CN107171614B - Motor drive circuit with asymmetric drive and feedback currents and application - Google Patents
Motor drive circuit with asymmetric drive and feedback currents and application Download PDFInfo
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- CN107171614B CN107171614B CN201710310578.0A CN201710310578A CN107171614B CN 107171614 B CN107171614 B CN 107171614B CN 201710310578 A CN201710310578 A CN 201710310578A CN 107171614 B CN107171614 B CN 107171614B
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- H—ELECTRICITY
- H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
- H02P—CONTROL OR REGULATION OF ELECTRIC MOTORS, ELECTRIC GENERATORS OR DYNAMO-ELECTRIC CONVERTERS; CONTROLLING TRANSFORMERS, REACTORS OR CHOKE COILS
- 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
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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
- 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
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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
- B60L58/00—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles
- B60L58/40—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for controlling a combination of batteries and fuel cells
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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
- B60L7/00—Electrodynamic brake systems for vehicles in general
- B60L7/10—Dynamic electric regenerative braking
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- H—ELECTRICITY
- H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
- H02J—CIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
- H02J7/00—Circuit arrangements for charging or depolarising batteries or for supplying loads from batteries
- H02J7/14—Circuit arrangements for charging or depolarising batteries or for supplying loads from batteries for charging batteries from dynamo-electric generators driven at varying speed, e.g. on vehicle
- H02J7/1469—Regulation of the charging current or voltage otherwise than by variation of field
- H02J7/1492—Regulation of the charging current or voltage otherwise than by variation of field by means of controlling devices between the generator output and the battery
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/60—Other road transportation technologies with climate change mitigation effect
- Y02T10/64—Electric machine technologies in electromobility
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/60—Other road transportation technologies with climate change mitigation effect
- Y02T10/70—Energy storage systems for electromobility, e.g. batteries
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/60—Other road transportation technologies with climate change mitigation effect
- Y02T10/72—Electric energy management in electromobility
-
- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/80—Technologies aiming to reduce greenhouse gasses emissions common to all road transportation technologies
- Y02T10/92—Energy efficient charging or discharging systems for batteries, ultracapacitors, supercapacitors or double-layer capacitors specially adapted for vehicles
Abstract
The invention provides a motor driving circuit with asymmetric driving and feedback currents and application thereof. The driving circuit is a bridge topology circuit consisting of a plurality of power devices and has an inversion function; under the control of the control circuit, the direct current electric energy is converted into the electric energy required by the driving motor; the input end of the motor is connected with a power supply, and the output end of the motor is connected with a motor. The braking energy recovery feedback circuit is a bridge rectifier circuit with control, has a one-way conduction function, and recovers electric energy generated by braking of the motor into an energy storage element or other circuits and devices capable of consuming electric energy; the input end of the motor is connected with the motor, and the output end of the motor is connected with an energy storage element or other circuits and devices which can consume electric energy. The invention can be applied to a double-source motor driving system or a common non-double-source motor driving system, and the rectifying circuit can use a power device with lower cost, thereby reducing the vehicle cost.
Description
Technical Field
The invention relates to a motor driving circuit with asymmetric driving and feedback currents, in particular to a driving circuit used in a driving system formed by a secondary power supply (a power supply capable of being repeatedly charged and discharged) and a motor.
Background
In order to solve the problems of energy crisis, environmental pollution and the like caused by the conventional internal combustion engine vehicles, new energy vehicles with a secondary power supply and a driving system of a motor are developed in various countries.
At present, in a vehicle having a secondary power supply and a driving system of a motor, a power device (e.g., an IGBT or a MOSFET, wherein the IGBT is an Insulated Gate Bipolar Transistor, and the MOSFET is a Metal-Oxide-semiconductor field Effect Transistor, and the Metal-Oxide-semiconductor field Effect Transistor is a Metal-Oxide-semiconductor field Effect Transistor) is commonly used as a power switching tube to realize mutual conversion between electric energy of the secondary power supply and energy required by the motor. The main characteristic parameter of energy conversion is the magnitude of current, but the current passing through the power device when the vehicle motor is in a braking energy recovery state is much larger than the current passing through the power device when the vehicle motor is in a driving state, if the braking energy recovery rate is larger, a large-capacity power device needs to be used, the cost price of the power device increases exponentially along with the increase of the capacity, the vehicle cost is increased, and otherwise, the braking energy recovery rate is smaller.
In order to solve the problem of high cost of a large-capacity power device, when a vehicle motor is in a braking energy recovery state, the generated large current can be connected with an energy storage element or other circuits and devices capable of consuming electric energy through another control circuit instead of the power device for driving the motor, so that the cost is reduced.
Disclosure of Invention
Aiming at the problems in the prior art, the invention provides a motor driving circuit with asymmetric driving and feedback currents.
The invention adopts the following technical scheme:
a motor driving circuit with asymmetric driving and feedback currents comprises a driving circuit and a braking energy recovery feedback circuit.
The input end of the driving circuit is connected with a power supply, and the output end of the driving circuit is connected with the motor; the driving circuit is a bridge topology circuit consisting of a plurality of power devices and has an inversion function; under the control of the control circuit, the direct current electric energy is converted into the electric energy required by the driving motor; the power device is an insulated gate bipolar transistor, an MOSFET, silicon carbide and silicon germanium. The driving circuit controls the switching state of the power device through the control circuit to realize the inversion function.
The driving circuit can also comprise a device with a one-way conduction function, so that the current does not pass through the driving circuit when the electric energy generated by braking the motor is recovered to a secondary power supply, and the control circuit controls the switching state of each power device to realize the inversion function; the device with the one-way conduction function is a diode or a one-way thyristor.
The input end of the braking energy recovery feedback circuit is connected with the motor, and the output end of the braking energy recovery feedback circuit is connected with an energy storage element (such as a secondary power supply and the like) or other circuits and devices (such as a braking resistor and the like) capable of consuming electric energy; the braking energy recovery feedback circuit is a bridge rectifier circuit with control, has a unidirectional conduction function, and recovers electric energy generated by braking of the motor into an energy storage element or other circuits and devices capable of consuming electric energy; the braking energy recovery feedback circuit comprises two modes:
the first braking energy recovery feedback circuit is a bridge topology circuit formed by a plurality of unidirectional silicon controlled rectifiers, the unidirectional silicon controlled rectifiers have a unidirectional conduction function, the current does not pass through the braking energy recovery feedback circuit when a power supply drives a motor, the control circuit controls the conduction angle of each unidirectional silicon controlled rectifier, and the electric energy generated by the motor during braking is recovered to an energy storage element or other circuits and devices capable of consuming the electric energy;
the second braking energy recovery feedback circuit is a bridge topology circuit consisting of a plurality of diodes and a power switch tube, the diodes have a one-way conduction function, the current does not pass through the braking energy recovery feedback circuit when the power supply drives the motor, the control circuit controls the switching state of the power switch tube, and the electric energy generated by the motor braking is recovered to an energy storage element or other circuits and devices capable of consuming the electric energy. The motor driving circuit with asymmetric driving and feedback currents is applied to a double-source motor driving system or a common non-double-source motor driving system; the double-source motor is a motor driven by two or more sets of windings, and the two sets of windings can be arranged at any included angle in space. The power source of the double-source motor can be a power storage battery and a super capacitor, a power storage battery and a power storage battery, a power storage battery and a fuel cell and the like; the power source of the common non-double-source motor can be a power storage battery, a super capacitor and the like.
When applied to a common non-dual-source motor driving system with a power source of a power storage battery, as shown in fig. 5, the system comprises a power storage battery pack and a three-phase single-winding motor M1The brake energy recovery device comprises a driving circuit and a brake energy recovery feedback circuit. The diodes in the driving circuit realize that the current does not pass through the driving circuit when the electric energy generated by motor braking is recovered to the secondary power supply, the control circuit controls the on-off state of each IGBT, the inversion function is realized, and the direct current electric energy generated by the power storage battery is converted into the direct current electric energy for driving the three-phase single-winding motor M1The required electrical energy; the braking energy recovery feedback circuit has the functions of unidirectional conduction and rectification, and realizes that the power storage battery pack drives the three-phase single-winding motor M1The current does not pass through a braking energy recovery feedback circuit, and the three-phase single-winding motor M is connected with a three-phase single-winding motor1And electric energy generated by braking is recycled to the power storage battery pack.
When applied to a double-source motor driving system with power sources of power storage batteries and fuel cells, as shown in figure 6, the double-source motor driving system comprises a power storage battery pack and a three-phase double-winding motor M2The system comprises a fuel cell stack FC, a driving circuit for a power storage battery and a motor, a braking energy recovery feedback circuit and a driving circuit for the fuel cell and the motor. The diodes in the driving circuit for the power storage battery and the motor realize that the current does not pass through the driving circuit when the electric energy generated by braking the motor is recovered to a secondary power supply, the control circuit controls the on-off state of each IGBT to realize the inversion function, and the direct current electric energy generated by the power storage battery is converted into a three-phase double-winding motor M2The required electrical energy; the braking energy recovery feedback circuit has the functions of unidirectional conduction and rectification, and is practicalThree-phase double-winding motor M driven by existing power storage battery pack2The current does not pass through a braking energy recovery feedback circuit, and the three-phase double-winding motor M is connected with a motor2Electric energy generated by braking is recycled to the power storage battery pack; the diodes in the driving circuit for the fuel cell and the motor can realize that the electric energy generated by braking the motor can not be recycled to the fuel cell set FC, control the switching state of each IGBT, realize the function of inversion, convert the direct current electric energy generated by the fuel cell set FC into the three-phase double-winding motor M2The required electrical energy.
The invention has the beneficial effects that: the motor driving circuit with asymmetric driving and feedback currents can be applied to a driving system of a vehicle, a power device with smaller capacity can be used in the driving system of the vehicle, when the motor of the vehicle is in a braking energy recovery state, the generated large current can pass through the power device of the rectifying circuit instead of the power device of the driving motor, so that energy can be recovered to an energy storage element or other circuits and devices capable of consuming electric energy to be connected, and the rectifying circuit can use the power device with relatively lower cost, thereby reducing the cost of the vehicle.
Drawings
Fig. 1 is a schematic structural diagram of a common non-dual-source motor driving system with a power supply as an output end for a braking energy recovery feedback circuit according to the present invention. (a) The medium braking energy recovery feedback circuit adopts a first mode, and the medium braking energy recovery feedback circuit adopts a second mode.
FIG. 2 is a schematic structural diagram of a non-dual-source motor driving system with an electric energy-consuming device as an output end of a braking energy recovery feedback circuit according to the present invention. (a) The medium braking energy recovery feedback circuit adopts a first mode, and the medium braking energy recovery feedback circuit adopts a second mode.
Fig. 3 is a schematic structural diagram of a dual-source motor driving system with a power supply as an output end for a braking energy recovery feedback circuit according to the present invention. (a) The medium braking energy recovery feedback circuit adopts a first mode, and the medium braking energy recovery feedback circuit adopts a second mode.
FIG. 4 is a schematic structural diagram of a dual-source motor driving system with an electric energy-consuming device as an output terminal of a braking energy recovery feedback circuit according to the present invention. (a) The medium braking energy recovery feedback circuit adopts a first mode, and the medium braking energy recovery feedback circuit adopts a second mode.
FIG. 5 is a schematic structural diagram of a conventional non-dual source motor driving system with a power source of a power storage battery according to the present invention.
Fig. 6 is a schematic structural diagram of the dual-source motor driving system with power sources of power storage battery + fuel cell according to the invention.
In the figure: 1, unidirectional silicon controlled rectifier A; 2, unidirectional silicon controlled rectifier B; 3, unidirectional silicon controlled rectifier C; 4, unidirectional silicon controlled rectifier D; 5, unidirectional silicon controlled rectifier E; 6, unidirectional silicon controlled rectifier F; 7, a power device A; 8, a power device B; 9 power device C; 10 a power device D; 11 a power device E; 12 a power device F; 13 an insulated gate bipolar transistor a; 14 a diode A; 15 a diode B; 16 a diode C; 17 a diode D; 18 a diode E; 19 a diode F; 20 a diode G; 21 an insulated gate bipolar transistor B; 22 an insulated gate bipolar transistor C; 23 an insulated gate bipolar transistor D; 24 insulated gate bipolar transistor E; 25 insulated gate bipolar transistor F; 26 an insulated gate bipolar transistor G; 27 power accumulator B; 28 three-phase single-winding motor M1(ii) a 29 three-phase single-winding motor M2(ii) a 30 a fuel cell stack FC; 31 a diode H; 32 insulated gate bipolar transistors H; 33 an insulated gate bipolar transistor I; 34 an insulated gate bipolar transistor J; 35 an insulated gate bipolar transistor K; 36 insulated gate bipolar transistor L; 37 an insulated gate bipolar transistor M.
Detailed Description
The motor driving circuit with asymmetric driving and feedback currents can be used for a driving system of a double-source motor (one motor is driven by two or more sets of windings, and the two sets of windings can be arranged at any included angle in space); the method can also be used for a common non-dual-source motor driving system, and the power source of the common non-dual-source motor can be a power storage battery, a super capacitor and the like.
The invention can be used in a common non-double-source motor driving system with a power source of a power storage battery, as shown in fig. 5, the common non-double-source motor driving system comprises a power storage battery pack B27 and a three-phase single-winding motor M 128. A driving circuit A and a braking energy recovery feedback circuit A.
The driving circuit A is a bridge topology circuit consisting of an insulated gate bipolar transistor B21, an insulated gate bipolar transistor C22, an insulated gate bipolar transistor D23, an insulated gate bipolar transistor E24, an insulated gate bipolar transistor F25, an insulated gate bipolar transistor G26 and a diode G20, the diode G20 has a one-way conduction function, the current does not pass through the driving circuit A when electric energy generated by motor braking is recovered to a secondary power supply, the control circuit controls the on-off state of each IGBT to realize an inversion function, and direct current electric energy generated by the power storage battery B27 is converted into direct current electric energy for driving the three-phase single-winding motor M 128 required power.
The braking energy recovery feedback circuit A is composed of a unidirectional silicon controlled rectifier A1, a unidirectional silicon controlled rectifier B2, a unidirectional silicon controlled rectifier C3, a unidirectional silicon controlled rectifier D4, a unidirectional silicon controlled rectifier E5 and a unidirectional silicon controlled rectifier F6, wherein a control circuit controls the conduction angle of each unidirectional silicon controlled rectifier, and a three-phase single-winding motor M is connected with a three-phase single-winding motor M1The electric energy generated by 28 braking is recycled to power battery pack B27.
When three-phase single-winding motor M 128 is in a driving state, the driving circuit A is conducted, the braking energy recovery feedback circuit A is not conducted, the control circuit controls the switching states of six insulated gate bipolar transistors in the driving circuit A by utilizing a pulse width modulation technology, and direct current generated by the power storage battery B27 is converted into a three-phase single-winding motor M through the driving circuit A 128, the current ratio is smaller, the required capacity of the insulated gate bipolar transistor is smaller, and therefore the cost of the required insulated gate bipolar transistor is lower.
When three-phase single-winding motor M 128 when in the braking energy recovery state, the braking energy recovery feedback circuit A is conducted, and the driving is carried outThe circuit A is not conducted, and the control circuit controls the switching states of six unidirectional silicon controlled rectifiers in the braking energy recovery feedback circuit A, so that the three-phase single-winding motor M1The three-phase alternating current generated by the power battery pack B28 is converted into direct current required by charging of the power battery pack B27 through the braking energy recovery feedback circuit A.
The invention can also be used in a double-source motor driving system with power sources of power storage batteries and fuel cells, as shown in fig. 6, the double-source motor driving system comprises a power storage battery pack B27 and a three-phase double-winding motor M 229. The system comprises a fuel cell stack FC30, a driving circuit B for a power storage battery and a motor, a braking energy recovery feedback circuit B and a driving circuit C for the fuel cell and the motor.
The driving circuit B is a bridge topology circuit consisting of an insulated gate bipolar transistor B21, an insulated gate bipolar transistor C22, an insulated gate bipolar transistor D23, an insulated gate bipolar transistor E24, an insulated gate bipolar transistor F25, an insulated gate bipolar transistor G26 and a diode G20, the diode G20 has a one-way conduction function, the current does not pass through the driving circuit B when the electric energy generated by motor braking is recovered to a secondary power supply, the control circuit controls the on-off state of each IGBT to realize the inversion function, and the direct current electric energy generated by the power storage battery B21 is converted into the three-phase double-winding motor M 229 required electrical energy.
The braking energy recovery feedback circuit B is a bridge topology circuit consisting of a diode A14, a diode B15, a diode C16, a diode D17, a diode E18, a diode F19 and an insulated gate bipolar transistor A13, the diodes have a one-way conduction function, the control circuit controls the switching state of the insulated gate bipolar transistor A13, and the three-phase double-winding motor M13 is used for controlling the three-phase double-winding motor M to be in a three-phase state2The electric energy generated by 29 braking is recycled to power battery pack B21.
The driving circuit C is a bridge topology circuit composed of an insulated gate bipolar transistor H32, an insulated gate bipolar transistor I33, an insulated gate bipolar transistor J34, an insulated gate bipolar transistor K35, an insulated gate bipolar transistor L36, an insulated gate bipolar transistor M37 and a diode H31The diode H31 has the function of one-way conduction, so that the electric energy generated by motor braking can not be recycled to the fuel cell stack FC30, the switching state of each IGBT is controlled, the function of inversion is realized, and the direct current electric energy generated by the fuel cell stack FC30 is converted into the three-phase double-winding motor M 229 required electrical energy.
When three-phase double-winding motor M 229 when the motor is in a driving state, the driving circuit B is conducted, the braking energy recovery feedback circuit B is not conducted, the control circuit controls the switching states of six insulated gate bipolar transistors in the driving circuit B by utilizing a pulse width modulation technology, so that direct current generated by the power storage battery B21 is converted into a three-phase double-winding motor M through the driving circuit B 229, the current ratio is smaller, the required capacity of the insulated gate bipolar transistor is smaller, and therefore the cost of the required insulated gate bipolar transistor is lower.
When three-phase double-winding motor M 229 when the motor M is in a braking energy recovery state, the braking energy recovery feedback circuit B is conducted, the driving circuit B is not conducted, and the control circuit controls the on-off state of an insulated gate bipolar transistor A13 in the braking energy recovery feedback circuit B, so that the three-phase double-winding motor M is enabled to be in a three-phase double-winding state2The three-phase alternating current generated by the generator 29 is converted into direct current required by charging of a power storage battery pack B21 through a braking energy recovery feedback circuit B.
The control circuit controls the switching states of six IGBTs in a driving circuit C by utilizing a pulse width modulation technology, and the fuel cell stack FC30 can supply power to a three-phase double-winding motor M through the driving circuit C 229, but since the unidirectional diode H31 has the function of unidirectional conduction, the three-phase double-winding motor M 229 cannot be charged to the fuel cell stack FC30 by the drive circuit C.
Claims (2)
1. The application of the motor driving circuit with asymmetrical driving and feedback currents is characterized in that the motor driving circuit with asymmetrical driving and feedback currents is used in a double-source motor driving system or a common non-double-source motor driving system, the double-source motor is a motor driven by two or more sets of windings, and the two sets of windings are arranged in a space at any included angle; the power sources of the double-source motor are a power storage battery and a super capacitor, a power storage battery and a fuel cell; the power sources of the common non-double-source motor are a power storage battery and a super capacitor;
when applied to a common non-dual-source motor driving system with a power source of a power storage battery, the motor driving system comprises a power storage battery pack and a three-phase single-winding motor M1The brake energy recovery and feedback circuit comprises a driving circuit and a brake energy recovery and feedback circuit; the diodes in the driving circuit realize that the current does not pass through the driving circuit when the electric energy generated by motor braking is recovered to the secondary power supply, the control circuit controls the on-off state of each IGBT, the inversion function is realized, and the direct current electric energy generated by the power storage battery is converted into the direct current electric energy for driving the three-phase single-winding motor M1The required electrical energy; the braking energy recovery feedback circuit has the functions of unidirectional conduction and rectification, and realizes that the power storage battery pack drives the three-phase single-winding motor M1The current does not pass through a braking energy recovery feedback circuit, and the three-phase single-winding motor M is connected with a three-phase single-winding motor1Electric energy generated by braking is recycled to the power storage battery pack;
when applied to a double-source motor driving system with power sources of a power storage battery and a fuel cell, the double-source motor driving system comprises a power storage battery pack and a three-phase double-winding motor M2The system comprises a fuel cell stack FC, a driving circuit for a power storage battery and a motor, a braking energy recovery feedback circuit and a driving circuit for the fuel cell and the motor; the diodes in the driving circuit for the power storage battery and the motor realize that the current does not pass through the driving circuit when the electric energy generated by braking the motor is recovered to a secondary power supply, the control circuit controls the on-off state of each IGBT to realize the inversion function, and the direct current electric energy generated by the power storage battery is converted into a three-phase double-winding motor M2The required electrical energy; the braking energy recovery feedback circuit has the functions of unidirectional conduction and rectification, and realizes that the power storage battery pack drives the three-phase double-winding motor M2The current does not pass through a braking energy recovery feedback circuit, and the three-phase double-winding motor is drivenM2Electric energy generated by braking is recycled to the power storage battery pack; the diodes in the driving circuit for the fuel cell and the motor can realize that the electric energy generated by braking the motor can not be recycled to the fuel cell set FC, control the switching state of each IGBT, realize the function of inversion, convert the direct current electric energy generated by the fuel cell set FC into the three-phase double-winding motor M2The required electrical energy;
the motor driving circuit with asymmetric driving and feedback currents comprises a driving circuit and a braking energy recovery feedback circuit;
the input end of the driving circuit is connected with a power supply, and the output end of the driving circuit is connected with the motor; the driving circuit is a bridge topology circuit consisting of a plurality of power devices and has an inversion function; under the control of the control circuit, the direct current electric energy is converted into the electric energy required by the driving motor; the power device is an insulated gate bipolar transistor, a MOSFET, silicon carbide and silicon germanium;
the input end of the braking energy recovery feedback circuit is connected with the motor, and the output end of the braking energy recovery feedback circuit is connected with the energy storage element; the braking energy recovery feedback circuit is a bridge rectifier circuit with control, has a one-way conduction function, and recovers electric energy generated by motor braking to an energy storage element; the braking energy recovery feedback circuit comprises two modes:
the first braking energy recovery feedback circuit is a bridge type topology circuit formed by a plurality of unidirectional silicon controlled rectifiers, the unidirectional silicon controlled rectifiers have a unidirectional conduction function, current does not pass through the braking energy recovery feedback circuit when a power supply drives a motor, a control circuit controls the conduction angle of each unidirectional silicon controlled rectifier, and electric energy generated by the motor during braking is recovered to an energy storage element;
the second braking energy recovery feedback circuit is a bridge topology circuit consisting of a plurality of diodes and a power switch tube, the diodes have a one-way conduction function, the current does not pass through the braking energy recovery feedback circuit when the power supply drives the motor, the control circuit controls the switching state of the power switch tube, and the electric energy generated by the motor braking is recovered to the energy storage element.
2. The application of the motor driving circuit with asymmetric driving and feedback currents as claimed in claim 1, wherein the driving circuit further comprises a device with a unidirectional conduction function, so that the current does not pass through the driving circuit when the electric energy generated by motor braking is recovered to a secondary power supply, and the device with the unidirectional conduction function is a diode or a unidirectional thyristor.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201710310578.0A CN107171614B (en) | 2017-05-05 | 2017-05-05 | Motor drive circuit with asymmetric drive and feedback currents and application |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201710310578.0A CN107171614B (en) | 2017-05-05 | 2017-05-05 | Motor drive circuit with asymmetric drive and feedback currents and application |
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| Publication Number | Publication Date |
|---|---|
| CN107171614A CN107171614A (en) | 2017-09-15 |
| CN107171614B true CN107171614B (en) | 2020-08-14 |
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| Application Number | Title | Priority Date | Filing Date |
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| CN201710310578.0A Expired - Fee Related CN107171614B (en) | 2017-05-05 | 2017-05-05 | Motor drive circuit with asymmetric drive and feedback currents and application |
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| CN107947644A (en) * | 2017-12-12 | 2018-04-20 | 沈阳新松智能驱动股份有限公司 | The motor-drive circuit that a kind of achievable energy storage and energy recycle |
| CN108407632A (en) * | 2018-01-23 | 2018-08-17 | 大连理工大学 | Fuel Cell Vehicle Powertrain based on integrated double-winding motor controller |
| CN110112959A (en) * | 2019-05-09 | 2019-08-09 | 赣州时代新能源动力系统有限公司 | It is a kind of can two-way charging double source motor low voltage control system |
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| Publication number | Priority date | Publication date | Assignee | Title |
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| CN105150864A (en) * | 2015-09-15 | 2015-12-16 | 江苏同芯电气科技有限公司 | Double-source trolley bus power system and control system |
| CN105429536A (en) * | 2014-09-12 | 2016-03-23 | 乐金电子研发中心(上海)有限公司 | Integrated starting power generation system |
| CN105799521A (en) * | 2016-05-25 | 2016-07-27 | 成都市宏山科技有限公司 | Energy recovery and auxiliary braking system of electric motorcycle |
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| SU1229937A1 (en) * | 1984-07-05 | 1986-05-07 | Московский Ордена Ленина И Ордена Октябрьской Революции Энергетический Институт | Variable-frequency electric drive with braking unit |
| JP3489022B2 (en) * | 1999-03-18 | 2004-01-19 | 株式会社安川電機 | Dynamic brake circuit and semiconductor inverter device |
| JP4817204B2 (en) * | 2010-03-19 | 2011-11-16 | シャープ株式会社 | Motor control device |
| WO2015051190A2 (en) * | 2013-10-02 | 2015-04-09 | Velocity Magnetics, Inc. | Solid state energy storage and management system |
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| CN105429536A (en) * | 2014-09-12 | 2016-03-23 | 乐金电子研发中心(上海)有限公司 | Integrated starting power generation system |
| CN105150864A (en) * | 2015-09-15 | 2015-12-16 | 江苏同芯电气科技有限公司 | Double-source trolley bus power system and control system |
| CN105799521A (en) * | 2016-05-25 | 2016-07-27 | 成都市宏山科技有限公司 | Energy recovery and auxiliary braking system of electric motorcycle |
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