WO2024012047A1 - 动力驱动电路、系统、方法和车辆 - Google Patents

动力驱动电路、系统、方法和车辆 Download PDF

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Publication number
WO2024012047A1
WO2024012047A1 PCT/CN2023/094881 CN2023094881W WO2024012047A1 WO 2024012047 A1 WO2024012047 A1 WO 2024012047A1 CN 2023094881 W CN2023094881 W CN 2023094881W WO 2024012047 A1 WO2024012047 A1 WO 2024012047A1
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WIPO (PCT)
Prior art keywords
switch
circuit
bridge arm
voltage adjustment
conversion circuit
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/CN2023/094881
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English (en)
French (fr)
Inventor
杨冬生
薛鹏辉
王亮
郑乐平
赵富龙
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
BYD Co Ltd
Original Assignee
BYD Co Ltd
Priority date (The priority date 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 date listed.)
Filing date
Publication date
Application filed by BYD Co Ltd filed Critical BYD Co Ltd
Priority to EP23838541.3A priority Critical patent/EP4550612A4/en
Publication of WO2024012047A1 publication Critical patent/WO2024012047A1/zh
Priority to US19/015,454 priority patent/US20250145024A1/en
Anticipated expiration legal-status Critical
Ceased legal-status Critical Current

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    • 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
    • B60L50/00—Electric propulsion with power supplied within the vehicle
    • B60L50/50—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells
    • B60L50/60—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells using power supplied by batteries
    • 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
    • B60L15/00—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles
    • B60L15/007—Physical arrangements or structures of drive train converters specially adapted for the propulsion motors of 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
    • B60L15/00—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles
    • B60L15/20—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed
    • 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
    • B60L15/00—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles
    • B60L15/20—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed
    • B60L15/2045—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed for optimising the use of energy
    • 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
    • B60L15/00—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles
    • B60L15/32—Control or regulation of multiple-unit electrically-propelled 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
    • B60L3/00—Electric devices on electrically-propelled vehicles for safety purposes; Monitoring operating variables, e.g. speed, deceleration or energy consumption
    • B60L3/04—Cutting off the power supply under fault conditions
    • 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
    • B60L50/00—Electric propulsion with power supplied within the vehicle
    • B60L50/10—Electric propulsion with power supplied within the vehicle using propulsion power supplied by engine-driven generators, e.g. generators driven by combustion engines
    • 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
    • B60L50/00—Electric propulsion with power supplied within the vehicle
    • B60L50/40—Electric propulsion with power supplied within the vehicle using propulsion power supplied by capacitors
    • 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
    • B60L50/00—Electric propulsion with power supplied within the vehicle
    • B60L50/50—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells
    • B60L50/60—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells using power supplied by batteries
    • B60L50/61—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells using power supplied by batteries by batteries charged by engine-driven generators, e.g. series hybrid 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
    • 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
    • B60L58/00—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles
    • B60L58/10—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
    • B60W30/18—Propelling the vehicle
    • B60W30/182—Selecting between different operative modes, e.g. comfort and performance modes
    • 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
    • H02J7/14—Circuit arrangements for charging or discharging batteries or for supplying loads from batteries for charging batteries from dynamo-electric generators driven at varying speed, e.g. on vehicle
    • H02J7/143—Circuit arrangements for charging or discharging batteries or for supplying loads from batteries for charging batteries from dynamo-electric generators driven at varying speed, e.g. on vehicle with multiple generators
    • 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
    • H02M1/00—Details of apparatus for conversion
    • H02M1/0067—Converter structures employing plural converter units, other than for parallel operation of the units on a single load
    • H02M1/007—Plural converter units in cascade
    • 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
    • H02M3/02—Conversion of DC power input into DC power output without intermediate conversion into AC
    • H02M3/04—Conversion of DC power input into DC power output without intermediate conversion into AC by static converters
    • H02M3/10—Conversion of DC power input into DC power output without intermediate conversion into AC by static converters using discharge tubes with control electrode or semiconductor devices with control electrode
    • H02M3/145—Conversion of DC power input into DC power output without intermediate conversion into AC by static converters using discharge tubes with control electrode or semiconductor devices with control electrode using devices of a triode or transistor type requiring continuous application of a control signal
    • H02M3/155—Conversion of DC power input into DC power output without intermediate conversion into AC by static converters using discharge tubes with control electrode or semiconductor devices with control electrode using devices of a triode or transistor type requiring continuous application of a control signal using semiconductor devices only
    • H02M3/156—Conversion of DC power input into DC power output without intermediate conversion into AC by static converters using discharge tubes with control electrode or semiconductor devices with control electrode using devices of a triode or transistor type requiring continuous application of a control signal using semiconductor devices only with automatic control of output voltage or current, e.g. switching regulators
    • H02M3/158—Conversion of DC power input into DC power output without intermediate conversion into AC by static converters using discharge tubes with control electrode or semiconductor devices with control electrode using devices of a triode or transistor type requiring continuous application of a control signal using semiconductor devices only with automatic control of output voltage or current, e.g. switching regulators including plural semiconductor devices as final control devices for a single load
    • 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
    • H02M3/02—Conversion of DC power input into DC power output without intermediate conversion into AC
    • H02M3/04—Conversion of DC power input into DC power output without intermediate conversion into AC by static converters
    • H02M3/10—Conversion of DC power input into DC power output without intermediate conversion into AC by static converters using discharge tubes with control electrode or semiconductor devices with control electrode
    • H02M3/145—Conversion of DC power input into DC power output without intermediate conversion into AC by static converters using discharge tubes with control electrode or semiconductor devices with control electrode using devices of a triode or transistor type requiring continuous application of a control signal
    • H02M3/155—Conversion of DC power input into DC power output without intermediate conversion into AC by static converters using discharge tubes with control electrode or semiconductor devices with control electrode using devices of a triode or transistor type requiring continuous application of a control signal using semiconductor devices only
    • H02M3/156—Conversion of DC power input into DC power output without intermediate conversion into AC by static converters using discharge tubes with control electrode or semiconductor devices with control electrode using devices of a triode or transistor type requiring continuous application of a control signal using semiconductor devices only with automatic control of output voltage or current, e.g. switching regulators
    • H02M3/158—Conversion of DC power input into DC power output without intermediate conversion into AC by static converters using discharge tubes with control electrode or semiconductor devices with control electrode using devices of a triode or transistor type requiring continuous application of a control signal using semiconductor devices only with automatic control of output voltage or current, e.g. switching regulators including plural semiconductor devices as final control devices for a single load
    • H02M3/1584—Conversion of DC power input into DC power output without intermediate conversion into AC by static converters using discharge tubes with control electrode or semiconductor devices with control electrode using devices of a triode or transistor type requiring continuous application of a control signal using semiconductor devices only with automatic control of output voltage or current, e.g. switching regulators including plural semiconductor devices as final control devices for a single load with a plurality of power processing stages connected in parallel
    • H02M3/1586—Conversion of DC power input into DC power output without intermediate conversion into AC by static converters using discharge tubes with control electrode or semiconductor devices with control electrode using devices of a triode or transistor type requiring continuous application of a control signal using semiconductor devices only with automatic control of output voltage or current, e.g. switching regulators including plural semiconductor devices as final control devices for a single load with a plurality of power processing stages connected in parallel switched with a phase shift, i.e. interleaved
    • 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
    • H02M7/00—Conversion of AC power input into DC power output; Conversion of DC power input into AC power output
    • H02M7/42—Conversion of DC power input into AC power output without possibility of reversal
    • H02M7/44—Conversion of DC power input into AC power output without possibility of reversal by static converters
    • H02M7/48—Conversion of DC power input into AC power output without possibility of reversal by static converters using discharge tubes with control electrode or semiconductor devices with control electrode
    • H02M7/53—Conversion of DC power input into AC power output without possibility of reversal by static converters using discharge tubes with control electrode or semiconductor devices with control electrode using devices of a triode or transistor type requiring continuous application of a control signal
    • H02M7/537—Conversion of DC power input into AC power output without possibility of reversal by static converters using discharge tubes with control electrode or semiconductor devices with control electrode using devices of a triode or transistor type requiring continuous application of a control signal using semiconductor devices only, e.g. single switched pulse inverters
    • H02M7/5387—Conversion of DC power input into AC power output without possibility of reversal by static converters using discharge tubes with control electrode or semiconductor devices with control electrode using devices of a triode or transistor type requiring continuous application of a control signal using semiconductor devices only, e.g. single switched pulse inverters in a bridge configuration
    • 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
    • H02M7/00—Conversion of AC power input into DC power output; Conversion of DC power input into AC power output
    • H02M7/42—Conversion of DC power input into AC power output without possibility of reversal
    • H02M7/44—Conversion of DC power input into AC power output without possibility of reversal by static converters
    • H02M7/48—Conversion of DC power input into AC power output without possibility of reversal by static converters using discharge tubes with control electrode or semiconductor devices with control electrode
    • H02M7/53—Conversion of DC power input into AC power output without possibility of reversal by static converters using discharge tubes with control electrode or semiconductor devices with control electrode using devices of a triode or transistor type requiring continuous application of a control signal
    • H02M7/537—Conversion of DC power input into AC power output without possibility of reversal by static converters using discharge tubes with control electrode or semiconductor devices with control electrode using devices of a triode or transistor type requiring continuous application of a control signal using semiconductor devices only, e.g. single switched pulse inverters
    • H02M7/5387—Conversion of DC power input into AC power output without possibility of reversal by static converters using discharge tubes with control electrode or semiconductor devices with control electrode using devices of a triode or transistor type requiring continuous application of a control signal using semiconductor devices only, e.g. single switched pulse inverters in a bridge configuration
    • H02M7/53871—Conversion of DC power input into AC power output without possibility of reversal by static converters using discharge tubes with control electrode or semiconductor devices with control electrode using devices of a triode or transistor type requiring continuous application of a control signal using semiconductor devices only, e.g. single switched pulse inverters in a bridge configuration with automatic control of output voltage or current
    • H02M7/53875—Conversion of DC power input into AC power output without possibility of reversal by static converters using discharge tubes with control electrode or semiconductor devices with control electrode using devices of a triode or transistor type requiring continuous application of a control signal using semiconductor devices only, e.g. single switched pulse inverters in a bridge configuration with automatic control of output voltage or current with analogue control of three-phase output
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
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    • H02P27/00—Arrangements or methods for the control of AC motors characterised by the kind of supply voltage
    • H02P27/04—Arrangements or methods for the control of AC motors characterised by the kind of supply voltage using variable-frequency supply voltage, e.g. inverter or converter supply voltage
    • H02P27/06—Arrangements or methods for the control of AC motors characterised by the kind of supply voltage using variable-frequency supply voltage, e.g. inverter or converter supply voltage using DC to AC converters or inverters
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
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    • H02P27/00—Arrangements or methods for the control of AC motors characterised by the kind of supply voltage
    • H02P27/04—Arrangements or methods for the control of AC motors characterised by the kind of supply voltage using variable-frequency supply voltage, e.g. inverter or converter supply voltage
    • H02P27/06—Arrangements or methods for the control of AC motors characterised by the kind of supply voltage using variable-frequency supply voltage, e.g. inverter or converter supply voltage using DC to AC converters or inverters
    • H02P27/08—Arrangements or methods for the control of AC motors characterised by the kind of supply voltage using variable-frequency supply voltage, e.g. inverter or converter supply voltage using DC to AC converters or inverters with pulse width modulation
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
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    • H02P5/00—Arrangements specially adapted for regulating or controlling the speed or torque of two or more electric motors
    • H02P5/74—Arrangements specially adapted for regulating or controlling the speed or torque of two or more electric motors controlling two or more AC dynamo-electric motors
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    • B60L2210/00—Converter types
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    • B60L2210/12—Buck converters
    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • B60L2210/00—Converter types
    • B60L2210/40—DC to AC 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
    • B60L2220/00—Electrical machine types; Structures or applications thereof
    • B60L2220/40—Electrical machine applications
    • B60L2220/42—Electrical machine applications with use of more than one motor
    • 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
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/40—Drive Train control parameters
    • B60L2240/42—Drive Train control parameters related to electric machines
    • B60L2240/421—Speed
    • 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
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/40—Drive Train control parameters
    • B60L2240/44—Drive Train control parameters related to combustion engines
    • B60L2240/441—Speed
    • 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
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/40—Drive Train control parameters
    • B60L2240/52—Drive Train control parameters related to converters
    • B60L2240/526—Operating parameters
    • 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
    • B60L2260/00—Operating Modes
    • B60L2260/20—Drive modes; Transition between modes
    • 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
    • B60L2260/00—Operating Modes
    • B60L2260/20—Drive modes; Transition between modes
    • B60L2260/22—Standstill, e.g. zero speed
    • 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
    • B60L2260/00—Operating Modes
    • B60L2260/20—Drive modes; Transition between modes
    • B60L2260/26—Transition between different drive modes
    • 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

Definitions

  • the present disclosure relates to the field of vehicle technology, and in particular, to a power drive circuit, system, method and vehicle.
  • the output power of the boost circuit of new energy vehicles is often less than the maximum output power of the battery pack. Limited by the output power of the boost circuit, the battery pack of new energy vehicles cannot output at the maximum output power, resulting in the inability to fully release the power of the new energy vehicle. . Most of the existing new energy vehicles add small power supply devices or energy storage devices in the vehicle to improve the vehicle's power, such as adding supercapacitors, but this will undoubtedly increase the manufacturing cost and volume of the vehicle.
  • the purpose of this disclosure is to provide a power drive circuit, system, method and vehicle to solve the above technical problems.
  • the present disclosure provides a power drive circuit, including: a battery pack, a first switch, a voltage adjustment circuit, a first bridge arm conversion circuit and a second bridge arm conversion circuit.
  • the voltage adjustment circuit The first end is connected to the first end of the battery pack, the second end is connected to the second end of the battery pack, and the first switch is respectively connected to the first end of the battery pack and the third end of the voltage adjustment circuit.
  • Three terminals, the first bridge arm conversion circuit and the second bridge arm conversion circuit are both connected in parallel between the second end and the third end of the voltage adjustment circuit, and the first bridge arm conversion circuit is used to communicate with The first motor of the vehicle is connected, and the second bridge arm conversion circuit is used to connect with the second motor of the vehicle.
  • the first bridge arm conversion circuit includes a first switch tube, a second switch tube, a third switch tube, a fourth switch tube, a fifth switch tube and a sixth switch tube, and the first switch tube
  • the input end is connected to the third end of the voltage adjustment circuit
  • the output end of the first switch tube is connected to the input end of the second switch tube
  • the output end of the second switch tube is connected to the voltage adjustment circuit.
  • the second end of the switch is connected, the input end of the third switch tube is connected to the input end of the first switch tube, the output end of the third switch tube is connected to the input end of the fourth switch tube, and the The output end of the fourth switch tube is connected to the output end of the second switch tube, the input end of the fifth switch tube is connected to the input end of the first switch tube, and the output end of the fifth switch tube is connected to The input end of the sixth switch tube is connected, the output end of the sixth switch tube is connected with the output end of the second switch tube, and the first power end of the first motor is connected with the first switch tube.
  • the output end is connected, the second power end of the first motor is connected to the output end of the third switching tube, and the third power end of the first motor is connected to the output end of the fifth switching tube.
  • the second bridge arm conversion circuit includes a seventh switch tube, an eighth switch tube, a ninth switch tube, a tenth switch tube, an eleventh switch tube and a twelfth switch tube.
  • the seventh switch tube The input end of the tube is connected to the third end of the voltage adjustment circuit, the output end of the seventh switch tube is connected to the input end of the eighth switch tube, and the output end of the eighth switch tube is connected to the voltage
  • the second end of the adjustment circuit is connected, the input end of the ninth switch tube is connected to the input end of the seventh switch tube, and the output end of the ninth switch tube is connected to the input end of the tenth switch tube,
  • the output end of the tenth switch tube is connected to the output end of the eighth switch tube, and the input end of the eleventh switch tube is connected to the input end of the seventh switch tube.
  • the eleventh switch tube The output end of the switch is connected to the input end of the twelfth switch, the output end of the twelfth switch is connected to the output end of the eighth switch, and the first power end of the second motor is connected to the The output terminal of the seventh switch tube is connected, the second power terminal of the second motor is connected to the output terminal of the ninth switch tube, and the third power terminal of the second motor is connected to the eleventh switch tube. output terminal connection.
  • the voltage adjustment circuit includes a thirteenth switch tube, a fourteenth switch tube, a fifteenth switch tube, a sixteenth switch tube, a first inductor and a second inductor, and the thirteenth switch tube
  • the input terminal and/or the input terminal of the fifteenth switching tube serves as the third terminal of the voltage adjustment circuit
  • the output terminal of the thirteenth switching tube is connected to the input terminal of the fourteenth switching tube
  • the output end of the fourteenth switch tube and/or the output end of the sixteenth switch tube serves as the second end of the voltage adjustment circuit, and the input end of the fifteenth switch tube is connected to the input end of the thirteenth switch tube.
  • the input end is connected, the output end of the fifteenth switching tube is connected to the input end of the sixteenth switching tube, and the output end of the sixteenth switching tube is connected to the output end of the fourteenth switching tube,
  • the first end of the first inductor is connected to the output end of the thirteenth switching tube, and the second end of the first inductor and/or the second end of the second inductor serves as the voltage adjustment circuit.
  • the first end of the second inductor is connected to the output end of the fifteenth switching tube, and the second end of the second inductor is connected to the second end of the first inductor.
  • the power driving circuit further includes a first capacitor connected in parallel between the second terminal and the third terminal of the voltage adjustment circuit.
  • the power drive circuit further includes a precharge circuit and a second capacitor.
  • the first end of the voltage adjustment circuit is connected to the first end of the battery pack through the precharge circuit.
  • the second capacitor is connected in parallel. Between the first terminal of the voltage adjustment circuit and the second terminal of the battery pack.
  • the precharge circuit includes a second switch, a third switch and a current limiting resistor, the first end of the second switch serves as the first end of the precharge circuit, and the second end of the second switch serves as the first end of the precharge circuit.
  • the terminal is used as the second terminal of the precharge circuit, and the branch circuit in which the third switch and the current limiting resistor are connected in series is connected in parallel to both ends of the second switch.
  • the power drive circuit further includes a fuse, the fuse is connected in series between the first end of the battery pack and the first switch, and the first end of the voltage adjustment circuit is connected to the An end of the fuse away from the first end of the battery pack.
  • the present disclosure provides a power drive system, including: an engine, a first motor, a second motor, and a power drive circuit as described in the first aspect; wherein the first motor and the second motor are respectively is connected to the engine, and the second motor is connected to the engine.
  • the present disclosure provides a power driving method for controlling the power driving system as described in the second aspect, the method comprising:
  • the target driving mode is a starting mode or a starting enhanced mode
  • the first switch, the voltage adjustment circuit, the first bridge arm conversion circuit and the second bridge arm conversion circuit in the power drive system are controlled to Enter the target driving mode described, including:
  • the target driving mode is a low-speed constant-speed driving mode, a high-speed constant-speed driving mode, an acceleration mode or an acceleration-enhanced mode, and the control of the first switch, the voltage adjustment circuit, and the first bridge arm transformation in the power drive system circuit and the second bridge arm conversion circuit to enter the target driving mode, including:
  • the power driving method includes:
  • the present disclosure provides a vehicle, including:
  • the engine, the first motor and the second motor in the power drive system are all connected to the wheels.
  • the vehicle further includes a control device connected to the first switch, the voltage adjustment circuit, the first bridge arm conversion circuit and the second bridge arm conversion circuit in the power drive system, and is used to control the third bridge arm conversion circuit.
  • the battery pack can skip the voltage adjustment circuit and directly supply power to the first bridge arm conversion circuit and the second bridge arm conversion circuit, thereby realizing the battery pack High power output, thereby improving the power of the vehicle.
  • the first switch is turned off, the voltage of the battery pack can be increased through the voltage adjustment circuit, thereby ensuring that the motor operates in a high-efficiency zone and reducing energy consumption and losses.
  • Figure 1 shows a schematic diagram of a vehicle provided by an exemplary embodiment
  • Figure 2 shows a schematic diagram of a power drive circuit provided by an exemplary embodiment
  • Figure 3 shows another schematic diagram of a power drive circuit provided by an exemplary embodiment
  • Figure 4 shows a flow chart of a power driving method provided by an exemplary embodiment
  • 5 to 12 are schematic diagrams of the working process of the power drive system for different driving modes provided by an exemplary embodiment.
  • the improvement of power can be solved by increasing the output power
  • the improvement of economy can be solved by increasing the bus voltage
  • the improvement of convenience can be solved by shortening the charging time.
  • the output power of the boost circuit of existing new energy vehicles cannot reach the maximum output power of the battery pack.
  • the battery pack of new energy vehicles cannot output at the maximum output power, resulting in new The power of energy vehicles cannot be fully released.
  • embodiments of the present disclosure provide a power drive circuit that can improve the power, economy and convenience of the vehicle.
  • the improvement in power is to enable the battery pack to skip the voltage adjustment circuit. Get rid of the limitations of the power devices in the voltage adjustment circuit, directly supply power to the first motor and the second motor, increase the output power and output current, increase the torque of the first motor, thereby improving the power; the improvement of economy lies in converting the battery to the voltage adjustment circuit.
  • the voltage of the package is increased to the bus voltage (in this disclosure, it refers to the output voltage between the second terminal and the third terminal of the voltage adjustment circuit), ensuring that the motor operates in a high-efficiency area, reducing energy consumption and losses, and in addition, through recovery during braking Electric energy is transferred to the battery pack, thereby improving economy; the convenience is improved by charging directly to the battery pack, shortening the charging time, thereby improving convenience.
  • the bus voltage in this disclosure, it refers to the output voltage between the second terminal and the third terminal of the voltage adjustment circuit
  • FIG. 1 shows a schematic diagram of a vehicle provided by an exemplary embodiment. Please refer to FIG. 1 .
  • the vehicle 1 includes: a power drive system 10 and wheels 11 .
  • the power drive system 10 is used to drive the wheels 11 to rotate.
  • the power drive system 10 includes: an engine 101 , a first motor 102 , a second motor 103 and a power drive circuit 104 .
  • the engine 101, the first motor 102 and the second motor 103 in the power drive system 10 are all connected to the wheels 11.
  • the first motor 102 is connected to the second motor 103 and the engine 101 respectively, and the second motor 103 is connected to the engine 101.
  • the first motor 102 represents a driving motor
  • the second motor 103 represents a generator
  • the first motor 102 and the second motor 103 between the first motor 102 and the engine 101
  • the second motor 103 and the engine 101 Can be connected via mechanical coupling.
  • the engine 101 is connected to the wheel 11 through a mechanical coupling and a clutch
  • the first motor 102 is connected to the wheel 11 through a mechanical coupling
  • the second motor 103 is connected to the wheel 11 through a mechanical coupling and a clutch.
  • the first motor 102 and the second motor 103 are connected through a mechanical coupling and a clutch.
  • the first motor 102 and the engine 101 are also connected through a mechanical coupling and a clutch.
  • the second motor 103 and the engine 101 are connected through a mechanical coupling.
  • this disclosure does not exclude other connection methods between the first motor 102 and the second motor 103, between the first motor 102 and the engine 101, and between the second motor 103 and the engine 101, as long as the first motor 102 and the second motor 103 can be connected.
  • the connection methods of the motor 102, the second motor 103 and the engine 101 to drive the wheel 11 to rotate should all be included in this disclosure.
  • the power drive circuit 104 includes: a battery pack 201, a first switch 202, a voltage adjustment circuit 203, a first bridge arm conversion circuit 204 and a second bridge arm conversion circuit 205.
  • the voltage adjustment circuit 203 The first end of the battery pack 201 is connected to the first end of the battery pack 201, the second end of the voltage adjustment circuit 203 is connected to the second end of the battery pack 201, and the first switch 202 is connected to the first end of the battery pack 201 and the voltage adjustment circuit 203.
  • first bridge arm conversion circuit 204 and the second bridge arm conversion circuit 205 are both connected in parallel between the second end and the third end of the voltage adjustment circuit 203,
  • the first arm conversion circuit 204 is used to connect to the first motor 102
  • the second bridge arm conversion circuit 205 is used to connect to the second motor 103 .
  • the first end of the battery pack 201 represents the positive electrode of the battery pack 201
  • the second end of the battery pack 201 represents the negative electrode of the battery pack 201
  • the first motor 102 represents the driving motor
  • the second motor 103 represents the generator.
  • the vehicle 1 also includes: a control device (not shown), which is connected with the first switch 202, the voltage adjustment circuit 203, the first bridge arm conversion circuit 204 and the second bridge arm in the power drive system 10
  • the conversion circuit 205 is connected, and the control device is used to control the first switch 202, the voltage adjustment circuit 203, the first bridge arm conversion circuit 204 and the second bridge arm conversion circuit 205.
  • the first switch 202, the voltage adjustment circuit 203, the first bridge arm conversion circuit 204 and the second bridge arm conversion circuit 205 are connected to a control device, which is used to determine the target driving of the vehicle 1 at the next moment. mode, and controls the first switch 202 to be turned on or off according to the target driving mode, and controls the working states of the voltage adjustment circuit 203, the first bridge arm conversion circuit 204 and the second bridge arm conversion circuit 205.
  • the control device can control the voltage adjustment circuit 203 to boost the voltage (boost the voltage provided by the battery pack), or step down (step the voltage provided by the first bridge arm conversion circuit and/or the second bridge arm conversion circuit). step down).
  • control device can also control the first bridge arm conversion circuit 204 and the second bridge arm conversion circuit 205 to work or not. Specifically, the control device can control the first bridge arm conversion circuit 204 and the second bridge arm conversion circuit 205 to operate. Works forward (DC to AC) or reverse (AC to DC).
  • the battery pack 201 skips the voltage adjustment circuit 203 and directly supplies power to the first bridge arm conversion circuit 204 and the second bridge arm conversion circuit 205 through the turned on first switch 202.
  • This solves the problem of limited vehicle power due to the output power of the voltage adjustment circuit 203 being less than the output power of the battery pack 201, and improves the output power and motor torque.
  • the output power can measure the maximum speed of the vehicle, and the output power is positively correlated with the maximum speed of the vehicle;
  • the motor torque can measure the acceleration capability of the vehicle, and the motor torque is positively correlated with the acceleration performance of the vehicle.
  • the vehicle's dynamic performance is significantly improved.
  • the voltage adjustment circuit 203 may function as a boost circuit or a buck circuit.
  • the voltage adjustment circuit 203 boosts the voltage of the battery pack 201 to the bus voltage and supplies power to the first bridge arm conversion circuit 204 and the second bridge arm conversion circuit 205.
  • the voltage adjustment circuit 203 The increase in the output voltage can ensure that the first motor 102 and the second motor 103 work in the high-efficiency zone, reducing their energy consumption and losses, thereby improving the economy of the vehicle; when the voltage adjustment circuit 203 acts as a step-down circuit, the bus voltage After the voltage is reduced, the voltage is output to the battery pack 201 to charge the battery pack 201, ensuring the stability of the output voltage and realizing energy recovery, thus improving the economy of the vehicle.
  • control device can be used to control the on and off of the first switch 202 to control whether the battery pack 201 supplies power to the first bridge arm conversion circuit 204 and the second bridge arm conversion circuit 205 through the voltage adjustment circuit 203.
  • the control device can also realize the conversion between power and economy.
  • FIG. 2 shows a schematic diagram of a power drive circuit provided by an exemplary embodiment.
  • the first bridge arm conversion circuit 204 includes: a first switch tube 401, a second switch tube 402, and a third switch tube 403. , the fourth switch tube 404, the fifth switch tube 405 and the sixth switch tube 406.
  • the input terminal of the first switch tube 401 is connected to the third terminal of the voltage adjustment circuit 203, and the output terminal of the first switch tube 401 is connected to the second switch tube.
  • the input end of the tube 402 is connected, the output end of the second switch tube 402 is connected to the second end of the voltage adjustment circuit 203, the input end of the third switch tube 403 is connected to the input end of the first switch tube 401, and the third switch tube 403
  • the output end of the fourth switch tube 404 is connected to the input end of the fourth switch tube 404.
  • the output end of the fourth switch tube 404 is connected to the output end of the second switch tube 402.
  • the input end of the fifth switch tube 405 is connected to the input end of the first switch tube 401.
  • the output end of the fifth switch tube 405 is connected to the input end of the sixth switch tube 406, the output end of the sixth switch tube 406 is connected to the output end of the second switch tube 402, and the first power end of the first motor 102 is connected to
  • the output terminal of the first switch tube 401 is connected, the second power terminal of the first motor 102 is connected to the output terminal of the third switch tube 403 , and the third power terminal of the first motor 102 is connected to the output terminal of the fifth switch tube 405 .
  • control terminals of the first switching tube 401, the second switching tube 402, the third switching tube 403, the fourth switching tube 404, the fifth switching tube 405 and the sixth switching tube 406 are used to connect to a control device, and the control device The on and off of each switch tube is controlled through the control end of each switch tube, thereby controlling the working state of the first bridge arm conversion circuit 204.
  • each switch tube in the first bridge arm conversion circuit 204 can be an IGBT or a MOS tube. If it is an IGBT, the control terminal of each switch tube is a gate, the input terminal is a collector, and the output terminal is an emitter. Taking IGBT as an example, the control device controls the working state of the first bridge arm conversion circuit 204 by sending a high level or a low level to the gate of each switch tube to turn on or off each switch tube accordingly.
  • control device sends a high level to the control terminals of the first switch tube 401, the third switch tube 403, and the fifth switch tube 405, so that the first switch tube 401, the third switch tube 403, and the fifth switch tube 405 are turned on.
  • the control device sends a low level to the control end of each switch tube in the first bridge arm conversion circuit 204, so that each switch tube in the first bridge arm conversion circuit 204 is turned off, thereby causing the third arm conversion circuit 204 to turn off.
  • One-leg conversion circuit 204 does not work.
  • the first bridge arm conversion circuit 204 When the first bridge arm conversion circuit 204 operates and obtains the voltage provided from the second terminal and the third terminal of the voltage adjustment circuit 203 , the first bridge arm conversion circuit 204 converts the direct current into three-phase alternating current and passes it through the first motor 102 The first power terminal, the second power terminal and the third power terminal supply power to the first motor 102. After the first motor 102 is powered, it drives the wheel 11 to rotate; when the first bridge arm conversion circuit 204 works and obtains power from the first When the voltage provided by the motor 102 is met, the first bridge arm conversion circuit 204 converts the three-phase alternating current into direct current to recover electric energy to the battery pack 201 .
  • the second bridge arm conversion circuit 205 includes: a seventh switching tube 501, an eighth switching tube 502, a ninth switching tube 503, a tenth switching tube 504, an eleventh switching tube 505 and
  • the input terminal of the twelfth switch tube 506 and the seventh switch tube 501 is connected to the third terminal of the voltage adjustment circuit 203.
  • the output terminal of the seventh switch tube 501 is connected to the input terminal of the eighth switch tube 502.
  • the eighth switch tube 502 The output terminal is connected to the second terminal of the voltage adjustment circuit 203, the input terminal of the ninth switch tube 503 is connected to the input terminal of the seventh switch tube 501, the output terminal of the ninth switch tube 503 is connected to the input terminal of the tenth switch tube 504 connection, the output end of the tenth switch tube 504 is connected to the output end of the eighth switch tube 502, the input end of the eleventh switch tube 505 is connected to the input end of the seventh switch tube 501, and the output end of the eleventh switch tube 505
  • the input terminal of the twelfth switch tube 506 is connected, the output terminal of the twelfth switch tube 506 is connected to the output terminal of the eighth switch tube 502 , the first power terminal of the second motor 103 is connected to the output terminal of the seventh switch tube 501
  • the second power terminal of the second motor 103 is connected to the output terminal of the ninth switching tube 503 , and the third power terminal of the second motor 103 is connected to the output terminal of the eleven
  • control ends of the seventh switching tube 501, the eighth switching tube 502, the ninth switching tube 503, the tenth switching tube 504, the eleventh switching tube 505 and the twelfth switching tube 506 are used to connect with the control device.
  • the control device controls the on and off of each switch tube through the control terminal of each switch tube, thereby controlling the working state of the second bridge arm conversion circuit 205.
  • each switch tube in the second bridge arm conversion circuit 205 can be an IGBT or MOS tube. If it is an IGBT, the control terminal of each switch tube is a gate, the input terminal is a collector, and the output terminal is an emitter. Taking IGBT as an example, the control device controls the working state of the second arm conversion circuit 205 by sending a high level or a low level to the gate of each switch tube to turn on or off each switch tube accordingly.
  • the control device sends a high level to the control terminals of the seventh switch tube 501, the ninth switch tube 503, and the eleventh switch tube 505, so that the seventh switch tube 501, the ninth switch tube 503, and the eleventh switch tube 505 is turned on, and a low level is sent to the control terminals of the eighth switch tube 502, the tenth switch tube 504, and the twelfth switch tube 506, so that the eighth switch tube 502, the tenth switch tube 504, and the twelfth switch tube 506 Turn off, thereby making the second bridge arm conversion circuit 205 work; the control device sends a low level to the control end of each switch tube in the second bridge arm conversion circuit 205, causing each switch tube in the second bridge arm conversion circuit 205 to turn off , so that the second bridge arm conversion circuit 205 does not work.
  • the second bridge arm conversion circuit 205 When the second bridge arm conversion circuit 205 operates and obtains the voltage provided from the second terminal and the third terminal of the voltage adjustment circuit 203 , the second bridge arm conversion circuit 205 converts the direct current into three-phase alternating current and passes it through the second motor 103 of The first power terminal, the second power terminal and the third power terminal supply power to the second motor 103. After the second motor 103 is powered, it drives the wheel 11 to rotate or assists the engine 101 to work; when the second bridge arm conversion circuit 205 is working, but When the voltage provided by the second motor 103 is obtained, the second arm conversion circuit 205 converts the three-phase alternating current into direct current to recover electric energy to the battery pack 201 .
  • the voltage adjustment circuit 203 includes: a thirteenth switching tube 301 , a fourteenth switching tube 302 , a fifteenth switching tube 303 , a sixteenth switching tube 304 , a first inductor 305 and a first switching tube 305 .
  • the second inductor 306, the input terminal of the thirteenth switch tube 301 and/or the input terminal of the fifteenth switch tube 303 serve as the third terminal of the voltage adjustment circuit 203, and the output terminal of the thirteenth switch tube 301 and the fourteenth switch tube
  • the input terminal of 302 is connected, the output terminal of the fourteenth switch tube 302 and/or the output terminal of the sixteenth switch tube 304 serves as the second terminal of the voltage adjustment circuit 203, and the input terminal of the fifteenth switch tube 303 is connected with the thirteenth switch tube 302.
  • the input end of the switch tube 301 is connected, the output end of the fifteenth switch tube 303 is connected with the input end of the sixteenth switch tube 304, the output end of the sixteenth switch tube 304 is connected with the output end of the fourteenth switch tube 302,
  • the first end of the first inductor 305 is connected to the output end of the thirteenth switch 301, and the second end of the first inductor 305 and/or the second end of the second inductor 306 serves as the first end of the voltage adjustment circuit 203.
  • the first end of the second inductor 306 is connected to the output end of the fifteenth switching tube 303, and the second end of the second inductor 306 is connected to the second end of the first inductor 305.
  • the input end of the thirteenth switch transistor 301 is connected to the input end of the fifteenth switch transistor 303, the input end of the thirteenth switch transistor 301 and the input end of the fifteenth switch transistor 303 can both be used as voltage regulators.
  • the third terminal of the circuit 203; the output terminal of the fourteenth switch tube 302 is connected to the output terminal of the sixteenth switch tube 304, so the output terminal of the fourteenth switch tube 302 and the output terminal of the sixteenth switch tube 304 are both It can be used as the third terminal of the voltage adjustment circuit 203.
  • control terminals of the thirteenth switch tube 301, the fourteenth switch tube 302, the fifteenth switch tube 303, and the sixteenth switch tube 304 are used to connect with the control device, and the control device is connected through the control terminal of each switch tube.
  • the on-off state of each switch tube is controlled to control the working state of the voltage adjustment circuit 203 .
  • each switch tube in the voltage adjustment circuit 203 can be an IGBT or a MOS tube. If it is an IGBT, the control terminal of each switch tube is a gate, the input terminal is a collector, and the output terminal is an emitter. Taking IGBT as an example, the control device controls the working state of the voltage adjustment circuit 203 by sending a high level or a low level to the gate of each switch tube to turn on or off each switch tube accordingly.
  • the voltage adjustment circuit 203 When the voltage adjustment circuit 203 is working, it can function as a boost circuit or a buck circuit.
  • the boost circuit or the buck circuit For the specific functions of the boost circuit or the buck circuit, please refer to the previous description and will not be repeated here.
  • the control device sends a high level to the control terminals of the thirteenth switching tube 301 and the sixteenth switching tube 304 to turn on the thirteenth switching tube 301 and the sixteenth switching tube 304, and sends a low level to the control terminals of the thirteenth switching tube 301 and the sixteenth switching tube 304.
  • the control terminals of the fourteenth switch tube 302 and the sixteenth switch tube 304 turn off the fourteenth switch tube 302 and the fifteenth switch tube 303, thereby making the voltage adjustment circuit 203 work; the control device sends a low level to the voltage adjustment circuit
  • the control end of each switch tube in the circuit 203 turns off each switch tube in the voltage adjustment circuit 203, so that the voltage adjustment circuit 203 does not work.
  • a two-phase interleaved parallel structure is adopted.
  • the two-phase interleaved parallel structure can make the output power of the voltage adjustment circuit 203 reach 40kW with smaller ripples, and currently on the market
  • the output power of the boost circuit is smaller than 40kW and the ripple is larger.
  • the output power of the boost circuit can be increased, allowing the battery pack 201 to output the maximum output power, ensuring that the first motor 102 and the second motor 103 operate in a high-efficiency zone, reducing the energy consumption and losses of the first motor 102 and the second motor 103, thereby improving the economy of the vehicle.
  • FIG 3 shows another schematic diagram of the power drive circuit provided by an exemplary embodiment. Please refer to Figure 3.
  • the power drive circuit 104 also includes: a first capacitor 206.
  • the first capacitor 206 is connected in parallel to the second capacitor of the voltage adjustment circuit 203. between the end and the third end.
  • the first capacitor 206 is used to stabilize the output voltage of the voltage adjustment circuit 203, making the power drive circuit 104 safer and more effective.
  • the power drive circuit 104 also includes: a precharge circuit 208 and a second capacitor 207.
  • the first end of the voltage adjustment circuit 203 is connected to the first end of the battery pack 201 through the precharge circuit 208, and the second capacitor 207 is connected in parallel between the first end of the voltage adjustment circuit 203 and the second end of the battery pack 201.
  • the first end of the battery pack 201 represents the positive electrode, and the second end of the battery pack 201 represents the negative electrode.
  • the first end of the precharge circuit 208 is connected between the positive electrode of the battery pack 201 and the first switch 202, the second end of the precharge circuit 208 is connected to the first end of the voltage adjustment circuit 203, and the second capacitor 207 is connected in parallel with the precharge circuit. between the second terminal of 208 and the negative electrode of the battery pack 201.
  • the working state of the precharging circuit 208 is controlled by the control device.
  • the control device controls the first switch 202 to open, the control device also controls the precharging circuit 208 to start.
  • the precharging circuit 208 is used to precharge the second capacitor 207 .
  • the precharge circuit 208 includes a second switch 601, a third switch 602 and a current limiting resistor 603.
  • the first end of the second switch 601 serves as the first end of the precharge circuit 208, and the second The second end of the switch 601 serves as the second end of the precharge circuit 208.
  • the branch of the third switch 602 and the current limiting resistor 603 connected in series is connected in parallel to both ends of the second switch 601.
  • the control device is specifically used to control the conduction or disconnection of the second switch 601 and the third switch 602 in the precharge circuit 208.
  • the control device can simultaneously control the second switch 601 to be disconnected. and the third switch 602 are turned on.
  • the battery pack 201 sequentially precharges the second capacitor 207 through the third switch 602 and the current limiting resistor 603; the control device can also be used to control the second switch 601 to be turned on and the third switch 602 to be turned on.
  • the three switches 602 are turned off.
  • the precharging circuit 208 stops precharging the second capacitor 207, and the entire precharging circuit 208 acts as a conductor, so that the voltage adjustment circuit 203 is directly connected to the positive electrode of the battery pack 201.
  • the charging circuit 208 performs control.
  • the precharging circuit 208 starts, the current limiting resistor 603 is connected to the circuit to limit the instantaneous current.
  • the precharging circuit 208 is controlled to stop working, so that the entire circuit is normal. Work. Therefore, the precharge circuit 208 can play a role in protecting the power driving circuit 104 .
  • the power drive circuit 104 also includes a fuse 209 , the fuse 209 is connected in series between the first end of the battery pack 201 and the first switch 202 , and the first end of the voltage adjustment circuit 203 is connected to At an end of the fuse 209 away from the first end of the battery pack 201 .
  • the first end of the battery pack 201 represents the positive electrode, that is, the fuse 209 is connected in series between the positive electrode of the battery pack 201 and the first switch 202. Therefore, the first end of the voltage adjustment circuit 203 is connected between the fuse 209 and the first switch. 202, and the first end of the precharge circuit 208 is connected between the fuse 209 and the first switch 202. In addition, the fuse 209 is always in a working state to protect the safety of the power drive circuit 104 so that it can work normally.
  • embodiments of the present disclosure provide a power driving method, which is used to control the above-mentioned power driving system 10 . It is worth noting that this method can control the first switch 202 to be turned on or off according to the target driving mode of the vehicle 1 at the next moment, and control the voltage adjustment circuit 203, the first bridge arm conversion circuit 204 and the second bridge arm conversion circuit 205 working status.
  • the driving modes of vehicle 1 include but are not limited to starting mode, starting enhanced mode, low speed constant speed driving mode, high speed constant speed driving mode, acceleration mode, acceleration enhanced mode, braking energy storage mode and parking power generation mode.
  • the method can be applied in a control device.
  • Figure 4 shows a flow chart of a power driving method provided by an exemplary embodiment. Please refer to Figure 4.
  • the power driving method includes:
  • S401 Obtain the speed information of the first motor, the second motor and the engine in the power drive system.
  • the first motor represents a driving motor
  • the second motor represents a generator
  • S402 Based on the rotational speed information, determine the target driving mode of the vehicle at the next moment.
  • the high-speed constant speed mode is executed.
  • S403 control the first switch, voltage adjustment circuit, first bridge arm conversion circuit and second bridge arm conversion circuit in the power drive system to enter the target driving mode.
  • the working states of the first switch, the voltage adjustment circuit, the first bridge arm conversion circuit and the second bridge arm conversion circuit in the power drive system are controlled to enter the target driving mode.
  • FIGS. 5 to 12 show schematic diagrams of the working process of the power drive system for different driving modes provided by an exemplary embodiment. The working process of the power drive system will be described below with reference to FIGS. 5 to 12 .
  • the target driving mode at the next moment is the starting mode.
  • the first switch 202 is controlled to be turned on, the voltage adjustment circuit 203 is controlled not to operate, and the first bridge arm is controlled to change
  • the circuit 204 and the second bridge arm conversion circuit 205 convert DC to AC to enter the starting mode.
  • the engine 101 is in a closed state.
  • the control device controls the first switch 202 to be turned on.
  • the turned-on first switch 202 acts as a conductor, so that the battery pack 201 skips the voltage adjustment circuit 203 and directly switches to the first bridge arm conversion circuit 204 and the second bridge arm conversion circuit.
  • 205 supplies power so that the battery pack 201 reaches the maximum output power;
  • the control device controls the first bridge arm conversion circuit 204 and the second bridge arm conversion circuit 205 to convert DC to AC, and the first bridge arm conversion circuit 204 converts the DC power output by the voltage adjustment circuit 203 It is converted into three-phase alternating current and supplies power to the first motor 102 to control the operation of the first motor 102.
  • the second bridge arm conversion circuit 205 converts the direct current output by the voltage adjustment circuit 203 into three-phase alternating current and supplies power to the second motor 103 to control the operation of the first motor 102.
  • the second motor 103 is controlled to work.
  • the second motor 103 functions as a motor.
  • the first motor 102 represents a driving motor
  • the second motor 103 represents a generator.
  • the first motor 102 is connected to the wheel 11 through a mechanical coupling
  • the second motor 103 is connected to the wheel 11 through a mechanical coupling and a clutch. Therefore, the first motor 102 and the second motor 103 jointly drive the wheel 11 through a mechanical coupling and a clutch. Rotation improves the power of the vehicle in the starting stage.
  • the target driving mode at the next moment is the starting enhanced mode.
  • the first switch 202 is controlled to be turned on, the voltage adjustment circuit 203 is controlled not to operate, and the first bridge arm is controlled.
  • the conversion circuit 204 converts DC to AC, and controls the second bridge arm conversion circuit 205 to convert DC to AC or AC to DC to enter the starting enhancement mode.
  • the starting enhanced mode has the engine 101 in a running state, providing more power for the vehicle, and is a more powerful starting mode.
  • the control device controls the first switch 202 to be turned on.
  • the turned-on first switch 202 acts as a conductor, so that the battery pack 201 skips the voltage adjustment circuit 203 and directly switches to the first bridge arm conversion circuit 204 and the second bridge arm conversion circuit.
  • 205 supplies power so that the battery pack 201 reaches the maximum output power;
  • the control device controls the first bridge arm conversion circuit 204 to convert DC to AC.
  • the first bridge arm conversion circuit 204 converts the DC power output by the voltage adjustment circuit 203 into three-phase AC power to the third phase AC power.
  • a motor 102 supplies power to control the operation of the first motor 102.
  • the control device controls the working state of the second bridge arm conversion circuit 205 as appropriate to prevent the engine 101 from rotating too fast or too slowly.
  • the second motor 103 and the engine 101 convert the excess mechanical energy generated by the engine 101 into electrical energy, and the control device controls the second bridge arm conversion circuit 205 to communicate.
  • DC convert the three-phase alternating current output by the second motor 103 into direct current to supply power to the first bridge arm conversion circuit 204 and the second bridge arm conversion circuit 205;
  • the second motor 103 functions as an electric motor to assist the engine 101 in working.
  • the engine 101 is connected to the wheel 11 through a mechanical coupling and a clutch
  • the first motor 102 is connected to the wheel 11 through a mechanical coupling
  • the second motor 103 is connected to the wheel 11 through a mechanical coupling and a clutch.
  • the first bridge arm conversion circuit 204 is controlled to convert DC to AC
  • the second bridge arm conversion circuit 205 is controlled to convert AC to DC.
  • the engine 101 and the first motor 102 are mechanically coupled and clutched.
  • the wheels 11 are jointly driven to rotate; when the engine 101 rotates too slowly, the first bridge arm conversion circuit 204 and the second bridge arm conversion circuit 205 are controlled to convert DC to AC, and the engine 101, the first motor 102 and the second motor 103 are mechanically coupled. and the clutch jointly drive the wheels 11 to rotate, which greatly improves the power of the vehicle in the starting stage.
  • the target driving mode at the next moment is the low-speed and constant-speed driving mode.
  • the first switch 202 is controlled to be turned off
  • the voltage adjustment circuit 203 is controlled to boost the voltage
  • the first switch 202 is controlled to turn off.
  • the bridge arm conversion circuit 204 converts DC to AC, and controls the second bridge arm conversion circuit 205 to not work or to convert DC to AC to enter the low-speed constant speed driving mode.
  • the engine 101 is in a closed state.
  • the control device controls the first switch 202 to turn off, and the battery pack 201 supplies power to the first bridge arm conversion circuit 204 and the second bridge arm conversion circuit 205 through the voltage adjustment circuit 203.
  • the voltage adjustment circuit 203 acts as a boost circuit
  • the control device controls the first bridge arm conversion circuit 204 to convert DC to AC
  • the arm conversion circuit 204 converts the direct current output by the voltage adjustment circuit 203 into three-phase alternating current, and supplies power to the first motor 102 to control the operation of the first motor 102 and maintain the wheel 11 rotating at a constant speed.
  • the control device controls the second arm conversion circuit as appropriate. 205 working status.
  • the control device controls the second bridge arm conversion circuit 205 not to operate; when the power provided by the first motor 102 for the vehicle is insufficient, the control device controls the second bridge arm conversion circuit 205 .
  • the circuit 205 converts DC power into AC power
  • the second bridge arm conversion circuit 205 converts the DC power output by the voltage adjustment circuit 203 into three-phase AC power, and supplies power to the second motor 103 to control the operation of the second motor 103.
  • the second motor 103 acts as Motor function.
  • the engine 101 is connected to the wheel 11 through a mechanical coupling and a clutch
  • the first motor 102 is connected to the wheel 11 through a mechanical coupling
  • the second motor 103 is connected to the wheel 11 through a mechanical coupling and a clutch.
  • the first arm conversion circuit 204 converts DC to AC
  • the second arm conversion circuit 205 does not work.
  • the first motor 102 drives the wheels through mechanical coupling. 11 rotates at a constant speed; when the power provided by the first motor 102 for the vehicle is insufficient, the first bridge arm conversion circuit 204 and the second bridge arm conversion circuit 205 perform DC to AC conversion.
  • the first motor 102 and the second motor 103 pass through the mechanical The coupling and the clutch jointly drive the wheels 11 to rotate, which improves the vehicle's power in the low-speed and constant-speed stage.
  • the output voltage of the voltage adjustment circuit 203 increases, and the first motor 102 is only used to maintain the vehicle running at a constant speed, thereby reducing losses and improving the economy of the vehicle.
  • the target driving mode at the next moment is the high-speed and constant speed driving mode.
  • the first switch 202 is controlled to be turned off
  • the voltage adjustment circuit 203 is controlled to boost the voltage
  • the first switch 202 is controlled to turn off.
  • the bridge arm conversion circuit 204 converts DC to AC, and controls the second bridge arm conversion circuit 205 to convert DC to AC or AC to DC to enter the high-speed and constant speed driving mode.
  • the high-speed and constant-speed driving mode compared with the low-speed and constant-speed driving mode, the high-speed and constant-speed driving mode has the engine 101 in a running state, which provides more power for the vehicle. It is a more dynamic and constant-speed driving mode.
  • the control device controls the first switch 202 to turn off, and the battery pack 201 supplies power to the first bridge arm conversion circuit 204 and the second bridge arm conversion circuit 205 through the voltage adjustment circuit 203.
  • the voltage adjustment circuit 203 acts as a boost circuit
  • the control device controls the first bridge arm conversion circuit 204 to convert DC to AC
  • the arm conversion circuit 204 converts the direct current output by the voltage adjustment circuit 203 into three-phase alternating current, and supplies power to the first motor 102 to control the operation of the first motor 102 and maintain the wheel 11 rotating at a constant speed.
  • the control device controls the second arm conversion circuit as appropriate.
  • the working state of 205 is used to prevent the engine 101 from rotating too fast or too slowly.
  • the control device controls the second bridge arm conversion circuit 205 to convert AC to DC, converting the three-phase alternating current output by the second motor 103 into direct current to provide the first bridge arm conversion circuit 204 and the second bridge arm.
  • the conversion circuit 205 supplies power; when the engine 101 rotates too slowly, the second motor 103 acts as a motor to assist the engine 101 in working.
  • the engine 101 is connected to the wheel 11 through a mechanical coupling and a clutch
  • the first motor 102 is connected to the wheel 11 through a mechanical coupling
  • the second motor 103 is connected to the wheel 11 through a mechanical coupling and a clutch.
  • the first bridge arm conversion circuit 204 is controlled to convert DC to AC
  • the second bridge arm conversion circuit 205 is controlled to convert AC to DC.
  • the engine 101 and the first motor 102 are mechanically coupled and clutched.
  • the wheels 11 are jointly driven to rotate; when the engine 101 rotates too slowly, the first bridge arm conversion circuit 204 and the second bridge arm conversion circuit 205 are controlled to convert DC to AC, and the engine 101, the first motor 102 and the second motor 103 are mechanically coupled. and the clutch jointly drive the wheels 11 to rotate, which greatly improves the power of the vehicle in the high-speed and constant-speed stage.
  • the target driving mode at the next moment is the acceleration mode.
  • the first switch 202 is controlled to be turned on, the voltage adjustment circuit 203 is controlled not to operate, and the first bridge arm is controlled to change
  • the circuit 204 and the second bridge arm conversion circuit 205 convert DC to AC to enter the acceleration mode.
  • the engine 101 is in a closed state.
  • control device controls the voltage adjustment circuit 203 to not work, so that the previously increased output voltage of the voltage adjustment circuit 203 gradually decreases until it drops to the voltage of the battery pack 201, and then the control device controls the first switch 202 to turn on.
  • the control device controls the first switch 202 to be turned on.
  • the turned-on first switch 202 acts as a conductor, so that the battery pack 201 skips the voltage adjustment circuit 203 and directly switches to the first bridge arm conversion circuit 204 and the second bridge arm conversion circuit.
  • 205 supplies power, the battery pack 201 reaches the maximum output power;
  • the control device controls the first bridge arm conversion circuit 204 and the second bridge arm conversion circuit 205 to convert DC to AC, and the first bridge arm conversion circuit 204 converts the DC power output by the voltage adjustment circuit 203 It is a three-phase alternating current and supplies power to the first motor 102 to control the operation of the first motor 102.
  • the second bridge arm conversion circuit 205 converts the direct current output by the voltage adjustment circuit 203 into a three-phase alternating current and supplies power to the second motor 103 to control the operation of the first motor 102.
  • the second motor 103 is working, and at this time, the second motor 103 functions as a motor.
  • the engine 101 is connected to the wheel 11 through a mechanical coupling and a clutch
  • the first motor 102 is connected to the wheel 11 through a mechanical coupling
  • the second motor 103 is connected to the wheel 11 through a mechanical coupling and a clutch. Therefore, the first motor 102 and the second motor 103 jointly drive the wheel 11 to rotate through mechanical coupling and the clutch, thereby improving the power of the vehicle during the acceleration phase.
  • the target driving mode at the next moment is the acceleration enhancement mode.
  • the first switch 202 is controlled to be turned on, the voltage adjustment circuit 203 is controlled not to operate, and the first bridge arm is controlled.
  • the conversion circuit 204 converts DC to AC, and controls the second bridge arm conversion circuit 205 to convert DC to AC or AC to DC to enter the acceleration enhancement mode.
  • the acceleration enhancement mode has the engine 101 in a running state, providing more power for the vehicle, and is a more powerful acceleration mode.
  • control device controls the voltage adjustment circuit 203 to not work, so that the output voltage of the voltage adjustment circuit 203 that was previously increased gradually decreases until it drops to the voltage of the battery pack 201, and then the control device controls the first switch. 202 conduction.
  • the control device controls the first switch 202 to be turned on.
  • the turned-on first switch 202 acts as a conductor, so that the battery pack 201 skips the voltage adjustment circuit 203 and directly switches to the first bridge arm conversion circuit 204 and the second bridge arm conversion circuit.
  • 205 supplies power, the battery pack 201 reaches the maximum output power;
  • the control device controls the first bridge arm conversion circuit 204 to convert DC to AC, and the first bridge arm conversion circuit 204 converts the DC power output by the voltage adjustment circuit 203 into three-phase AC power to the first
  • the motor 102 supplies power to control the operation of the first motor 102, and the control device controls the second bridge arm conversion circuit as appropriate.
  • the working state of 205 is used to prevent the engine 101 from rotating too fast or too slowly.
  • the second motor 103 and the engine 101 convert the excess mechanical energy generated by the engine 101 into electrical energy.
  • the control device controls the second bridge arm conversion circuit 205 to convert AC to DC to convert the second motor 103
  • the output three-phase alternating current is converted into direct current to supply power to the first bridge arm conversion circuit 204 and the second bridge arm conversion circuit 205; when the engine 101 rotates too slowly, the second motor 103 acts as a motor to assist the operation of the engine 101.
  • the engine 101 is connected to the wheel 11 through a mechanical coupling and a clutch
  • the first motor 102 is connected to the wheel 11 through a mechanical coupling
  • the second motor 103 is connected to the wheel 11 through a mechanical coupling and a clutch.
  • the first bridge arm conversion circuit 204 is controlled to convert DC to AC
  • the second bridge arm conversion circuit 205 is controlled to convert AC to DC.
  • the engine 101 and the first motor 102 are mechanically coupled and clutched.
  • the wheels 11 are jointly driven to rotate; when the engine 101 rotates too slowly, the first bridge arm conversion circuit 204 and the second bridge arm conversion circuit 205 are controlled to convert DC to AC, and the engine 101, the first motor 102 and the second motor 103 are mechanically coupled. and the clutch jointly drive the wheels 11 to rotate, realizing the vehicle acceleration function and greatly improving the power of the vehicle during the acceleration phase.
  • the target driving mode at the next moment is the braking energy storage mode.
  • the first switch 202 is controlled to be turned off, the voltage adjustment circuit 203 is controlled to reduce the voltage, and the first switch 202 is controlled to be turned off.
  • the first bridge arm conversion circuit 204 converts AC to DC, and controls the second bridge arm conversion circuit 205 to not work or to convert AC to DC to enter the braking energy storage mode.
  • the control device controls the first switch 202 to turn off, and the control device controls the voltage adjustment circuit 203 to reduce the voltage, so that the output voltage of the first bridge arm conversion circuit 204 is reduced through the voltage adjustment circuit 203 , output to the battery pack 201; the control device controls the first bridge arm conversion circuit 204 to convert AC to DC, and controls the second bridge arm conversion circuit 205 not to work.
  • the first motor 102 acts as a generator, and the first motor 102 turns the engine
  • the excess mechanical energy generated by 101 is converted into electrical energy.
  • the first bridge arm conversion circuit 204 converts the three-phase alternating current output by the first motor 102 into direct current to recycle the electrical energy to the battery pack 201.
  • the control device controls the first switch 202 to turn off, and the control device controls the voltage adjustment circuit 203 to reduce the voltage, so that the outputs of the first bridge arm conversion circuit 204 and the second bridge arm conversion circuit 205 The voltage is reduced by the voltage adjustment circuit 203 and output to the battery pack 201; the control device controls the first bridge arm conversion circuit 204 and the second bridge arm conversion circuit 205 to convert AC to DC.
  • the first motor 102 and the second motor 103 When working, the first motor 102 , the second motor 103 and the engine 101 convert the excess mechanical energy generated by the engine 101 into electrical energy to recycle the electrical energy to the battery pack 201 .
  • the engine 101 is connected to the wheel 11 through a mechanical coupling and a clutch
  • the first motor 102 is connected to the wheel 11 through a mechanical coupling
  • the second motor 103 is connected to the wheel 11 through a mechanical coupling and a clutch.
  • the voltage adjustment circuit 203 is controlled to act as a step-down circuit, reducing the voltage between the second terminal and the third terminal of the voltage adjustment circuit 203 and then outputting it to the battery pack 201 to charge the battery pack 201, and through the voltage adjustment circuit 203, which ensures the stability of the output voltage of energy recovery and improves the economy of the vehicle during the braking phase.
  • the target driving mode at the next moment is the parking power generation mode.
  • the first switch 202 is controlled to be turned on, the voltage adjustment circuit 203 is controlled not to operate, and the first bridge arm is controlled.
  • the conversion circuit 204 does not work and controls the second bridge arm conversion circuit 205 to convert AC to DC to enter the parking power generation mode.
  • the control device controls the first switch 202 to be turned on. At this time, the turned-on first switch 202 acts as a conductor, so that the second bridge arm conversion circuit 205 skips the voltage adjustment circuit 203 and directly passes through the turned-on first switch 202.
  • the engine 101 is in a running state, so that the engine 101 drives the second motor 103 to generate electricity.
  • the control device controls the second bridge arm conversion circuit 205 to convert AC to DC, the second motor 103 converts the excess mechanical energy generated by the engine 101 into electrical energy, and controls the second bridge arm conversion circuit 205 to convert the three-phase alternating current output by the second motor 103. as direct current to recycle electrical energy to the battery pack 201.
  • the first switch 202 is controlled to be turned on, skipping the voltage
  • the adjustment circuit 203 directly charges the battery pack 201, which improves the charging power and efficiency, shortens the charging time, and improves the economy and convenience of the vehicle during the parking power generation stage.
  • the voltage adjustment circuit 203 can be skipped to achieve high power output of the battery pack 201. , releasing the full performance of the vehicle; in some application scenarios, it can increase the bus voltage, reduce energy consumption and losses, and ensure the economy of the vehicle; in some application scenarios, it can increase the charging power and charging efficiency, and improve the economy and efficiency of the vehicle. Convenience.
  • the present disclosure does not require the addition of small power supply devices or energy storage equipment such as supercapacitors.
  • the power enhancement function can be realized only through the first switch, saving the manufacturing cost and volume of the vehicle.
  • the present disclosure can determine the target driving mode of the vehicle at the next moment according to the vehicle operating conditions, and control the battery pack to directly supply power to the bridge arm conversion circuit according to the target driving mode at the next moment, or to supply power to the bridge arm conversion circuit after being boosted by the voltage adjustment circuit. , realizing the switch between enhanced vehicle power and enhanced economy.
  • the voltage adjustment circuit used in the present disclosure adopts a two-phase staggered parallel structure, and its output power can reach a power that cannot be achieved by the existing boost circuit with less interference.
  • the present disclosure can realize the recovery of engine energy and improve the economy of the vehicle.
  • the present disclosure can directly charge the battery pack, which improves the charging power and efficiency, shortens the charging time, and improves the economy and convenience of the vehicle.

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Abstract

一种动力驱动电路，包括：电池包、第一开关、电压调整电路、第一桥臂变换电路和第二桥臂变换电路，电压调整电路的第一端连接电池包的第一端，第二端连接电池包的第二端，第一开关分别连接电池包的第一端和电压调整电路的第三端，第一桥臂变换电路和第二桥臂变换电路均并联在电压调整电路的第二端与第三端之间，第一桥臂变换电路用于与车辆的第一电机连接，第二桥臂变换电路用于与车辆的第二电机连接。

Description

动力驱动电路、系统、方法和车辆
相关申请的交叉引用
本公开要求在2022年07月15日提交中国专利局、申请号为202210837589.5、名称为“动力驱动电路、系统、方法和车辆”的中国专利申请的优先权，其全部内容通过引用结合在本公开中。
技术领域
本公开涉及车辆技术领域，具体地，涉及一种动力驱动电路、系统、方法和车辆。
背景技术
新能源汽车升压电路的输出功率往往小于电池包最大输出功率，受限于升压电路的输出功率，新能源汽车的电池包不能以最大输出功率输出，导致新能源汽车的动力性无法全部释放。现有新能源汽车大多是在车内新增小型供电装置或者储能设备来提升车辆的动力性，例如增加超级电容，但这样无疑会增加车辆的制造成本和体积。
发明内容
本公开的目的是提供一种动力驱动电路、系统、方法和车辆，以解决上述技术问题。
为了实现上述目的，第一方面，本公开提供一种动力驱动电路，包括：电池包、第一开关、电压调整电路、第一桥臂变换电路和第二桥臂变换电路，所述电压调整电路的第一端连接所述电池包的第一端，第二端连接所述电池包的第二端，所述第一开关分别连接所述电池包的第一端和所述电压调整电路的第三端，所述第一桥臂变换电路和所述第二桥臂变换电路均并联在所述电压调整电路的第二端与第三端之间，所述第一桥臂变换电路用于与车辆的第一电机连接，所述第二桥臂变换电路用于与车辆的第二电机连接。
可选地，所述第一桥臂变换电路包括第一开关管、第二开关管、第三开关管、第四开关管、第五开关管和第六开关管，所述第一开关管的输入端与所述电压调整电路的第三端连接，所述第一开关管的输出端与所述第二开关管的输入端连接，所述第二开关管的输出端与所述电压调整电路的第二端连接，所述第三开关管的输入端与所述第一开关管的输入端连接，所述第三开关管的输出端与所述第四开关管的输入端连接，所述第四开关管的输出端与所述第二开关管的输出端连接，所述第五开关管的输入端与所述第一开关管的输入端连接，所述第五开关管的输出端与所述第六开关管的输入端连接，所述第六开关管的输出端与所述第二开关管的输出端连接，所述第一电机的第一电源端与所述第一开关管的输出端连接，所述第一电机的第二电源端与所述第三开关管的输出端连接，所述第一电机的第三电源端与所述第五开关管的输出端连接。
可选地，所述第二桥臂变换电路包括第七开关管、第八开关管、第九开关管、第十开关管、第十一开关管和第十二开关管，所述第七开关管的输入端与所述电压调整电路的第三端连接，所述第七开关管的输出端与所述第八开关管的输入端连接，所述第八开关管的输出端与所述电压调整电路的第二端连接，所述第九开关管的输入端与所述第七开关管的输入端连接，所述第九开关管的输出端与所述第十开关管的输入端连接，所述第十开关管的输出端与所述第八开关管的输出端连接，所述第十一开关管的输入端与所述第七开关管的输入端连接，所述第十一开关管的输出端与所述第十二开关管的输入端连接，所述第十二开关管的输出端与所述第八开关管的输出端连接，所述第二电机的第一电源端与所述第七开关管的输出端连接，所述第二电机的第二电源端与所述第九开关管的输出端连接，所述第二电机的第三电源端与所述第十一开关管的输出端连接。
可选地，所述电压调整电路包括第十三开关管、第十四开关管、第十五开关管、第十六开关管、第一电感和第二电感，所述第十三开关管的输入端和/或所述第十五开关管的输入端作为所述电压调整电路的第三端，所述第十三开关管的输出端与所述第十四开关管的输入端连接，所述第十四开关管的输出端和/或所述第十六开关管的输出端作为所述电压调整电路的第二端，所述第十五开关管的输入端与第十三开关管的输入端连接，所述第十五开关管的输出端与所述第十六开关管的输入端连接，所述第十六开关管的输出端与所述第十四开关管的输出端连接，所述第一电感的第一端与所述第十三开关管的输出端连接，所述第一电感的第二端和/或所述第二电感的第二端作为所述电压调整电路的第一端，所述第二电感的第一端与所述第十五开关管的输出端连接，所述第二电感的第二端与所述第一电感的第二端连接。
可选地，所述动力驱动电路还包括第一电容，所述第一电容并联在所述电压调整电路的第二端与第三端之间。
可选地，所述动力驱动电路还包括预充电路和第二电容，所述电压调整电路的第一端通过所述预充电路连接所述电池包的第一端，所述第二电容并联在所述电压调整电路的第一端与所述电池包的第二端之间。
可选地，所述预充电路包括第二开关、第三开关和限流电阻，所述第二开关的第一端作为所述预充电路的第一端，所述第二开关的第二端作为所述预充电路的第二端，所述第三开关与所述限流电阻串联后的支路并联在所述第二开关两端。
可选地，所述动力驱动电路还包括熔断器，所述熔断器串联在所述电池包的第一端与所述第一开关之间，且所述电压调整电路的第一端连接在所述熔断器的远离所述电池包的第一端的一端。
第二方面，本公开提供一种动力驱动系统，包括：发动机、第一电机、第二电机以及如第一方面所述的动力驱动电路；其中，所述第一电机分别与所述第二电机和所述发动机连接，且所述第二电机与所述发动机连接。
第三方面，本公开提供一种动力驱动方法，用于控制如第二方面所述的动力驱动系统，所述方法包括：
获取所述动力驱动系统中第一电机、第二电机和发动机的转速信息；
根据所述转速信息，确定车辆在下一时刻的目标行驶模式；
控制所述动力驱动系统中的第一开关、电压调整电路、第一桥臂变换电路和第二桥臂变换电路，以进入所述目标行驶模式。
可选地，所述目标行驶模式为起步模式或起步增强模式，所述控制所述动力驱动系统中的第一开关、电压调整电路、第一桥臂变换电路和第二桥臂变换电路，以进入所述目标行驶模式，包括：
控制所述第一开关导通、控制所述电压调整电路不工作、控制所述第一桥臂变换电路和所述第二桥臂变换电路进行直流转交流，以进入所述起步模式；或，
控制所述第一开关导通、控制所述电压调整电路不工作、控制所述第一桥臂变换电路进行直流转交流，且控制所述第二桥臂变换电路进行直流转交流或交流转直流，以进入所述起步增强模式。
可选地，所述目标行驶模式为低速匀速行驶模式、高速匀速行驶模式、加速模式或加速增强模式，所述控制所述动力驱动系统中的第一开关、电压调整电路、第一桥臂变换电路和第二桥臂变换电路，以进入所述目标行驶模式，包括：
控制所述第一开关断开、控制所述电压调整电路进行升压、控制所述第一桥臂变换电路进行直流转交流，且控制所述第二桥臂变换电路不工作或进行直流转交流，以进入所述低速匀速行驶模式；或，
控制所述第一开关断开、控制所述电压调整电路进行升压、控制所述第一桥臂变换电路进行直流转交流，且控制所述第二桥臂变换电路进行直流转交流或交流转直流，以进入所述高速匀速行驶模式；或，
控制所述第一开关导通、控制所述电压调整电路不工作、控制所述第一桥臂变换电路和所述第二桥臂变换电路进行直流转交流，以进入所述加速模式；或，
控制所述第一开关导通、控制所述电压调整电路不工作、控制所述第一桥臂变换电路进行直流转交流，且控制所述第二桥臂变换电路进行直流转交流或交流转直流，以进入所述加速增强模式。
可选地，所述目标行驶模式为制动储能模式或停车发电模式时，所述动力驱动方法包括：
控制所述第一开关断开、控制所述电压调整电路进行降压、控制所述第一桥臂变换电路进行交流转直流，且控制所述第二桥臂变换电路不工作或进行交流转直流，以进入所述制动储能模式；或，
控制所述第一开关导通、控制所述电压调整电路不工作、控制所述第一桥臂变换电路不工作且控制所述第二桥臂变换电路进行交流转直流，以进入所述停车发电模式。
第四方面，本公开提供一种车辆，包括：
车轮；
如第二方面所述的动力驱动系统，所述动力驱动系统中的发动机、第一电机和第二电机均连接所述车轮。
可选地，所述车辆还包括控制装置，与所述动力驱动系统中的第一开关、电压调整电路、第一桥臂变换电路和第二桥臂变换电路连接，其用于控制所述第一开关、所述电压调整电路、所述第一桥臂变换电路和所述第二桥臂变换电路。
上述技术方案，通过设置第一开关，在第一开关导通时，能够实现电池包跳过电压调整电路，直接向第一桥臂变换电路和第二桥臂变换电路供电，从而可以实现电池包大功率输出，进而提升车辆的动力性，在第一开关断开时，能够实现通过电压调整电路将电池包的电压进行提升，从而保证电机工作在高效率区，降低能耗和损耗。
本公开的其他特征和优点将在随后的具体实施方式部分予以详细说明。
附图说明
附图是用来提供对本公开的进一步理解，并且构成说明书的一部分，与下面的具体实施方式一起用于解释本公开，但并不构成对本公开的限制。在附图中：
图1示出了一示例性实施例提供的车辆的示意图；
图2示出了一示例性实施例提供的动力驱动电路的示意图；
图3示出了一示例性实施例提供的动力驱动电路的又一示意图；
图4示出了一示例性实施例提供的动力驱动方法的流程图；
图5至图12示出了一示例性实施例提供的针对不同行驶模式，动力驱动系统的工作过程示意图。
附图标记说明
1-车辆；10-动力驱动系统；11-车轮；101-发动机；102-第一电机；103-第二电机；104-动力驱动电路；201-电池包；202-第一开关；203-电压调整电路；204-第一桥臂变换电路；205-第二桥臂变换电路；206-第一电容；207-第二电容；208-预充电路；209-熔断器；301-第十三开关管；302-第十四开关管；303-第十五开关管；304-第十六开关管；305-第一电感；306-第二电感；401-第一开关管；402-第二开关管；403-第三开关管；404-第 四开关管；405第五开关管；406-第六开关管；501-第七开关管；502-第八开关管；503-第九开关管；504-第十开关管；505-第十一开关管；506-第十二开关管；601-第二开关；602-第三开关；603-限流电阻。
具体实施方式
以下结合附图对本公开的具体实施方式进行详细说明。应当理解的是，此处所描述的具体实施方式仅用于说明和解释本公开，并不用于限制本公开。
需要说明的是，本公开中所有获取信号、信息或数据的动作都是在遵照所在地国家相应的数据保护法规政策的前提下，并获得由相应装置所有者给予授权的情况下进行的。
新能源汽车存在三大优化方向，分别是动力性、经济性和便捷性。经发明人研究发现，动力性的改进可以通过提高输出功率来解决，经济性的改进可以通过提高母线电压来解决，便捷性的改进可以通过缩短充电时间来解决。针对动力性，现有新能源汽车的升压电路的输出功率不能达到电池包的最大输出功率，受限于升压电路的输出功率，新能源汽车的电池包不能以最大输出功率输出，导致新能源汽车的动力性无法全部释放。
为了解决上述问题，本公开实施例提供了一种动力驱动电路，该动力驱动电路能够提升车辆的动力性、经济性和便捷性，其中，动力性的提升在于使电池包跳过电压调整电路，摆脱电压调整电路中功率器件的限制，直接向第一电机和第二电机供电，提高输出功率和输出电流，增加第一电机扭矩，从而提高动力性；经济性的提升在于通过电压调整电路将电池包的电压提升至母线电压(本公开中指电压调整电路的第二端和第三端间的输出电压)，保证电机工作在高效率区，降低能耗和损耗，此外还通过在制动时回收电能至电池包，从而提高经济性；便捷性的提升在于通过直接向电池包充电，缩短充电时间，从而提高便捷性。
首先，图1示出了一示例性实施例提供的车辆的示意图，请参照图1，车辆1包括：动力驱动系统10和车轮11，动力驱动系统10用于驱动车轮11旋转。
可选地，如图1所示，动力驱动系统10包括：发动机101、第一电机102、第二电机103以及动力驱动电路104。其中，动力驱动系统10中的发动机101、第一电机102和第二电机103均连接车轮11。第一电机102分别与第二电机103和发动机101连接，且第二电机103与发动机101连接。
其中，第一电机102表示驱动电机，第二电机103表示发电机，第一电机102与第二电机103之间、第一电机102与发动机101之间、以及第二电机103与发动机101之间可以通过机械耦合连接。
示例性地，发动机101通过机械耦合以及离合器与车轮11连接，第一电机102通过机械耦合与车轮11连接，第二电机103通过机械耦合以及离合器与车轮11连接。第一电机102与第二电机103间通过机械耦合以及离合器连接，第一电机102与发动机101间同样通过机械耦合以及离合器连接，第二电机103与发动机101间通过机械耦合连接。
当然，本公开也不排除第一电机102与第二电机103之间、第一电机102与发动机101之间、以及第二电机103与发动机101之间采取其他连接方式连接，只要能够使得第一电机102、第二电机103和发动机101驱动车轮11旋转的连接方式，都应当包含在本公开中。
可选地，如图1所示，动力驱动电路104包括：电池包201、第一开关202、电压调整电路203、第一桥臂变换电路204和第二桥臂变换电路205，电压调整电路203的第一端连接电池包201的第一端，电压调整电路203的第二端连接电池包201的第二端，第一开关202分别连接电池包201的第一端和电压调整电路203的第三端，第一桥臂变换电路204和第二桥臂变换电路205均并联在电压调整电路203的第二端与第三端之间， 第一桥臂变换电路204用于与第一电机102连接，第二桥臂变换电路205用于与第二电机103连接。
可选地，电池包201的第一端表示电池包201的正极，电池包201的第二端表示电池包201的负极，第一电机102表示驱动电机，第二电机103表示发电机。
可选地，车辆1还包括：控制装置(图未示出)，该控制装置与动力驱动系统10中的第一开关202、电压调整电路203、第一桥臂变换电路204和第二桥臂变换电路205连接，该控制装置用于控制第一开关202、电压调整电路203、第一桥臂变换电路204和第二桥臂变换电路205。
动力驱动系统10中，第一开关202、电压调整电路203、第一桥臂变换电路204和第二桥臂变换电路205与控制装置连接，该控制装置用于确定车辆1下一时刻的目标行驶模式，并根据该目标行驶模式控制第一开关202导通或断开，以及控制电压调整电路203、第一桥臂变换电路204和第二桥臂变换电路205的工作状态。例如，该控制装置可以控制电压调整电路203进行升压(对电池包提供的电压进行升压)，或降压(对第一桥臂变换电路和/或第二桥臂变换电路提供的电压进行降压)。又例如，该控制装置还可以控制第一桥臂变换电路204和第二桥臂变换电路205工作或不工作，具体地，可控制第一桥臂变换电路204和第二桥臂变换电路205进行正向工作(直流转交流)或反向工作(交流转直流)。
具体地，若第一开关202导通，此时电池包201跳过电压调整电路203，通过导通的第一开关202直接向第一桥臂变换电路204和第二桥臂变换电路205供电，解决了由于电压调整电路203的输出功率小于电池包201的输出功率而导致车辆动力性受限的问题，提高了输出功率和电机扭矩。其中，输出功率可衡量车辆的最高速度，且输出功率与车辆的最高速度呈正相关；电机扭矩可衡量车辆的加速能力，且电机扭矩与车辆的加速性能呈正相关。当输出功率和电机扭矩提高后，车辆的动力性得到明显提升。
具体地，若第一开关202断开，此时电压调整电路203可以充当升压电路或降压电路。当电压调整电路203充当升压电路时，电压调整电路203将电池包201的电压提升至母线电压，并向第一桥臂变换电路204和第二桥臂变换电路205供电，电压调整电路203的输出电压的提高可以保证第一电机102和第二电机103工作在高效率区，降低其能耗和损耗，从而提高了车辆的经济性；当电压调整电路203充当降压电路时，对母线电压进行降压后，输出给电池包201，实现对电池包201充电，且保证了输出电压的稳定，实现了能量回收，从而提高了车辆的经济性。
在实际的应用场景中，可以通过控制装置控制第一开关202的通断，来控制电池包201是否经过电压调整电路203给第一桥臂变换电路204和第二桥臂变换电路205供电，可以实现提高车辆的动力性和经济性，也可以实现动力性与经济性之间的转换。
图2示出了一示例性实施例提供的动力驱动电路的示意图，请参照图2，第一桥臂变换电路204，包括：第一开关管401、第二开关管402、第三开关管403、第四开关管404、第五开关管405和第六开关管406，第一开关管401的输入端与电压调整电路203的第三端连接，第一开关管401的输出端与第二开关管402的输入端连接，第二开关管402的输出端与电压调整电路203的第二端连接，第三开关管403的输入端与第一开关管401的输入端连接，第三开关管403的输出端与第四开关管404的输入端连接，第四开关管404的输出端与第二开关管402的输出端连接，第五开关管405的输入端与第一开关管401的输入端连接，第五开关管405的输出端与第六开关管406的输入端连接，第六开关管406的输出端与第二开关管402的输出端连接，第一电机102的第一电源端与第一开关管401的输出端连接，第一电机102的第二电源端与第三开关管403的输出端连接，第一电机102的第三电源端与第五开关管405的输出端连接。
其中，第一开关管401、第二开关管402、第三开关管403、第四开关管404、第五开关管405和第六开关管406的控制端用于与控制装置连接，该控制装置通过各开关管的控制端来控制各开关管的通断，从而控制第一桥臂变换电路204的工作状态。
可选地，第一桥臂变换电路204中的各开关管可以是IGBT或者MOS管，若是IGBT，则各开关管的控制端为栅极，输入端为集电极，输出端为发射极。以IGBT为例，控制装置通过向各开关管的栅极发送高电平或低电平来使各开关管相应地导通或关断，从而控制第一桥臂变换电路204的工作状态。
例如，控制装置发送高电平到第一开关管401、第三开关管403和第五开关管405的控制端，使第一开关管401、第三开关管403和第五开关管405导通，以及发送低电平到第二开关管402、第四开关管404和第六开关管406的控制端，使第二开关管402、第四开关管404和第六开关管406关断，从而使第一桥臂变换电路204工作；控制装置发送低电平到第一桥臂变换电路204中各开关管的控制端，使第一桥臂变换电路204中各开关管关断，从而使第一桥臂变换电路204不工作。
当第一桥臂变换电路204工作且得到来自电压调整电路203的第二端与第三端提供的电压时，第一桥臂变换电路204将直流电转换为三相交流电，并通过第一电机102的第一电源端、第二电源端和第三电源端，向第一电机102供电，第一电机102得电后，驱动车轮11旋转；当第一桥臂变换电路204工作且得到来自第一电机102提供的电压时，第一桥臂变换电路204将三相交流电转换为直流电，以回收电能到电池包201。
可选地，如图2所示，第二桥臂变换电路205包括：第七开关管501、第八开关管502、第九开关管503、第十开关管504、第十一开关管505和第十二开关管506，第七开关管501的输入端与电压调整电路203的第三端连接，第七开关管501的输出端与第八开关管502的输入端连接，第八开关管502的输出端与电压调整电路203的第二端连接，第九开关管503的输入端与第七开关管501的输入端连接，第九开关管503的输出端与第十开关管504的输入端连接，第十开关管504的输出端与第八开关管502的输出端连接，第十一开关管505的输入端与第七开关管501的输入端连接，第十一开关管505的输出端与第十二开关管506的输入端连接，第十二开关管506的输出端与第八开关管502的输出端连接，第二电机103的第一电源端与第七开关管501的输出端连接，第二电机103的第二电源端与第九开关管503的输出端连接，第二电机103的第三电源端与第十一开关管505的输出端连接。
其中，第七开关管501、第八开关管502、第九开关管503、第十开关管504、第十一开关管505和第十二开关管506的控制端用于与控制装置连接，该控制装置通过各开关管的控制端来控制各开关管的通断，从而控制第二桥臂变换电路205的工作状态。
可选地，第二桥臂变换电路205中的各开关管可以是IGBT或者MOS管，若是IGBT，则各开关管的控制端为栅极，输入端为集电极，输出端为发射极。以IGBT为例，控制装置通过向各开关管的栅极发送高电平或低电平来使各开关管相应地导通或关断，从而控制第二桥臂变换电路205的工作状态。
例如，控制装置发送高电平到第七开关管501、第九开关管503和第十一开关管505的控制端，使第七开关管501、第九开关管503和第十一开关管505导通，以及发送低电平到第八开关管502、第十开关管504和第十二开关管506的控制端，使第八开关管502、第十开关管504和第十二开关管506关断，从而使第二桥臂变换电路205工作；控制装置发送低电平到第二桥臂变换电路205中各开关管的控制端，使第二桥臂变换电路205中各开关管关断，从而使第二桥臂变换电路205不工作。
当第二桥臂变换电路205工作且得到来自电压调整电路203的第二端与第三端提供的电压时，第二桥臂变换电路205将直流电转换为三相交流电，并通过第二电机103的 第一电源端、第二电源端和第三电源端，向第二电机103供电，第二电机103得电后，驱动车轮11旋转或者辅助发动机101工作；当第二桥臂变换电路205工作但且得到来自第二电机103提供的电压时，第二桥臂变换电路205将三相交流电转换为直流电，以回收电能到电池包201。
可选地，如图2所示，电压调整电路203包括：第十三开关管301、第十四开关管302、第十五开关管303、第十六开关管304、第一电感305和第二电感306，第十三开关管301的输入端和/或第十五开关管303的输入端作为电压调整电路203的第三端，第十三开关管301的输出端与第十四开关管302的输入端连接，第十四开关管302的输出端和/或第十六开关管304的输出端作为电压调整电路203的第二端，第十五开关管303的输入端与第十三开关管301的输入端连接，第十五开关管303的输出端与第十六开关管304的输入端连接，第十六开关管304的输出端与第十四开关管302的输出端连接，第一电感305的第一端与第十三开关管301的输出端连接，第一电感305的第二端和/或第二电感306的第二端作为电压调整电路203的第一端，第二电感306的第一端与第十五开关管303的输出端连接，第二电感306的第二端与第一电感305的第二端连接。
其中，由于第十三开关管301的输入端与第十五开关管303的输入端相连接，故第十三开关管301的输入端和第十五开关管303的输入端均可作为电压调整电路203的第三端；第十四开关管302的输出端与第十六开关管304的输出端相连接，故第十四开关管302的输出端和第十六开关管304的输出端均可作为电压调整电路203的第三端。
其中，第十三开关管301、第十四开关管302、第十五开关管303、第十六开关管304的控制端用于与控制装置连接，该控制装置通过各开关管的控制端来控制各开关管的通断，从而控制电压调整电路203的工作状态。
可选地，电压调整电路203中的各开关管可以是IGBT或者MOS管，若是IGBT，则各开关管的控制端为栅极，输入端为集电极，输出端为发射极。以IGBT为例，控制装置通过向各开关管的栅极发送高电平或低电平来使各开关管相应地导通或关断，从而控制电压调整电路203的工作状态。
其中，电压调整电路203工作时，可以充当升压电路或降压电路，充当升压电路或降压电路的具体作用可以参照前文的描述，在此不重复赘述。
例如，控制装置发送高电平到第十三开关管301和第十六开关管304的控制端，使第十三开关管301和第十六开关管304导通，以及发送低电平到第十四开关管302和第十六开关管304的控制端，使第十四开关管302和第十五开关管303关断，从而使电压调整电路203工作；控制装置发送低电平到电压调整电路203中各开关管的控制端，使电压调整电路203中各开关管关断，从而使电压调整电路203不工作。
此外，从电压调整电路203的上述结构来看，采用的是双相交错并联式的结构，双相交错并联式的结构可以使电压调整电路203的输出功率达到40kW且波纹更小，而目前市面上的升压电路的输出功率都比40kW小且纹波更大。
因此，通过双相交错并联式结构的电压调整电路203，可以在电压调整电路203作为升压电路时，提升升压电路的输出功率，实现电池包201以最大输出功率输出，保证第一电机102和第二电机103工作在高效率区，降低第一电机102和第二电机103的能耗和损耗，从而提高了车辆的经济性。
图3示出了一示例性实施例提供的动力驱动电路的又一示意图，请参照图3，动力驱动电路104还包括：第一电容206，第一电容206并联在电压调整电路203的第二端与第三端之间。第一电容206用于稳定电压调整电路203的输出电压，使动力驱动电路104更加安全和有效。
可选地，如图3所示，动力驱动电路104还包括：预充电路208和第二电容207，电 压调整电路203的第一端通过预充电路208连接电池包201的第一端，第二电容207并联在电压调整电路203的第一端与电池包201的第二端之间。其中，电池包201的第一端表示正极，电池包201的第二端表示负极。
预充电路208的第一端连接在电池包201的正极与第一开关202之间，预充电路208的第二端连接电压调整电路203的第一端，第二电容207并联在预充电路208的第二端与电池包201的负极之间。
预充电路208的工作状态通过控制装置来控制，当控制装置控制第一开关202断开时，该控制装置还控制预充电路208启动，预充电路208用于对第二电容207进行预充电。
可选地，如图3所示，预充电路208包括第二开关601、第三开关602和限流电阻603，第二开关601的第一端作为预充电路208的第一端，第二开关601的第二端作为预充电路208的第二端，第三开关602与限流电阻603串联后的支路并联在第二开关601的两端。
该控制装置具体用于控制预充电路208中第二开关601和第三开关602的导通或断开，该控制装置在控制第一开关202断开时，可以同时控制第二开关601断开和第三开关602导通，此时，电池包201依次经第三开关602和限流电阻603对第二电容207进行预充电；该控制装置还可以用于控制第二开关601导通和第三开关602断开，此时，预充电路208停止对第二电容207进行预充电，整个预充电路208充当导线，使电压调整电路203直接与电池包201的正极连接。
可以理解的是，由于第二电容207存在一定的容量，如果将电池包201瞬间接进回路，会产生较大的瞬时电流，可能会将线路和电池包201烧坏，通过该控制装置对预充电路208进行控制，当预充电路208启动时，将限流电阻603接入回路中，限制瞬时电流，当第二电容207充满电后，再控制预充电路208停止工作，使得整个电路正常工作。因此，预充电路208能够起到保护动力驱动电路104的作用。
可选地，如图3所示，动力驱动电路104还包括熔断器209，熔断器209串联在电池包201的第一端与第一开关202之间，且电压调整电路203的第一端连接在熔断器209的远离电池包201的第一端的一端。
其中，电池包201的第一端表示正极，即熔断器209串联在电池包201的正极与第一开关202之间，因此，电压调整电路203的第一端连接在熔断器209和第一开关202之间，且预充电路208的第一端连接在熔断器209与第一开关202之间。此外，熔断器209始终处于工作状态，用于保护动力驱动电路104的安全，使其能正常工作。
进一步地，本公开实施例提供一种动力驱动方法，该方法用于控制上述的动力驱动系统10。值得注意的是，该方法可根据车辆1下一时刻的目标行驶模式控制第一开关202导通或断开，以及控制电压调整电路203、第一桥臂变换电路204和第二桥臂变换电路205的工作状态。
其中，车辆1的行驶模式包括但不限于起步模式、起步增强模式、低速匀速行驶模式、高速匀速行驶模式、加速模式、加速增强模式、制动储能模式和停车发电模式。
在一示例性实施例中，该方法可以应用于控制装置中。
图4示出了一示例性实施例提供的动力驱动方法的流程图，请参照图4，该动力驱动方法包括：
S401，获取动力驱动系统中第一电机、第二电机和发动机的转速信息。
其中，第一电机表示驱动电机，第二电机表示发电机。
S402，根据该转速信息，确定车辆在下一时刻的目标行驶模式。
具体地，可根据车辆的档位信息，以及第一电机、第二电机和发动机的转速信息， 确定车辆在下一时刻的目标行驶模式。
示例性地，假设车辆的当前档位为4档，获取的第一电机的转速为12000转/分、第二电机的转速为7000转/分以及发动机的转速为3400转/分时，确定车辆下一时刻执行高速匀速模式。
S403，控制动力驱动系统中的第一开关、电压调整电路、第一桥臂变换电路和第二桥臂变换电路，以进入该目标行驶模式。
当确定车辆在下一时刻的目标行驶模式后，控制动力驱动系统中的第一开关、电压调整电路、第一桥臂变换电路和第二桥臂变换电路的工作状态，以进入该目标行驶模式。
图5至图12示出了一示例性实施例提供的针对不同行驶模式，动力驱动系统的工作过程示意图，下面结合图5至图12，对上述动力驱动系统的工作过程进行说明。
参照图5，在一示例性实施例中，下一时刻的目标行驶模式为起步模式，在步骤S403中，控制第一开关202导通、控制电压调整电路203不工作、控制第一桥臂变换电路204和第二桥臂变换电路205进行直流转交流，以进入起步模式。此时，发动机101处于关闭状态。
具体地，控制装置控制第一开关202导通，导通的第一开关202充当导线，使得电池包201跳过电压调整电路203，直接向第一桥臂变换电路204和第二桥臂变换电路205供电，使电池包201达到最大输出功率；控制装置控制第一桥臂变换电路204和第二桥臂变换电路205进行直流转交流，第一桥臂变换电路204将电压调整电路203输出的直流电转变为三相交流电，向第一电机102供电，以控制第一电机102工作，第二桥臂变换电路205将电压调整电路203输出的直流电转变为三相交流电，向第二电机103供电，以控制第二电机103工作，此时第二电机103充当电动机功能。其中，第一电机102表示驱动电机，第二电机103表示发电机。
示例性地，第一电机102通过机械耦合与车轮11连接，第二电机103通过机械耦合以及离合器与车轮11连接，因此，第一电机102和第二电机103通过机械耦合以及离合器共同驱动车轮11旋转，提高了车辆在起步阶段的动力性。
参照图6，在一示例性实施例中，下一时刻的目标行驶模式为起步增强模式，在步骤S403中，控制第一开关202导通、控制电压调整电路203不工作、控制第一桥臂变换电路204进行直流转交流，且控制第二桥臂变换电路205进行直流转交流或交流转直流，以进入起步增强模式。
其中，起步增强模式相比于起步模式，发动机101处于运行状态，为车辆提供了更多的动力，是一种动力性更强的起步模式。
具体地，控制装置控制第一开关202导通，导通的第一开关202充当导线，使得电池包201跳过电压调整电路203，直接向第一桥臂变换电路204和第二桥臂变换电路205供电，使电池包201达到最大输出功率；控制装置控制第一桥臂变换电路204进行直流转交流，第一桥臂变换电路204将电压调整电路203输出的直流电转变为三相交流电，向第一电机102供电，以控制第一电机102工作，控制装置视情况控制第二桥臂变换电路205的工作状态，用于防止发动机101转速过快或过慢。
具体地，当发动机101转速过快时(如超过第一转速阈值)，第二电机103与发动机101将发动机101产生的多余的机械能转变为电能，控制装置控制第二桥臂变换电路205进行交流转直流，将第二电机103输出的三相交流电转换为直流电，为第一桥臂变换电路204和第二桥臂变换电路205供电；当发动机101转速过慢时(如低于第二转速阈值)，第二电机103充当电动机功能，辅助发动机101工作。
示例性地，发动机101通过机械耦合以及离合器与车轮11连接，第一电机102通过机械耦合与车轮11连接，第二电机103通过机械耦合以及离合器与车轮11连接。
因此，在发动机101转速过快时，控制第一桥臂变换电路204进行直流转交流，控制第二桥臂变换电路205进行交流转直流，此时发动机101和第一电机102通过机械耦合以及离合器共同驱动车轮11旋转；在发动机101转速过慢时，控制第一桥臂变换电路204和第二桥臂变换电路205进行直流转交流，发动机101、第一电机102以及第二电机103通过机械耦合及离合器共同驱动车轮11旋转，大幅提高了车辆在起步阶段的动力性。
参照图7，在一示例性实施例中，下一时刻的目标行驶模式为低速匀速行驶模式，在步骤S403中，控制第一开关202断开、控制电压调整电路203进行升压、控制第一桥臂变换电路204进行直流转交流，且控制第二桥臂变换电路205不工作或进行直流转交流，以进入低速匀速行驶模式。此时，发动机101处于关闭状态。
具体地，控制装置控制第一开关202断开，电池包201经电压调整电路203向第一桥臂变换电路204和第二桥臂变换电路205供电，此时电压调整电路203充当升压电路，电池包201通过电压调整电路203进行升压后，再向第一桥臂变换电路204和第二桥臂变换电路205供电；控制装置控制第一桥臂变换电路204进行直流转交流，第一桥臂变换电路204将电压调整电路203输出的直流电转变为三相交流电，向第一电机102供电，以控制第一电机102工作，维持车轮11匀速旋转，控制装置视情况控制第二桥臂变换电路205的工作状态。
具体地，当第一电机102为车辆提供的动力充足时，控制装置控制第二桥臂变换电路205不工作；当第一电机102为车辆提供的动力不足时，控制装置控制第二桥臂变换电路205进行直流转交流，第二桥臂变换电路205将电压调整电路203输出的直流电转变为三相交流电，向第二电机103供电，以控制第二电机103工作，此时第二电机103充当电动机功能。
示例性地，发动机101通过机械耦合以及离合器与车轮11连接，第一电机102通过机械耦合与车轮11连接，第二电机103通过机械耦合以及离合器与车轮11连接。
因此，在第一电机102为车辆提供的动力充足时，第一桥臂变换电路204进行直流转交流，第二桥臂变换电路205不工作，此时仅由第一电机102通过机械耦合驱动车轮11匀速旋转；在第一电机102为车辆提供的动力不足时，第一桥臂变换电路204和第二桥臂变换电路205进行直流转交流，此时第一电机102以及第二电机103通过机械耦合及离合器共同驱动车轮11旋转，提高了车辆在低速匀速阶段的动力性。同时由于电压调整电路203的升压工作，使电压调整电路203的输出电压升高，且第一电机102仅用于维持车辆的匀速行驶，使损耗降低，提高了车辆的经济性。
参照图8，在一示例性实施例中，下一时刻的目标行驶模式为高速匀速行驶模式，在步骤S403中，控制第一开关202断开、控制电压调整电路203进行升压、控制第一桥臂变换电路204进行直流转交流，且控制第二桥臂变换电路205进行直流转交流或交流转直流，以进入高速匀速行驶模式。
其中，高速匀速行驶模式相比于低速匀速行驶模式，发动机101处于运行状态，为车辆提供了更多的动力，是一种动力性更强的匀速行驶模式。
具体地，控制装置控制第一开关202断开，电池包201经电压调整电路203向第一桥臂变换电路204和第二桥臂变换电路205供电，此时电压调整电路203充当升压电路，电池包201通过电压调整电路203进行升压后，再向第一桥臂变换电路204和第二桥臂变换电路205供电；控制装置控制第一桥臂变换电路204进行直流转交流，第一桥臂变换电路204将电压调整电路203输出的直流电转变为三相交流电，向第一电机102供电，以控制第一电机102工作，维持车轮11匀速旋转，控制装置视情况控制第二桥臂变换电路205的工作状态，用于防止发动机101转速过快或过慢。
具体地，当发动机101转速过快时，第二电机103与发动机101将发动机101产生 的多余的机械能转变为电能，控制装置控制第二桥臂变换电路205进行交流转直流，将第二电机103输出的三相交流电转换为直流电，为第一桥臂变换电路204和第二桥臂变换电路205供电；当发动机101转速过慢时，第二电机103充当电动机功能，辅助发动机101工作。
示例性地，发动机101通过机械耦合以及离合器与车轮11连接，第一电机102通过机械耦合与车轮11连接，第二电机103通过机械耦合以及离合器与车轮11连接。
因此，在发动机101转速过快时，控制第一桥臂变换电路204进行直流转交流，控制第二桥臂变换电路205进行交流转直流，此时发动机101和第一电机102通过机械耦合以及离合器共同驱动车轮11旋转；在发动机101转速过慢时，控制第一桥臂变换电路204和第二桥臂变换电路205进行直流转交流，发动机101、第一电机102以及第二电机103通过机械耦合及离合器共同驱动车轮11旋转，大幅提高了车辆在高速匀速阶段的动力性。
参照图9，在一示例性实施例中，下一时刻的目标行驶模式为加速模式，在步骤S403中，控制第一开关202导通、控制电压调整电路203不工作、控制第一桥臂变换电路204和第二桥臂变换电路205进行直流转交流，以进入加速模式。此时，发动机101处于关闭状态。
需要说明的是，控制装置控制电压调整电路203不工作，使电压调整电路203之前升高的输出电压逐渐降低，直至降为电池包201的电压后，控制装置控制第一开关202导通。
具体地，控制装置控制第一开关202导通，导通的第一开关202充当导线，使得电池包201跳过电压调整电路203，直接向第一桥臂变换电路204和第二桥臂变换电路205供电，电池包201达到最大输出功率；控制装置控制第一桥臂变换电路204和第二桥臂变换电路205进行直流转交流，第一桥臂变换电路204将电压调整电路203输出的直流电转变为三相交流电，向第一电机102供电，以控制第一电机102工作，第二桥臂变换电路205将电压调整电路203输出的直流电转变为三相交流电，向第二电机103供电，以控制第二电机103工作，此时第二电机103充当电动机功能。
示例性地，发动机101通过机械耦合以及离合器与车轮11连接，第一电机102通过机械耦合与车轮11连接，第二电机103通过机械耦合以及离合器与车轮11连接。因此，第一电机102和第二电机103通过机械耦合以及离合器共同驱动车轮11旋转，提高了车辆在加速阶段的动力性。
参照图10，在一示例性实施例中，下一时刻的目标行驶模式为加速增强模式，在步骤S403中，控制第一开关202导通、控制电压调整电路203不工作、控制第一桥臂变换电路204进行直流转交流，且控制第二桥臂变换电路205进行直流转交流或交流转直流，以进入加速增强模式。
其中，加速增强模式相比于加速模式，发动机101处于运行状态，为车辆提供了更多的动力，是一种动力性更强的加速模式。
需要说明的是，控制装置控制电压调整电路203不工作，使电压调整电路203之前升高的电压调整电路203的输出电压逐渐降低，直至降为电池包201的电压后，控制装置控制第一开关202导通。
具体地，控制装置控制第一开关202导通，导通的第一开关202充当导线，使得电池包201跳过电压调整电路203，直接向第一桥臂变换电路204和第二桥臂变换电路205供电，电池包201达到最大输出功率；控制装置控制第一桥臂变换电路204进行直流转交流，第一桥臂变换电路204将电压调整电路203输出的直流电转变为三相交流电，向第一电机102供电，以控制第一电机102工作，控制装置视情况控制第二桥臂变换电路 205的工作状态，用于防止发动机101转速过快或过慢。
具体地，当发动机101转速过快时，第二电机103与发动机101将发动机101产生的多余的机械能转变为电能，控制装置控制第二桥臂变换电路205进行交流转直流，将第二电机103输出的三相交流电转换为直流电，为第一桥臂变换电路204和第二桥臂变换电路205供电；当发动机101转速过慢时，第二电机103充当电动机功能，辅助发动机101工作。
示例性地，发动机101通过机械耦合以及离合器与车轮11连接，第一电机102通过机械耦合与车轮11连接，第二电机103通过机械耦合以及离合器与车轮11连接。
因此，在发动机101转速过快时，控制第一桥臂变换电路204进行直流转交流，控制第二桥臂变换电路205进行交流转直流，此时发动机101和第一电机102通过机械耦合以及离合器共同驱动车轮11旋转；在发动机101转速过慢时，控制第一桥臂变换电路204和第二桥臂变换电路205进行直流转交流，发动机101、第一电机102以及第二电机103通过机械耦合及离合器共同驱动车轮11旋转，实现车辆加速功能，大幅提高了车辆在加速阶段的动力性。
参照图11，在一示例性实施例中，下一时刻的目标行驶模式为制动储能模式，在步骤S403中，控制第一开关202断开、控制电压调整电路203进行降压、控制第一桥臂变换电路204进行交流转直流，且控制第二桥臂变换电路205不工作或进行交流转直流，以进入制动储能模式。
具体地，若发动机101处于关闭状态，控制装置控制第一开关202断开，控制装置控制电压调整电路203进行降压，使第一桥臂变换电路204的输出电压通过电压调整电路203进行降压，输出到电池包201；控制装置控制第一桥臂变换电路204进行交流转直流，控制第二桥臂变换电路205不工作，此时第一电机102充当发电机功能，第一电机102将发动机101产生的多余的机械能转变为电能，第一桥臂变换电路204将第一电机102输出的三相交流电转换为直流电，以回收电能到电池包201。
可选地，若发动机101处于运行状态，控制装置控制第一开关202断开，控制装置控制电压调整电路203进行降压，使第一桥臂变换电路204和第二桥臂变换电路205的输出电压通过电压调整电路203进行降压，输出到电池包201；控制装置控制第一桥臂变换电路204和第二桥臂变换电路205进行交流转直流，此时第一电机102和第二电机103工作，第一电机102、第二电机103与发动机101将发动机101产生的多余的机械能转变为电能，以回收电能至电池包201。
示例性地，发动机101通过机械耦合以及离合器与车轮11连接，第一电机102通过机械耦合与车轮11连接，第二电机103通过机械耦合以及离合器与车轮11连接。
因此，控制电压调整电路203充当降压电路，对电压调整电路203第二端和第三端之间的电压进行降压后输出给电池包201，实现对电池包201充电，并且通过电压调整电路203，保证了能量回收的输出电压的稳定，提高了车辆在制动阶段的经济性。
参照图12，在一示例性实施例中，下一时刻的目标行驶模式为停车发电模式，在步骤S403中，控制第一开关202导通、控制电压调整电路203不工作、控制第一桥臂变换电路204不工作且控制第二桥臂变换电路205进行交流转直流，以进入停车发电模式。
具体地，控制装置控制第一开关202导通，此时导通的第一开关202充当导线，使得第二桥臂变换电路205跳过电压调整电路203，通过导通的第一开关202直接向电池包201充电，此时发动机101处于运行状态，实现发动机101带动第二电机103进行发电。控制装置控制第二桥臂变换电路205进行交流转直流，第二电机103将发动机101产生的多余的机械能转变为电能，控制第二桥臂变换电路205将第二电机103输出的三相交流电转换为直流电，以回收电能到电池包201。因此，控制第一开关202导通，跳过电压 调整电路203直接向电池包201充电，提高了充电功率与效率，缩短了充电时间，提高了车辆在停车发电阶段的经济性与便捷性。
本公开通过控制第一开关202、电压调整电路203和第一桥臂变换电路204和第二桥臂变换电路205，在一些应用场景下，能够跳过电压调整电路203实现电池包201大功率输出，释放车辆的全部性能；在一些应用场景下，能够提高母线电压，降低能耗和损耗，保证车辆的经济性；在一些应用场景下，能够提高充电功率与充电效率，提高车辆的经济性与便捷性。
综上所述，相比现有技术，本公开不需要增加超级电容等小型供电装置或者储能设备，仅通过第一开关就能实现增强动力性的功能，节省了车辆的制造成本和体积。
本公开可以根据车辆工况确定车辆的下一时刻的目标行驶模式，根据下一时刻的目标行驶模式控制电池包直接向桥臂变换电路供电或者经电压调整电路升压后向桥臂变换电路供电，实现车辆增强动力性与增强经济性之间的切换。
此外，本公开使用的电压调整电路采用的是双相交错并联式的结构，其输出功率可达现有的升压电路无法达到的功率且干扰更小。此外，本公开可以实现回收发动机能量，提高车辆的经济性。此外，本公开可以直接对电池包进行充电，提高了充电功率与效率，缩短了充电时间，提高车辆的经济性与便捷性。
按照上述实施例记载的技术方案进行实施，能够在新能源汽车起步及加速阶段提高汽车动力性，在匀速阶段实现经济性，在停车发电阶段提高充电便捷性，实现新能源汽车兼顾动力性、经济性与便捷性。以上结合附图详细描述了本公开的优选实施方式，但是，本公开并不限于上述实施方式中的具体细节，在本公开的技术构思范围内，可以对本公开的技术方案进行多种简单变型，这些简单变型均属于本公开的保护范围。
另外需要说明的是，在上述具体实施方式中所描述的各个具体技术特征，在不矛盾的情况下，可以通过任何合适的方式进行组合。此外，本公开的各种不同的实施方式之间也可以进行任意组合，只要其不违背本公开的思想，其同样应当视为本公开所公开的内容。

Claims (15)

  1. 一种动力驱动电路(104)，其特征在于，包括：电池包(201)、第一开关(202)、电压调整电路(203)、第一桥臂变换电路(204)和第二桥臂变换电路(205)，
    所述电压调整电路(203)的第一端连接所述电池包(201)的第一端，所述电压调整电路(203)的第二端连接所述电池包(201)的第二端；
    所述第一开关(202)分别连接所述电池包(201)的第一端和所述电压调整电路(203)的第三端，所述第一桥臂变换电路(204)和所述第二桥臂变换电路(205)均并联在所述电压调整电路(203)的第二端与所述电压调整电路(203)的第三端之间；
    所述第一桥臂变换电路(204)用于与车辆(1)的第一电机(102)连接，所述第二桥臂变换电路(205)用于与车辆(1)的第二电机(103)连接。
  2. 根据权利要求1所述的动力驱动电路(104)，其特征在于，所述第一桥臂变换电路(204)包括第一开关管(401)、第二开关管(402)、第三开关管(403)、第四开关管(404)、第五开关管(405)和第六开关管(406)，
    所述第一开关管(401)的输入端与所述电压调整电路(203)的第三端连接，所述第一开关管(401)的输出端与所述第二开关管(402)的输入端连接，所述第二开关管(402)的输出端与所述电压调整电路(203)的第二端连接，所述第三开关管(403)的输入端与所述第一开关管(401)的输入端连接，所述第三开关管(403)的输出端与所述第四开关管(404)的输入端连接，所述第四开关管(404)的输出端与所述第二开关管(402)的输出端连接，所述第五开关管(405)的输入端与所述第一开关管(401)的输入端连接，所述第五开关管(405)的输出端与所述第六开关管(406)的输入端连接，所述第六开关管(406)的输出端与所述第二开关管(402)的输出端连接，
    所述第一电机(102)的第一电源端与所述第一开关管(401)的输出端连接，所述第一电机(102)的第二电源端与所述第三开关管(403)的输出端连接，所述第一电机(102)的第三电源端与所述第五开关管(405)的输出端连接。
  3. 根据权利要求1或2所述的动力驱动电路(104)，其特征在于，所述第二桥臂变换电路(205)包括第七开关管(501)、第八开关管(502)、第九开关管(503)、第十开关管(504)、第十一开关管(505)和第十二开关管(506)，
    所述第七开关管(501)的输入端与所述电压调整电路(203)的第三端连接，所述第七开关管(501)的输出端与所述第八开关管(502)的输入端连接，所述第八开关管 (502)的输出端与所述电压调整电路(203)的第二端连接，所述第九开关管(503)的输入端与所述第七开关管(501)的输入端连接，所述第九开关管(503)的输出端与所述第十开关管(504)的输入端连接，所述第十开关管(504)的输出端与所述第八开关管(502)的输出端连接，所述第十一开关管(505)的输入端与所述第七开关管(501)的输入端连接，所述第十一开关管(505)的输出端与所述第十二开关管(506)的输入端连接，所述第十二开关管(506)的输出端与所述第八开关管(502)的输出端连接，所述第二电机(103)的第一电源端与所述第七开关管(501)的输出端连接，
    所述第二电机(103)的第二电源端与所述第九开关管(503)的输出端连接，所述第二电机(103)的第三电源端与所述第十一开关管(505)的输出端连接。
  4. 根据权利要求1-3任一项所述的动力驱动电路(104)，其特征在于，所述电压调整电路(203)包括第十三开关管(301)、第十四开关管(302)、第十五开关管(303)、第十六开关管(304)、第一电感(305)和第二电感(306)，
    所述第十三开关管(301)的输入端和/或所述第十五开关管(303)的输入端作为所述电压调整电路(203)的第三端，所述第十三开关管(301)的输出端与所述第十四开关管(302)的输入端连接，所述第十四开关管(302)的输出端和/或所述第十六开关管(304)的输出端作为所述电压调整电路(203)的第二端，所述第十五开关管(303)的输入端与第十三开关管(301)的输入端连接，所述第十五开关管(303)的输出端与所述第十六开关管(304)的输入端连接，所述第十六开关管(304)的输出端与所述第十四开关管(302)的输出端连接，所述第一电感(305)的第一端与所述第十三开关管(301)的输出端连接，所述第一电感(305)的第二端和/或所述第二电感(306)的第二端作为所述电压调整电路(203)的第一端，所述第二电感(306)的第一端与所述第十五开关管(303)的输出端连接，所述第二电感(306)的第二端与所述第一电感(305)的第二端连接。
  5. 根据权利要求1-4任一项所述的动力驱动电路(104)，其特征在于，所述动力驱动电路(104)还包括第一电容(206)，
    所述第一电容(206)并联在所述电压调整电路(203)的第二端与所述电压调整电路(203)的第三端之间。
  6. 根据权利要求1-5任一项所述的动力驱动电路(104)，其特征在于，所述动力驱动电路(104)还包括预充电路(208)和第二电容(207)，
    所述电压调整电路(203)的第一端通过所述预充电路(208)连接所述电池包(201)的第一端，所述第二电容(207)并联在所述电压调整电路(203)的第一端与所述电池包(201)的第二端之间。
  7. 根据权利要求6所述的动力驱动电路(104)，其特征在于，所述预充电路(208)包括第二开关(601)、第三开关(602)和限流电阻(603)，
    所述第二开关(601)的第一端作为所述预充电路(208)的第一端，所述第二开关(601)的第二端作为所述预充电路(208)的第二端，所述第三开关(602)与所述限流电阻(603)串联后的支路并联在所述第二开关(601)两端。
  8. 根据权利要求1-7任一项所述的动力驱动电路(104)，其特征在于，所述动力驱动电路(104)还包括熔断器(209)，
    所述熔断器(209)串联在所述电池包(201)的第一端与所述第一开关(202)之间，且所述电压调整电路(203)的第一端连接在所述熔断器(209)的远离所述电池包(201)的第一端的一端。
  9. 一种动力驱动系统(10)，其特征在于，包括：发动机(101)、第一电机(102)、第二电机(103)以及如权利要求1-8任一项所述的动力驱动电路(104)；其中，所述第一电机(102)分别与所述第二电机(103)和所述发动机(101)连接，且所述第二电机(103)与所述发动机(101)连接。
  10. 一种动力驱动方法，其特征在于，用于控制如权利要求9所述的动力驱动系统(10)，所述动力驱动方法包括：
    获取所述动力驱动系统(10)中第一电机(102)、第二电机(103)和发动机(101)的转速信息；
    根据所述转速信息，确定车辆(1)在下一时刻的目标行驶模式；
    控制所述动力驱动系统(10)中的第一开关(202)、电压调整电路(203)、第一桥臂变换电路(204)和第二桥臂变换电路(205)，以进入所述目标行驶模式。
  11. 根据权利要求10所述的动力驱动方法，其特征在于，所述目标行驶模式为起步模式或起步增强模式，所述控制所述动力驱动系统(10)中的第一开关(202)、电压调整电路(203)、第一桥臂变换电路(204)和第二桥臂变换电路(205)，以进入所述目标行驶模式，包括：
    控制所述第一开关(202)导通、控制所述电压调整电路(203)不工作、控制所述 第一桥臂变换电路(204)和所述第二桥臂变换电路(205)进行直流转交流，以进入所述起步模式；或，
    控制所述第一开关(202)导通、控制所述电压调整电路(203)不工作、控制所述第一桥臂变换电路(204)进行直流转交流，且控制所述第二桥臂变换电路(205)进行直流转交流或交流转直流，以进入所述起步增强模式。
  12. 根据权利要求10所述的动力驱动方法，其特征在于，所述目标行驶模式为低速匀速行驶模式、高速匀速行驶模式、加速模式或加速增强模式，所述控制所述动力驱动系统(10)中的第一开关(202)、电压调整电路(203)、第一桥臂变换电路(204)和第二桥臂变换电路(205)，以进入所述目标行驶模式，包括：
    控制所述第一开关(202)断开、控制所述电压调整电路(203)进行升压、控制所述第一桥臂变换电路(204)进行直流转交流，且控制所述第二桥臂变换电路(205)不工作或进行直流转交流，以进入所述低速匀速行驶模式；或，
    控制所述第一开关(202)断开、控制所述电压调整电路(203)进行升压、控制所述第一桥臂变换电路(204)进行直流转交流，且控制所述第二桥臂变换电路(205)进行直流转交流或交流转直流，以进入所述高速匀速行驶模式；或，
    控制所述第一开关(202)导通、控制所述电压调整电路(203)不工作、控制所述第一桥臂变换电路(204)和所述第二桥臂变换电路(205)进行直流转交流，以进入所述加速模式；或，
    控制所述第一开关(202)导通、控制所述电压调整电路(203)不工作、控制所述第一桥臂变换电路(204)进行直流转交流，且控制所述第二桥臂变换电路(205)进行直流转交流或交流转直流，以进入所述加速增强模式。
  13. 根据权利要求10所述的动力驱动方法，其特征在于，所述目标行驶模式为制动储能模式或停车发电模式，所述控制所述动力驱动系统(10)中的第一开关(202)、电压调整电路(203)、第一桥臂变换电路(204)和第二桥臂变换电路(205)，以进入所述目标行驶模式，包括：
    控制所述第一开关(202)断开、控制所述电压调整电路(203)进行降压、控制所述第一桥臂变换电路(204)进行交流转直流，且控制所述第二桥臂变换电路(205)不工作或进行交流转直流，以进入所述制动储能模式；或，
    控制所述第一开关(202)导通、控制所述电压调整电路(203)不工作、控制所述 第一桥臂变换电路(204)不工作且控制所述第二桥臂变换电路(205)进行交流转直流，以进入所述停车发电模式。
  14. 一种车辆(1)，其特征在于，包括：
    车轮(11)；
    如权利要求9所述的动力驱动系统(10)，所述动力驱动系统(10)中的发动机(101)、第一电机(102)和第二电机(103)均连接所述车轮(11)。
  15. 根据权利要求14所述的车辆(1)，其特征在于，所述车辆(1)还包括：
    控制装置，与所述动力驱动系统(10)中的第一开关(202)、电压调整电路(203)、第一桥臂变换电路(204)和第二桥臂变换电路(205)连接，所述控制装置用于控制所述第一开关(202)、所述电压调整电路(203)、所述第一桥臂变换电路(204)和所述第二桥臂变换电路(205)。
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