Driving system control method, driving system, and vehicle

Abstract

A driving system control method, a driving system, and a vehicle. The driving system control method comprises: when one of a first battery pack (11) and a second battery pack (12) has a fault, controlling a second electronic control unit (2) to receive a voltage provided by a non-faulty battery pack, wherein the non-faulty battery pack is a battery pack among the first battery pack and the second battery pack that has no fault; controlling the second electronic control unit to boost to a preset voltage the voltage provided by the non-faulty battery pack, and to provide the preset voltage to at least one of n first electronic control units (3); and controlling at least one of the first electronic control units to drive, on the basis of the preset voltage, a corresponding electric motor (22) to operate. The control method can improve the reliability of a driving system, thereby improving the safety of a vehicle.

Description

Control method of driving system, driving system and vehicle

[0001] The present application claims priority to the Chinese patent application No. 202410642610.5, filed on May 22, 2024, and entitled "Control method of driving system, driving system and vehicle", the content of which is incorporated herein by reference in its entirety. TECHNICAL FIELD

[0002] The present application relates to the field of vehicle control technology, and in particular to a control method of driving system, a driving system and a vehicle. BACKGROUND

[0003] In the high-voltage system of an electric vehicle, a battery pack is generally composed of multiple single cells connected in series and in parallel to provide power for the vehicle. If the battery pack causes an abnormality resulting in a voltage that does not reach the normal working voltage of the electronic control, the electronic control recognizes that the voltage does not reach the set working voltage value, an under-voltage fault occurs, the high-voltage load loses power supply and cannot work, thereby causing the vehicle to break down. However, if only a single cell has a fault such as over-temperature, over-voltage, over-discharge, low temperature, etc., the entire battery pack will also report a fault, thereby causing the vehicle to suddenly lose power and exist a great safety hazard. Moreover, if a single cell fault occurs in a location far from the vehicle after-sales store, the tow truck cannot provide rescue in a short time, which will bring a poor experience to the customer. SUMMARY

[0004] To solve the above technical problems or at least partially solve the above technical problems, the present application provides a control method of driving system, a driving system and a vehicle.

[0005] To achieve the above-mentioned purpose, the first aspect of the present application provides a control method of driving system, the control method of driving system comprising:

[0006] When a fault occurs in one of the first battery pack and the second battery pack, controlling the second electronic control unit to receive a voltage provided by a non-faulty battery pack; wherein the non-faulty battery pack is the battery pack that has not failed in the first battery pack and the second battery pack;

[0007] Controlling the second electronic control unit to step up the voltage provided by the non-faulty battery pack to a preset voltage and provide it to at least one of the n first electronic control units; and

[0008] Controlling the at least one first electronic control unit to drive the corresponding motor to operate according to the preset voltage;

[0009] The driving system comprises:

[0010] The power battery comprises a first battery pack and a second battery pack, and a negative electrode of the first battery pack is electrically connected with a positive electrode of the second battery pack.

[0011] n first electric control units; wherein n is an integer, and n≥1; and

[0012] a second electric control unit.

[0013] The control method of the driving system provided in the application can control the second electric control unit to receive the voltage provided by the non-faulty battery pack and control the second electric control unit to boost the voltage provided by the non-faulty battery pack to a preset voltage when one of the first battery pack and the second battery pack fails, so that at least one of the n first electric control units can operate normally. In this way, the problem that the vehicle suddenly loses power due to the failure of a single cell can be avoided, the reliability of the driving system can be improved, and the safety of the vehicle can be improved.

[0014] In some embodiments, the control of the second electric control unit to receive the voltage provided by the non-faulty battery pack comprises:

[0015] controlling the first switch to be turned on, so that the second electric control unit receives the voltage provided by the non-faulty battery pack;

[0016] The second electric control unit comprises a motor and a first switch, the first end of the first switch is electrically connected with the motor in the second electric control unit, and the second end of the first switch is electrically connected with the negative electrode of the first battery pack and the positive electrode of the second battery pack.

[0017] In some embodiments, before the control of the second electric control unit to receive the voltage provided by the non-faulty battery pack, the control method of the driving system further comprises:

[0018] controlling the second switch in the non-faulty battery pack to be turned on and the second switch in the faulty battery pack to be turned off when one of the first battery pack and the second battery pack fails;

[0019] The first battery pack and the second battery pack each comprise a single cell and a second switch, and the single cell and the second switch are connected in series.

[0020] In some embodiments, the control of the second electric control unit to boost the voltage provided by the non-faulty battery pack to a preset voltage and provide the voltage to at least one of the n first electric control units comprises:

[0021] According to the rated voltage of the faulty battery pack and the rated voltage of the non-faulty battery pack, the upper tube and the lower tube of the target bridge arm in the second electric control unit are controlled to be turned on alternately at a preset frequency, so that the target bridge arm in the second electric control unit and the target winding form a boost circuit to boost the voltage provided by the non-faulty battery pack to a preset voltage and provide the voltage to at least one of the n first electric control units.

[0022] The second electric control unit comprises a motor and an inverter, the inverter comprises at least one bridge arm connected in parallel between the positive electrode of the first battery pack and the negative electrode of the second battery pack, the bridge arm comprises an upper tube, a lower tube and a midpoint, and at least one phase winding of the motor is electrically connected to the midpoint of at least one bridge arm in the inverter in one-to-one correspondence; the target bridge arm is at least one bridge arm of the inverter of the second electric control unit, and the target winding is a winding in the motor of the second electric control unit electrically connected to the target bridge arm.

[0023] In some embodiments, according to the rated voltage of the faulty battery pack and the rated voltage of the non-faulty battery pack, the upper tube and the lower tube of the target bridge arm in the second electric control unit are controlled to be turned on alternately at a preset frequency, comprising:

[0024] According to the rated voltage of the faulty battery pack and the rated voltage of the non-faulty battery pack, a target duty cycle is obtained;

[0025] According to the target duty cycle, a first control signal and a second control signal with a preset frequency are generated; wherein the duty cycle of the first control signal is the target duty cycle, and the second control signal is opposite to the first control signal; and

[0026] According to the fault conditions of the first battery pack and the second battery pack, the first control signal is output to the upper tube of the target bridge arm in the second electric control unit, and the second control signal is output to the lower tube of the target bridge arm in the second electric control unit, or the second control signal is output to the upper tube of the target bridge arm in the second electric control unit, and the first control signal is output to the lower tube of the target bridge arm in the second electric control unit, so as to control the upper tube and the lower tube of the target bridge arm in the second electric control unit to be turned on alternately at a preset frequency.

[0027] In some embodiments, according to the rated voltage of the faulty battery pack and the rated voltage of the non-faulty battery pack, a target duty cycle is obtained, comprising:

[0028] According to the rated voltage of the faulty battery pack and the rated voltage of the non-faulty battery pack, a target duty cycle is obtained according to a preset duty cycle calculation formula; wherein the preset duty cycle calculation formula is D1=Ub / (Ua+Ub), D1 is the target duty cycle, Ua is the rated voltage of the non-faulty battery pack, and Ub is the rated voltage of the faulty battery pack.

[0029] In some embodiments, according to the fault condition of the first battery pack and the second battery pack, the first control signal is output to the upper tube of the target bridge arm in the second electric control unit and the second control signal is output to the lower tube of the target bridge arm in the second electric control unit, or the second control signal is output to the upper tube of the target bridge arm in the second electric control unit and the first control signal is output to the lower tube of the target bridge arm in the second electric control unit, so as to control the upper tube and the lower tube of the target bridge arm in the second electric control unit to alternately conduct at a preset frequency, including:

[0030] When the first battery pack fails, the second control signal is output to the upper tube of the target bridge arm in the second electric control unit and the first control signal is output to the lower tube of the target bridge arm in the second electric control unit, so as to control the upper tube and the lower tube of the target bridge arm in the second electric control unit to alternately conduct at a preset frequency; and

[0031] When the second battery pack fails, the first control signal is output to the upper tube of the target bridge arm in the second electric control unit and the second control signal is output to the lower tube of the target bridge arm in the second electric control unit, so as to control the upper tube and the lower tube of the target bridge arm in the second electric control unit to alternately conduct at a preset frequency.

[0032] In some embodiments, the control method of the driving system further includes:

[0033] Obtaining state information of the single battery cell; and

[0034] According to the state information of the single battery cell, determining that one of the first battery pack and the second battery pack fails.

[0035] The second aspect of the present application also provides a driving system, which includes:

[0036] A power battery, including a first battery pack and a second battery pack, the negative electrode of the first battery pack being electrically connected with the positive electrode of the second battery pack;

[0037] n first electric control units; wherein n is an integer, n≥1;

[0038] A second electric control unit; and

[0039] A controller, electrically connected with the n first electric control units and the second electric control unit, and used for executing the control method of the driving system of the first aspect.

[0040] The third aspect of the present application also provides a vehicle, which includes:

[0041] A vehicle body; and

[0042] The driving system of the second aspect; wherein the driving system is arranged in the vehicle body.

[0043] Additional aspects and advantages of the application will be set forth in part in the description which follows, and in part will become apparent to those having ordinary skill in the art upon examination of the following or can be learned from practice of the application. BRIEF DESCRIPTION OF DRAWINGS

[0044] Fig. 1 is a topological schematic diagram of a drive system according to an embodiment of the application;

[0045] Fig. 2 is a schematic diagram of a circuit structure of the drive system shown in Fig. 1;

[0046] Fig. 3 is a flow chart of a control method of the drive system according to an embodiment of the application;

[0047] Fig. 4 is a schematic diagram of a current flow direction of the drive system shown in Fig. 2;

[0048] Fig. 5 is another schematic diagram of a current flow direction of the drive system shown in Fig. 2;

[0049] Fig. 6 is a topological schematic diagram of a vehicle according to an embodiment of the application.

[0050] The reference signs are explained as follows:

[0051] The following detailed description will describe the application with reference to the above mentioned figures. DETAILED DESCRIPTION

[0052] The technical solutions in the embodiments of the application will be described clearly and completely below with reference to the figures in the embodiments of the application. Obviously, the described embodiments are only part of the embodiments of the application, rather than all the embodiments of the application. Based on the embodiments in the application, all other embodiments obtained by those skilled in the art without creative effort belong to the protection scope of the application.

[0053] In addition, the terms "first", "second", and the like in the specification of the application are used to distinguish similar objects, and do not necessarily indicate a specific order or a chronological sequence. It should be understood that the data used in this way can be interchanged under appropriate circumstances, so that the embodiments of the application described herein can be implemented in an order other than those illustrated or described herein. In addition, the terms "include" and "have" and any variations thereof are intended to cover non-exclusive inclusion, for example, a process, method, system, product or device that includes a series of steps or units does not necessarily have to be limited to those steps or units clearly listed, but can include other steps or units that are not clearly listed or inherent to these processes, methods, products or devices.

[0054] It should be noted that the features in the embodiments of the application can be combined with each other without conflict.

[0055] Please refer to FIG. 1 and FIG. 2, FIG. 1 is a topological schematic diagram of a driving system provided by an embodiment of the present application, and FIG. 2 is a circuit structure schematic diagram of the driving system shown in FIG. 1.

[0056] As shown in FIG. 1 and FIG. 2, the driving system 100 comprises a power battery 1, n first electric control units 3 and a second electric control unit 2. Wherein, n≥1, and in the embodiment shown in FIG. 1 and FIG. 2, the driving system 100 is introduced only with n=1, and in other embodiments, n can also be other values, for example, can be 2, 3, 4, etc.

[0057] Wherein, the power battery 1 comprises a first battery pack 11 and a second battery pack 12, and the negative electrode of the first battery pack 11 is electrically connected with the positive electrode of the second battery pack 12.

[0058] Each of the first electric control unit 3 and the second electric control unit 2 comprises an inverter 21 and a motor 22, the inverter 21 comprises an alternating current port 212 and a direct current port 211, the direct current port 211 is electrically connected with the positive electrode of the first battery pack 11 and the negative electrode of the second battery pack 12, and the alternating current port 212 is electrically connected with the corresponding motor 22. The neutral point of the motor 22 in the second electric control unit 2 is electrically connected with the negative electrode of the first battery pack 11 and the positive electrode of the second battery pack 12.

[0059] Wherein, the alternating current port 212 being electrically connected with the corresponding motor 22 means that the alternating current port 212 is electrically connected with the motor 22 in the present electric control unit.

[0060] Exemplarily, the first battery pack 11 and the second battery pack 12 can each comprise one or more battery packs, wherein each battery pack can comprise at least one single cell.

[0061] Exemplarily, the motor 22 comprises a driving motor or an air conditioner compressor, and the motor 22 can be a single-phase motor or a multi-phase motor, for example, a three-phase motor as shown in FIG. 2.

[0062] Under normal circumstances, the first battery pack 11 and the second battery pack 12 are both fault-free, the first battery pack 11 and the second battery pack 12 are connected in series and provide electric control working voltage to the n first electric control units 3 and the second electric control unit 2, thus, any electric control unit in the n first electric control units 3 and the second electric control unit 2 can operate based on the electric control working voltage provided by the power battery 1. Specifically, when a certain electric control unit operates, the inverter 21 in the electric control unit receives the electric control working voltage provided by the power battery 1 through the direct current port 211, inverts the electric control working voltage into alternating current voltage, and provides the alternating current voltage to the motor 22 in the electric control unit through the alternating current port 212 to drive the motor 22 to operate.

[0063] However, when one single cell in the power battery 1 has an over-temperature, over-voltage, over-discharge, low-temperature or other fault, and the power battery 1 cannot provide the electric control working voltage, each electric control unit will detect that the received voltage cannot reach the electric control working voltage and an under-voltage fault occurs, thereby stopping working. Thus, the vehicle will suddenly lose power and there is a great safety hazard. Moreover, if a single cell fault occurs in a location far from a car after-sales store, a tow truck cannot provide rescue in a short time, which will bring poor experience to the customer.

[0064] Therefore, the application provides a control method of a driving system. Referring to FIG. 3, which is a flowchart of the control method of the driving system according to an embodiment of the application, the control method is applied to the driving system 100.

[0065] As shown in FIG. 3, the control method of the driving system includes steps S1-S3, which are specifically as follows.

[0066] In step S1, when one of the first battery pack 11 and the second battery pack 12 has a fault, the second electric control unit 2 is controlled to receive the voltage provided by the non-fault battery pack.

[0067] The non-fault battery pack is the battery pack that has no fault among the first battery pack 11 and the second battery pack 12.

[0068] In step S2, the second electric control unit 2 is controlled to boost the voltage provided by the non-fault battery pack into a preset voltage and provide the preset voltage to at least one of the n first electric control units 3.

[0069] In step S3, the at least one first electric control unit 3 is controlled to drive the corresponding motor 22 to operate according to the preset voltage.

[0070] The voltage value of the preset voltage is equal to or close to the voltage value of the electric control working voltage, so that the n first electric control units 3 can normally operate without an under-voltage fault when receiving the preset voltage.

[0071] The control method of the driving system provided by the application can control the second electric control unit 2 to receive the voltage provided by the non-fault battery pack when one of the first battery pack 11 and the second battery pack 12 has a fault, and control the second electric control unit 2 to perform a boosting function to boost the voltage provided by the non-fault battery pack into a preset voltage, so that at least one of the n first electric control units 3 can normally operate. Thus, the problem that the vehicle suddenly loses power due to a single cell fault can be avoided, the reliability of the driving system 100 can be improved, and the safety of the vehicle can be improved.

[0072] As shown in FIG. 2, in some embodiments, the second electric control unit 2 further comprises a first switch K1, a first end of the first switch K1 is electrically connected with the neutral point of the motor 22 in the second electric control unit 2, and a second end of the first switch K1 is electrically connected with the negative pole of the first battery pack 11 and the positive pole of the second battery pack 12.

[0073] The control method for controlling the second electric control unit 2 to receive the voltage provided by the non-faulty battery pack comprises:

[0074] The control method further comprises controlling the first switch K1 to be turned on, so that the second electric control unit 2 receives the voltage provided by the non-faulty battery pack.

[0075] In this way, when both the first battery pack 11 and the second battery pack 12 are non-faulty, the first switch K1 can be controlled to disconnect the electrical connection between the neutral point of the motor 22 in the second electric control unit 2 and the power battery 1, so that the second electric control unit 2 can perform the inverting function to invert the electric control working voltage provided by the power battery 1 into alternating current to drive the motor 22 to operate; when one of the first battery pack 11 and the second battery pack 12 is faulty, the first switch K1 can be controlled to be turned on to connect the electrical connection between the neutral point of the motor 22 in the second electric control unit 2 and the power battery 1, so that the second electric control unit 2 can perform the boosting function, thereby realizing the reuse of the second electric control unit 2.

[0076] In some embodiments, both the first battery pack 11 and the second battery pack 12 comprise a single cell and a second switch K2, and the single cell and the second switch K2 are connected in series.

[0077] Before controlling the second electric control unit 2 to receive the voltage provided by the non-faulty battery pack through the neutral point of the motor 22, the control method for driving the system further comprises:

[0078] When one of the first battery pack 11 and the second battery pack 12 is faulty, the control method further comprises controlling the second switch K2 in the non-faulty battery pack to be turned on and controlling the second switch K2 in the faulty battery pack to be turned off.

[0079] In this way, the faulty battery pack can be reliably cut off through the second switch K2, so that the short circuit fault can be avoided.

[0080] In some embodiments, each of the first electric control unit 3 and the second electric control unit 2 further comprises a capacitor C1, and the capacitor C1 is electrically connected with the direct current port 211 of the inverter 21 in the electric control unit. The capacitor C1 is used to stabilize the voltage received by the direct current port 211 of the electric control unit.

[0081] In other embodiments, the second electric control unit 2 and the n first electric control units 3 can also share a bus capacitor with a large capacitance value, and it is not necessary to separately set a capacitor C1 for each electric control unit.

[0082] In some embodiments, the inverter 21 includes at least one bridge arm connected in parallel between the positive pole of the first battery pack 11 and the negative pole of the second battery pack 12, each of the bridge arms including an upper tube, a lower tube and a midpoint, the first bus end of the upper tube of the at least one bridge arm and the second bus end of the lower tube of the at least one bridge arm constituting the direct current port 211, and the midpoint of the at least one bridge arm constituting the alternating current port 212. At least one phase winding of the motor 22 is electrically connected to the midpoint of the corresponding at least one bridge arm in the inverter 21 in one-to-one correspondence.

[0083] The second control unit 2 is controlled to boost the voltage provided by the non-faulty battery pack to a preset voltage and provide the preset voltage to at least one of the n first control units 3, including:

[0084] According to the rated voltage of the faulty battery pack and the rated voltage of the non-faulty battery pack, the upper tube and the lower tube of the target bridge arm in the second control unit 2 are controlled to be turned on alternately at a preset frequency, so that the target bridge arm in the second control unit 2 and the target winding form a boost circuit to boost the voltage provided by the non-faulty battery pack to a preset voltage, and the preset voltage is provided to at least one of the n first control units 3 through the direct current port 211.

[0085] Wherein, the target bridge arm is at least one bridge arm of the inverter 21 of the second control unit 2, and the target winding is the winding in the motor 22 of the second control unit 2 electrically connected to the target bridge arm.

[0086] Exemplarily, the preset frequency is between 5KHz and 20KHz.

[0087] Exemplarily, as shown in FIG. 2, the inverter 21 includes three bridge arms, i.e., a first bridge arm, a second bridge arm and a third bridge arm, wherein the first bridge arm includes an upper tube T1 and a lower tube T4, the second bridge arm includes an upper tube T2 and a lower tube T5, the third bridge arm includes an upper tube T3 and a lower tube T6, and the motor 22 includes an A-phase winding WA, a B-phase winding WB and a C-phase winding WC.

[0088] The first connection end of the upper tube T1, the first connection end of the upper tube T2 and the first connection end of the upper tube T3 together form a first bus end, the second connection end of the upper tube T1 and the first connection end of the lower tube T4 are electrically connected to form a midpoint of a first bridge arm, the second connection end of the upper tube T2 and the first connection end of the lower tube T5 are electrically connected to form a midpoint of a second bridge arm, the second connection end of the upper tube T3 and the first connection end of the lower tube T6 are electrically connected to form a midpoint of a third bridge arm, the second connection end of the lower tube T4, the second connection end of the lower tube T5 and the second connection end of the lower tube T6 together form a second bus end, the first bus end and the second bus end form a direct current port 211, and the midpoint of the first bridge arm, the midpoint of the second bridge arm and the midpoint of the third bridge arm form an alternating current port 212. One end of an A-phase winding WA is electrically connected to the midpoint of the first bridge arm, one end of a B-phase winding WB is electrically connected to the midpoint of the second bridge arm, one end of a C-phase winding WC is electrically connected to the midpoint of the second bridge arm, the other end of the A-phase winding WA, the other end of the B-phase winding WB and the other end of the C-phase winding WC are connected together to form a neutral point of the motor 22.

[0089] Exemplarily, in some embodiments, the switching tubes (including the upper tube T1 to the lower tube T6) in the inverter 21 all adopt metal oxide semiconductor field effect transistors (MOSFETs), for example, NMOS, of course, in other embodiments, one or more of various types of switching tubes such as relays, bipolar junction transistors (BJTs), insulated gate bipolar transistors (IGBTs) and the like can also be adopted, and the embodiments of the present application will not be enumerated one by one.

[0090] In the embodiments of the present application, the target bridge arm can be any one of the first bridge arm, the second bridge arm and the third bridge arm, any two bridge arms or three bridge arms, for example, in some embodiments, the target bridge arm is the first bridge arm, and the target winding is the A-phase winding WA; in some embodiments, the target bridge arm is the first bridge arm and the second bridge arm, and the target winding is the A-phase winding WA and the B-phase winding WB; in some embodiments, as shown in FIGS. 4 and 5, the target bridge arm is the first bridge arm, the second bridge arm and the third bridge arm, and the target winding is the A-phase winding WA, the B-phase winding WB and the C-phase winding WC.

[0091] The one period corresponding to the preset frequency includes a first time period and a second time period performed in sequence, and the upper tube and the lower tube of the target bridge arm in the second electric control unit 2 are controlled to be alternately turned on at the preset frequency, including:

[0092] In the first period, the upper tubes of all target bridge arms are controlled to be turned on, and the lower tubes of all target bridge arms and the upper and lower tubes of the bridge arms other than the target bridge arms are controlled to be turned off, in the second period, the lower tubes of all target bridge arms are controlled to be turned on, and the upper tubes of all target bridge arms and the upper and lower tubes of the bridge arms other than the target bridge arms are controlled to be turned off; or,

[0093] In the first period, the lower tubes of all target bridge arms are controlled to be turned on, and the upper tubes of all target bridge arms and the upper and lower tubes of the bridge arms other than the target bridge arms are controlled to be turned off, in the second period, the upper tubes of all target bridge arms are controlled to be turned on, and the lower tubes of all target bridge arms and the upper and lower tubes of the bridge arms other than the target bridge arms are controlled to be turned off.

[0094] The working principle of the second electric control unit 2 when performing the boosting function will be introduced below in combination with FIGS. 4-5:

[0095] Suppose the first battery pack 11 is a fault battery pack, and the second battery pack 12 is a non-fault battery pack, first control the first switch K1 to be turned on, and control the second switch K2 in the first battery pack 11 to be turned off, and control the second switch K2 in the second battery pack 12 to be turned on, and then control the second electric control unit 2 to perform the boosting function.

[0096] Specifically, when performing the boosting function, as shown in FIG. 4, in the first period of each cycle corresponding to a preset frequency, the lower tubes of all target bridge arms are controlled to be turned on, and the upper tubes of all target bridge arms are controlled to be turned off, at this time, the second battery pack 12 charges the A-phase winding WA through the turned-on lower tube T4, charges the B-phase winding WB through the turned-on lower tube T5, and charges the C-phase winding WC through the turned-on lower tube T6, and the charging current basically remains constant. At the same time, the capacitor C1 supplies power to the n first electric control units 3, and the supply voltage basically remains constant.

[0097] As shown in FIG. 5, in the second period of each cycle corresponding to the preset frequency, the upper tubes of all target bridge arms are controlled to be turned on, and the lower tubes of all target bridge arms are controlled to be turned off. At this time, due to the characteristic that the winding (equivalent to the inductor) cannot have a sudden change in current, the A-phase winding WA flows through the turned-on upper tube T1, that is, the A-phase winding WA and the second battery pack 12 simultaneously flow through the turned-on upper tube T1 to charge the capacitor C1 and supply power to the n first electric control units 3, and the supply voltage is basically constant and equal to the sum of the voltage of the A-phase winding WA and the voltage of the second battery pack 12. Similarly, the B-phase winding WB flows through the turned-on upper tube T2, that is, the B-phase winding WB and the second battery pack 12 simultaneously flow through the turned-on upper tube T2 to charge the capacitor C1 and supply power to the n first electric control units 3, and the C-phase winding WC flows through the turned-on upper tube T3, that is, the C-phase winding WC and the second battery pack 12 simultaneously flow through the turned-on upper tube T3 to charge the capacitor C1 and supply power to the n first electric control units 3. Since in the process of controlling the upper tube and the lower tube of the target bridge arm in the second electric control unit 2 to be turned on alternately at the preset frequency, the voltage across the capacitor C1 is basically constant and equal to the sum of the voltage of the A-phase winding WA and the voltage of the second battery pack 12 (i.e., the preset voltage), which is greater than the voltage of the second battery pack 12, therefore, the second electric control unit 2 can play a role of voltage boosting.

[0098] wherein, when performing the voltage boosting function, the voltage boosting ratio of the second electric control unit 2 is related to the length ratio of the first period and the second period in a cycle, specifically, the relationship between the output voltage Uout and the input voltage Uin of the second electric control unit 2 is: Uout = Uin / (1-D), wherein D = T1 / (T1+T2), D is the duty ratio, T1 is the duration of the first period, and T2 is the duration of the second period.

[0099] In some embodiments, according to the rated voltage of the faulty battery pack and the rated voltage of the non-faulty battery pack, the upper tube and the lower tube of the target bridge arm in the second electric control unit 2 are controlled to be turned on alternately at the preset frequency, comprising:

[0100] According to the rated voltage of the faulty battery pack and the rated voltage of the non-faulty battery pack, a target duty ratio D1 is obtained;

[0101] According to the target duty ratio D1, a first control signal and a second control signal with the same preset frequency are generated; wherein the duty ratio of the first control signal is the target duty ratio D1, and the second control signal is opposite to the first control signal; and,

[0102] According to the fault condition of the first battery pack 11 and the second battery pack 12, the first control signal is output to the upper tube of the target bridge arm in the second electric control unit 2, and the second control signal is output to the lower tube of the target bridge arm in the second electric control unit 2, or the second control signal is output to the upper tube of the target bridge arm in the second electric control unit 2, and the first control signal is output to the lower tube of the target bridge arm in the second electric control unit 2, so as to control the upper tube and the lower tube of the target bridge arm in the second electric control unit 2 to be turned on alternately at a preset frequency.

[0103] Exemplarily, the first control signal and the second control signal are both PWM signals.

[0104] In this way, the boost ratio of the second electric control unit 2 can be adjusted by adjusting the duty cycle of the first control signal, so that the second electric control unit 2 can output a suitable voltage.

[0105] In some embodiments, according to the rated voltage of the fault battery pack and the rated voltage of the non-fault battery pack, the target duty cycle is obtained, including:

[0106] According to the rated voltage of the fault battery pack and the rated voltage of the non-fault battery pack, the target duty cycle is calculated according to a preset duty cycle calculation formula; wherein the preset duty cycle calculation formula is D1=Ub / (Ua+Ub), D1 is the target duty cycle, Ua is the rated voltage of the non-fault battery pack, and Ub is the rated voltage of the fault battery pack.

[0107] In some embodiments, as shown in FIGS. 4-5, the first battery pack 11 is the fault battery pack, and the second battery pack 12 is the non-fault battery pack, at this time, D1=U1 / (U1+U2), wherein U1 is the rated voltage of the first battery pack 11, and U2 is the rated voltage of the second battery pack 12. In other embodiments, the first battery pack 11 is the non-fault battery pack, and the second battery pack 12 is the fault battery pack, at this time, D1=U2 / (U1+U2).

[0108] It is not difficult to understand that the voltage provided by the power battery 1 under normal circumstances is U1+U2, therefore, setting D1=Ub / (Ua+Ub) can make Uout=Ua / (1-D)=Ua / (1-Ub / (Ua+Ub))=Ua+Ub=U1+U2, that is, the output voltage Uout of the second electric control unit 2 remains consistent with the voltage provided by the power battery 1 under normal circumstances, which can ensure that the motor 22 in the first electric control unit 3 can exert the best performance.

[0109] In some embodiments, according to the fault condition of the first battery pack 11 and the second battery pack 12, the first control signal is output to the upper tube of the target bridge arm in the second electric control unit 2 and the second control signal is output to the lower tube of the target bridge arm in the second electric control unit 2, or the second control signal is output to the upper tube of the target bridge arm in the second electric control unit 2 and the first control signal is output to the lower tube of the target bridge arm in the second electric control unit 2, so as to control the upper tube and the lower tube of the target bridge arm in the second electric control unit 2 to be turned on alternately at a preset frequency, including:

[0110] When the first battery pack 11 fails, the second control signal is output to the upper tube of the target bridge arm in the second electric control unit 2 and the first control signal is output to the lower tube of the target bridge arm in the second electric control unit 2, so as to control the upper tube and the lower tube of the target bridge arm in the second electric control unit 2 to be turned on alternately at a preset frequency; and,

[0111] When the second battery pack 12 fails, the first control signal is output to the upper tube of the target bridge arm in the second electric control unit 2 and the second control signal is output to the lower tube of the target bridge arm in the second electric control unit 2, so as to control the upper tube and the lower tube of the target bridge arm in the second electric control unit 2 to be turned on alternately at a preset frequency.

[0112] In some embodiments, as shown in FIGS. 4-5, when the first battery pack 11 fails and the second battery pack 12 is fault-free, the second control signal is output to the upper tube (i.e., upper tube T1-upper tube T3) of the target bridge arm in the second electric control unit 2 and the first control signal is output to the lower tube (i.e., lower tube T4-lower tube T6) of the target bridge arm in the second electric control unit 2.

[0113] In some embodiments, the control method of the driving system further includes:

[0114] Obtaining state information of the single battery cell; and,

[0115] According to the state information of the single battery cell, it is determined that one of the first battery pack 11 and the second battery pack 12 fails.

[0116] Exemplarily, the driving system can further comprise a battery management system (BMS), and the state information of the single battery cell can be acquired by the BMS, wherein the state information comprises voltage, temperature, current, etc. In some embodiments, the single battery cell with a voltage value out of a preset voltage value threshold range can be identified as a fault battery cell, in some embodiments, the single battery cell with a temperature value out of a preset temperature value threshold range can be identified as a fault battery cell, and in some embodiments, the single battery cell with a maximum current value less than a preset current threshold can be identified as a fault battery cell. When at least one fault battery cell is contained in one of the first battery pack 11 and the second battery pack 12, the battery pack is identified as a fault battery pack.

[0117] As shown in FIG. 2, in some embodiments, one of the n first control units 3 and the second control unit 2 is multiplexed as a charging unit. The driving system 100 further comprises a direct current charging port 4, a capacitor C2, a third switch K3, and a fourth switch K4.

[0118] One end of the third switch K3 is electrically connected to the neutral point of the motor 22 in the charging unit, the other end of the third switch K3 is electrically connected to the positive pole of the capacitor C2 and the positive pole of the direct current charging port 4, the negative pole of the capacitor C2 is electrically connected to the negative pole of the second battery pack 12 and one end of the fourth switch K4, and the other end of the fourth switch K4 is electrically connected to the negative pole of the direct current charging port 4.

[0119] The multi-phase winding of the motor 22 in the charging unit and the inverter 21 constitute a charging circuit, which is used to charge the power battery 1 after boosting the direct current received by the direct current charging port.

[0120] Please refer to FIG. 1 again. Based on the same inventive concept, the application further provides a driving system 100 comprising a power battery 1, n first control units 3, a second control unit 2, and a controller (not shown in the figure). Wherein n is an integer, n≥1.

[0121] The power battery 1 comprises a first battery pack 11 and a second battery pack 12, and the negative pole of the first battery pack 11 is electrically connected to the positive pole of the second battery pack 12.

[0122] Each of the first control unit 3 and the second control unit 2 comprises an inverter 21 and a motor 22, the inverter 21 comprises an alternating current port 212 and a direct current port 211, the direct current port 211 is electrically connected to the positive pole of the first battery pack 11 and the negative pole of the second battery pack 12, and the alternating current port 212 is electrically connected to the corresponding motor 22. The neutral point of the motor 22 in the second control unit 2 is electrically connected to the negative pole of the first battery pack 11 and the positive pole of the second battery pack 12.

[0123] The controller is electrically connected with the n first electric control units 3 and the second electric control unit 2, and is configured to execute the control method of the driving system in any of the above embodiments.

[0124] Referring to FIG. 6, based on the same inventive concept, the application further provides a vehicle 1000, which comprises a vehicle body 200 and the driving system 100 in any of the above embodiments. The driving system 100 is arranged in the vehicle body 200.

[0125] The driving system 100 and the vehicle 1000 provided by the application can control the second electric control unit 2 to receive the voltage provided by the non-faulty battery pack when one of the first battery pack 11 and the second battery pack 12 fails, and control the second electric control unit 2 to boost the voltage provided by the non-faulty battery pack to a preset voltage, so that at least one of the n first electric control units 3 can operate normally. In this way, the problem that the vehicle suddenly loses power due to the failure of a single battery cell can be avoided, the reliability of the driving system 100 can be improved, and the safety of the vehicle can be improved.

[0126] Based on the same inventive concept, the application further provides a computer readable storage medium, which stores executable instructions. When the executable instructions are executed by a processor, the control method of the driving system in any of the above embodiments is implemented.

[0127] The computer storage medium of the embodiments of the application can adopt any combination of one or more computer readable media. The computer readable medium can be a computer readable signal medium or a computer readable storage medium. The computer readable storage medium may, for example, but is not limited to, an electrical, magnetic, optical, electromagnetic, infrared, or semiconductor system, device or component, or any combination thereof. More specific examples (non-exhaustive list) of the computer readable storage medium include an electrical connection having one or more wires, a portable computer diskette, a hard disk, a random access memory (RAM), a read-only memory (ROM), an erasable programmable read-only memory (EPROM or flash memory), an optical fiber, a portable compact disk read-only memory (CD-ROM), an optical storage device, a magnetic storage device, or any suitable combination thereof. In this document, the computer readable storage medium can be any tangible medium containing or storing a program that can be used by or in conjunction with an instruction execution system, device or component.

[0128] A computer readable signal medium can include a propagated data signal with computer readable program code embodied therein, for example, in baseband or as part of a carrier wave. Such a propagated signal can take any of a variety of forms, including, but not limited to, electro-magnetic, optical, or any suitable combination thereof. A computer readable signal medium can be any computer readable medium that is not a computer readable storage medium and that can communicate, propagate or transport program code. Program code embodied on a computer readable signal medium can be transmitted using any appropriate medium, including but not limited to wireless, wire line, optical fiber cable, R.F, etc., or any suitable combination of the foregoing.

[0129] Computer readable program code embodied on a computer readable medium can be transmitted using any appropriate medium, including but not limited to wireless, wire line, optical fiber cable, R.F, etc., or any suitable combination of the foregoing.

[0130] Computer program code for carrying out operations of the present application can be written in any combination of one or more programming languages, including an object oriented programming language such as Java, Smalltalk, C++ or the like and conventional procedural programming languages, such as the "C" programming language or similar programming languages. The program code can execute entirely on the user's computer, partly on the user's computer, as a stand-alone software package, partly on the user's computer and partly on a remote computer or entirely on the remote computer or server. In the latter scenario, the remote computer can be connected to the user's computer through any type of network, including a local area network (LAN) or a wide area network (WAN), or the connection can be made to an external computer (for example, through the Internet using an Internet Service Provider). These network connections are

[0131] While the embodiments of the application have been shown and described herein, it will be understood by those skilled in the art that many changes, modifications, substitutions, and alterations to these embodiments can be made without departing from the spirit and scope of the application, which is defined by the following claims and their equivalents.

Claims

1. A control method of a drive system characterized by comprising: The control method of the driving system comprises: when one of the first battery pack and the second battery pack fails, controlling the second control unit to receive a voltage provided by a non-failed battery pack; wherein the non-failed battery pack is the battery pack that does not fail among the first battery pack and the second battery pack; controlling the second control unit to boost the voltage provided by the non-failed battery pack into a preset voltage and provide the voltage to at least one of the n first control units; and controlling at least one of the first control units to drive a corresponding motor to operate according to the preset voltage; The driving system comprises: a power battery comprising a first battery pack and a second battery pack, a negative electrode of the first battery pack being electrically connected with a positive electrode of the second battery pack; n first control units; wherein n is an integer and n≥1; and a second control unit.

2. The control method of the drive system according to claim 1, characterized by, The control of the second control unit to receive the voltage provided by the non-failed battery pack comprises: controlling a first switch to be turned on, so that the second control unit receives the voltage provided by the non-failed battery pack; The second control unit comprises a motor and a first switch, a first end of the first switch being electrically connected with the motor in the second control unit, and a second end of the first switch being electrically connected with the negative electrode of the first battery pack and the positive electrode of the second battery pack.

3. The control method of the drive system according to claim 1, characterized by, Before the control of the second control unit to receive the voltage provided by the non-failed battery pack, the control method of the driving system further comprises: when one of the first battery pack and the second battery pack fails, controlling a second switch in the non-failed battery pack to be turned on and a second switch in the failed battery pack to be turned off; The first battery pack and the second battery pack each comprise a single cell and a second switch, and the single cell and the second switch are connected in series.

4. The control method of the drive system according to claim 1, characterized by, The control of the second control unit to boost the voltage provided by the non-failed battery pack into the preset voltage and provide the voltage to at least one of the n first control units comprises: controlling upper and lower tubes of a target bridge arm in the second control unit to be alternately turned on according to a rated voltage of the failed battery pack and a rated voltage of the non-failed battery pack, so that the target bridge arm in the second control unit and a target winding form a boost circuit to boost the voltage provided by the non-failed battery pack into the preset voltage and provide the voltage to at least one of the n first control units; The second control unit comprises a motor and an inverter, the inverter comprises at least one bridge arm connected in parallel between a positive electrode of the first battery pack and a negative electrode of the second battery pack, the bridge arm comprises upper and lower tubes and a midpoint, at least one winding of the motor is electrically connected with the midpoint of at least one bridge arm in the inverter in a one-to-one correspondence; the target bridge arm is at least one bridge arm of the inverter of the second control unit, and the target winding is a winding in the motor of the second control unit that is electrically connected with the target bridge arm.

5. The control method of the drive system according to claim 4, characterized by, The control of the upper and lower tubes of the target bridge arm in the second control unit to be alternately turned on according to the rated voltage of the failed battery pack and the rated voltage of the non-failed battery pack comprises: According to the rated voltage of the faulty battery pack and the rated voltage of the non-faulty battery pack, a target duty cycle is derived; According to the target duty cycle, a first control signal and a second control signal with a preset frequency are generated; wherein, the duty cycle of the first control signal is the target duty cycle, and the second control signal is opposite to the first control signal; and According to the fault condition of the first battery pack and the second battery pack, the first control signal is output to the upper tube of the target bridge arm in the second electronic control unit, and the second control signal is output to the lower tube of the target bridge arm in the second electronic control unit, or the second control signal is output to the upper tube of the target bridge arm in the second electronic control unit, and the first control signal is output to the lower tube of the target bridge arm in the second electronic control unit, so as to control the upper tube and the lower tube of the target bridge arm in the second electronic control unit to be turned on alternately at a preset frequency.

6. The control method of the drive system according to claim 5, characterized by, The target duty cycle is derived according to the rated voltage of the faulty battery pack and the rated voltage of the non-faulty battery pack, including: According to the rated voltage of the faulty battery pack and the rated voltage of the non-faulty battery pack, the target duty cycle is calculated according to a preset duty cycle calculation formula; wherein, the preset duty cycle calculation formula is D1=Ub / (Ua+Ub), D1 is the target duty cycle, Ua is the rated voltage of the non-faulty battery pack, and Ub is the rated voltage of the faulty battery pack.

7. The control method of the drive system according to claim 6, characterized by, The first control signal is output to the upper tube of the target bridge arm in the second electronic control unit, and the second control signal is output to the lower tube of the target bridge arm in the second electronic control unit, or the second control signal is output to the upper tube of the target bridge arm in the second electronic control unit, and the first control signal is output to the lower tube of the target bridge arm in the second electronic control unit, so as to control the upper tube and the lower tube of the target bridge arm in the second electronic control unit to be turned on alternately at a preset frequency, including: When the first battery pack fails, the second control signal is output to the upper tube of the target bridge arm in the second electronic control unit, and the first control signal is output to the lower tube of the target bridge arm in the second electronic control unit, so as to control the upper tube and the lower tube of the target bridge arm in the second electronic control unit to be turned on alternately at a preset frequency; and When the second battery pack fails, the first control signal is output to the upper tube of the target bridge arm in the second electronic control unit, and the second control signal is output to the lower tube of the target bridge arm in the second electronic control unit, so as to control the upper tube and the lower tube of the target bridge arm in the second electronic control unit to be turned on alternately at a preset frequency.

8. The control method of the drive system according to claim 3, characterized by, The control method of the driving system further includes: Obtaining the state information of the single battery cell; and According to the state information of the single battery cell, it is determined that one of the first battery pack and the second battery pack fails.

9. A drive system characterized by, The driving system includes: A power battery, the power battery includes a first battery pack and a second battery pack, the negative electrode of the first battery pack is electrically connected with the positive electrode of the second battery pack; n first electronic control units; wherein, n is an integer, n≥1; a second electric control unit; and a controller, electrically connected with the n first electric control units and the second electric control unit, and configured to execute the control method of the drive system according to any one of claims 1-8.

10. A vehicle characterized by comprising: comprising: a vehicle body; and the drive system according to claim 9; wherein the drive system is arranged in the vehicle body.

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