CN210760596U

CN210760596U - Vehicle-mounted distribution box and electric vehicle comprising same

Info

Publication number: CN210760596U
Application number: CN201921307455.2U
Authority: CN
Inventors: 鲍博
Original assignee: Vitesco Technologies Holding China Co Ltd
Current assignee: Vitesco Automotive Tianjin Co Ltd
Priority date: 2019-08-13
Filing date: 2019-08-13
Publication date: 2020-06-16
Anticipated expiration: 2029-08-13

Abstract

The utility model relates to an on-vehicle block terminal, its integrated form electric drive system for vehicle, this system includes motor, energy storage unit and converting circuit, and this converting circuit is including the first converting unit who has alternating current end and direct current end, the second converting unit who has first end and second end and have the third converting unit of input and output, and the motor has a plurality of inductances, and the one end of every inductance is connected to the alternating current end of first converting unit, and this on-vehicle block terminal includes: a first switch; a second switch; a third switch; a fourth switch; a fifth switch; a sixth switch; a seventh switch; an eighth switch; and the control unit selectively controls the on-off of the first switch, the second switch, the third switch and the fourth switch so as to realize different working modes of the system. The utility model discloses still relate to an electric vehicle including this on-vehicle block terminal. According to the utility model discloses a system and vehicle have realized multiplexing of power electron device; the manufacturing cost of the vehicle is reduced.

Description

Vehicle-mounted distribution box and electric vehicle comprising same

Technical Field

The utility model relates to an electric vehicle field, more specifically, the utility model relates to an electric vehicle that is used for on-vehicle block terminal of integrated form electric drive system and includes this on-vehicle block terminal.

Background

Driven by the dual pressures of energy crisis and environmental pollution, electric vehicles (and/or hybrid vehicles) are becoming a major trend in the future. Generally, an electric vehicle includes a rechargeable high-voltage battery, a three-phase motor that drives the vehicle to run using power supplied from the high-voltage battery, and an inverter for driving the motor by the high-voltage battery.

When the remaining power (SOC) of the high-voltage battery is too low, the high-voltage battery needs to be charged by a charger equipped in the vehicle, which is usually an ac charger that charges by external single-phase ac power or three-phase ac power.

In addition, an additional DC/DC converter is required to be installed to supply power to a 12V battery, which can supply power to low-voltage devices such as audio, windows, and lamps in a vehicle.

In the existing electric vehicle, an inverter, a charger, a DC/DC converter and the like used in the charging process and the driving process are respectively and independently installed on the vehicle, and the use scene is single, which not only increases the complexity of the circuit and the manufacturing cost of the vehicle, but also causes the waste of power electronic devices.

SUMMERY OF THE UTILITY MODEL

In order to solve the above problems in the prior art, the utility model provides a vehicle-mounted distribution box for an integrated electric drive system of a vehicle, which integrates a charger, an inverter, a motor and a DC/DC converter into a whole, realizes the multiplexing of power electronic devices, and can simultaneously support two-phase and three-phase alternating current charging and direct current charging; in addition, a separate charger, an inverter and a direct current converter are eliminated, the fixed load of the vehicle is reduced, and the manufacturing cost of the vehicle is reduced.

Specifically, the utility model provides an on-vehicle block terminal of integrated form electric drive system for vehicle, wherein this system includes motor, energy storage unit and connects the motor with the converting circuit in transmission power between the energy storage unit, converting circuit is including the first converting unit that has alternating current end and direct current end, the second converting unit that has first end and second end and the third converting unit that has input and output, the motor includes a plurality of coil inductances, and the first end of every coil inductance is connected to the alternating current end of first converting unit, energy storage unit is including being used for driving the high-voltage battery of motor and the low-voltage battery that is used for supplying power to the low-voltage equipment in the vehicle, wherein, this on-vehicle block terminal includes: a first switch connecting a second end of each of the coil inductors to a vehicle external power supply; a second switch connecting the second end of each coil inductance to a neutral point; a third switch connected between an output terminal of the third conversion unit and the high voltage battery; a fourth switch connected between an output terminal of the third conversion unit and the low-voltage battery; a fifth switch connected between a dc terminal of the first conversion unit and a first terminal of the second conversion unit; a sixth switch connected between the second terminal of the second conversion unit and the input terminal of the third conversion unit; a seventh switch connected between a dc terminal of the first conversion unit and a second terminal of the second conversion unit; an eighth switch connected between the first terminal of the second converting unit and the input terminal of the third converting unit; and the control unit is configured to selectively control the on and off of the first switch, the second switch, the third switch and the fourth switch so as to realize different working modes of the system.

Advantageously, the control unit is configured to selectively control on and off of the fifth, sixth, seventh and eighth switches so that the second conversion unit performs a step-up or step-down operation on the direct current from the first conversion unit or the high-voltage battery.

Advantageously, the control unit is configured to close the fifth and sixth switches and open the seventh and eighth switches to cause the second conversion unit to perform a step-up operation on the direct current from the first conversion unit or to perform a step-down operation on the direct current from the high-voltage battery.

Advantageously, the control unit is configured to close the seventh and eighth switches and open the fifth and sixth switches to cause the second converting unit to perform a step-down operation on the direct current from the first converting unit or to perform a step-up operation on the direct current from the high-voltage battery.

Advantageously, the control unit is further configured to close the first and third switches and open the second and fourth switches to charge the high-voltage battery by means of a power supply external to the vehicle.

Advantageously, the control unit is further configured to close the first and fourth switches and open the second and third switches to charge the low-voltage battery by means of a power supply external to the vehicle.

Advantageously, the on-board distribution box further comprises: and the ninth switch is connected between the high-voltage battery and the input end of the third conversion unit, wherein the control unit is configured to selectively control the on and off of the first switch, the second switch, the third switch and the fourth switch so as to realize different working modes of the system.

Advantageously, the control unit is configured to open the third, sixth and eighth switches and close the fourth and ninth switches to charge the low-voltage battery by means of the high-voltage battery.

Advantageously, the on-board distribution box further comprises: and the tenth switch is connected between the direct current end of the first conversion unit and the high-voltage battery, wherein the control unit is configured to selectively control the on/off of the first to eighth switches and the tenth switch so as to realize different working modes of the system.

Advantageously, the control unit is configured to open the first, fifth and seventh switches and close the second and tenth switches to drive the motor by means of the high voltage battery.

Advantageously, the control unit is configured to open the first, third, fifth and seventh switches and close the second and tenth switches to charge the high voltage battery by means of the motor feedback braking energy.

The utility model also provides an electric vehicle of including according to the above on-vehicle block terminal.

Drawings

Fig. 1 shows a schematic block diagram of an integrated electric drive system for a vehicle comprising an on-board distribution box according to the present invention; and

fig. 2 shows a circuit diagram of the integrated electric drive system shown in fig. 1 including an on-board distribution box.

Detailed Description

An on-board distribution box for an integrated electric drive system according to the present invention will be described below by way of embodiments with reference to the accompanying drawings. In the following description, numerous specific details are set forth in order to provide a more thorough understanding of the present invention to those skilled in the art. It will be apparent, however, to one skilled in the art that the present invention may be practiced without some of these specific details. Rather, any combination of the following features and elements, whether related to different embodiments or not, is contemplated to implement the present invention. Thus, the following aspects, features, embodiments and advantages are merely illustrative and should not be considered elements or limitations of the claims except where explicitly recited in a claim(s).

Fig. 1 shows a schematic block diagram of an integrated electric drive system 10 for a vehicle comprising an on-board distribution box 20 according to the present invention; fig. 2 shows a circuit diagram of the integrated electric drive system shown in fig. 1 including an on-board distribution box. As shown in fig. 1 and 2, the system 10 includes an electric machine 12 for driving the vehicle, an energy storage unit, and a conversion circuit connected between the electric machine and the energy storage unit for transferring power.

The electric machine 12 may be a permanent magnet/AC induction machine configured to rotate the wheels via the motor output member 110 via an energy storage unit (particularly a high voltage battery) of the vehicle. The motor 12 includes an inductance unit 121 formed of a plurality of inductance coils, and the inductance unit 121 is formed of three-phase windings (inductances L1, L2, and L3). The energy storage unit may comprise a high voltage battery 18 and a low voltage battery 19, the high voltage battery 18 being configured to supply power to said electric machine 12 to cause it to rotate the wheels, hence also referred to as "power battery"; the low-voltage battery 19 refers to a 12V storage battery in the vehicle, which is configured to supply power to low-voltage devices in the vehicle. The "vehicle" referred to herein includes electric vehicles and hybrid vehicles.

The conversion circuit may include a traction power conversion unit 13, a bidirectional buck-boost conversion unit 14, and a charging conversion unit. The traction power conversion unit 13 is configured to convert alternating current generated when regenerative feedback is given from a power supply outside the vehicle or the motor into direct current, or convert direct current from the high-voltage battery into alternating current; the bidirectional step-up/step-down converting unit 14 is configured to perform a step-up or step-down operation on the direct current from the traction power converting unit 13 or the high-voltage battery 18; the charging conversion unit is configured to convert the direct current from the bidirectional step-up/step-down conversion unit 14 into direct current for charging the high-voltage battery 18 or the low-voltage battery 19, or convert the direct current from the high-voltage battery 18 into direct current for charging the low-voltage battery 19.

In addition, the system 10 further includes a control unit 11, and the control unit 11 is configured to selectively control the connection relationship among the vehicle external power source, the motor 12, the traction power conversion unit 13, the bidirectional step-up/step-down conversion unit 14, the charge conversion unit, the high-voltage battery 18, and the low-voltage battery 19 by means of one or more switches (S1-S10) provided in the on-vehicle distribution box 20 to realize different operation modes of the system 10. The connection relationship between the above-described respective modules in the system will be described in detail with reference to fig. 1 and 2.

Each inductance (L1, L2, L3) of the electric machine 12 has one end fixedly connected to the traction power conversion unit 13 and the other end selectively connected to the vehicle exterior/off-board power supply by means of switches S1, S2, S3 in the vehicle distribution box, respectively, and to a common point (i.e., "neutral point") by means of switches S4, S5, S6. In the driving mode, the switches S1, S2, S3 are opened, the switches S4, S5, S6 are closed, and the inductors L1, L2, L3 are configured as induction coils for exciting an externally input alternating current to drive the vehicle motor to rotate by the electric power of the high-voltage battery; in the charging mode, switches S1, S2, S3 are closed, switches S4, S5, S6 are open, and inductors L1, L2, L3 are configured as filter inductors for filtering externally input alternating current, so that the energy storage unit is charged by means of an external grid. In a particular example of a charging mode, such as where regenerative energy feedback occurs, switches S1, S2, S3 are open and switches S4, S5, S6 are closed, with the electric machine 12 acting as a generator to charge the high voltage battery with the generated regenerative feedback energy.

The traction power conversion unit 13 is a bidirectional AC/DC converter including a plurality of semiconductor switching tubes Q1-Q6, and has an AC terminal fixedly connected to each inductor L1, L2, L3 of the motor 12 and a DC terminal connected to the high voltage battery 18 via a switch S7.

The bidirectional buck-boost conversion unit 14 is a DC/DC converter, and is composed of two semiconductor switching tubes Q13 and Q14 and a choke inductor L5. The bidirectional buck-boost converting unit 14 is connected to the dc terminal of the traction power converting unit 13 through the switch 2PS1 or 3PS3, connected to the charge converting unit through the switch 2PS2 or 3PS4, and further connected to the high-voltage battery 18 through the switch S8, so as to perform a boost or buck operation on the dc voltage converted by the traction power converting unit 13 or the dc voltage output by the high-voltage battery 18 by turning on and off the switches 2PS1, 2PS2, 3PS3, 3PS4, and S8.

Specifically, the bidirectional buck-boost converting unit 14 performs a boost operation on the direct current from the traction power converting unit 13 when the switches 2PS1 and 2PS2 are closed and the switches 3PS3 and 3PS4 are open, or performs a buck operation on the direct current from the high-voltage battery 18 when the switch S8 is further closed; the bidirectional buck-boost conversion unit 14 performs a buck operation on the direct current from the traction power conversion unit 13 when the switches 2PS1 and 2PS2 are open and the switches 3PS3 and 3PS4 are closed, or performs a boost operation on the direct current from the high-voltage battery 18 when the switch S8 is further closed.

The charge conversion unit may specifically include an H-bridge inverter 15(DC/AC converter), an isolation transformer 16(AC/AC converter), and a rectifier 17(AC/DC converter), and the internal circuit structure of the charge conversion unit is explained in detail below.

The H-bridge inverter 15 is an H-bridge inverter formed by connecting four switching tubes Q7-Q10, and the input end thereof is connected to the bidirectional buck-boost converting unit 14 through a switch 2PS2 or 3PS4 and is connected to the high-voltage battery 18 through a switch S8 so as to convert the direct current from the bidirectional buck-boost converting unit 14 or from the high-voltage battery 18 into alternating current.

An input terminal of the isolation transformer 16 is connected to an output terminal of the H-bridge inverter 15 for performing an isolation transforming operation on the alternating current from the H-bridge inverter 15. Wherein the isolation transformer 16 comprises two outputs with gate switches K1 and K2 (not shown in fig. 1-2), respectively, to output different isolation voltages (depending on whether the high voltage battery 18 or the low voltage battery 19 is charged) to the rectifier 17 according to the control commands of the control unit. At any time, only one of the gate switches K1 and K2 remains closed while the other is open. For example, when charging a high-voltage battery, the gate switch K1 is closed, and K2 is opened, so that the alternating current after the isolation transformation operation is supplied to the rectifier 17 via the first output terminal; when charging the low-voltage battery, the gate switch K1 is opened and the gate switch K2 is closed, so that the alternating current after the isolation transformation operation is transmitted to the rectifier 17 through the second output terminal.

The rectifier 17 is composed of switching tubes Q11, Q12 and diodes D1, D2, the input terminals of which are connected to the output terminals of the isolation transformer 16, for converting the alternating current from the isolation transformer 16 back to direct current. The output end of the rectifier 17 is connected to the high-voltage battery 18 through the switch S9 and connected to the low-voltage battery 19 through the switch S10, and the direct current rectified by the rectifier 17 can be used for charging the high-voltage battery 18 or the low-voltage battery 19 according to the on and off of S9 and S10. It will be appreciated by those skilled in the art that the on-off states of the gate switches K1 and K2 of the isolation transformer 16 may be maintained in line with the switches S9 and S10, respectively, e.g., with the low voltage battery 19 charged, both switches K2 and S10 are maintained closed and both switches K1 and S9 are maintained open, and vice versa.

Herein, the operation mode of the integrated electric drive system for a vehicle is largely classified into two modes of "charging mode" and "driving mode". The term "driving mode" refers to that the vehicle motor is driven to run by means of the high-voltage battery of the vehicle during the running process of the vehicle; alternatively, the low-voltage battery may be charged by the vehicle high-voltage battery while the vehicle motor is driven in operation (i.e., the motor is driven and the low-voltage battery is charged by the high-voltage battery). The "charging mode" referred to herein relates to the following two cases:

-charging the low-voltage battery by means of a high-voltage battery of the vehicle in a stationary state of the vehicle (e.g. parked in a garage), or charging the high-voltage battery or the low-voltage battery of the vehicle by means of an external power supply, in particular comprising charging the high-voltage battery (HV) by means of a three-phase voltage, charging the high-voltage battery by means of a two-phase voltage, charging the low-voltage battery (LV) by means of a three-phase voltage and charging the low-voltage battery by means of a two-phase voltage; and

in the event of feedback energy occurring during the driving of the vehicle, the regenerative feedback energy is used for charging the high-voltage battery of the vehicle, i.e. the high-voltage battery is charged by means of the regenerative energy. In this context, regenerative braking or regenerative braking refers to the conversion of mechanical energy on a load into electrical energy by means of an electric machine during braking or freewheeling of the vehicle and the storage thereof in an energy storage unit of the vehicle, in which case the electric machine of the vehicle acts as a generator.

In different operation modes of the system, the control unit 11 may selectively turn on or off the switches S1-S10, 2PS1, 2PS2, 3PS3, 3PS4 and the gate switches K1, K2 and the semiconductor switch tubes Q1-Q14 provided in the vehicle-mounted distribution box to control the connection relationship among the motor 12, the traction power conversion unit 13, the bidirectional buck-boost conversion unit 14, the H-bridge inverter 15, the isolation transformer 16, the rectifier 17, the high-voltage battery 18 and the low-voltage battery 19, thereby implementing different operation modes of the system 10.

The semiconductor switching transistors Q1-Q14 may be implemented as field effect transistors (e.g., MOSFETs and JFETs) or Insulated Gate Bipolar Transistors (IGBTs). Preferably, a freewheeling diode (not shown in fig. 2) may be connected in parallel to each semiconductor switch tube to prevent the switch tube from being broken down by reverse voltage; in addition, a capacitor may be connected in parallel to the input terminals of the traction power conversion unit 13 and the charging conversion unit to filter out harmonics in the circuit. More preferably, an LC low pass filter (as shown in fig. 2) may be connected at the output of the rectifier 17 to filter out harmonics in the circuit.

In this context, the low-voltage battery is a 12V battery and the external power source (i.e., the "off-board power source") is 220V mains or 380V three-phase ac. As a first example, assuming that both the vehicle motor and the high voltage battery operate at a 400v voltage platform, several main operating modes of the system 10 that can be realized with the vehicle distribution box according to the invention under this platform can be enumerated as follows.

a. Charging mode

1.1 charging high-Voltage batteries by means of three-phase Voltage

The operating mode refers to charging a high-voltage battery of the vehicle by means of an external three-phase network. In this mode, switches S1-S3 are closed and S4-S6 are open, so that the ac power of the external grid is filtered by motor inductors L1, L2 and L3 and then transmitted to the traction power conversion unit 13, and at this time, the traction power conversion unit 13 is composed of Q1-Q6 switching tubes. The traction power conversion unit 13 operates in a rectification mode to convert the ac power of the external grid into dc power.

Further, the switches S7 and S8 are opened, the switches S1 and 2PS2 are opened, the switches 3PS3 and 3PS4 are closed, the direct current output from the traction power conversion unit 13 is input to the second end of the bidirectional buck-boost conversion unit 14, the bidirectional buck-boost conversion unit 14 performs a buck operation on the direct current output from the traction power conversion unit, and the buck direct current is transmitted from the first end of the bidirectional buck-boost conversion unit 14 to the H-bridge inverter 15, and the H-bridge inverter 15 converts the buck direct current back to alternating current. The ac power converted by the H-bridge inverter 15 is regulated by the isolation transformer 16, and then transmitted to the rectifier 17 via the gate switch K1 to be converted into dc power again by the rectifier 17. Further, the switch S10 is opened, the switch S9 is closed, and the dc power rectified by the rectifier 17 is transmitted to the high-voltage battery 18 through the switch S9 to charge the battery.

1.2 charging a high-voltage battery by means of a two-phase voltage

The operating mode refers to charging a high-voltage battery of the vehicle by means of an external two-phase voltage. In the mode, switches S1-S2 are closed, and switches S3-S6 are opened, so that alternating current of an external power grid is filtered by motor inductors L1 and L2 and then transmitted to the traction power conversion unit 13, at the moment, the traction power conversion unit 13 is composed of Q1-Q4 switching tubes, and Q5-Q6 do not work. The traction power conversion unit 13 operates in a rectification mode to convert the ac power of the external grid into dc power.

Further, the switches S7 and S8 are opened, the switches S1 and 2PS2 are closed, the switches 3PS3 and 3PS4 are opened, the direct current output from the traction power conversion unit 13 is input to the first end of the bidirectional buck-boost conversion unit 14, the bidirectional buck-boost conversion unit 14 performs a boost operation on the direct current output from the traction power conversion unit, and the boosted direct current is transmitted from the second end of the bidirectional buck-boost conversion unit 14 to the H-bridge inverter 15, and the H-bridge inverter 15 converts the boosted direct current back to alternating current. The ac power converted by the H-bridge inverter 15 is regulated by the isolation transformer 16, and then transmitted to the rectifier 17 via the gate switch K1 to be converted into dc power again by the rectifier 17. Further, the switch S10 is opened, the switch S9 is closed, and the dc power rectified by the rectifier 17 is transmitted to the high-voltage battery 18 through the switch S9 to charge the battery.

1.3 charging Low-Voltage batteries by means of three-phase Voltage

The operating mode refers to the charging of a low-voltage battery (12v accumulator) of the vehicle by means of an external three-phase network. In this mode, switches S1-S3 are closed and S4-S6 are open, so that the ac power of the external grid is filtered by motor inductors L1, L2 and L3 and then transmitted to the traction power conversion unit 13, and at this time, the traction power conversion unit 13 is composed of Q1-Q6 switching tubes. The traction power conversion unit 13 operates in a rectification mode to convert the ac power of the external grid into dc power.

Further, the switches S7 and S8 are opened, the switches S1 and 2PS2 are opened, the switches 3PS3 and 3PS4 are closed, the direct current output from the traction power conversion unit 13 is input to the second end of the bidirectional buck-boost conversion unit 14, the bidirectional buck-boost conversion unit 14 performs a buck operation on the direct current output from the traction power conversion unit, and the buck direct current is transmitted from the first end of the bidirectional buck-boost conversion unit 14 to the H-bridge inverter 15, and the H-bridge inverter 15 converts the buck direct current back to alternating current. The ac power converted by the H-bridge inverter 15 is regulated by the isolation transformer 16, and then transmitted to the rectifier 17 via the gate switch K2 to be converted into dc power again by the rectifier 17. Further, the switch S9 is opened, the switch S10 is closed, and the dc power rectified by the rectifier 17 is transmitted to the low-voltage battery 19 through the switch S10 to charge the battery.

1.4 charging Low-Voltage batteries by means of two-phase Voltage

The operating mode refers to charging a low-voltage battery of the vehicle by means of an external two-phase voltage. In the mode, switches S1-S2 are closed, and switches S3-S6 are opened, so that alternating current of an external power grid is filtered by motor inductors L1 and L2 and then transmitted to the traction power conversion unit 13, at the moment, the traction power conversion unit 13 is composed of Q1-Q4 switching tubes, and Q5-Q6 do not work. The traction power conversion unit 13 operates in a rectification mode to convert the external alternating current into direct current.

Further, the switches S7 and S8 are opened, the switches S1 and 2PS2 are closed, the switches 3PS3 and 3PS4 are opened, the direct current output from the traction power conversion unit 13 is input to the first end of the bidirectional buck-boost conversion unit 14, the bidirectional buck-boost conversion unit 14 performs a boost operation on the direct current output from the traction power conversion unit, and the boosted direct current is transmitted from the second end of the bidirectional buck-boost conversion unit 14 to the H-bridge inverter 15, and the H-bridge inverter 15 converts the boosted direct current back to alternating current. The ac power converted by the H-bridge inverter 15 is regulated by the isolation transformer 16, and then transmitted to the rectifier 17 via the gate switch K2 to be converted into dc power again by the rectifier 17. Further, the switch S9 is opened, the switch S10 is closed, and the dc power rectified by the rectifier 17 is transmitted to the low-voltage battery 19 through the switch S10 to charge the battery.

1.5 charging Low-Voltage batteries by means of high-Voltage batteries

The operating mode refers to charging the low-voltage battery by means of the high-voltage battery of the vehicle. In this mode, the switches 2PS2, 3PS4, and S7 are open, and S8 is closed, and dc power from the high voltage battery 18 is transmitted to the H-bridge inverter 15 via the switch S8. The H-bridge inverter 15 converts the direct current into alternating current, regulates the alternating current by means of the isolation transformer 16, and then further supplies the regulated alternating current to the rectifier 17 via the gate switch K2 to be converted back into direct current by means of the rectifier 17. Further, S9 is opened, S10 is closed, and the dc power rectified by the rectifier 17 is transmitted to the low-voltage battery 19 through the switch S10 to charge it.

1.6 charging high-Voltage batteries by means of regenerative energy

In this mode of operation, switches S1-S3 are open, S4-S6 are closed, and the vehicle motor functions as a generator. The alternating current generated by the motor under the feedback of the regenerated energy is transmitted to the traction power conversion unit 13, and the traction power conversion unit 13 consists of Q1-Q6 switching tubes and works in a rectification mode to convert the alternating current provided by the motor into direct current.

Further, the switches 2PS1 and 3PS3 are opened, and at the same time, the switch S7 is closed, the switch S9 is opened, and the converted direct current is transmitted to the high-voltage battery 18 via the switch S7 to charge it.

b. Drive mode

The operation mode refers to driving the vehicle motor by means of the high voltage battery, in which the switches S8-S9 are open and S7 is closed, while the switches 2PS1 and 3PS3 are open, and the direct current from the high voltage battery 18 is transmitted to the traction power conversion unit 13 via the switch S7, at which time the traction power conversion unit 13 is composed of Q1-Q6 switching tubes, operating in the inverter mode, to convert the direct current of the high voltage battery 18 into alternating current. Further, the switches S1-S3 are opened, S4-S6 are closed, and the inductors L1-L3 are configured as winding coils to drive the motor to rotate by the alternating current converted by the traction power conversion unit 13.

Additionally or alternatively, while the motor is driven in rotation by the high-voltage battery 18, S8 is closed, while switches 2PS2 and 3PS4 are open, the direct current from the high-voltage battery 18 is transmitted via switch S8 to the H-bridge inverter 15, the H-bridge inverter 15 converts the direct current from the high-voltage battery 18 into alternating current and delivers the converted alternating current to the isolation transformer 16 for voltage regulation, the regulated alternating current being further delivered via the gate switch K2 to the rectifier 17 for reconversion into direct current by the rectifier 17. Further, S10 is closed, and the dc power rectified by the rectifier 17 is transmitted to the low-voltage battery 19 through the switch S10 to charge it.

As a second example, assuming that both the vehicle motor and the high-voltage battery operate at a 800v voltage platform, unlike the first example, in a mode of charging the high-voltage or low-voltage battery by means of external three-phase alternating current, the switches 2PS1 and 2PS2 are closed, the switches 3PS3 and 3PS4 are open, and the switches S7 and S8 are open, thereby performing a boosting operation on the direct current from the traction power conversion unit 13 by means of the bidirectional boost-buck conversion unit 14 and transmitting the boosted direct current to the charge conversion unit for charging the high-voltage or low-voltage battery. Further, in the mode of charging the high-voltage battery by means of the regenerative energy of the motor, the switches S8, 2PS1, and 2PS2 are closed, and S7, 3PS3, and 3PS4 are opened, so that the direct current from the traction power converting unit 13 is subjected to the boosting operation by means of the bidirectional step-up/step-down converting unit 14, and the boosted direct current is transmitted from the first end of the bidirectional step-up/step-down converting unit 14 to the high-voltage battery 18 by means of the switch S8 to charge it.

It will be appreciated by those skilled in the art that the system functions that can be achieved using the vehicle distribution box according to the present invention are not limited to the modes listed above, but include all possible functional modes that can be achieved using the vehicle distribution box or circuit configuration of the present invention. In addition, the present invention focuses on the description that the control unit 11 realizes different operation modes of the integrated electric drive system by controlling the on-off states of the switches S1-S10 and 2PS1, 2PS2, 3PS3 and 3PS4 of the vehicle-mounted distribution box. It will be understood by those skilled in the art that the various modules of the integrated electric drive system (e.g., traction power conversion unit 13, bidirectional buck-boost conversion unit 14, H-bridge inverter 15, isolation transformer 16, and rectifier 17), and in particular the semiconductor switching tubes that make up these modules, that are connected using the on-board distribution box of the present invention may also be controlled. For example, when the traction power conversion unit 13 operates in a rectification mode or an inversion mode, the control unit 11 inputs different control signals through the enable control terminals of the switching tubes Q1-Q6 to control the on/off states of the switching tubes. Since the operation of each module is not the focus of the protection of the present invention, the description is omitted herein.

In the present invention, the term "connected" means "electrically connected". Furthermore, the terms "comprises" and "comprising" mean that, in addition to elements directly and explicitly recited in the specification and claims, elements not directly or explicitly recited are excluded from the scope of the present application. Furthermore, terms such as "first", "second", "third", and the like do not denote any order of components or values in time, space, size, or the like, but are used merely to distinguish one component or value from another.

Although the present invention has been described with reference to the preferred embodiments, the present invention is not limited thereto. Various changes and modifications can be made without departing from the spirit and scope of the present invention, and the scope of the present invention should be determined by the appended claims.

Claims

1. An on-board electrical distribution box for an integrated electric drive system of a vehicle, wherein the system comprises an electric machine (12), an energy storage unit and a conversion circuit connected between the electric machine and the energy storage unit for transferring power, the conversion circuit comprising a first conversion unit (13) having an ac end and a dc end, a second conversion unit (14) having a first end and a second end and a third conversion unit (15,16,17) having an input end and an output end, the electric machine comprising a plurality of coil inductances, a first end of each coil inductance (L1, L2, L3) being connected to the ac end of the first conversion unit (13), the energy storage unit comprising a high voltage battery (18) for driving the electric machine (12) and a low voltage battery (19) for supplying low voltage devices in the vehicle, characterized in that, this on-vehicle block terminal includes:

a first switch (S1, S2, S3) connecting the second end of each coil inductance to a vehicle external power supply;

a second switch (S4, S5, S6) connecting the second terminal of the each coil inductance to a neutral point;

a third switch (S9) connected between the output terminal of the third conversion unit and the high voltage battery (18);

a fourth switch (S10) connected between the output of the third switching unit and the low-voltage battery (19);

a fifth switch (2PS1) connected between the dc terminal of the first conversion unit (13) and the first terminal of the second conversion unit (14);

a sixth switch (2PS2) connected between the second terminal of the second switching unit (14) and the input terminal of the third switching unit;

a seventh switch (3PS3) connected between the dc terminal of the first conversion unit (13) and the second terminal of the second conversion unit (14);

an eighth switch (3PS4) connected between the first terminal of the second switching unit (14) and the input terminal of the third switching unit; and

a control unit (11) configured to selectively control the on-off of the first to eighth switches to achieve different operating modes of the system.

2. The vehicle distribution box of claim 1,

the control unit (11) is configured to selectively control on and off of fifth, sixth, seventh and eighth switches so that the second conversion unit (14) performs a step-up or step-down operation on the direct current from the first conversion unit (13) or the high-voltage battery (18).

3. The vehicle distribution box of claim 2,

the control unit (11) is configured to close the fifth and sixth switches and open the seventh and eighth switches to cause the second conversion unit (14) to perform a step-up operation on the direct current from the first conversion unit (13) or to perform a step-down operation on the direct current from the high-voltage battery (18).

4. The vehicle distribution box of claim 2,

the control unit (11) is configured to close the seventh and eighth switches and open the fifth and sixth switches to cause the second conversion unit (14) to perform a step-down operation on the direct current from the first conversion unit (13) or to perform a step-up operation on the direct current from the high-voltage battery (18).

5. The vehicle distribution box according to claim 3 or 4,

the control unit is further configured to close the first and third switches and open the second and fourth switches to charge the high-voltage battery (18) by means of a power supply external to the vehicle.

6. The vehicle distribution box according to claim 3 or 4,

the control unit is further configured to close the first and fourth switches and open the second and third switches to charge the low-voltage battery (19) by means of a power supply external to the vehicle.

7. The vehicle distribution box according to any one of claims 1 to 4, further comprising:

a ninth switch (S8) connected between the high voltage battery (18) and an input terminal of the third switching unit,

wherein the control unit (11) is configured to selectively control the on and off of the first to ninth switches to realize different working modes of the system.

8. The vehicle distribution box of claim 7,

the control unit (11) is configured to open the third, sixth and eighth switches and close the fourth and ninth switches to charge the low-voltage battery by means of the high-voltage battery.

9. The vehicle distribution box according to any one of claims 1 to 4, further comprising:

a tenth switch (S7) connected between the DC terminal of the first conversion unit (13) and the high voltage battery (18),

wherein the control unit (11) is configured to selectively control the on and off of the first to eighth switches and the tenth switch to realize different working modes of the system.

10. The vehicle distribution box of claim 9,

the control unit (11) is configured to open the first, fifth and seventh switches and close the second and tenth switches to drive the motor by means of the high voltage battery.

11. The vehicle distribution box of claim 9,

the control unit (11) is configured to open the first, third, fifth and seventh switches and close the second and tenth switches to charge the high voltage battery by means of the motor feedback braking energy.

12. An electric vehicle characterized by comprising the on-board distribution box according to any one of claims 1 to 11.