Charging and motor driving integrated device and control system

Abstract

The present application provides a charging and motor driving integrated device and a control system. The device comprises: a variable voltage unit used for providing at least two direct current voltages; a switch array unit connected to the variable voltage unit and used for determining a first direct current voltage from among the at least two direct current voltages on the basis of a first control signal, wherein the first control signal is determined on the basis of the traveling state of an electric vehicle; and a boost circuit unit connected to the switch array unit and used for outputting a second direct current voltage on the basis of a second control signal and the first direct current voltage, wherein the second control signal is determined on the basis of the second direct current voltage, and the second direct current voltage is used for charging a power battery pack of the electric vehicle or driving a motor.

Description

A charging and motor drive multiplexing device and control system

[0001] This application claims priority to Chinese patent application No. 202311175104.1 filed on September 12, 2023, the entire contents of which are incorporated herein by reference. Technical Field

[0002] The present application relates to, but is not limited to, the field of electric vehicles, and in particular to a charging and motor drive multiplexing device and a control system. Background Art

[0003] The voltage of electric vehicles is limited by factors such as the cost and capacity of the power battery pack, making it difficult to significantly increase it. Furthermore, when charging an electric vehicle, the charging voltage is limited by the output range of the charging power supply. Some charging stations have low output voltages, resulting in slow charging or even no charging at all. Furthermore, electric vehicles are used in a limited number of scenarios and cannot simultaneously operate in both boost charging and boost drive modes. Therefore, achieving multiplexing of charging and motor drive is a technical challenge. Technical issues

[0004] In view of this, embodiments of the present application provide at least a charging and motor driving multiplexing device and a control system. Technical Solutions

[0005] The technical solution of the embodiment of the present application is implemented as follows:

[0006] In one aspect, an embodiment of the present application provides a charging and motor driving multiplexing device, the device comprising:

[0007] a variable voltage unit, configured to provide at least two DC voltages;

[0008] a switch array unit connected to the variable voltage unit, and configured to determine a first DC voltage from the at least two DC voltages based on a first control signal; wherein the first control signal is determined based on a driving state of the electric vehicle; and

[0009] A boost circuit unit is connected to the switch array unit and is used to output a second DC voltage based on a second control signal and the first DC voltage; wherein the second control signal is determined based on the second DC voltage, and the second DC voltage is used for one of the following: charging the power battery pack of the electric vehicle or driving the motor.

[0010] On the other hand, an embodiment of the present application provides a control system, comprising: a control module, and a charging and motor drive multiplexing device, wherein the charging and motor drive multiplexing device comprises a variable voltage unit, a switch array unit, and a Boost circuit unit.

[0011] The control module is configured to generate a first control signal based on the driving state of the electric vehicle, and send the first control signal to the switch array unit, so that the switch array unit determines a first DC voltage from at least two DC voltages provided by the variable voltage unit based on the first control signal;

[0012] The control module is further configured to generate a second control signal based on the second DC voltage, and send the second control signal to the Boost circuit unit, so that the Boost circuit unit outputs the second DC voltage based on the second control signal and the first DC voltage. Beneficial effects

[0013] In an embodiment of the present application, first, a variable voltage unit provides at least two DC voltages, allowing electric vehicles to use different voltages and enriching their operating modes. Second, a switch array unit is connected to the variable voltage unit and, based on a first control signal, determines a first DC voltage from the at least two DC voltages. The first control signal is determined based on the driving state of the electric vehicle. Thus, the first control signal can be used to change the switch state based on the operating requirements of the current application scenario of the electric vehicle, thereby enabling the multiplexing device to change its operating mode. Finally, a boost circuit unit is connected to the switch array unit and, based on a second control signal and the first DC voltage, outputs a second DC voltage. The second control signal is determined based on the second DC voltage, and the second DC voltage is used for one of the following: charging the electric vehicle's power battery pack or driving a motor. This allows the electric vehicle to meet the requirements of the current operating mode without being limited by the current power level of the power battery pack. Furthermore, when the output voltage of the charging power supply is low and charging is impossible, the charging voltage can be increased to complete charging of the electric vehicle. This solution requires minimal hardware modifications, is low-cost, and improves the compatibility of electric vehicle charging scenarios.

[0014] It should be understood that the above general description and the following detailed description are merely exemplary and explanatory, and do not limit the technical solutions of the present application. BRIEF DESCRIPTION OF THE DRAWINGS

[0015] The drawings herein are incorporated into and constitute a part of the specification. These drawings illustrate embodiments consistent with the present application and, together with the specification, are used to illustrate the technical solutions of the present application.

[0016] FIG1 is a schematic diagram of the structure of a charging and motor driving multiplexing device provided in an embodiment of the present application;

[0017] FIG2A is a schematic diagram of a hardware circuit of a charging and motor driving multiplexing device provided in an embodiment of the present application;

[0018] FIG2B is a schematic diagram of a hardware circuit of a boost driving mode provided in an embodiment of the present application;

[0019] FIG2C is a schematic diagram of a hardware circuit of a boost charging mode provided in an embodiment of the present application;

[0020] FIG2D is a schematic diagram of a hardware circuit of a normal driving mode provided by an embodiment of the present application;

[0021] FIG2E is a schematic diagram of a hardware circuit of a normal charging mode provided by an embodiment of the present application;

[0022] FIG3 is a schematic diagram of the composition structure of a control system provided in an embodiment of the present application. Modes for Carrying Out the Invention

[0023] In order to make the purpose, technical solutions and advantages of this application clearer, the technical solutions of this application are further elaborated in detail below with reference to the accompanying drawings and embodiments. The described embodiments should not be regarded as limiting this application. All other embodiments obtained by ordinary technicians in this field without making creative work are within the scope of protection of this application.

[0024] In the following description, reference is made to “some embodiments”, which describes a subset of all possible embodiments, but it will be understood that “some embodiments” may be the same subset or different subsets of all possible embodiments and may be combined with each other without conflict.

[0025] In the following description, the terms "first\second\third" involved are merely used to distinguish similar objects and do not represent a specific ordering of the objects. It can be understood that "first\second\third" can be interchanged with a specific order or sequence where permitted, so that the embodiments of the present application described herein can be implemented in an order other than that illustrated or described herein.

[0026] Unless otherwise defined, all technical and scientific terms used herein have the same meaning as commonly understood by those skilled in the art to which this application pertains. The terms used herein are for the purpose of describing the embodiments of this application only and are not intended to limit this application.

[0027] Boosting the voltage of electric vehicles can help improve motor system efficiency, but due to limitations such as battery pack cost and insulation level, the current voltage platform is concentrated between 400 and 600 volts (V), making it difficult to significantly increase. Furthermore, the current charging voltage of electric vehicles is also limited by the output range of charging piles. Some charging piles have low output voltages, resulting in slow charging or even no charging. Furthermore, the current use cases of electric vehicles are limited, and they cannot simultaneously take into account both boost charging and boost drive operating modes. Therefore, how to achieve charging and motor drive reuse is a technical challenge.

[0028] In view of the above problems, an embodiment of the present application first provides a charging and motor driving multiplexing device. As shown in FIG1 , the multiplexing device 100 includes:

[0029] A variable voltage unit 101 is configured to provide at least two DC voltages;

[0030] a switch array unit 102 connected to the variable voltage unit, and configured to determine a first DC voltage from the at least two DC voltages based on a first control signal; wherein the first control signal is determined based on a driving state of the electric vehicle;

[0031] The Boost circuit unit 103 is connected to the switch array unit and is used to output a second DC voltage based on a second control signal and the first DC voltage; wherein the second control signal is determined based on the second DC voltage, and the second DC voltage is used for one of the following: charging the power battery pack of the electric vehicle and driving the motor.

[0032] Here, the variable voltage unit 101 provides at least two DC voltages for the multiplexing device 100 for driving or charging the electric vehicle. For example, when the electric vehicle is driving, a 650V voltage is provided for driving the electric vehicle, and when the electric vehicle is charging, a 450V voltage is provided for charging the electric vehicle.

[0033] The switch array unit 102 is connected to the variable voltage unit 101 and receives a first control signal. The first control signal is determined based on the driving state of the electric vehicle, which includes driving and stationary states. The first control signal varies depending on the driving state. The first control signal is generated by the control module of the electric vehicle's motor controller and transmitted to the switch array unit 102 of the charging and motor drive multiplexing device. The motor controller is used to convert the DC current output by the power battery pack into AC current and output it to the motor to drive the electric vehicle. The motor controller also includes a control module that can generate and transmit different control signals to the corresponding units. After receiving the first control signal, the switch array unit 102 determines a first DC voltage from at least two DC voltages by controlling the state of the switch to be turned on or off. Furthermore, the boost circuit unit 103 is connected to the switch array unit 102 and receives a second control signal, which is determined by the second DC voltage. The motor controller generates and transmits the second control signal to cause the boost circuit unit 103 to boost the first DC voltage. The Boost circuit unit 103 boosts the first DC voltage based on the second control signal and the first DC voltage and outputs a second DC voltage. The second DC voltage is used for at least one of the following situations: charging the power battery pack of the electric vehicle and driving the motor.

[0034] In an embodiment of the present application, first, a variable voltage unit provides at least two DC voltages, allowing electric vehicles to use different voltages and enriching their operating modes. Second, a switch array unit is connected to the variable voltage unit and, based on a first control signal, determines a first DC voltage from the at least two DC voltages. The first control signal is determined based on the driving state of the electric vehicle. Thus, the first control signal can be used to change the switch state based on the operating requirements of the current application scenario of the electric vehicle, thereby enabling the multiplexing device to change its operating mode. Finally, a boost circuit unit is connected to the switch array unit and, based on a second control signal and the first DC voltage, outputs a second DC voltage. The second control signal is determined based on the second DC voltage, and the second DC voltage is used for one of the following: charging the electric vehicle's power battery pack or driving a motor. This allows the electric vehicle to meet the requirements of the current operating mode without being limited by the current power level of the power battery pack. Furthermore, when the output voltage of the charging power supply is low and charging is impossible, the charging voltage can be increased to complete charging of the electric vehicle. This solution requires minimal hardware modifications, is low-cost, and improves the compatibility of electric vehicle charging scenarios.

[0035] In some embodiments, the switch array unit includes a first switch, a second switch and a third switch, the Boost circuit unit includes: a first insulated gate bipolar transistor, a second insulated gate bipolar transistor, an inductor, and a capacitor, and the variable voltage unit includes a power battery pack and a charging power supply, wherein: one end of the first switch is connected to the positive electrode of the power battery pack, and the other end is connected to the collector of the first insulated gate bipolar transistor; one end of the second switch is connected to the positive electrode of the charging power supply, and the other end is connected to one end of the inductor; one end of the third switch is connected to the positive electrode of the power battery pack, and the other end is connected to one end of the inductor; one end of the capacitor is connected to the collector of the first insulated gate bipolar transistor, and the other end is connected to the emitter of the second insulated gate bipolar transistor; the negative electrode of the charging power supply and the negative electrode of the power battery pack are both connected to the emitter of the second insulated gate bipolar transistor.

[0036] Here, the switch array unit 102 may include at least one switch, which may include but is not limited to a solenoid valve, to ensure control accuracy and flexibility and achieve the desired control. As shown in Figure 2A, the switch array unit 102 is composed of a first switch K1, a second switch K2, and a third switch K3. The Boost circuit unit 103 is composed of a first insulated gate bipolar transistor Q1, a second insulated gate bipolar transistor Q2, an inductor L, and a capacitor C. The variable voltage unit 101 includes a power battery pack and a charging power supply. The insulated gate bipolar transistor (IGBT) is a composite fully controlled voltage-driven power semiconductor device composed of a bipolar junction transistor (BJT) and an insulated gate field effect transistor (MOS). The insulated gate field effect transistor is a field effect transistor that can be widely used in analog circuits and digital circuits. The bipolar junction transistor, commonly known as a semiconductor transistor, is another important three-terminal electronic device besides the field effect transistor. Insulated-gate bipolar transistors (IGBTs) combine the advantages of bipolar transistors and insulated-gate field-effect transistors, featuring high input impedance and low on-state voltage drop. They are ideally suited for applications in DC voltage conversion systems with voltages of 600V and above, such as AC motors, inverters, switching power supplies, lighting circuits, and traction drives. The second control signal is a low-voltage signal received by the IGBT's gate. The IGBT's emitter and collector are then connected to the high-voltage circuit to meet the high-voltage requirements of electric vehicles.

[0037] One end of the first switch K1 is connected to the positive electrode of the power battery pack, and the other end is connected to the collector of the first insulated gate bipolar transistor Q1, and receives a first control signal to control its own state to be turned on or off. One end of the second switch K2 is connected to the positive electrode of the charging power supply, and the other end is connected to one end of the inductor L, and receives the first control signal to control its own state to be turned on or off. One end of the third switch K3 is connected to the positive electrode of the power battery pack, and the other end is connected to one end of the inductor L, and receives the first control signal to control its own state to be turned on or off. One end of the capacitor C is connected to the collector of the first insulated gate bipolar transistor Q1, and the other end is connected to the emitter of the second insulated gate bipolar transistor Q2, so that the first insulated gate bipolar transistor Q1 and the first insulated gate bipolar transistor Q2 can complete the boost process according to the second control signal. The negative electrode of the charging power supply and the negative electrode of the power battery pack are both connected to the emitter of the second insulated gate bipolar transistor Q2, providing at least two DC voltages when the electric vehicle is in different driving states.

[0038] In some embodiments, the first control signal includes a first control sub-signal or a second control sub-signal, the first control sub-signal indicates that the electric vehicle is in a boost driving mode, and the second control sub-signal indicates that the electric vehicle is in a boost charging mode, wherein: when the first control signal includes the first control sub-signal, the switch array unit is further used to: based on the first control sub-signal, switch the state of the third switch to a closed state, and switch the state of the first switch and the state of the second switch to an open state, so that the power battery pack serves as the first DC voltage; when the first control signal includes the second control sub-signal, the switch array unit is further used to: based on the second control sub-signal, switch the state of the third switch to an open state, and switch the state of the first switch and the state of the second switch to a closed state, so that the charging power supply serves as the first DC voltage.

[0039] Here, the first control sub-signal is used to control the state of the third switch K3 to be switched to a closed state, and the state of the first switch K1 and the state of the second switch K2 to be switched to an open state. By controlling the first switch K1, the second switch K2, and the third switch K3 of the switch array unit 102 to be in different states, the electric vehicle is placed in a boost drive mode. As shown in Figure 2B, the electric vehicle is in boost drive mode at this time. The power battery pack provides a first DC voltage, and the boost circuit unit 103 receives the second control signal. Based on the first DC voltage of the power battery pack and the second control signal, the boost circuit unit 103 performs a voltage boost process to generate a second DC voltage for driving the electric vehicle.

[0040] Similarly, the second control sub-signal is used to switch the state of the third switch K3 to an open state and the states of the first switch K2 and the second switch K2 to a closed state. By controlling the first switch K1, the second switch K2, and the third switch K3 of the switch array unit to different states, the electric vehicle is placed in boost charging mode. As shown in Figure 2C, the electric vehicle is in boost charging mode at this time. The charging power supply provides a first DC voltage, and the boost circuit unit 103 receives the second control signal. Based on the first DC voltage of the power battery pack and the second control signal, the boost circuit unit 103 performs a voltage boosting process to generate a second DC voltage for boost charging of the electric vehicle.

[0041] In some embodiments, the first control signal also includes a third control sub-signal or a fourth control sub-signal, the third control sub-signal indicating that the electric vehicle is in a normal driving mode, and the fourth control sub-signal indicating that the electric vehicle is in a normal charging mode, wherein: when the first control signal includes the third control sub-signal, the switch array unit is further used to: based on the third control sub-signal, switch the state of the first switch to a closed state, and switch the state of the second switch and the state of the third switch to an open state, so that the power battery pack serves as the first DC voltage; when the first control signal includes the fourth control sub-signal, the switch array unit is further used to: based on the fourth control sub-signal, switch the state of the first switch to an open state, and switch the state of the second switch and the state of the third switch to a closed state, so that the charging power supply serves as the first DC voltage.

[0042] Here, the third control sub-signal is used to control the state of the first switch K1 to be switched to a closed state, and the states of the second switch K2 and the third switch K3 to be switched to an open state. By controlling the first switch K1, the second switch K2, and the third switch K3 of the switch array unit 102 to be in different states, the electric vehicle is placed in normal driving mode. As shown in FIG2D , the electric vehicle is in normal driving mode at this time. The power battery pack provides a first DC voltage, which does not require the boosting process of the boost circuit unit 103. The first DC voltage is directly used to drive the electric vehicle. Similarly, the fourth control sub-signal is used to control the state of the first switch K1 to be switched to an open state, and the states of the second switch K2 and the third switch K3 to be switched to a closed state. By controlling the first switch K1, the second switch K2, and the third switch K3 of the switch array unit 102 to be in different states, the electric vehicle is placed in normal charging mode. As shown in FIG2E , the electric vehicle is in normal charging mode at this time. The charging power supply provides a first DC voltage, which does not require the boosting process of the boost circuit unit 103. The first DC voltage is directly used to charge the electric vehicle.

[0043] Based on the above embodiments, the present application further provides a control system. As shown in FIG3 , the control system 300 includes: a control module 301 and a charging and motor drive multiplexing device 100, wherein the charging and motor drive multiplexing device includes a variable voltage unit, a switch array unit, and a Boost circuit unit, wherein: the control module is configured to generate a first control signal based on the driving state of the electric vehicle, and send the first control signal to the switch array unit, so that the switch array unit determines a first DC voltage from at least two DC voltages provided by the variable voltage unit based on the first control signal; the control module is further configured to generate a second control signal based on the second DC voltage, and send the second control signal to the Boost circuit unit, so that the Boost circuit unit outputs the second DC voltage based on the second control signal and the first DC voltage.

[0044] Here, control module 301 is a module within the motor controller. It receives vehicle information about the electric vehicle detected by the motor, including but not limited to torque and speed. Based on the current driving state of the electric vehicle, it determines the required operating mode of the electric vehicle and generates a first control signal, which is sent to the switch array unit of the charging and motor drive multiplexing device 100. The operating modes include normal charging mode, boost charging mode, normal drive mode, and boost drive mode. After receiving the first control signal, the switch array unit controls the state of the switches to be turned on or off. By changing the switch state, the connection relationship within the control system 300 is changed, and a first DC voltage is determined from at least two DC voltages. Furthermore, control module 301 generates a second control signal and sends it to the boost circuit unit of the charging and motor drive multiplexing device 100. The second control signal is determined by the second DC voltage and is used to cause the boost circuit unit to boost the first DC voltage. Based on the second control signal and the first DC voltage, the boost circuit unit boosts the first DC voltage and outputs the second DC voltage.

[0045] In some embodiments, when the driving state of the electric vehicle indicates that the electric vehicle is in a driving state, the second DC voltage includes the driving power requirement of the motor, and the control module is further used to: determine the driving power requirement of the motor based on the operating information of the motor; and determine the first control signal based on the remaining power of the power battery pack and the driving power requirement of the motor.

[0046] Here, when the electric vehicle is in motion, the electric motor of the electric vehicle is required to drive. When the electric motor is driven, a required driving power is generated. The required driving power is derived from the target torque and target speed required for the electric vehicle. The control module 301 receives the current operating information of the motor, including but not limited to the target torque and target speed required for the electric vehicle. The control module 301 determines the required driving power of the motor based on the current operating information of the motor. Furthermore, the control module 301 detects the current remaining power of the power battery pack, obtains the current output voltage of the power battery pack, and determines the driving mode currently required for the electric vehicle based on the remaining power of the power battery pack and the required driving power of the motor. The control module 301 then determines a first control signal and sends it to the switch array unit of the charging and motor drive multiplexing device 100. After receiving the first control signal, the switch array unit switches the required driving mode by controlling the state of the switch to be turned on or off.

[0047] In some embodiments, the control module is further used for at least one of the following: when the remaining power of the power battery pack is not greater than the driving power required by the motor, using the first control sub-signal as the first control signal, and the first control sub-signal indicates that the electric vehicle is in a boost driving mode; when the remaining power of the power battery pack is greater than the driving power required by the motor, using the third control sub-signal as the first control signal, and the third control sub-signal indicates that the electric vehicle is in a normal driving mode.

[0048] Here, when the electric vehicle is in a driving state, the control module 301 detects the current remaining charge of the power battery pack and the required power for driving the motor, compares the remaining charge of the power battery pack with the required power for driving the motor, and selects an appropriate first control signal, including a first control sub-signal and a third control sub-signal, based on the comparison result. If the remaining charge of the power battery pack is not greater than the required power for driving the motor, the first control sub-signal is used as the first control signal. After the control module 301 sends the first control signal to the switch array unit, the switch array unit controls the state of the switch on or off, thereby changing the state of the switch, thereby placing the electric vehicle in a boost driving mode. If the remaining charge of the power battery pack is greater than the required power for driving the motor, the third control sub-signal is used as the first control signal. After the control module 301 sends the third control signal to the switch array unit, the switch array unit controls the state of the switch on or off, thereby placing the electric vehicle in a normal driving mode.

[0049] For example, the real-time voltage of the power battery pack can be measured by a voltage sensor. If the current power battery pack voltage is 650V and the required motor drive voltage is 600V, the control module 301 uses the third control sub-signal as the first control signal to place the electric vehicle in normal drive mode. If the current power battery pack voltage is 450V and the required motor drive voltage is 650V, the control module 301 uses the first control sub-signal as the first control signal to place the electric vehicle in boost drive mode.

[0050] In some embodiments, the control system is further used to: determine a first duty cycle based on the remaining power of the power battery pack and the driving power requirement of the motor; generate a first pulse width modulation signal with a first duty cycle, and use the first pulse width modulation signal as the second control signal.

[0051] Here, the control module 301 of the control system 300 detects the current remaining power of the power battery pack and the power required to drive the motor, and compares the remaining power of the power battery pack with the power required to drive the motor to determine that the electric vehicle currently needs to boost the remaining power of the power battery pack. Based on the voltage difference between the current remaining power of the power battery pack and the power required to drive the motor, the control module 301 determines a first duty cycle, generates a first pulse width modulation signal with the first duty cycle, and uses the first pulse width modulation signal as the second control signal. The modulation method used is pulse width modulation (PWM), which modulates the width of a series of pulses to equivalently obtain the required waveform. By changing the duty cycle of the first pulse width modulation signal, the first DC voltage can be boosted to reach the power required to drive the motor, thereby achieving the boost drive process.

[0052] In some embodiments, when the driving state of the electric vehicle indicates that the electric vehicle is in a stationary state, the second DC voltage includes the power of the charging power supply, and the control module is further used to: obtain the power of the charging power supply; and determine the first control signal based on the maximum power of the power battery pack and the power of the charging power supply.

[0053] Here, when the electric vehicle is stationary, the power battery pack needs to be charged. At this time, the motor is stopped, and the charging power source includes but is not limited to a charging station. The control module 301 obtains the power level of the charging power source and the maximum power level of the power battery pack. Based on the maximum power level of the power battery pack and the power level of the charging power source, it determines a first control signal and sends it to the switch array unit of the charging and motor drive multiplexing device 100. After receiving the first control signal, the switch array unit switches the required charging mode by controlling the state of the switch to be turned on or off.

[0054] In some embodiments, the control module is further used for at least one of the following: when the maximum power of the power battery pack is greater than the power of the charging power source, using the second control sub-signal as the first control signal, and the second control sub-signal indicates that the electric vehicle is in a boost charging mode; when the maximum power of the power battery pack is not greater than the power of the charging power source, using the fourth control sub-signal as the first control signal, and the fourth control sub-signal indicates that the electric vehicle is in a normal charging mode.

[0055] Here, when the electric vehicle is stationary, the control module 301 detects the maximum charge of the power battery pack and the charge of the charging power supply, compares the maximum charge of the power battery pack with the charge of the charging power supply, and selects an appropriate first control signal, including a second control sub-signal and a fourth control sub-signal, based on the comparison result. If the maximum charge of the power battery pack is greater than the charge of the charging power supply, the second control sub-signal is used as the first control signal. After the control module 301 sends the first control signal to the switch array unit, the switch array unit controls the state of the switch on or off, thereby changing the state of the switch, placing the electric vehicle in boost charging mode. If the maximum charge of the power battery pack is not greater than the charge of the charging power supply, the fourth control sub-signal is used as the first control signal. After the control module 301 sends the first control signal to the switch array unit, the switch array unit controls the state of the switch on or off, thereby changing the state of the switch, thereby placing the electric vehicle in normal charging mode.

[0056] For example, the real-time voltage of the power battery pack can be measured by a voltage sensor. If the current voltage of the power battery pack is 650V and the voltage of the charging power supply is 450V, the control module 301 uses the second control sub-signal as the first control signal to place the electric vehicle in boost charging mode. If the current voltage of the power battery pack is 600V and the voltage of the charging power supply is 650V, the control module 301 uses the fourth control sub-signal as the first control signal to place the electric vehicle in normal charging mode.

[0057] In some embodiments, the control system is further used to: determine a second duty cycle based on the maximum power of the power battery pack and the power of the charging power source; generate a second pulse width modulation signal with a second duty cycle, and use the second pulse width modulation signal as the second control signal.

[0058] Here, the control module 301 of the control system 300 detects the maximum power of the current power battery pack and the power of the charging power supply, and compares the maximum power of the power battery pack with the power of the charging power supply to determine that the current electric vehicle needs to boost the power of the charging power supply. The control module 301 determines the second duty cycle based on the voltage difference between the maximum power of the current power battery pack and the power of the charging power supply, generates a second pulse width modulation signal with a second duty cycle, and uses the second pulse width modulation signal as the second control signal. By pulse width modulation, the duty cycle of the second pulse width modulation signal is changed to complete the boosting of the first DC voltage, thereby realizing the boost charging process.

[0059] The “one embodiment” or “an embodiment” mentioned throughout the specification means that the specific features, structures or characteristics related to the embodiment are included in at least one embodiment of the present application. Therefore, the “in one embodiment” or “in an embodiment” appearing throughout the specification does not necessarily refer to the same embodiment. In addition, these specific features, structures or characteristics can be combined in one or more embodiments in any suitable manner. It should be understood that in the various embodiments of the present application, the size of the serial numbers of the above-mentioned steps / processes does not mean the order of execution. The order of execution of each step / process should be determined by its function and internal logic, and should not constitute any limitation on the implementation process of the embodiments of the present application.

[0060] It should be noted that, in this document, the terms "comprises," "includes," or any other variations thereof are intended to encompass non-exclusive inclusion, such that a process, method, article, or apparatus comprising a series of elements includes not only those elements but also other elements not explicitly listed, or elements inherent to such process, method, article, or apparatus. In the absence of further limitations, an element defined by the phrase "comprising a ..." does not exclude the presence of other identical elements in the process, method, article, or apparatus comprising the element.

[0061] In the several embodiments provided in this application, it should be understood that the disclosed devices and methods can be implemented in other ways. The device embodiments described above are merely schematic. For example, the division of the units is merely a logical function division. In actual implementation, there may be other division methods, such as: multiple units or components can be combined, or can be integrated into another system, or some features can be ignored or not executed. In addition, the coupling, direct coupling, or communication connection between the components shown or discussed can be through some interfaces, and the indirect coupling or communication connection of the devices or units can be electrical, mechanical or other forms.

[0062] The units described above as separate components may or may not be physically separated, and the components displayed as units may or may not be physical units; they may be located in one place or distributed across multiple network units; some or all of the units may be selected according to actual needs to achieve the purpose of the scheme of this embodiment.

[0063] In addition, all functional units in the embodiments of the present application can be integrated into one processing unit, or each unit can be a separate unit, or two or more units can be integrated into one unit; the above-mentioned integrated units can be implemented in the form of hardware or in the form of hardware plus software functional units.

[0064] The above is only an implementation method of the present application, but the scope of protection of the present application is not limited thereto. Any technician familiar with this technical field can easily think of changes or replacements within the technical scope disclosed in this application, which should be covered by the scope of protection of the present application.

Claims

1. A charging and motor driving multiplexing device, used in electric vehicles, wherein: The device comprises: A variable voltage unit, used for providing at least two DC voltages; a switch array unit connected to the variable voltage unit, and configured to determine a first DC voltage from the at least two DC voltages based on a first control signal; wherein the first control signal is determined based on a driving state of the electric vehicle; and A Boost circuit unit is connected to the switch array unit and is used to output a second DC voltage based on a second control signal and the first DC voltage; wherein the second control signal is determined based on the second DC voltage, and the second DC voltage is used for one of the following: charging the power battery pack of the electric vehicle and driving the motor.

2. The device according to claim 1, wherein: The switch array unit includes a first switch, a second switch and a third switch, the Boost circuit unit includes: a first insulated gate bipolar transistor, a second insulated gate bipolar transistor, an inductor, and a capacitor, the variable voltage unit includes a power battery pack and a charging power supply, One end of the first switch is connected to the positive electrode of the power battery pack, and the other end is connected to the collector of the first insulated gate bipolar transistor; One end of the second switch is connected to the positive electrode of the charging power source, and the other end is connected to one end of the inductor; One end of the third switch is connected to the positive electrode of the power battery pack, and the other end is connected to one end of the inductor; One end of the capacitor is connected to the collector of the first insulated gate bipolar transistor, and the other end is connected to the emitter of the second insulated gate bipolar transistor; and The negative electrode of the charging power source and the negative electrode of the power battery pack are both connected to the emitter of the second insulated gate bipolar transistor.

3. The device according to claim 2, wherein: The first control signal includes a first control sub-signal or a second control sub-signal, the first control sub-signal indicates that the electric vehicle is in a boost driving mode, and the second control sub-signal indicates that the electric vehicle is in a boost charging mode. In the case where the first control signal includes the first control sub-signal, the switch array unit is further used to: based on the first control sub-signal, switch the state of the third switch to a closed state, and switch the states of the first switch and the second switch to an open state, so that the power battery pack serves as the first DC voltage; and In the case where the first control signal includes the second control sub-signal, the switch array unit is further used to: based on the second control sub-signal, switch the state of the third switch to an open state, and switch the states of the first switch and the second switch to a closed state, so that the charging power source serves as the first DC voltage.

4. The device according to claim 2 or 3, wherein: The first control signal further includes a third control sub-signal or a fourth control sub-signal, wherein the third control sub-signal indicates that the electric vehicle is in a normal driving mode, and the fourth control sub-signal indicates that the electric vehicle is in a normal charging mode. In the case where the first control signal includes the third control sub-signal, the switch array unit is further used to: based on the third control sub-signal, switch the state of the first switch to a closed state, and switch the states of the second switch and the third switch to an open state, so that the power battery pack serves as the first DC voltage; and In the case where the first control signal includes the fourth control sub-signal, the switch array unit is further used to: based on the fourth control sub-signal, switch the state of the first switch to an open state, and switch the states of the second switch and the third switch to a closed state, so that the charging power source serves as the first DC voltage.

5. A control system, wherein: The system includes a control module and a charging and motor driving multiplexing device, wherein the charging and motor driving multiplexing device includes a variable voltage unit, a switch array unit and a Boost circuit unit. The control module is used to generate a first control signal based on the driving state of the electric vehicle, and send the first control signal to the switch array unit, so that the switch array unit determines a first DC voltage from at least two DC voltages provided by the variable voltage unit based on the first control signal; The control module is further used to generate a second control signal based on the second DC voltage, and send the second control signal to the Boost circuit unit, so that the Boost circuit unit outputs the second DC voltage based on the second control signal and the first DC voltage.

6. The control system according to claim 5, wherein: When the driving state of the electric vehicle indicates that the electric vehicle is in a driving state, the second DC voltage includes the required driving power of the motor, and the control module is further used for: Determining the required power for driving the motor based on the operating information of the motor; and The first control signal is determined based on the remaining power of the power battery pack and the driving power required by the motor.

7. The control system according to claim 6, wherein: The control module is further used for at least one of the following: When the remaining power of the power battery pack is not greater than the power required for driving the motor, the first control sub-signal is used as the first control signal, and the first control sub-signal indicates that the electric vehicle is in a boost driving mode; as well as When the remaining power of the power battery pack is greater than the power required for driving the motor, the third control sub-signal is used as the first control signal, and the third control sub-signal indicates that the electric vehicle is in a normal driving mode.

8. The control system according to claim 7, wherein: The control system is also used for: Determining a first duty cycle based on the remaining power of the power battery pack and the required power of the motor; as well as A first pulse width modulation signal having a first duty cycle is generated, and the first pulse width modulation signal is used as the second control signal.

9. The control system according to claim 5, wherein: In the case where the driving state of the electric vehicle indicates that the electric vehicle is in a stationary state, the second DC voltage includes the electric quantity of the charging power source, and the control module is further used for: Acquiring the power of the charging power source; and The first control signal is determined based on the maximum power of the power battery pack and the power of the charging power source.

10. The control system according to claim 9, wherein: The control module is further used for at least one of the following: In a case where the maximum power of the power battery pack is greater than the power of the charging power source, a second control sub-signal is used as the first control signal, and the second control sub-signal indicates that the electric vehicle is in a boost charging mode; as well as In the case where the maximum power of the power battery pack is not greater than the power of the charging power source, the fourth control sub-signal is used as the first control signal, and the fourth control sub-signal indicates that the electric vehicle is in a normal charging mode.

11. The control system according to claim 10, wherein: The control system is also used for: Determining a second duty cycle based on the maximum power of the power battery pack and the power of the charging power source; as well as A second pulse width modulation signal having a second duty cycle is generated, and the second pulse width modulation signal is used as the second control signal.

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