WO2021000739A1 - 一种能量转换装置、动力系统及车辆 - Google Patents

一种能量转换装置、动力系统及车辆 Download PDF

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Publication number
WO2021000739A1
WO2021000739A1 PCT/CN2020/096819 CN2020096819W WO2021000739A1 WO 2021000739 A1 WO2021000739 A1 WO 2021000739A1 CN 2020096819 W CN2020096819 W CN 2020096819W WO 2021000739 A1 WO2021000739 A1 WO 2021000739A1
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WO
WIPO (PCT)
Prior art keywords
phase
bridge arm
charging
signal
modulation signal
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Ceased
Application number
PCT/CN2020/096819
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English (en)
French (fr)
Inventor
徐鲁辉
杜智勇
万家伟
李才文
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BYD Co Ltd
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BYD Co Ltd
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Filing date
Publication date
Application filed by BYD Co Ltd filed Critical BYD Co Ltd
Priority to JP2022500063A priority Critical patent/JP7313532B2/ja
Priority to EP20835108.0A priority patent/EP3992020B1/en
Priority to US17/622,188 priority patent/US11996781B2/en
Priority to ES20835108T priority patent/ES2989595T3/es
Publication of WO2021000739A1 publication Critical patent/WO2021000739A1/zh
Anticipated expiration legal-status Critical
Ceased legal-status Critical Current

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    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02M—APPARATUS FOR CONVERSION BETWEEN AC AND AC, BETWEEN AC AND DC, OR BETWEEN DC AND DC, AND FOR USE WITH MAINS OR SIMILAR POWER SUPPLY SYSTEMS; CONVERSION OF DC OR AC INPUT POWER INTO SURGE OUTPUT POWER; CONTROL OR REGULATION THEREOF
    • H02M3/00—Conversion of DC power input into DC power output
    • H02M3/22—Conversion of DC power input into DC power output with intermediate conversion into AC
    • H02M3/24—Conversion of DC power input into DC power output with intermediate conversion into AC by static converters
    • H02M3/28—Conversion of DC power input into DC power output with intermediate conversion into AC by static converters using discharge tubes with control electrode or semiconductor devices with control electrode to produce the intermediate AC
    • H02M3/325—Conversion of DC power input into DC power output with intermediate conversion into AC by static converters using discharge tubes with control electrode or semiconductor devices with control electrode to produce the intermediate AC using devices of a triode or a transistor type requiring continuous application of a control signal
    • H02M3/335—Conversion of DC power input into DC power output with intermediate conversion into AC by static converters using discharge tubes with control electrode or semiconductor devices with control electrode to produce the intermediate AC using devices of a triode or a transistor type requiring continuous application of a control signal using semiconductor devices only
    • H02M3/33569—Conversion of DC power input into DC power output with intermediate conversion into AC by static converters using discharge tubes with control electrode or semiconductor devices with control electrode to produce the intermediate AC using devices of a triode or a transistor type requiring continuous application of a control signal using semiconductor devices only having several active switching elements
    • H02M3/33576—Conversion of DC power input into DC power output with intermediate conversion into AC by static converters using discharge tubes with control electrode or semiconductor devices with control electrode to produce the intermediate AC using devices of a triode or a transistor type requiring continuous application of a control signal using semiconductor devices only having several active switching elements having at least one active switching element at the secondary side of an isolation transformer
    • H02M3/33584—Bidirectional converters
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L53/00—Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles
    • B60L53/20—Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles characterised by converters located in the vehicle
    • B60L53/22—Constructional details or arrangements of charging converters specially adapted for charging electric vehicles
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L53/00—Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles
    • B60L53/20—Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles characterised by converters located in the vehicle
    • B60L53/24—Using the vehicle's propulsion converter for charging
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02J—ELECTRIC POWER NETWORKS; CIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
    • H02J7/00—Circuit arrangements for charging or discharging batteries or for supplying loads from batteries
    • H02J7/02—Circuit arrangements for charging or discharging batteries or for supplying loads from batteries for charging batteries from AC mains by converters
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02M—APPARATUS FOR CONVERSION BETWEEN AC AND AC, BETWEEN AC AND DC, OR BETWEEN DC AND DC, AND FOR USE WITH MAINS OR SIMILAR POWER SUPPLY SYSTEMS; CONVERSION OF DC OR AC INPUT POWER INTO SURGE OUTPUT POWER; CONTROL OR REGULATION THEREOF
    • H02M3/00—Conversion of DC power input into DC power output
    • H02M3/22—Conversion of DC power input into DC power output with intermediate conversion into AC
    • H02M3/24—Conversion of DC power input into DC power output with intermediate conversion into AC by static converters
    • H02M3/28—Conversion of DC power input into DC power output with intermediate conversion into AC by static converters using discharge tubes with control electrode or semiconductor devices with control electrode to produce the intermediate AC
    • H02M3/325—Conversion of DC power input into DC power output with intermediate conversion into AC by static converters using discharge tubes with control electrode or semiconductor devices with control electrode to produce the intermediate AC using devices of a triode or a transistor type requiring continuous application of a control signal
    • H02M3/335—Conversion of DC power input into DC power output with intermediate conversion into AC by static converters using discharge tubes with control electrode or semiconductor devices with control electrode to produce the intermediate AC using devices of a triode or a transistor type requiring continuous application of a control signal using semiconductor devices only
    • H02M3/33569—Conversion of DC power input into DC power output with intermediate conversion into AC by static converters using discharge tubes with control electrode or semiconductor devices with control electrode to produce the intermediate AC using devices of a triode or a transistor type requiring continuous application of a control signal using semiconductor devices only having several active switching elements
    • H02M3/33571—Half-bridge at primary side of an isolation transformer
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02J—ELECTRIC POWER NETWORKS; CIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
    • H02J2105/00—Networks for supplying or distributing electric power characterised by their spatial reach or by the load
    • H02J2105/30—Networks for supplying or distributing electric power characterised by their spatial reach or by the load the load networks being external to vehicles, i.e. exchanging power with vehicles
    • H02J2105/33—Networks for supplying or distributing electric power characterised by their spatial reach or by the load the load networks being external to vehicles, i.e. exchanging power with vehicles exchanging power with road vehicles
    • H02J2105/37—Networks for supplying or distributing electric power characterised by their spatial reach or by the load the load networks being external to vehicles, i.e. exchanging power with vehicles exchanging power with road vehicles exchanging power with electric vehicles [EV] or with hybrid electric vehicles [HEV]
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/70—Energy storage systems for electromobility, e.g. batteries

Definitions

  • This application belongs to the field of vehicle technology, and in particular relates to an energy conversion device, a power system and a vehicle.
  • the existing battery charging method has the problems of large DC side ripple and low charging efficiency during charging.
  • This application aims to solve one of the technical problems in the related technology at least to a certain extent.
  • embodiments of the present application provide an energy conversion device, a power system, and a vehicle, aiming to solve the problems of large DC-side ripple and low charging efficiency in the existing battery charging method.
  • the first aspect of the embodiments of the present application provides an energy conversion device, including a motor coil, and a bridge arm converter connected to the motor coil, and the bridge arm converter is respectively connected to an external battery and an external charging port ,
  • the motor coil is connected to an external charging port;
  • the bridge arm converter includes a multi-phase bridge arm;
  • the motor coil includes a multi-phase winding, each phase winding includes N coil units, and the first ends of the N coil units of each phase winding are connected to a corresponding one-phase bridge arm of the multi-phase bridge arm after being connected in common , The second end of any coil unit in each phase winding is connected to the second end of the corresponding coil unit in the other phase windings to form N neutral points, and the N neutral points lead to N neutral points.
  • Line, M of the N neutral lines are connected to the charging port; wherein, N is an integer greater than 1, and M is an integer greater than 1.
  • a second aspect of the embodiments of the present application provides a power system, including the energy conversion device provided in the foregoing first aspect, and the energy conversion device includes:
  • the motor includes a motor coil, and the motor coil is connected to an external charging port;
  • the motor control module includes a bridge arm converter, the bridge arm converter is connected to one end of the motor coil, and the other end of the motor coil is connected to an external charging port; and,
  • the vehicle-mounted charging module includes a bidirectional bridge arm, the bidirectional bridge arm is connected in parallel with the bridge arm converter to form a first common terminal and a second common terminal, and the first common terminal is connected to one end of the external battery
  • the second common connection terminal is connected to the other end of the battery, and the charging port is connected to the second common connection terminal and the bidirectional bridge arm.
  • a third aspect of the embodiments of the present application provides a vehicle, including the power system provided in the second aspect.
  • the embodiment of the application has the beneficial effect that: the application adopts the motor coil and the bridge arm converter in the energy conversion device, the bridge arm converter is connected to the external battery and the external charging port, and the motor The coil is connected to the external charging port, and the multi-phase windings of the motor coils respectively include multiple coil units. The first ends of the multiple coil units in each phase winding are connected together with the multi-phase bridge arm of the bridge arm converter.
  • the second ends of the multiple coil units in each phase winding are connected to the second ends of the multiple coil units in the other phase windings in a one-to-one correspondence and then selectively connected to the charging port, which will make the energy
  • the conversion device When the conversion device is charging, it can make full use of the multiple coil units of the multi-phase winding of the motor coil, which not only meets the charging power demand, but also reduces the DC side ripple and solves the problem of the existing battery charging method on the DC side during charging. The problem of large ripple and low charging efficiency.
  • FIG. 1 is a schematic diagram of a module structure of an energy conversion device provided in Embodiment 1 of the present application;
  • FIG. 2 is a schematic diagram of the module structure of the energy conversion device provided in the second embodiment of the present application.
  • FIG. 3 is a schematic diagram of the module structure of the energy conversion device provided in the third embodiment of the present application.
  • FIG. 4 is a schematic diagram of the circuit structure of the energy conversion device provided by the fourth embodiment of the present application.
  • FIG. 5 is a schematic diagram of the circuit structure of the control module in the energy conversion device provided in the fifth embodiment of the present application.
  • FIG. 6 is a schematic diagram of the working sequence of the bridge arm converter in the energy conversion device provided by the sixth embodiment of the present application.
  • FIG. 1 is a schematic diagram of the module structure of an energy conversion device according to Embodiment 1 of the present application.
  • the energy conversion device includes a motor coil 11 and a bridge arm converter 12 connected to the motor coil 11.
  • the bridge arm converter 12 is connected to an external battery 200 and an external charging port 10, and the motor coil 11 is connected to The external charging port 10 is connected, and the bridge arm converter 12 includes a multi-phase bridge arm.
  • the multi-phase windings of the motor coil 11 respectively include N coil units, and the first ends of the N coil units in each phase winding are connected in common and correspond to the multi-phase bridge arms of the bridge arm converter 12 respectively.
  • the second ends of the N coil units in each phase winding are connected to the second ends of the N coil units in the other phase windings to form N neutral points, and N neutral points lead to N
  • the neutral line, M neutral lines of the N neutral lines are connected to the charging port; where N is an integer greater than 1, and M is an integer greater than 1.
  • the application adopts the motor coil and the bridge arm converter in the energy conversion device, the bridge arm converter is connected to the external battery and the external charging port, and the motor coil is connected to the external charging port, and the motor
  • the multi-phase windings of the coils respectively include multiple coil units.
  • the first ends of the multiple coil units in each phase winding are connected in a one-to-one correspondence with the multi-phase bridge arms of the bridge arm converter.
  • the second ends of each coil unit are connected to the second ends of multiple coil units in the other phase windings in a one-to-one correspondence and then selectively connected to the charging port. This will enable the energy conversion device to fully and effectively utilize the motor coils when charging
  • the multiple coil units of the multi-phase winding can meet the requirements of charging power while reducing the DC side ripple.
  • the bridge arm converter 12 includes a first phase bridge arm A, a second phase bridge arm B, and a second phase bridge arm C;
  • the multi-phase winding of the motor coil 11 includes three Phase windings, the three-phase windings of the motor coil 11 respectively include N coil units, and the first ends of the N coil units in each phase winding are connected to the first phase bridge arm A,
  • the second phase bridge arm B and the second phase bridge arm C are connected in one-to-one correspondence, and the second ends of the N coil units in each phase winding correspond to the second ends of the N coil units in the other two-phase windings.
  • N neutral points are formed.
  • the N neutral points lead to N neutral lines, and M neutral lines of the N neutral lines are connected to the charging port 10, where N is an integer greater than 1, M is an integer greater than 1.
  • the value of M can be the same as the value of N, or it can be different from the value of N. It should be noted that when the value of M is different from the value of N, M The value of is less than the value of N.
  • the energy conversion device will be When charging, you can make full use of the multiple coil units of the multi-phase winding of the motor coil, and then, on the premise of meeting the charging power, while reducing the DC side ripple, solving the existing battery charging method has the DC side ripple during charging Large wave and low charging efficiency.
  • multiple coil units are arranged in the motor coils, so that when a branch of a coil unit fails, the branch can be avoided, and other branches that meet the conditions can be used for charging, so as to ensure the charging power while increasing The fault tolerance of the energy conversion device.
  • the energy conversion device includes a switch module 14, which is connected to N neutral wires, and the switch module 14 is selectively turned on and off, so that N Among the neutral wires, M neutral wires are connected to the charging port 10.
  • the switch module can select part or all of the coil units from the multiple coil units in each phase winding of the motor coil to connect to the charging port, and then pass The change of the inductance of the motor coil makes the charging power adjustable during charging, while increasing the charging efficiency and reducing the DC side ripple.
  • this application proposes a design method. First, the target demand inductance of the motor coil is obtained by calculation; then the motor is statically tested and dynamic tested, and the neutral wire connected to the charging port 10 is changed. To obtain different motor coil inductances, finally compare these motor coil inductances with the target demand inductance to determine the optimal value of the number of neutral wires connected to the charging port 10 as the value of M.
  • the energy conversion device further includes a control module 15, which is connected to the switch module 14, and the control module 15 is used to control the switch module 14 to selectively turn on and off , So that M of the N neutral wires are connected to the charging port 10.
  • control module 15 controls the switch module 143 to selectively turn on and off, so that M neutral wires of the N neutral wires are connected to the charging port 10, mainly by obtaining the target charging Power or target charging current, and then control the switch module 14 to selectively turn on or off according to the value of the target charging power or target charging current; wherein, the target charging power refers to the charging power of the battery during charging, and the target charging current refers to The charging current of the battery during charging.
  • the battery manager BMS obtains the power information of the power battery, and then generates a corresponding charging command based on the power information, and feeds back the charging command
  • the charging instruction includes the target charging power or target charging current, that is, the target charging power or target charging current is fed back to the control module 15, so that the control module 15 can calculate the value of M according to the target charging power or target charging current.
  • the numerical value controls the switch module 14 to be selectively turned on and off, so that M of the N neutral wires are connected to the charging port.
  • the inductance decreases, the coil overcurrent capability increases, and the charging power or current increases, so the target charging power or target charging current value is connected to the charging port
  • the number of neutral wires is proportional. But when the inductance is reduced, the ripple on the DC side will increase, which will reduce the charging efficiency. Therefore, it is necessary to comprehensively consider the relationship between charging current, charging power, and charging efficiency to determine the optimal M value.
  • the application obtains the target charging power or target charging current, and calculates the M value control switch module according to the target charging power or target charging current.
  • the coil unit the number of coils corresponding to the target charging power or target charging current is selected, and the inductance of the motor winding is fully utilized to obtain the actual charging power or current by changing the inductance, thereby achieving precise control of the charging power.
  • control module stores the inductance of the motor coil under different values of M. After the control module obtains the target motor coil inductance through calculation, it compares the target motor coil inductance with the preset motor coil inductance By comparison, the optimal value of the number of neutral wires connected to the charging port 10 is determined as the final value of M, so as to control the switch module 14 to be selectively turned on and off.
  • the energy conversion device further includes a bidirectional bridge arm 13.
  • the bidirectional bridge arm 13 is connected in parallel with the bridge arm converter 12, and the midpoint of the bidirectional bridge arm 13 is connected to the charging port 10.
  • the charging port 10 by providing a bidirectional bridge arm 13 in the energy conversion device, the charging port 10, the motor coil 11, the bridge arm converter 12, the bidirectional bridge arm 13, and the battery 200 form an AC charging circuit, thereby realizing the battery 200
  • the AC charging improves the application range of the energy conversion device.
  • the bidirectional bridge arm 13 includes a seventh power unit and an eighth power unit.
  • the seventh power switch unit includes the upper bridge arm VT7 and the upper bridge diode VD7
  • the eighth power switch unit includes the lower bridge arm VT8 and the lower bridge diode VT8, and the first end of the upper bridge arm VT7 and the bridge arms VT1, VT3 and The first end of VT5 is connected together, the second end is connected with the second end of the lower bridge arm VT8 to form the midpoint of the bidirectional bridge arm 13, the second end of the lower bridge arm VT8 and the second end of the bridge arms VT2, VT4 and VT6 Altogether.
  • the switch module 14 includes N sub-switches (four in the figure are taken as an example for illustration, and each of the three-phase windings of the motor coil 11 in the figure is Four coil units are taken as an example for description), the N sub-switches are connected to the N neutral wires in a one-to-one correspondence, and the control module 15 is used to control the N sub-switches to selectively turn on and off.
  • the N sub-switches are all implemented by single-pole single-throw switches, the first ends of the N single-pole single-throw switches are all connected to the charging port, and the second ends of the N single-pole single-throw switches are connected to The N coil units are connected in a one-to-one correspondence; it should be noted that in other embodiments, the switch module 14 can also be implemented by a single-pole multi-throw switch. The first end of the single-pole single-pole multi-throw is connected to the charging port 10, and multiple The two ends are connected in a one-to-one correspondence with the N coil units in each phase winding.
  • the bridge arm converter 12 includes a first power switch unit, a second power switch unit, a third power switch unit, a fourth power switch unit, a fifth power switch, and a first power switch unit.
  • Six power switches wherein, the first end of the first power switch unit, the third power switch unit, and the fifth power switch unit are commonly connected, and the second end of the second power switch unit, the fourth power switch unit, and the sixth power switch unit are commonly connected.
  • the first phase winding of the motor coil 11 is connected to the second end of the first power switch unit and the first end of the second power switch unit, and the second phase winding of the motor coil 11 is connected to the second end and the fourth end of the third power switch unit.
  • the first end of the power switch unit and the third phase winding of the motor coil 11 are connected to the second end of the fifth power switch unit and the first end of the sixth power switch unit.
  • the first power switch unit and the second power switch unit in the bridge arm converter 12 constitute the first phase bridge arm (A-phase bridge arm), and the third power switch unit and the fourth power switch unit constitute The second phase bridge arm (B-phase bridge arm), the input end of the fifth power switch unit and the sixth power switch unit constitute a third phase bridge arm (C-phase bridge arm).
  • the first power switch unit includes a first upper bridge arm VT1 and a first upper bridge diode VD1
  • the second power switch unit includes a second lower bridge arm VT2 and a second lower bridge diode VD2
  • the third power switch unit includes a third upper bridge Arm VT3 and the third upper bridge diode VD3
  • the fourth power switch unit includes a fourth lower bridge arm VT4 and a fourth lower bridge diode VD4
  • the fifth power switch unit includes a fifth upper bridge arm VT5 and a fifth upper bridge diode VD5
  • the sixth power switch unit includes a sixth lower bridge arm VT6 and a sixth lower bridge diode VD6.
  • the three-phase motor coils are respectively connected to the upper and lower bridge arms A, B, and C in the bridge arm converter.
  • the multiple switching units included in the bridge arm converter 12 and the bidirectional bridge arm 13 may be implemented by devices capable of performing switching actions, such as power transistors, metal-oxide layers Semiconductor field-effect transistor (Metal-Oxide-Semiconductor Field-Effect Transistor, MOSFET), insulated gate bipolar transistor (Insulated Gate Bipolar Transistor, IGBT) and other switching devices.
  • power transistors metal-oxide layers Semiconductor field-effect transistor (Metal-Oxide-Semiconductor Field-Effect Transistor, MOSFET), insulated gate bipolar transistor (Insulated Gate Bipolar Transistor, IGBT) and other switching devices.
  • MOSFET Metal-Oxide-Semiconductor Field-Effect Transistor
  • IGBT Insulated Gate Bipolar Transistor
  • the control module 15 controls the three-phase bridge arm of the bridge arm converter 12 to work in a synchronous control mode or It is the work of the three-phase interleaved control method.
  • the specific implementation process of the synchronous control method can refer to the prior art, and will not be repeated here.
  • the specific working process of the three-phase interleaved control method is as follows:
  • the control module 15 obtains a three-phase control signal including a first control signal, a second control signal, and a third control signal that are sequentially different from each other by a preset phase, and controls the two powers of the first phase bridge arm according to the first control signal.
  • the alternate conduction of the switches, the alternate conduction of the two power switches of the second phase bridge arm are controlled according to the second control signal, and the alternate conduction of the two power switches of the third phase bridge arm are controlled according to the third control signal to The battery is charged.
  • the vehicle needs to receive a charging instruction when charging, and the state information of the vehicle at this time is the two conditions of the stationary state, it is necessary to confirm the state information of the vehicle and confirm before charging the battery Whether to receive the charging instruction sent by the host computer, when the state information of the vehicle is stationary and the charging instruction is received, it will enter the charging mode.
  • the state information of the vehicle is fed back by a device on the vehicle that can characterize the state of the vehicle, such as the motor speed fed back by the motor, and the vehicle state information includes non-stationary state information and stationary state information, and the stationary state information State information refers to the state of the vehicle when the vehicle is stopped and the vehicle is in a locked state, that is, the state of the vehicle when the motor speed of the vehicle is less than a preset speed; similarly, the charging command of the power battery is fed back by the battery manager BMS , The battery manager BMS monitors the power status of the power battery in real time, and feeds back charging instructions according to the monitored results.
  • the motor drive mode is the same as the existing motor drive principle. For details, please refer to The existing technology will not be repeated this time; when the state information of the vehicle is stationary and the charging demand fed back by the battery manager is charging, it indicates that the vehicle’s battery needs to be charged at this time, so it will enter the charging mode, and the
  • the charging mode includes a DC charging mode and an AC charging mode, and the AC charging mode includes, but is not limited to, single-phase AC charging and three-phase AC charging.
  • the three-phase control signal After entering the charging mode, the three-phase control signal can be obtained at this time, and the state of the two power switches of each phase bridge arm in the bridge arm converter can be controlled according to the obtained three-phase control signal to realize the charging of the battery ;
  • the preset phase can be set as required, and there is no specific limitation here.
  • control module 15 obtains the three-phase control signal including the first control signal, the second control signal, and the third control signal that are sequentially different from each other by a preset phase will be described in detail as follows:
  • the parameter information in the charging mode includes, but is not limited to, the rotor angle signal of the motor in the charging mode, three-phase charging current, preset quadrature axis current, preset direct axis current, feedforward voltage, and bus-side DC voltage.
  • the rotor angle signal is the angle between the rotor magnetic field of the motor and the axis of the stator A phase in the charging mode. It can be obtained by the angle sensor and fed back, or it can be calculated from the current of the three-phase AC motor.
  • the three-phase charging current refers to the three-phase current of the motor during charging
  • the preset quadrature axis current and the preset direct axis current are the quadrature axis current and the direct axis current set in advance as needed .
  • control module 15 is specifically used to:
  • the first modulation signal in order to increase the charging power of the power battery during the charging process, when the control module 15 obtains the rotor angle signal of the motor in the charging mode, the three-phase charging current, the preset quadrature axis current, and the preset After the direct-axis current and the DC voltage on the bus side, the first modulation signal can be obtained according to the above parameters.
  • the first modulation signal is a pulse width modulation signal after controlling the differential mode current part of the motor winding, and the pulse width modulation The signal is a three-phase pulse width modulation signal.
  • the control module 15 in order to increase the charging power of the power battery during the charging process, in addition to obtaining the above-mentioned first modulation signal, the control module 15 also needs to obtain the second modulation signal according to the three-phase charging current and the feedforward voltage.
  • the second modulation signal is a pulse modulation signal obtained by extracting the zero sequence current of the three-phase charging current of the motor and controlling the common mode current.
  • the control module 15 After the control module 15 obtains the first modulation signal and the second modulation signal, it can perform corresponding operations on the first modulation signal and the second modulation signal to obtain a three-phase modulation signal; in this embodiment, Since the first modulation signal is a three-phase pulse width modulation signal, the three-phase modulation signal obtained after the operation of the first modulation signal and the second modulation signal is also a three-phase pulse width modulation signal.
  • the application obtains the first modulation signal according to the rotor angle signal, the three-phase charging current, the preset quadrature axis current, the preset direct axis current, and the DC voltage on the bus side, and according to the three-phase charging current and feedforward
  • the voltage obtains the second modulation signal, and after obtaining the first modulation signal and the second modulation signal, a three-phase modulation signal is obtained according to the first modulation signal and the second modulation signal, so that the three-phase modulation signal is used to obtain the final control bridge
  • the three-phase pulse width modulation signal of the arm converter adjusts the charging power of the power battery during the charging process to achieve the purpose of increasing the charging power.
  • control module 15 is also specifically used to:
  • the quadrature axis voltage and the direct axis voltage are obtained through current adjustment;
  • the first modulation signal is obtained according to the rotor angle signal, the quadrature axis voltage, the direct axis voltage, and the bus-side DC voltage.
  • the specific principle of performing coordinate transformation on the three-phase charging current according to the rotor angle signal to obtain the two-phase charging current is the same as that of the prior art.
  • control module 15 After the control module 15 obtains the two-phase charging current, it can perform difference processing between the two-phase charging current, the preset quadrature axis current and the preset direct axis current, and obtain the quadrature axis voltage and the direct axis voltage through current adjustment.
  • the current adjustment here can be implemented using a proportional integral adjustment method. Of course, those skilled in the art can understand that other methods can also be used, such as fuzzy adjustment or intelligent adjustment, which is not specifically limited here.
  • the control module 15 After the control module 15 obtains the quadrature axis voltage and the direct axis voltage, it can obtain the first modulation signal according to the rotor angle signal, the quadrature axis voltage, the direct axis voltage, and the bus-side DC voltage.
  • the values of the preset quadrature axis current and the preset direct axis current can be set to make the motor output torque zero.
  • the preset quadrature axis current can be set to zero separately, that is, as long as the preset quadrature axis current is zero, the motor will not output torque; in other embodiments, the preset quadrature axis current can be set at the same time. The axis current and the preset quadrature axis current are zero at the same time, so that the motor output torque is zero, thereby achieving the purpose of suppressing the motor output torque.
  • the current three-phase AC charging current in the stationary coordinate system is transformed into the two-phase charging current in the synchronous rotating coordinate system by converting the three-phase charging current according to the motor rotor angle signal, that is, the direct axis current and
  • the quadrature axis current can be based on the standard in the same coordinate system when the obtained two-phase charging current is different from the preset quadrature axis current and the preset direct axis current, thereby improving the accuracy of the charging power adjustment process.
  • control module 15 is also specifically configured to:
  • the modulation voltage is obtained through current adjustment; wherein the given charging current is obtained by analyzing a charging command;
  • the second modulation signal is obtained through voltage modulation.
  • the zero sequence current is the common mode current flowing through the motor windings.
  • the current is zero before charging starts, and when the control module 15 receives the charging Power command or charging current command, the current will gradually increase until it reaches the target current value. Therefore, after entering the charging mode, in order to increase the charging power, it is necessary to extract the zero sequence current from the three-phase charging current of the motor in the charging mode. It should be noted that the zero sequence current extracted at this time is not zero.
  • the control module 15 When the zero sequence current is extracted, the control module 15 performs difference processing based on the zero sequence current and the given charging current, and then obtains the modulation voltage through current adjustment, so as to obtain the second modulation according to the modulation voltage and the feedforward voltage.
  • the given charging current is obtained according to the charging command fed back by the battery manager BMS, that is, after receiving the charging command of the power battery fed back by the battery manager BMS, it can be The charging instruction is analyzed to obtain the required charging current or charging power.
  • the second modulation signal is obtained according to the modulation voltage, so that the final control is obtained according to the second modulation signal.
  • control module 15 is specifically configured to:
  • the duty cycle of the second modulation signal and the duty cycle of the first modulation signal are added to obtain the three-phase modulation signal.
  • the first modulation signal is a three-phase pulse width modulation signal after controlling the differential mode current part of the motor winding
  • the second modulation signal is for controlling the common mode current part of the motor winding. Therefore, the three-phase modulation signal obtained by adding the duty cycle of the second modulation signal and the duty cycle of the first modulation signal is the difference mode current and the common mode current in the motor windings. After controlling the modulation signal, the three-phase modulation signal is used to obtain the final three-phase control signal.
  • the bridge arm converter is controlled, the adjustment of the charging power is completed, and the rotation of the motor can be inhibited to prevent the occurrence of the charging process. The vehicle shakes unexpectedly.
  • the carrier when a three-phase control signal with a preset phase difference is obtained according to the carrier signal and the three-phase modulation signal, the carrier can be selected to be out of phase, or the modulation wave can be selected to be out of phase.
  • the phase modulation signal is adjusted for the phase shift, or the three-phase modulation signal itself is a phase shift signal.
  • the carrier signal includes a first phase carrier signal, a second phase carrier signal, and a third phase carrier signal, and the phase of the first phase carrier signal and the phase of the second phase carrier signal And the phases of the third-phase carrier signal have an even phase difference by a preset angle.
  • the three-phase modulation signal includes a first-phase modulation signal, a second-phase modulation signal, and a third-phase modulation signal.
  • the control module 15 is specifically configured to:
  • the first phase carrier signal and the first phase modulation signal are superimposed, the second phase carrier signal and the second phase modulation signal are superimposed, and the third phase carrier signal is superimposed on the The third-phase modulation signal is superimposed to obtain the three-phase control signal.
  • the carrier signal is preferably a triangular carrier signal.
  • the carrier signal can also be another form of carrier signal that can generate the expected pulse width sequence, such as a sawtooth carrier signal.
  • the value of the preset angle is preferably 120 degrees, which can minimize the ripple current on the DC bus side and the N line.
  • the value of the preset angle may also be other values, for example, 60 degrees, which is not specifically limited in this application.
  • the duty ratio of the three-phase control signal obtained after superposition is two
  • the sum of the common duty cycle of the two, that is, the obtained three-phase control signal with a preset phase difference is to add the duty cycle required for common mode current output to the duty cycle required for three-phase differential mode current control at the same time, thus obtaining
  • the carrier signal when the method of modulating wave phase shift is adopted, includes a first phase carrier signal, a second phase carrier signal, and a third phase carrier signal, and the three-phase modulation signal includes the first phase carrier signal.
  • a phase modulation signal, a second phase modulation signal, and a third phase modulation signal, and the phases of the first phase modulation signal, the second phase modulation signal, and the third phase modulation signal have an even phase difference by a preset angle;
  • the control module 15 is specifically used for:
  • the first phase carrier signal and the first phase modulation signal are superimposed, the second phase carrier signal and the second phase modulation signal are superimposed, and the third phase carrier signal is superimposed on the The third-phase modulation signal is superimposed to obtain the three-phase control signal.
  • the specific implementation process of the method of using the modulated wave to shift phase is the same as that of the method of using the carrier to shift phase. Therefore, the specific principle of the method of using the modulated wave to shift phase can refer to the related description of the method of using the carrier to shift phase. , I won’t repeat it this time.
  • control module 15 shown in FIG. 3 is implemented based on software, and in specific implementation, the control module can also be implemented by a hardware circuit.
  • the specific structure and principle of the hardware circuit will be described in detail later, as follows:
  • the control module includes a first current adjustment module P1, a first modulation module P2, a coordinate transformation module P3, a first difference module P10, a first summation module P6, a second current adjustment module P4, and a The second modulation module P5, the second difference module P11, the second summation module P12, the third summation module P13, the fourth summation module P14, the fifth summation module P15, the first phase error module P7, the second error Phase module P8 and the third phase-shift module P9.
  • the coordinate transformation module P3 receives the motor three-phase charging current Ia, Ib, Ic and the rotor angle signal ⁇ in the charging mode, and the coordinate transformation module P3 is connected to the first difference module P10; the first difference module P10 receives the pre- Set the quadrature axis current Iq-ref and the preset direct axis current Id-ref, and the first difference module P10 is connected to the first current adjustment module P1; the first current adjustment module P1 is connected to the first modulation module P2, and the first The modulation module P2 receives the rotor angle signal ⁇ , the bus-side DC voltage Udc, and the direct axis voltage Ud and the quadrature axis voltage Uq output by the first current adjustment module P1.
  • the first summation module P6 receives the three-phase charging currents Ia, Ib, Ic of the motor in the charging mode, and the first summation module P6 is connected to the second difference module P11, and the second difference module P11 receives the given charge Current I0, and the second difference module P11 is connected to the second current adjustment module P4; the second current adjustment module P4 is connected to the second summation module P12, the second summation module P12 receives the feedforward voltage Uff, and the The second summation module P12 is connected to the second modulation module P5; the second modulation module P5 is connected to the third summation module P13, the fourth summation module P14, and the fifth summation module P15, and the third summation module P13, the fourth summation module P14, and the fifth summation module P15 are connected to the first modulation module P2; the third summation module P13, the fourth summation module P14, and the fifth summation module P15 are respectively connected to
  • the first difference module P10 and the second difference module P11 can be implemented by a difference calculator
  • the first summation module P6 can be implemented by a summer
  • the second summation module P12, the third summation module P13, the fourth summation module P14, and the fifth summation module P15 can all be implemented by a summation operator
  • the first current regulation module P1 and the second current regulation module P4 can be current regulators, For example, proportional integral adjustment (PI adjustment) is realized.
  • PI adjustment proportional integral adjustment
  • the realization of the first current adjustment module P1 and the second current adjustment module P4 can also be other fuzzy adjustment or intelligent adjustment modes. There are no specific restrictions.
  • the first modulation module P2 can be implemented by a sinusoidal pulse width modulation (SInusoIdal Pulse Width Modulat Ion, SPWM) module, which will be based on the input rotor angle signal ⁇ , bus-side DC voltage Udc, direct axis voltage Ud, and AC axis voltage Uq obtains the first modulation PWM1, PWM2, and PWM3;
  • SPWM sinusoidal pulse width modulation
  • the specific working process of the SPWM module can refer to the prior art, which will not be described in detail here, and the first modulation module P2 can also be used Other pulse width modulation technology devices or modules, such as SVPWM, specific harmonic elimination pulse width modulation (SelectIve HarmonIc ElImInatIon Pulse Width ModulatIon, SHEPWM), DPWM module, etc., there are no specific restrictions here;
  • the second modulation module P5 It can also be implemented with an existing voltage modulation module, see Figure 5 for details.
  • the coordinate transformation module P3 will obtain the motor charging mode
  • the lower three-phase charging currents Ia, Ib, and Ic are converted into two-phase currents, and the converted two-phase currents are output to the first difference module P10; after the first difference module P10 receives the two-phase charging current, Make the difference between it and the given preset quadrature axis current value Iq-rdf and the given preset direct axis current value Id-ref, and then through the PI adjustment link P1 to output the AC and DC axis voltages Uq and Ud.
  • a modulation module P2 obtains the first modulation signals pwm1, pwm2, pwm3 according to the received AC-DC axis voltages Uq and Ud, bus-side DC voltage Udc, and the rotor angle signal ⁇ .
  • the summation module P6 sums the three-phase charging currents Ia, Ib, and Ic in the motor charging mode, and then extracts the zero-sequence current from the three-phase currents, and combines the extracted zero-sequence current with the Set the charging current value I0 to make the difference, and then through the PI adjustment link P4, output the modulated voltage U0 to the second summation module P12.
  • the second summation module P12 sums the modulated voltage U0 and the feedforward voltage Uff and outputs the second value
  • the modulation module P5 is so that the second modulation module P5 outputs the second modulation signal pwm0.
  • the present application performs phase-shift processing on the above-mentioned three-phase modulation signals PWMa, PWMb, and PWMc by adopting the carrier phase shift method, that is, the first phase-shift module P7 modulates the three-phase
  • the duty cycle of the signal PWMa and the duty cycle of the carrier Ta are added to output a-phase modulation pulse sequence
  • the second phase shift module P8 adds the duty cycle of the three-phase modulation signal PWMb and the duty cycle of the carrier Tb to output
  • the third phase shifting module P9 add the duty cycle of the three-phase modulation signal PWMc and the duty cycle of the carrier Tc to output the c-phase modulation pulse sequence, and the a, b, and c three-phase pulses
  • the sequence respectively controls the three-phase bridge arm of the bridge arm converter to complete the motor winding charging function.
  • the application obtains the three-phase interleaved control signal by using a simple summer, differencer, voltage modulator, current regulator, etc., so that the three-phase interleaved control signal can be used during the charging process of the power battery.
  • Three-phase interleaving control is performed on the three-phase bridge arms in the bridge-arm converter, so as to reduce the ripple on the DC side and effectively increase the charging power.
  • the circuit structure is simple, easy to implement and low in cost.
  • control module when the control module obtains the three-phase control signal of the first control signal a, the second control signal b, and the third control signal c that are sequentially different from each other by a preset phase, the control module will then follow
  • the obtained three-phase interleaved pulse sequence of a, b, and c controls the power switch operation in the three-phase bridge arm of the bridge arm converter 12, so that the three-phase inductance in the bridge arm converter 12 and the motor coil 11 depends on the external power supply equipment For example, the voltage output by the charging pile charges the power battery 200.
  • the charging control device will control the three-phase bridge arm of the bridge arm converter 12 to operate in the three-phase interleaved mode according to the obtained a, b, and c three-phase interleaved pulse sequence, so as to charge
  • the power is controlled, and the harmonics on the DC side are effectively suppressed, and the motor can be controlled not to output torque.
  • the control module 15 when the control module obtains the three-phase control signal of the first control signal a, the second control signal b, and the third control signal c that are sequentially different from each other by a preset phase, the control module 15 will use
  • the three-phase interleaved work sequence shown in 6 controls the operation of the power switch unit of the three-phase bridge arm of the bridge-arm converter 12 to achieve the purpose of controlling the charging power, that is, when the bridge-arm converter 12 is working, it is shown in FIG.
  • the first control signal a controls the on and off of the first power switch unit VT1 and the second power switch unit VT2 in the first phase bridge arm of the bridge arm converter 12, and the first control signal a
  • the first power switch unit VT1 is controlled to be turned on
  • the second power switch unit VT2 is controlled to be turned off
  • the first control signal a is at a low level
  • the second power switch unit VT2 is controlled to be turned on
  • the second power switch unit VT2 is controlled to be turned on.
  • a power switch unit VT1 is turned off; and after a preset phase difference with the first control signal a, the second control signal b controls the third power switch unit VT3 in the second phase bridge arm of the bridge arm converter 12 And the fourth power switch unit VT4, and when the second control signal b is at a high level, the third power switch unit VT3 is controlled to be turned on, the fourth power switch unit VT4 is controlled to be turned off, and the second control signal b At low level, the fourth power switch unit VT4 is controlled to be turned on, and the third power switch unit VT3 is controlled to be turned off; and after the preset phase difference with the second control signal b, the third control signal c controls the bridge arm converter
  • the fifth power switch unit VT5 and the sixth power switch unit VT6 in the third phase bridge arm in 12 are turned on and off, and the fifth power switch unit VT5 is controlled to be turned on when the third control signal c is at a high level, and the first The six power switch unit VT6 is turned off, and
  • the energy conversion device uses the three-phase bridge arm of the bridge arm converter by staggering the phases, so as to make full use of the inductance of the motor windings, and by controlling the current flowing through the motor, and the preset AC-DC axis
  • the current is set to zero, so that the rotation of the motor is suppressed while completing the corresponding charging power; in addition, by controlling the motor's AC and DC axis current and zero sequence current, the function of multiplexing the motor windings can be effectively completed, and the motor windings can be fully utilized Inductance, completes the function of charging electric vehicles while suppressing the output of the motor's rotational torque.
  • the external power supply device when the external power supply device is an AC power supply device and the energy conversion device is working in the charging mode, part of the AC power output by the AC power supply device is output to the bridge through the motor coil 11 and the charging port 10 Part of the arm converter 12 is output to the bidirectional bridge arm 13 through the charging port 10, and charges the power battery 200 under the combined action of the motor coil 11, the bridge arm converter 12, and the bidirectional bridge arm 13;
  • the specific working process of the bridge arm converter 12 can be referred to the related description of the energy conversion device shown in FIG. 4, which will not be repeated here.
  • the present application also provides a power system including an energy conversion device. among them,
  • the energy conversion device also includes;
  • the motor includes a motor coil, and the motor coil is connected to an external charging port;
  • the motor control module includes a bridge arm converter, the bridge arm converter is connected to one end of the motor coil, and the other end of the motor coil is connected to an external charging port; and,
  • the vehicle-mounted charging module includes a bidirectional bridge arm, the bidirectional bridge arm is connected in parallel with the bridge arm converter to form a first common terminal and a second common terminal, and the first common terminal is connected to one end of the external battery
  • the second common connection terminal is connected to the other end of the battery, and the charging port is connected to the second common connection terminal and the bidirectional bridge arm.
  • the present application also provides a vehicle that includes a power system; it should be noted that since the power system in the vehicle provided by the embodiment of the present disclosure is the same as the foregoing power system, the vehicle provided by the embodiment of the present disclosure For the specific working principle of the power system in, please refer to the foregoing detailed description of the power system, which will not be repeated here.
  • an energy conversion device including a motor coil and a bridge arm converter in a vehicle
  • the bridge arm converter is connected to an external battery and an external charging port
  • the motor coil is connected to an external charging port
  • the multi-phase windings of the coils respectively include multiple coil units.
  • the first ends of the multiple coil units in each phase winding are connected in a one-to-one correspondence with the multi-phase bridge arms of the bridge arm converter.
  • the second ends of each coil unit are connected to the second ends of multiple coil units in the other phase windings in a one-to-one correspondence and then selectively connected to the charging port. This will make the energy conversion device fully utilize the motor coils when charging.
  • the multiple coil units of the multi-phase winding increase the charging power and reduce the DC side ripple.
  • the disclosed apparatus/terminal device and method may be implemented in other ways.
  • the device/terminal device embodiments described above are only illustrative.
  • the division of the modules or units is only a logical function division, and there may be other divisions in actual implementation, such as multiple units.
  • components can be combined or integrated into another system, or some features can be omitted or not implemented.
  • the displayed or discussed mutual coupling or direct coupling or communication connection may be indirect coupling or communication connection through some interfaces, devices or units, and may be in electrical, mechanical or other forms.
  • the units described as separate components may or may not be physically separated, and the components displayed as units may or may not be physical units, that is, they may be located in one place, or they may be distributed on multiple network units. Some or all of the units may be selected according to actual needs to achieve the objectives of the solutions of the embodiments.
  • each unit in each embodiment of the present application may be integrated into one processing unit, or each unit may exist alone physically, or two or more units may be integrated into one unit.
  • the above-mentioned integrated unit can be implemented in the form of hardware or software functional unit.
  • the integrated module/unit is implemented in the form of a software functional unit and sold or used as an independent product, it can be stored in a computer readable storage medium.
  • this application implements all or part of the processes in the above-mentioned embodiments and methods, and can also be completed by instructing relevant hardware through a computer program.
  • the computer program can be stored in a computer-readable storage medium. When the program is executed by the processor, the steps of the foregoing method embodiments can be implemented.
  • the computer program includes computer program code, and the computer program code may be in the form of source code, object code, executable file, or some intermediate forms.
  • the computer-readable medium may include: any entity or device capable of carrying the computer program code, recording medium, U disk, mobile hard disk, magnetic disk, optical disk, computer memory, read-only memory (ROM, Read-Only Memory) , Random Access Memory (RAM, Random Access Memory), electrical carrier signal, telecommunications signal, and software distribution media, etc.
  • ROM Read-Only Memory
  • RAM Random Access Memory
  • electrical carrier signal telecommunications signal
  • software distribution media etc.
  • the content contained in the computer-readable medium can be appropriately added or deleted according to the requirements of the legislation and patent practice in the jurisdiction.
  • the computer-readable medium Does not include electrical carrier signals and telecommunication signals.
  • first and second are only used for descriptive purposes, and cannot be understood as indicating or implying relative importance or implicitly indicating the number of indicated technical features. Thus, the features defined with “first” and “second” may explicitly or implicitly include one or more of these features. In the description of this application, “multiple” means two or more, unless otherwise clearly defined.
  • the terms “installed”, “connected”, “connected”, “fixed” and other terms should be understood in a broad sense, for example, it can be a fixed connection or a detachable connection , Or integrated; it can be a mechanical connection or an electrical connection; it can be directly connected or indirectly connected through an intermediate medium, and it can be the internal communication of two components or the interaction relationship between two components.
  • installed can be a fixed connection or a detachable connection , Or integrated; it can be a mechanical connection or an electrical connection; it can be directly connected or indirectly connected through an intermediate medium, and it can be the internal communication of two components or the interaction relationship between two components.
  • the “on” or “under” of the first feature on the second feature may be in direct contact with the first and second features, or indirectly through an intermediary. contact.
  • the "above”, “above” and “above” of the first feature on the second feature may mean that the first feature is directly above or obliquely above the second feature, or simply means that the level of the first feature is higher than the second feature.
  • the “below”, “below” and “below” of the second feature of the first feature may mean that the first feature is directly below or obliquely below the second feature, or simply means that the level of the first feature is smaller than the second feature.

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Abstract

一种能量转换装置、动力系统及车辆。能量转换装置包括电机线圈（11）和桥臂变换器（12），桥臂变换器（12）和外部的电池（200）和外部的充电口（10）连接，而电机线圈（11）和外部的充电口（10）连接，并且电机线圈（11）包括多相绕组，每一相绕组包括多个线圈单元，每一相绕组的N个线圈单元的第一端共接后与多相桥臂中对应的一相桥臂连接，每一相绕组中的任一个线圈单元的第二端与其他相绕组中的对应的线圈单元的第二端连接后选择性的与充电口（10）连接。该能量转换装置在充电时，可以充分利用电机线圈的多相绕组的多个线圈单元，进而提高了充电效率，同时降低了直流侧纹波。

Description

一种能量转换装置、动力系统及车辆
相关申请的交叉引用
本申请要求比亚迪股份有限公司于2019年6月30日提交的、申请名称为“一种能量转换装置、动力系统及车辆”的、中国专利申请号“201910582147.9”的优先权。
技术领域
本申请属于车辆技术领域，尤其涉及一种能量转换装置、动力系统及车辆。
背景技术
近年来，随着电动汽车的发展和快速普及，电动汽车电池充电变得越来越重要。目前，现有的电动汽车的电池充电时，采用的是并相同步控制的方式控制电池充电方式，如果不能充分利用电机的三相绕组电感，会增大了直流侧纹波，并且降低了充电效率。
综上所述，现有的电池充电方法存在充电时直流侧纹波大且充电效率低的问题。
申请内容
本申请旨在至少在一定程度上解决相关技术中的技术问题之一。
有鉴于此，本申请实施例提供了一种能量转换装置、动力系统及车辆，旨在解决现有的电池充电方法存在充电时直流侧纹波大且充电效率低的问题。
本申请实施例的第一方面提供了一种能量转换装置，包括电机线圈，和与所述电机线圈连接的桥臂变换器，所述桥臂变换器分别与外部的电池、外部的充电口连接，所述电机线圈与外部的充电口连接；所述桥臂变换器包括多相桥臂；
所述电机线圈包括多相绕组，每一相绕组包括N个线圈单元，每一相绕组的N个线圈单元的第一端共接后与所述多相桥臂中对应的一相桥臂连接，每一相绕组中的任一个线圈单元的第二端与其他相绕组中的对应的线圈单元的第二端连接后形成N个中性点，所述N个中性点引出N条中性线，所述N条中性线中的M条中性线与所述充电口连接；其中，N为大于1的整数，M为大于1的整数。
本申请实施例的第二方面提供了一种动力系统，包括上述第一方面提供的能量转换装置，所述能量转换装置包括：
电机，包括电机线圈，所述电机线圈与外部的充电口连接；
电机控制模块，包括桥臂变换器，所述桥臂变换器与所述电机线圈的一端连接，所述电机线圈的另一端与外部的充电口连接；以及，
车载充电模块，包括双向桥臂，所述双向桥臂与所述桥臂变换器并联，以形成第一共接端和第二共接端，所述第一共接端与外部的电池一端连接，所述第二共接端与所述电池的另一端连接，所述充电口与所述第二共接端、所述双向桥臂连接。
本申请实施例的第三方面提供了一种车辆，包括上述第二方面提供的动力系统。
本申请实施例与现有技术相比存在的有益效果是：本申请通过在能量转换装置中采用电机线圈和桥臂变换器，桥臂变换器和外部的电池和外部的充电口连接，而电机线圈和外部的充电口连接，并且电机线圈的多相绕组分别包括多个线圈单元，每一相绕组中的多个线圈单元的第一端共接后与桥臂变换器的多相桥臂一一对应连接，每一相绕组中的多个线圈单元的第二端与其他相绕组中的多个线圈单元的第二端一一对应连接后选择性的与充电口连接，如此将使得该能量转换装置在充电时，可以充分有效利用电机线圈的多相绕组的多个线圈单元，既满足充电功率的需求，同时降低了直流侧纹波，解决了现有的电池充电方法存在充电时直流侧纹波大且充电效率低的问题。
本申请的附加方面和优点将在下面的描述中部分给出，部分将从下面的描述中变得明显，或通过本申请的实践了解到。
附图说明
图1是本申请实施例一提供的能量转换装置的模块结构示意图；
图2是本申请实施例二提供的能量转换装置的模块结构示意图；
图3是本申请实施例三提供的能量转换装置的模块结构示意图；
图4是本申请实施例四提供的能量转换装置的电路结构示意图；
图5是本申请实施例五提供的能量转换装置的中的控制模块的电路结构示意图；
图6是本申请第六实施例提供的能量转换装置中的桥臂变换器的工作时序示意图。
具体实施方式
下面详细描述本申请的实施例，所述实施例的示例在附图中示出，其中自始至终相同或类似的标号表示相同或类似的元件或具有相同或类似功能的元件。下面通过参考附图描述的实施例是示例性的，旨在用于解释本申请，而不能理解为对本申请的限制。
为了说明本申请所述的技术方案，下面通过具体实施例来进行说明。
参见图1，是本申请实施例一提供的一种能量转换装置的模块结构示意图。如图1所示，该能量转换装置包括电机线圈11和与电机线圈11连接的桥臂变换器12，该桥臂变换器12与外部的电池200以及外部的充电口10连接，电机线圈11与外部的充电口10连接，并且桥臂变换器12包括多相桥臂。
具体的，电机线圈11的多相绕组分别包括N个线圈单元，并且每一相绕组中的N个线圈单元的第一端共接后分别与桥臂变换器12的多相桥臂一一对应连接，每一相绕组中的N个线圈单元的第二端与其他相绕组中的N个线圈单元的第二端一一对应连接后形成N个中性点，N个中性点引出N条中性线，N条中性线中的M条中性线与充电口连接；其中，N为大于1的整数，M为大于1的整数。
需要说明的是，在本申请中，本实施例中所描述的“外部的电池”和“外部的充电口”是相对于能量转换装置而言的“外部”，并不是能量转换装置所在车辆的“外部”。
在本实施例中，本申请通过在能量转换装置中采用电机线圈和桥臂变换器，桥臂变换器和外部的电池和外部的充电口连接，而电机线圈和外部的充电口连接，并且电机线圈的多相绕组分别包括多个线圈单元，每一相绕组中的多个线圈单元的第一端共接后与桥臂变换器的多相桥臂一一对应连接，每一相绕组中多个线圈单元的第二端与其他相绕组中多个线圈单元的第二端一一对应连接后选择性的与充电口连接，如此将使得该能量转换装置在充电时，可以充分有效利用电机线圈的多相绕组的多个线圈单元，在满足充电功率的要求下，同时降低了直流侧纹波。
在本申请其他实施方式中，如图2所示，桥臂变换器12包括第一相桥臂A、第二相桥臂B以及第二相桥臂C；电机线圈11的多相绕组包括三相绕组，电机线圈11的三相绕做分别包括N个线圈单元，每一相绕组中的N个线圈单元的第一端共接后分别与桥臂变换器12的第一相桥臂A、第二相桥臂B以及第二相桥臂C一一对应连接，每一相绕组中的N个线圈单元的第二端与其他两相绕组中的N个线圈单元的第二端一一对应连接后形成N个中性点，该N个中性点引出N条中性线，并且该N条中性线中的M条中性线与充电口10连接，其中N为大于1的整数，M为大于1的整数。
具体实施时，在本实施例中，M的取值可以与N的取值相同，也可以与N的取值不同，需要说明的是，当M的取值与N的取值不同时，M的取值小于N的取值。
在本实施例中，通过在电机线圈的三相绕组中的每一相绕组中设置多个线圈单元，并且使得该多个线圈单元选择性地与充电口连接，如此将使得该能量转换装置在充电时，可以充分利用电机线圈的多相绕组的多个线圈单元，进而，满足了充电功率的前提下，同时降低了直流侧纹波，解决了现有的电池充电方法存在充电时直流侧纹波大且充电效率低的问题。
此外，在电机线圈中设置多个线圈单元，使得当某条线圈单元的支路发生故障时，可以避让该支路，以采用其他满足条件的支路进行充电，保证充电功率的同时，提高了该能量转换装置的故障容错能力。
在本申请其他实施方式中，如图3所示，该能量转换装置包括开关模块14，该开 关模块14与N条中性线连接，并且该开关模块14选择性地通断，以使N条中性线中的M条中性线与充电口10连接。
在本实施例中，通过在能量转换装置中设置开关模块，可使得该开关模块从电机线圈的每一相绕组中的多个线圈单元中选择出部分或者全部线圈单元与充电口连接，进而通过电机线圈电感量的变化使得充电时的充电功率可调，同时可增大充电效率，且降低了直流侧纹波。
为了获取M的数值，本申请提出了一种设计方法，首先通过计算得出电机线圈的目标需求感量；然后对电机进行静态测试和动态测试，通过改变与充电口10连接的中性线的数量，分别得到不同的电机线圈感量，最后将这些电机线圈感量与目标需求感量相比，确定与充电口10连接的中性线数量的最优值，作为M的数值。
在本申请其他实施方式中，如图3所示，该能量转换装置还包括控制模块15，该控制模块15与开关模块14连接，并且该控制模块15用于控制开关模块14选择性地通断，以使N条中性线中的M条中性线与充电口10连接。
承上述，在一个实施例中，控制模块15在控制开关模块143选择性地通断，以使N条中性线中的M条中性线与充电口10连接时，主要是通过获取目标充电功率或目标充电电流，进而根据该目标充电功率或目标充电电流的数值控制开关模块14选择性地通断；其中，目标充电功率指的是电池在充电时的充电功率，目标充电电流指的是电池在充电时的充电电流。
具体的，以外部的电池是车辆的动力电池为例，当动力电池需要充电时，电池管理器BMS获取动力电池的电量信息，进而根据该电量信息生成相应的充电指令，并将该充电指令反馈给控制模块15，充电指令中包括目标充电功率或目标充电电流，即将目标充电功率或目标充电电流反馈给控制模块15，以便于控制模块15根据该目标充电功率或目标充电电流计算得出M的数值并控制开关模块14选择性地通断，以使得N条中性线中的M条中性线与充电口连接。
在本申请其他实施例中，由于越多的线圈单元并联时，电感量减小，线圈过流能力增强，而充电功率或者电流增大，因此目标充电功率或目标充电电流的数值与充电口连接的中性线的数量呈正比关系。但是电感量减小时，直流侧纹波增加，会减小充电效率。所以需要综合考虑充电电流、充电功率、充电效率的关系，确定最优的M值。
在本实施例中，本申请通过获取目标充电功率或者目标充电电流，并根据目标充电功率或目标充电电流计算得出M值控制开关模块选择性的从电机线圈的每一相绕组中的多个线圈单元中，选择与该目标充电功率或目标充电电流对应的线圈数，充分利用电机绕组的电感，以通过改变电感量的方法获取实际的充电功率或电流，进而实现对充电 功率的精确控制。
在本实施例中，控制模块内部存储有M的不同取值下电机线圈的感量，控制模块通过计算得到目标电机线圈感量后，将目标电机线圈感量与预设的电机线圈的感量进行对比，确定与充电口10连接的中性线数量的最优值，作为M的最终取值，从而控制开关模块14选择性地通断。
在本申请其他实施方式中，如图3所示，该能量转换装置还包括双向桥臂13。
其中，该双向桥臂13与桥臂变换器12并联，并且双向桥臂13的中点与充电口10连接。
在本实施例中，通过在能量转换装置中设置双向桥臂13，使得该充电口10、电机线圈11、桥臂变换器12、双向桥臂13以及电池200形成交流充电电路，进而实现电池200的交流充电，提高了能量转换装置的适用范围。
在本申请其他实施方式中，如图4所示，双向桥臂13包括第七功率单元和第八功率单元。其中，第七功率开关单元包括上桥臂VT7和上桥二极管VD7，第八功率开关单元包括下桥臂VT8和下桥二极管VT8，并且上桥臂VT7的第一端和桥臂VT1、VT3以及VT5的第一端共接，第二端和下桥臂VT8的第二端连接形成双向桥臂13的中点，下桥臂VT8的第二端和桥臂VT2、VT4以及VT6的第二端共接。
在本申请其他实施例中，如图4所示，该开关模块14包括N个子开关(图中以四个为例进行说明，另外图中电机线圈11的三相绕组中的每相绕组中以四个线圈单元为例进行说明)，该N个子开关与N个中性线一一对应连接，控制模块15用于控制N个子开关选择性地通断。
请参考图4，具体实施时，该N个子开关均采用单刀单掷开关实现，该N个单刀单掷开关的第一端均与充电口连接，该N个单刀单掷开关的第二端与N个线圈单元一一对应连接；需要说明的是，在其他实施例中，开关模块14也可以采用单刀多掷开关实现，该单刀单刀多掷的第一端与充电口10连接，多个第二端与每一相绕组中的N个线圈单元一一对应连接。
在本申请其他实施方式中，如图4所示，桥臂变换器12包括第一功率开关单元、第二功率开关单元、第三功率开关单元、第四功率开关单元、第五功率开关以及第六功率开关。其中，第一功率开关单元、第三功率开关单元以及第五功率开关单元的第一端共接，第二功率开关单元、第四功率开关单元以及第六功率开关单元的第二端共接，电机线圈11的第一相绕组连接第一功率开关单元的第二端和第二功率开关单元的第一端，电机线圈11的第二相绕组连接第三功率开关单元的第二端和第四功率开关单元的第一端，电机线圈11的第三相绕组连接第五功率开关单元的第二端和第六功率开关单 元的第一端。
在本申请其他实施例中，桥臂变换器12中第一功率开关单元和第二功率开关单元构成第一相桥臂(A相桥臂)，第三功率开关单元和第四功率开关单元构成第二相桥臂(B相桥臂)，第五功率开关单元的输入端和第六功率开关单元构成第三相桥臂(C相桥臂)。第一功率开关单元包括第一上桥臂VT1和第一上桥二极管VD1，第二功率开关单元包括第二下桥臂VT2和第二下桥二极管VD2，第三功率开关单元包括第三上桥臂VT3和第三上桥二极管VD3，第四功率开关单元包括第四下桥臂VT4和第四下桥二极管VD4，第五功率开关单元包括第五上桥臂VT5和第五上桥二极管VD5，第六功率开关单元包括第六下桥臂VT6和第六下桥二极管VD6，电机三相线圈分别和桥臂变换器中的A、B、C上下桥臂之间连接。
此外，如图4所示，在本公开实施例中，桥臂变换器12和双向桥臂13中包括的多个开关单元可采用能执行开关动作的器件实现，例如功率三极管、金属-氧化层半导体场效晶体管(Metal-Oxide-Semiconductor Field-Effect Transistor，MOSFET)、绝缘栅双极型晶体管(Insulated Gate Bipolar Transistor，IGBT)等开关器件。
在本申请其他实施例中，当控制模块15根据目标充电功率或者目标充电电流选择了相应的线圈单元后，控制模块15将控制桥臂变换器12中的三相桥臂按照同步控制方式工作或者是三相交错控制方法工作，同步控制方式的具体实现过程可参考现有技术，此处不再赘述，三相交错控制方式的具体工作过程如下：
具体的，控制模块15获取包括依次相差预设相位的第一控制信号、第二控制信号和第三控制信号的三相控制信号，并根据第一控制信号控制第一相桥臂的两个功率开关的交替导通，根据第二控制信号控制第二相桥臂的两个功率开关的交替导通，根据第三控制信号控制第三相桥臂的两个功率开关的交替导通，以对电池进行充电。
其中，在本申请实施例中，由于车辆在充电时需要接收到充电指令，并且此时车辆的状态信息为静止状态两个条件，因此在对电池进行充电之前，需要确认车辆的状态信息以及确认是否接收到上位机发送的充电指令，当车辆的状态信息为静止状态，且接收到充电指令时，则进入充电模式。
其中，在本申请实施例中，车辆的状态信息是车辆上可表征车辆状态的器件反馈的，例如电机反馈的电机转速，并且该车辆状态信息包括非静止状态信息和静止状态信息，而该静止状态信息则指的是当整车停止后，车辆处于锁止状态，即车辆的电机转速小于某一预设转速时车辆的状态；同样的，动力电池的充电指令是由电池管理器BMS反馈的，电池管理器BMS实时监控动力电池的电量状态，并根据监测到的结果反馈充电指令。
当接收到车辆的状态信息和电池管理器反馈的充电需求后，若该车辆的状态信息为 非静止状态，则进入电机驱动模式，该电机驱动模式与现有的电机驱动原理相同，具体可参考现有技术，此次不再赘述；当车辆的状态信息为静止状态，且电池管理器反馈的充电需求为充电时，则表明此时需要向车辆的电池充电，故将进入充电模式，并且该充电模式包括直流充电模式和交流充电模式，并且该交流充电模式包括但不限于单相交流充电和三相交流充电。
当进入充电模式后，此时便可获取三相控制信号，并根据获取的三相控制信号控制桥臂变换器中的每一相桥臂的两个功率开关的状态，以实现对电池的充电；需要说明的是，在本实施例中，预设相位可根据需要进行设置，此处不做具体限制。
下面对控制模块15如何获取包括依次相差预设相位的第一控制信号、第二控制信号和第三控制信号的三相控制信号的原理过程进行具体描述，详述如下：
获取电机在充电模式下的转子角度信号、三相充电电流、预设交轴电流、预设直轴电流、前馈电压以及母线侧直流电压；
根据所述转子角度信号、所述三相充电电流、预设交轴电流、预设直轴电流、前馈电压以及母线侧直流电压获取三相调制信号；
获取预设的载波信号，根据所述载波信号和所述三相调制信号获取相差预设相位的三相控制信号。
其中，在本申请实施例中，当进入充电模式后，则需要在该充电模式下获取相应的参数信息，以对充电过程中的充电功率进行控制。其中，充电模式下的参数信息包括但不限于电机在充电模式下的转子角度信号、三相充电电流、预设交轴电流、预设直轴电流、前馈电压以及母线侧直流电压。
具体的，转子角度信号是充电模式下电机的转子磁场与定子A相轴线的夹角，其可以是角度传感器获取之后反馈的，也可以由三相交流电机的电流计算得出的，此处不做具体限制；此外，三相充电电流则指的是在充电时电机的三相电流，而预设交轴电流和预设直轴电流则是根据需要预先进行设置的交轴电流和直轴电流。
在本申请其他实施方式中，控制模块15具体用于：
根据所述转子角度信号、所述三相充电电流、所述预设交轴电流、所述预设直轴电流以及所述母线侧直流电压获取第一调制信号；
根据所述三相充电电流和所述前馈电压获取第二调制信号；
根据所述第一调制信号与所述第二调制信号获取所述三相调制信号。
其中，在本申请实施例中，为了提高动力电池在充电过程中的充电功率，当控制模块15获取到充电模式下的电机的转子角度信号、三相充电电流、预设交轴电流、预设直轴电流以及母线侧直流电压后，便可根据以上参数获取第一调制信号，该第一调制信 号是对电机绕组中的差模电流部分进行控制后的脉宽调制信号，并且该脉宽调制信号为三相脉宽调制信号。
在本申请其他实施方式中，为了提高动力电池在充电过程中的充电功率，除了获取上述的第一调制信号外，控制模块15还需要根据三相充电电流和前馈电压获取第二调制信号，该第二调制信号是对电机的三相充电电流进行零序电流提取后，对该部分共模电流进行控制后的脉冲调制信号。
当控制模块15获取到上述第一调制信号和第二调制信号后，便可对该第一调制信号和第二调制信号进行相应的运算，以获取到三相调制信号；在本实施例中，由于第一调制信号是三相脉宽调制信号，因此当该第一调制信号与第二调制信号进行运算后得到的三相调制信号同样是三相脉宽调调制信号。
在本实施例中，本申请通过根据转子角度信号、三相充电电流、预设交轴电流、预设直轴电流以及母线侧直流电压获取第一调制信号，以及根据三相充电电流和前馈电压获取第二调制信号，进而在得到第一调制信号和第二调制信号后，根据该第一调制信号和第二调制信号获取三相调制信号，以便于利用该三相调制信号得到最终控制桥臂变换器的三相脉宽调制信号，从而对动力电池在充电过程中的充电功率进行调节，以达到提高充电功率的目的。
在本申请其他实施方式中，控制模块15还具体用于：
根据所述转子角度信号对所述三相充电电流进行坐标变换，以获取两相充电电流；
将所述两相充电电流与所述预设交轴电流以及所述预设直轴电流做差后，通过电流调节获取交轴电压与直轴电压；
根据所述转子角度信号、所述交轴电压、所述直轴电压以及所述母线侧直流电压获取所述第一调制信号。
其中，在本申请实施例中，根据转子角度信号对三相充电电流进行坐标变换，以获取两相充电电流的具体原理与现有技术相同，具体可参考现有技术，此次不再赘述。
当控制模块15获取到两相充电电流后，便可将该两相充电电流与预设交轴电流以及预设直轴电流进行做差处理，并通过电流调节获取交轴电压和直轴电压，此处的电流调节可以采用比例积分调节方法实现，当然本领域技术人员可以理解的是，也可以采用其他方法实现，例如模糊调节或者智能调节，此处不做具体限制。当控制模块15获取到交轴电压和直轴电压后，便可根据转子角度信号、交轴电压、直轴电压以及母线侧直流电压获取第一调制信号。
需要说明的是，在本申请实施例中，为了防止电机输出扭矩，可以通过设置预设交轴电流和预设直轴电流的值，以使得电机输出扭矩为零。具体的，在本实施例中，可以 单独设置预设交轴电流为零，即只要满足预设交轴电流为零时，电机则不输出扭矩；在其他实施例中，可以同时设置预设直轴电流和预设交轴电流同时为零，以使得电机输出扭矩为零，进而达到抑制电机输出扭矩的目的。
此外，在本申请实施例中，通过将三相充电电流根据电机转子角度信号将静止坐标系下的当前三相交流充电电流变换为同步旋转坐标系下的两相充电电流，即直轴电流与交轴电流，使得在将获取的两相充电电流于预设交轴电流和预设直轴电流做差时，可基于同一坐标系下的标准，进而提高了充电功率调节过程中的准确性。
在本申请一些其他实施方式中，控制模块15还具体用于：
从所述三相充电电流中提取零序电流；
将所述零序电流与给定充电电流进行做差后，通过电流调节获取调制电压；其中，所述给定充电电流解析充电指令而得；
对所述调制电压和所述前馈电压求和后，通过电压调制获取所述第二调制信号。
其中，在本申请实施例中，零序电流是流经电机绕组的共模电流，为达到控制电机绕组的充电电流的目的，当充电开始前该电流为零，而当控制模块15接收到充电功率指令或者充电电流指令，则该电流将逐渐增大，直至达到目标电流值，因此当进入充电模式后，为了提高充电功率，需要从充电模式下电机的三相充电电流中提取零序电流，需要说明的是，此时提取出的零序电流不为零。
当提取到该零序电流后，控制模块15便根据该零序电流和给定充电电流进行做差处理，进而通过电流调节获取调制电压，以便于根据该调制电压和前馈电压得到第二调制信号；需要说明的是，在本实施例中，给定充电电流是根据电池管理器BMS反馈的充电指令得到的，即当接收到电池管理器BMS反馈的动力电池的充电指令后，便可对该充电指令进行解析，以获取需要的充电电流或者充电功率。
在本实施例中，通过从三相充电电流中提取零序电流，进而根据该零序电流获取调制电压，从而根据该调制电压得到第二调制信号，以使得根据该第二调制信号得到最终控制桥臂变换器三相桥臂的三相控制信号时，可根据得到的三相控制信号有效调节充电过程中的电流值大小。
在本申请其他一些实施方式中，控制模块15具体用于：
将所述第二调制信号的占空比与所述第一调制信号的占空比进行相加，以获取所述三相调制信号。
在本申请实施例中，由于第一调制信号是对电机绕组中的差模电流部分进行控制后的三相脉宽调制信号，而第二调制信号是对电机绕组中的共模电流部分进行控制后的调制信号，因此将该第二调制信号的占空比与第一调制信号的占空比进行相加后获取得到 的三相调制信号则是对电机绕组中的差模电流和共模电流进行控制后的调制信号，采用三相调制信号得到最终的三相控制信号，以对桥臂变换器进行控制时，完成充电功率的调节的同时，还可抑制电机的转动，防止充电过程中发生车辆非预期抖动。
在本申请其他实施例中，在根据载波信号和三相调制信号得到相差预设相位的三相控制信号时，可选择载波错相，也可以选择调制波错相，即可通过载波信号对三相调制信号进行错相调整，也可以是三相调制信号本身为错相信号，下面将对该过程进行具体说明，详述如下：
当采用载波错相的方法时，所述载波信号包括第一相载波信号、第二相载波信号以及第三相载波信号，并且所述第一相载波信号的相位、第二相载波信号的相位以及第三相载波信号的相位之间均相差预设角度，所述三相调制信号包括第一相调制信号、第二相调制信号以及第三相调制信号，控制模块15具体用于：
将所述第一相载波信号与所述第一相调制信号进行叠加，并将所述第二相载波信号与所述第二相调制信号进行叠加，以及将所述第三相载波信号与所述第三相调制信号进行叠加，以获取所述三相控制信号。
其中，在本申请实施例中，载波信号优选为三角载波信号，当然本领域技术人员可以理解的是，载波信号也可以是其他形式的可产生预期脉宽序列的载波信号，例如锯齿形载波信号，此处不做具体限制；此外，预设角度的取值优选为120度，该取值可最大程度减少直流母线侧和N线上的纹波电流，当然本领域技术人员可以理解的是，预设角度的取值也可以为其他值，例如60度，本申请中不做具体限制。
在本申请其他实施例中，将三相载波信号分别与三相调制信号进行叠加时，为了叠加差模电流控制与共模电流控制，则叠加后得到的三相控制信号的占空比为此二者的共同占空比之和，即得到的相差预设相位的三相控制信号是将共模电流输出所需占空比同时加到三相差模电流控制所需占空比之上，如此得到的三相控制信号在分别控制桥臂变换器的三相桥臂时，可实现对三相桥臂进行三相交错控制，如此将减少直流侧纹波的同时，可有效提高充电功率。
在本申请其他实施方式中，当采用调制波错相的方法时，所述载波信号包括第一相载波信号、第二相载波信号以及第三相载波信号，所述三相调制信号包括第一相调制信号、第二相调制信号以及第三相调制信号，并且所述第一相调制信号的相位、第二相调制信号的相位以及第三相调制信号的相位之间均相差预设角度；控制模块15具体用于：
将所述第一相载波信号与所述第一相调制信号进行叠加，并将所述第二相载波信号与所述第二相调制信号进行叠加，以及将所述第三相载波信号与所述第三相调制信号进行叠加，以获取所述三相控制信号。
其中，在本实方式，该采用调制波错相的方法与采用载波错相的方法的具体实施过程相同，因此采用调制波错相的方法的具体原理可参考采用载波错相的方法的相关描述，此次不再赘述。
图3所示的控制模块15是基于软件实现的，而在具体实施时，该控制模块也可以采用硬件电路实现，关于该硬件电路的具体结构和原理将在之后进行具体描述，详述如下：
如图5所示，该控制模块包括第一电流调节模块P1、第一调制模块P2、坐标变换模块P3、第一差值模块P10、第一求和模块P6、第二电流调节模块P4、第二调制模块P5、第二差值模块P11、第二求和模块P12、第三求和模块P13、第四求和模块P14、第五求和模块P15、第一错相模块P7、第二错相模块P8以及第三错相模块P9。
其中，坐标变换模块P3接收充电模式下的电机三相充电电流Ia、Ib、Ic和转子角度信号θ，并且该坐标变换模块P3和第一差值模块P10连接；第一差值模块P10接收预设交轴电流Iq-ref和预设直轴电流Id-ref，并且第一差值模块P10与第一电流调节模块P1连接；第一电流调节模块P1与第一调制模块P2连接，该第一调制模块P2接收转子角度信号θ、母线侧直流电压Udc以及第一电流调节模块P1输出的直轴电压Ud和交轴电压Uq。
此外，第一求和模块P6接收充电模式下的电机三相充电电流Ia、Ib、Ic，并且第一求和模块P6与第二差值模块P11连接，第二差值模块P11接收给定充电电流I0，并且该第二差值模块P11与第二电流调节模块P4连接；第二电流调节模块P4与第二求和模块P12连接，该第二求和模块P12接收前馈电压Uff，并且该第二求和模块P12与第二调制模块P5连接；该第二调制模块P5与第三求和模块P13、第四求和模块P14、第五求和模块P15连接，同时该第三求和模块P13、第四求和模块P14、第五求和模块P15与第一调制模块P2连接；第三求和模块P13、第四求和模块P14、第五求和模块P15分别与第一错相模块P7、第二错相模块P8以及第三错相模块P9一一对应连接，并且第一错相模块P7、第二错相模块P8以及第三错相模块P9分别接受载波信号Ta、Tb以及Tc。
具体实施时，如图5所示，第一差值模块P10和第二差值模块P11可以采用差值运算器实现，第一求和模块P6可以采用求和器实现，而第二求和模块P12、第三求和模块P13、第四求和模块P14、第五求和模块P15均可以采用求和运算器实现，第一电流调节模块P1和第二电流调节模块P4可以采用电流调节器，例如比例积分调节(PI调节)实现，需要说明的是，在本申请实施例中，第一电流调节模块P1和第二电流调节模块P4的实现方式也可以为其他模糊调节或智能调节模式，此处不做具体限制。
此外，第一调制模块P2可以采用正弦脉宽调制(SInusoIdal Pulse WIdth ModulatIon，SPWM)模块实现，该SPWM模块将根据输入的转子角度信号θ、母线侧直流电压Udc、直轴电压Ud以及交轴电压Uq得到第一调制PWM1、PWM2以及PWM3；需要说明的是，在本实施例中，SPWM模块的具体工作过程可参考现有技术，此处不做具体描述，另外第一调制模块P2也可采用其他脉宽调制技术的器件或者模块实现，例如SVPWM、特定谐波消除脉宽调制(SelectIve HarmonIc ElImInatIon Pulse WIdth ModulatIon，SHEPWM)、DPWM模块等，此处不做具体限制；另外，第二调制模块P5也可以采用现有的电压调制模块实现，具体参见图5。
具体工作时，当进入充电模式后，为了提高充电过程中的充电功率，同时消除直流侧纹波，需要对电机绕组的差模电流进行控制，此时坐标变换模块P3将获取到的电机充电模式下的三相充电电流Ia、Ib、Ic变换成两相电流，并将变换后的两相电流输出给第一差值模块P10；第一差值模块P10在接收到该两相充电电流后，将其与给定的预设交轴电流值Iq-rdf和给定的预设直轴电流值Id-ref进行做差，进而通过PI调节环节P1调节后，输出交直轴电压Uq和Ud，第一调制模块P2在根据接收的交直轴电压Uq和Ud、母线侧直流电压Udc以及转子角度信号θ，获取第一调制信号pwm1、pwm2、pwm3。
由于电机工作在动力充电模式时，对其充电功率具有影响的不仅仅是差模电流，还有共模电流，因此在对差模电流进行控制后，还需要对电机绕组的共模电流进行控制。具体的，求和模块P6将电机充电模式下的三相充电电流Ia、Ib、Ic进行求和运算后，将三相电流中的零序电流提取出来，并将提取出的零序电流与给定充电电流值I0进行做差，进而通过PI调节环节P4，输出调制电压U0至第二求和模块P12，第二求和模块P12将调制电压U0与前馈电压Uff进行求和输出值第二调制模块P5，以便于第二调制模块P5输出第二调制信号pwm0。
当获取到第一调制信号pwm1、pwm2、pwm3以及第二调制信号pwm0之后，第三求和模块P13、第四求和模块P14、第五求和模块P15分别将两者的的占空比相加获得三相调制信号PWMa、PWMb、PWMc，具体的：PWMa＝pwm1+pwm0；PWMb＝pwm2+pwm0；PWMc＝pwm3+pwm0。
在得到上述三相调制信号PWMa、PWMb、PWMc后，本申请通过采用载波错相的方法对上述三相调制信号PWMa、PWMb、PWMc进行错相处理，即第一错相模块P7将三相调制信号PWMa的占空比与载波Ta的占空比相加后输出a相调制脉冲序列、第二错相模块P8将三相调制信号PWMb的占空比与载波Tb的占空比相加后输出b相调制脉冲序列，以及第三错相模块P9将三相调制信号PWMc的占空比与载波Tc的占空比相加后输出c相调制脉冲序列，而该a、b、c三相脉冲序列分别控制桥臂变换器的三相桥臂，从而完 成电机绕组充电功能。
在本实施例中，本申请通过采用简单的求和器、差值器、电压调制、电流调节器等获取三相交错控制信号，以使得在动力电池的充电过程中可根据三相交错控制信号对桥臂变换器中的三相桥臂进行三相交错控制，以此实现减少直流侧纹波的同时，可有效提高充电功率，并且电路结构简单，易实现且成本低。
在本申请的其他实施例中，当控制模块获取到依次相差预设相位的第一控制信号a、第二控制信号b和第三控制信号c的三相控制信号后，此时控制模块将根据得到的a、b、c三相交错脉冲序列控制桥臂变换器12的三相桥臂中的功率开关工作，进而使得该桥臂变换器12和电机线圈11中的三相电感根据外部供电设备例如充电桩输出的电压对动力电池200进行充电。
需要说明的是，在本实施例中，充电控制装置将根据得到的a、b、c三相交错脉冲序列控制桥臂变换器12的三相桥臂工作在三相交错模式，以此刻对充电功率进行控制，并有效抑制直流侧谐波，且可以控制电机不输出扭矩。
在本申请的其他实施例中，当控制模块获取到依次相差预设相位的第一控制信号a、第二控制信号b和第三控制信号c的三相控制信号，控制模块15将采用如图6所示的三相交错工作时序控制桥臂变换器12的三相桥臂的功率开关单元工作，以达到对充电功率进行控制的目的，即桥臂变换器12工作时，结合图6所示出的工作时序图可知，第一控制信号a控制桥臂变换器12中的第一相桥臂中的第一功率开关单元VT1和第二功率开关单元VT2的通断，并且在第一控制信号a的高电平时控制第一功率开关单元VT1导通，控制第二功率开关单元VT2断开，以及在第一控制信号a的低电平时，控制第二功率开关单元VT2导通，而控制第一功率开关单元VT1断开；而在与该第一控制信号a的预设相位差之后，第二控制信号b控制桥臂变换器12中的第二相桥臂中的第三功率开关单元VT3和第四功率开关单元VT4的通断，并且在第二控制信号b的高电平时控制第三功率开关单元VT3导通，控制第四功率开关单元VT4断开，以及在第二控制信号b的低电平时，控制第四功率开关单元VT4导通，而控制第三功率开关单元VT3断开；以及与该第二控制信号b的预设相位差之后，第三控制信号c控制桥臂变换器12中的第三相桥臂中的第五功率开关单元VT5和第六功率开关单元VT6的通断，并且在第三控制信号c的高电平时控制第五功率开关单元VT5导通，控制第六功率开关单元VT6断开，以及在第三控制信号c的低电平时，控制第六功率开关单元VT6导通，而控制第五功率开关单元VT5断开，以此实现桥臂控制器120的三相交错控制。
在本实施例中，该能量转换装置通过错相使用桥臂变换器的三相桥臂，从而将充分利用电机绕组的电感，并且通过控制流过电机中的电流，并将预设的交直轴电流设置为 零，使得在完成相应的充电功率的同时抑制电机的转动；此外，通过对电机交直轴电流和零序电流的控制，可有效完成电机绕组复用充电的功能，并且充分利用电机绕组电感，完成向电动汽车充电功能的同时抑制电机的旋转扭矩的输出，其相比传统的同步控制三相桥臂而言，可以充分应用电机绕组的电感值，同时有效抑制直流侧谐波，并且无需在充电口和电机线圈之间增加额外的电感，使得电路更加简单，并且成本更低。
在本申请其他实施例中，当外部的供电设备为交流供电装置时，且该能量转换装置工作在充电模式，此时该交流供电设备输出的交流电一部分经过电机线圈11、充电口10输出至桥臂变换器12，一部分经过充电口10输出至双向桥臂13，并在电机线圈11、桥臂变换器12以及双向桥臂13的共同作用下对动力电池200进行充电；需要说明的是，在本实施例中，桥臂变换器12的具体工作过程可参考图4所述的能量转换装置的相关描述，此处不再赘述。
在本申请其他实施例中，本申请还提供了一种动力系统，该动力系统包括能量转换装置。其中，
其中能量转换装置还包括；
电机，包括电机线圈，所述电机线圈与外部的充电口连接；
电机控制模块，包括桥臂变换器，所述桥臂变换器与所述电机线圈的一端连接，所述电机线圈的另一端与外部的充电口连接，；以及，
车载充电模块，包括双向桥臂，所述双向桥臂与所述桥臂变换器并联，以形成第一共接端和第二共接端，所述第一共接端与外部的电池一端连接，所述第二共接端与所述电池的另一端连接，所述充电口与所述第二共接端、所述双向桥臂连接。
需要说明的是，在本实施例中，动力系统中包括的能量转换装置的相关结构和工作原理，可参考前述图1至图6的相关描述，此处不再赘述。
本申请还提供了一种车辆，该车辆包括动力系统；需要说明的是，由于本公开实施例所提供的车辆中的动力系统和前述的动力系统相同，因此，本公开实施例所提供的车辆中的动力系统的具体工作原理，可参考前述关于动力系统的详细描述，此处不再赘述。
在本公开中，通过在车辆中采用包括电机线圈和桥臂变换器的能量转换装置，桥臂变换器和外部的电池和外部的充电口连接，而电机线圈和外部的充电口连接，并且电机线圈的多相绕组分别包括多个线圈单元，每一相绕组中的多个线圈单元的第一端共接后与桥臂变换器的多相桥臂一一对应连接，每一相绕组中多个线圈单元的第二端与其他相绕组中多个线圈单元的第二端一一对应连接后选择性的与充电口连接，如此将使得该能量转换装置在充电时，可以充分利用电机线圈的多相绕组的多个线圈单元，进而提高了充电功率，同时降低了直流侧纹波。
所属领域的技术人员可以清楚地了解到，为了描述的方便和简洁，仅以上述各功能单元、模块的划分进行举例说明，实际应用中，可以根据需要而将上述功能分配由不同的功能单元、模块完成，即将所述装置的内部结构划分成不同的功能单元或模块，以完成以上描述的全部或者部分功能。实施例中的各功能单元、模块可以集成在一个处理单元中，也可以是各个单元单独物理存在，也可以两个或两个以上单元集成在一个单元中，上述集成的单元既可以采用硬件的形式实现，也可以采用软件功能单元的形式实现。另外，各功能单元、模块的具体名称也只是为了便于相互区分，并不用于限制本申请的保护范围。上述系统中单元、模块的具体工作过程，可以参考前述方法实施例中的对应过程，在此不再赘述。
在上述实施例中，对各个实施例的描述都各有侧重，某个实施例中没有详述或记载的部分，可以参见其它实施例的相关描述。
本领域普通技术人员可以意识到，结合本文中所公开的实施例描述的各示例的单元及算法步骤，能够以电子硬件、或者计算机软件和电子硬件的结合来实现。这些功能究竟以硬件还是软件方式来执行，取决于技术方案的特定应用和设计约束条件。专业技术人员可以对每个特定的应用来使用不同方法来实现所描述的功能，但是这种实现不应认为超出本申请的范围。
在本申请所提供的实施例中，应该理解到，所揭露的装置/终端设备和方法，可以通过其它的方式实现。例如，以上所描述的装置/终端设备实施例仅仅是示意性的，例如，所述模块或单元的划分，仅仅为一种逻辑功能划分，实际实现时可以有另外的划分方式，例如多个单元或组件可以结合或者可以集成到另一个系统，或一些特征可以忽略，或不执行。另一点，所显示或讨论的相互之间的耦合或直接耦合或通讯连接可以是通过一些接口，装置或单元的间接耦合或通讯连接，可以是电性，机械或其它的形式。
所述作为分离部件说明的单元可以是或者也可以不是物理上分开的，作为单元显示的部件可以是或者也可以不是物理单元，即可以位于一个地方，或者也可以分布到多个网络单元上。可以根据实际的需要选择其中的部分或者全部单元来实现本实施例方案的目的。
另外，在本申请各个实施例中的各功能单元可以集成在一个处理单元中，也可以是各个单元单独物理存在，也可以两个或两个以上单元集成在一个单元中。上述集成的单元既可以采用硬件的形式实现，也可以采用软件功能单元的形式实现。
所述集成的模块/单元如果以软件功能单元的形式实现并作为独立的产品销售或使用时，可以存储在一个计算机可读取存储介质中。基于这样的理解，本申请实现上述实施例方法中的全部或部分流程，也可以通过计算机程序来指令相关的硬件来完成，所述 的计算机程序可存储于一计算机可读存储介质中，该计算机程序在被处理器执行时，可实现上述各个方法实施例的步骤。其中，所述计算机程序包括计算机程序代码，所述计算机程序代码可以为源代码形式、对象代码形式、可执行文件或某些中间形式等。所述计算机可读介质可以包括：能够携带所述计算机程序代码的任何实体或装置、记录介质、U盘、移动硬盘、磁碟、光盘、计算机存储器、只读存储器(ROM，Read-Only Memory)、随机存取存储器(RAM，Random Access Memory)、电载波信号、电信信号以及软件分发介质等。需要说明的是，所述计算机可读介质包含的内容可以根据司法管辖区内立法和专利实践的要求进行适当的增减，例如在某些司法管辖区，根据立法和专利实践，计算机可读介质不包括是电载波信号和电信信号。
在本申请的描述中，需要理解的是，术语“中心”、“纵向”、“横向”、“长度”、“宽度”、“厚度”、“上”、“下”、“前”、“后”、“左”、“右”、“竖直”、“水平”、“顶”、“底”“内”、“外”、“顺时针”、“逆时针”、“轴向”、“径向”、“周向”等指示的方位或位置关系为基于附图所示的方位或位置关系，仅是为了便于描述本申请和简化描述，而不是指示或暗示所指的装置或元件必须具有特定的方位、以特定的方位构造和操作，因此不能理解为对本申请的限制。
此外，术语“第一”、“第二”仅用于描述目的，而不能理解为指示或暗示相对重要性或者隐含指明所指示的技术特征的数量。由此，限定有“第一”、“第二”的特征可以明示或者隐含地包括一个或者更多个该特征。在本申请的描述中，“多个”的含义是两个以上，除非另有明确具体的限定。
在本申请中，除非另有明确的规定和限定，术语“安装”、“相连”、“连接”、“固定”等术语应做广义理解，例如，可以是固定连接，也可以是可拆卸连接，或成一体；可以是机械连接，也可以是电连接；可以是直接相连，也可以通过中间媒介间接相连，可以是两个元件内部的连通或两个元件的相互作用关系。对于本领域的普通技术人员而言，可以根据具体情况理解上述术语在本申请中的具体含义。
在本申请中，除非另有明确的规定和限定，第一特征在第二特征“上”或“下”可以是第一和第二特征直接接触，或第一和第二特征通过中间媒介间接接触。而且，第一特征在第二特征“之上”、“上方”和“上面”可是第一特征在第二特征正上方或斜上方，或仅仅表示第一特征水平高度高于第二特征。第一特征在第二特征“之下”、“下方”和“下面”可以是第一特征在第二特征正下方或斜下方，或仅仅表示第一特征水平高度小于第二特征。
在本说明书的描述中，参考术语“一个实施例”、“一些实施例”、“示例”、“具体示例”、或“一些示例”等的描述意指结合该实施例或示例描述的具体特征、结构、材料或者特点 包含于本申请的至少一个实施例或示例中。在本说明书中，对上述术语的示意性表述不必须针对的是相同的实施例或示例。而且，描述的具体特征、结构、材料或者特点可以在任一个或多个实施例或示例中以合适的方式结合。此外，在不相互矛盾的情况下，本领域的技术人员可以将本说明书中描述的不同实施例或示例以及不同实施例或示例的特征进行结合和组合。
尽管上面已经示出和描述了本申请的实施例，可以理解的是，上述实施例是示例性的，不能理解为对本申请的限制，本领域的普通技术人员在本申请的范围内可以对上述实施例进行变化、修改、替换和变型。

Claims (16)

  1. 一种能量转换装置，其特征在于，包括电机线圈，和与所述电机线圈连接的桥臂变换器，所述桥臂变换器分别与外部的电池、外部的充电口连接，所述电机线圈与外部的充电口连接；所述桥臂变换器包括多相桥臂；
    所述电机线圈包括多相绕组，每一相绕组包括N个线圈单元，每一相绕组的N个线圈单元的第一端共接后与所述多相桥臂中对应的一相桥臂连接，每一相绕组中的任一个线圈单元的第二端与其他相绕组中的对应的线圈单元的第二端连接后形成N个中性点，所述N个中性点引出N条中性线，所述N条中性线中的M条中性线与所述充电口连接；其中，N为大于1的整数，M为大于1的整数。
  2. 如权利要求1所述的能量转换装置，其特征在于，所述桥臂变换器的多相桥臂包括第一相桥臂、第二相桥臂和第三相桥臂；
    所述电机线圈的多相绕组包括三相绕组；
    所述电机线圈的每一相绕组包括N个线圈单元，并且每一相绕组中的N个线圈单元的第一端共接后与所述桥臂变换器中对应的一相桥臂连接，每一相绕组中的任一个线圈单元的第二端与其他两相绕组中的对应的线圈单元的第二端连接后形成N个中性点，所述N个中性点引出N条中性线，所述N条中性线中的M条中性线与所述充电口连接；其中，N为大于1的整数，M为大于1的整数。
  3. 如权利要求2所述的能量转换装置，其特征在于，还包括开关模块，所述开关模块与所述N条中性线连接，所述开关模块选择性地通断使所述N条中性线中的M条中性线与所述充电口连接。
  4. 如权利要求3所述的能量转换装置，其特征在于，还包括控制模块，所述控制模块与所述开关模块连接，所述控制模块用于控制所述开关模块选择性地通断使所述N条中性线中的M条中性线与所述充电口连接。
  5. 如权利要求4所述的能量转换装置，其特征在于，所述开关模块包括N个子开关，所述N个子开关与所述N个中性线一一对应连接，所述控制模块用于控制所述N个子开关选择性地通断。
  6. 根据权利要求1-5中任一项所述的能量转换装置，其特征在于，还包括双向桥臂，所述双向桥臂与所述桥臂变换器并联，所述双向桥臂的中点与所述充电口连接。
  7. 根据权利要求4所述的能量转换装置，其特征在于，所述控制模块具体用于：
    获取三相控制信号，所述三相控制信号包括依次相差预设相位的第一控制信号、第二控制信号和第三控制信号；
    根据所述第一控制信号控制桥臂变换器的第一相桥臂的两个功率开关的交替导通，根据所述第二控制信号控制桥臂变换器的第二相桥臂的两个功率开关的交替导通，根据所述第三控制信号控制桥臂变换器的第三相桥臂的两个功率开关的交替导通，以对电池进行充电。
  8. 根据权利要求7所述的能量转换装置，其特征在于，所述控制模块还具体用于：
    获取电机在充电模式下的转子角度信号、三相充电电流、预设交轴电流、预设直轴电流、前馈电压以及母线侧直流电压；
    根据所述转子角度信号、所述三相充电电流、预设交轴电流、预设直轴电流、前馈电压以及母线侧直流电压获取三相调制信号；
    获取预设的载波信号，根据所述载波信号和所述三相调制信号获取相差预设相位的三相控制信号。
  9. 根据权利要求8所述的能量转换装置，其特征在于，所述控制模块具体用于：
    根据所述转子角度信号、所述三相充电电流、所述预设交轴电流、所述预设直轴电流以及所述母线侧直流电压获取第一调制信号；
    根据所述三相充电电流和所述前馈电压获取第二调制信号；
    根据所述第一调制信号和所述第二调制信号获取所述三相调制信号。
  10. 根据权利要求9所述的能量转换装置，其特征在于，所述控制模块还具体用于：
    根据所述转子角度信号对所述三相充电电流进行坐标变换，以获取两相充电电流；
    将所述两相充电电流与所述预设交轴电流以及所述预设直轴电流做差后，通过电流调节获取交轴电压与直轴电压；
    根据所述转子角度信号、所述交轴电压、所述直轴电压以及所述母线侧直流电压获取所述第一调制信号。
  11. 根据权利要求8所述的能量转换装置，其特征在于，所述控制模块还具体用于：
    设置所述预设交轴电流和所述预设直轴电流使输出扭矩为零。
  12. 根据权利要求9所述的能量转换装置，其特征在于，所述控制模块还具体用于：
    从所述三相充电电流中提取零序电流；
    将所述零序电流与给定充电电流进行做差后，通过电流调节获取调制电压；其中，所述给定充电电流解析充电指令而得；
    对所述调制电压和所述前馈电压求和后，通过电压调制获取所述第二调制信号。
  13. 根据权利要求9所述的能量转换装置，其特征在于，所述控制模块还具体用于：
    将所述第二调制信号的占空比与所述第一调制信号的占空比进行相加，以获取所述三相调制信号。
  14. 根据权利要求13所述的能量转换装置，其特征在于，所述载波信号包括第一相载 波信号、第二相载波信号以及第三相载波信号，所述三相调制信号包括第一相调制信号、第二相调制信号以及第三相调制信号，所述第一相载波信号的相位、第二相载波信号的相位以及第三相载波信号的相位依次相差预设角度；或所述第一相调制信号的相位、第二相调制信号的相位以及第三相调制信号的相位依次相差预设角度；
    所述控制模块用于：
    将所述第一相载波信号与所述第一相调制信号进行叠加，并将所述第二相载波信号与所述第二相调制信号进行叠加，以及将所述第三相载波信号与所述第三相调制信号进行叠加，以获取所述三相控制信号。
  15. 一种动力系统，其特征在于，其包括权利要求1至14任一项所述的能量转换装置，其中能量转换装置还包括；
    电机，包括电机线圈，所述电机线圈与外部的充电口连接；
    电机控制模块，包括桥臂变换器，所述桥臂变换器与所述电机线圈的一端连接，所述电机线圈的另一端与外部的充电口连接；以及，
    车载充电模块，包括双向桥臂，所述双向桥臂与所述桥臂变换器并联，以形成第一共接端和第二共接端，所述第一共接端与外部的电池一端连接，所述第二共接端与所述电池的另一端连接，所述充电口与所述第二共接端、所述双向桥臂连接。
  16. 一种车辆，其特征在于，所述车辆包括如权利要求15所述的动力系统。
PCT/CN2020/096819 2019-06-30 2020-06-18 一种能量转换装置、动力系统及车辆 Ceased WO2021000739A1 (zh)

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