receive voltage feedback information, and to output a protection drive signal that corresponds to the voltage feedback information; the power management module is configured to receive the power measurement result and the voltage measurement result, and to output a power delivery corresponding to the power measurement result in order to achieve a delivery of power to the drive control module via the high and low voltage power delivery module, and to send voltage feedback information corresponding to the voltage measurement result; and wherein the full-bridge drive module is configured to receive a drive control signal output by the drive control module or a protection control signal output by the high-voltage protection module and to perform a drive based on the drive control signal or the protection control signal. [2] Drive system according to claim 1, wherein the power management module comprises a step-down conversion unit, a charge-discharge management unit and an energy storage unit; the step-down conversion unit and the charge-discharge management unit are connected in series, the input power is connected to an input terminal of the step-down conversion unit and the energy storage unit is connected to the charge-discharge management unit; wherein the power management module is specifically configured to: Reducing the input power voltage by means of the step-down conversion unit to obtain a first step-down power, and charging the energy storage unit by the charge-discharge management unit based on the first step-down power, the energy storage unit outputting a second step-down power during discharge; and Output of the first downconverted power or the second downconverted power by the charge-discharge management unit to obtain a power delivery equal to the first downconverted power or a power delivery equal to the second downconverted power. [3] Drive system according to claim 2, wherein the power management module further comprises a boost conversion unit, the charge-discharge management unit is connected to the high- and low-voltage power delivery module via the boost conversion unit, and an output terminal of the power sensing module is connected to the charge-discharge management unit; wherein the power management module is further specifically configured to: Receiving the power measurement result by the charge-discharge management unit and outputting the first down-converted power or the second down-converted power based on the power measurement result; Increasing the first down-converted power or the second down-converted power by the up-conversion unit to obtain a power delivery in order to achieve a delivery of power by the high and low voltage power delivery module to the drive control module based on the power delivery. [4] Drive system according to claim 3, wherein the high-voltage protection module comprises a high- and low-voltage insulation unit, a voltage sensing unit and a switching control unit, the high-voltage side of the high- and low-voltage power delivery module, the high- and low-voltage insulation unit, the voltage sensing unit and the power management module are connected in series and the output terminal of the power management module is connected to the high- and low-voltage insulation unit by the switching control unit; wherein the high-voltage protection module is specifically configured to: Determining the voltage on the high-voltage side of the high- and low-voltage power delivery module by the high- and low-voltage insulation unit and sending a voltage sensing result by the voltage sensing unit; Receiving voltage feedback information by the switching control unit and sending a protection control signal by the high and low voltage insulation unit. [5] Drive system according to claim 4, wherein the high- and low-voltage insulation unit comprises a high- and low-voltage insulation component, a logic NOT gate component, and a diode component, wherein the high-voltage side of the high- and low-voltage power delivery module is connected to the voltage sensing unit via the high- and low-voltage insulation component, the switching control unit is connected to the high- and low-voltage insulation component, the output terminal of the high- and low-voltage insulation component is connected to a lower bridge arm of the full-bridge drive module via the diode component, and the output terminal of the high- and low-voltage insulation component is connected to an upper bridge arm of the full-bridge drive module via the logic NOT gate component; wherein the high-voltage protection module is specifically configured to: Setting the lower bridge arm of the full-bridge drive module to a non-conducting state by the diode component, based on a signal output by the high and low voltage insulation component, and setting the upper bridge arm of the full-bridge drive module to a conducting state by the logic NOT gate component. [6] Drive system according to claim 1, wherein the drive control module comprises a drive signal output unit and a drive unit for a bipolar transistor with an insulated gate electrode, and the drive signal output unit is connected to the full-bridge drive module via the drive unit for the bipolar transistor with an insulated gate electrode; wherein the drive control module is specifically configured to: Output of the drive control signal by the drive unit for the bipolar transistor with insulated gate electrode based on a drive signal generated by the drive signal output unit in order to achieve control of the full bridge drive module. [7] Drive system according to any one of claims 1 to 5, wherein the full-bridge drive module is specifically configured to: Receiving the drive control signal and adjusting and controlling the power output and direction of rotation of a motor based on the drive control signal; or Receiving the protection control signal and adapting and controlling an operating state of a motor based on the protection control signal, wherein the operating state includes a braking state and a protection state. [8] Drive system according to claim 5, wherein a PNP-type triode is used for the switching control unit, an emitter of the PNP-type triode is connected to the boost conversion unit, a base of the PNP-type triode is connected to the charge-discharge management unit, and a collector of the PNP-type triode is connected to the high- and low-voltage insulation component; wherein the high-voltage protection module is specifically configured to: Receiving a high level or a low level corresponding to the voltage sensing result at the base of the PNP-type triode; Receiving a power delivery output by the boost conversion unit at the emitter and collector of the PNP-type triode and delivering power to the high and low voltage insulation component; The performance management module is furthermore specifically configured for: Output of the high level or low level according to the voltage sensing result by the charge-discharge management unit; and delivery of power to the high and low voltage insulation component by the boost conversion unit. [9] Drive system according to claim 5, wherein a supercapacitor array is used for the energy storage unit; A step-down conversion circuit is used for the step-down conversion unit; A step-up conversion circuit is used for the step-up conversion unit; and For the high and low voltage insulation component, optocoupling insulation, capacitive coupling insulation or magnetic coupling insulation is used as the insulation form. [10] Vehicle comprising the propulsion system according to any one of claims 1 to 9.

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