CN107544471B - Power assembly test system of electric automobile and electric drive unit thereof - Google Patents
Power assembly test system of electric automobile and electric drive unit thereof Download PDFInfo
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- CN107544471B CN107544471B CN201710917448.3A CN201710917448A CN107544471B CN 107544471 B CN107544471 B CN 107544471B CN 201710917448 A CN201710917448 A CN 201710917448A CN 107544471 B CN107544471 B CN 107544471B
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Abstract
The invention discloses a power assembly test system of an electric automobile and an electric drive unit thereof, wherein the power assembly test system comprises an inversion and high-voltage rectification module, a pre-charging module and a braking module, wherein the input end of the inversion and high-voltage rectification module is connected with a power grid, and is used for rectifying a 380V alternating current power supply of the power grid into a 540V-570V direct current power supply and preparing for pre-charging; the pre-charging module is used for pre-charging the motor controller through the pre-charging loop before the high-voltage unit is connected, and supplying the pre-charging module to the motor controller from the voltage of direct current 220V to 540V-570V within a few seconds, so that the high-voltage main loop in the motor controller is protected, and the instant peak current is prevented from damaging the whole vehicle control unit; the braking module is used for consuming the higher alarm voltage value when the voltage exceeds the alarm voltage value of the motor controller, so as to protect the motor and the motor controller. The power assembly test system has the advantages of low cost, no pollution and long service life.
Description
Technical Field
The invention belongs to the technical field of electric automobiles, and particularly relates to a power assembly test system of an electric automobile and an electric drive unit of the power assembly test system.
Background
The new energy automobile is an important breakthrough in the energy-saving society, and the electric automobile is used as a new energy power automobile, has the characteristics of high efficiency, energy conservation and zero emission, and provides a brand new way for environmental protection and energy conservation, so the test problem of the whole new energy automobile and parts is more and more focused. At present, the design theory and method of the power assembly of the electric automobile are not mature enough to be modified and perfected. The performance test of key components of the power assembly and the power assembly system is particularly important by utilizing a test bed for testing the power assembly of the electric automobile. The matching of the power assembly system is evaluated through the test bed, data support is provided for the optimization of control strategy, the development efficiency and development level of the pure electric vehicle are improved, and the cost is reduced. The power supply adopted by the existing electric power assembly test system is mainly a vehicle battery pack, the battery pack is high in price and short in service life of a battery, and the scrapped battery pack has a great environmental protection problem.
Disclosure of Invention
One of the purposes of the invention is to overcome the defects of the prior art, and provide an electric drive unit of a power assembly test system of an electric automobile, which replaces an expensive battery pack, has low cost, avoids pollution of waste batteries to the environment and has long service life.
The second purpose of the invention is to provide a power assembly test system of the electric automobile, which has low cost and long service life and improves the performance of the electric automobile.
The aim of the invention can be achieved by the following technical scheme:
an electric drive unit for an electric automobile power test system, characterized in that: the electric driving unit comprises an inversion and high-voltage rectification module, a pre-charging module and a braking module, wherein the output end of the inversion and high-voltage rectification module is respectively and electrically connected with the input end of the pre-charging module and the input end of the braking module, and the inversion and high-voltage rectification module is used for rectifying 380V alternating current power supply of a power grid into 540V-570V direct current power supply and preparing for pre-charging; the pre-charging module is used for pre-charging the motor controller (the whole vehicle control unit) through the pre-charging loop before the high-voltage unit is connected, the pre-charging circuit slowly rises from the voltage of direct current 220V to 540V-570V to be supplied to the motor controller in a few seconds, a high-voltage main loop in the motor controller is protected, and the instant peak current is prevented from damaging the whole vehicle control unit, the motor controller and the motor; the braking module is used for consuming the higher alarm voltage value when the voltage exceeds the alarm voltage value of the motor controller, so as to protect the motor and the motor controller. Because when the motor is stopped or shifted, a reverse electromotive force is generated due to inertia, and the voltage thereof exceeds the alarm voltage value of the motor controller, the brake module is activated.
The braking module can also be used for recovering energy generated by motor driving by recovering the voltage exceeding the alarm voltage value of the motor controller.
The braking module comprises at least one braking unit, the braking unit is connected with the inversion and high-voltage rectification module, and each braking unit is connected with one braking resistor to form a braking loop.
The inversion and high-voltage rectification module comprises a main loop and a control loop, wherein the control loop is composed of a fourth circuit breaker QF4, a first switch SA1, a third switch SA3, a first button SB1, a third button SB3, a first alternating-current contactor KM1 and a third alternating-current contactor KM3, one end of a coil of the first alternating-current contactor KM1 is connected with one end of a coil of the third alternating-current contactor KM3 in parallel and then connected with a power supply N end, the fourth circuit breaker QF4 is connected on the power supply L end in series, the other end of the coil of the first alternating-current contactor KM1 is connected with the output end of the fourth circuit breaker QF4 after being connected with the first switch SA1 and the first button SB1 in series, and the other end of the coil of the third alternating-current contactor KM3 is connected with the third switch SA3 and the third button SB3 in series and then connected with the output end of the fourth circuit breaker QF 4; the main loop consists of a high-voltage direct current power supply, a seventh breaker QF7, a first breaker QF1, a third breaker QF3, a motor M1, a cooling pump and a radiator, wherein the seventh breaker QF7 is connected to a 380V alternating current power supply, a main contact inlet end of the first alternating current contactor KM1 and a main contact inlet end of a third alternating current contactor KM3 are connected in parallel and then connected to the seventh breaker QF7, a main contact outlet end of the first alternating current contactor KM1 is electrically connected with the high-voltage direct current power supply, the high-voltage direct current power supply adopts a 380V/540-570V inverter power supply of AC/DC for a test of no energy feedback, the positive electrode and the negative electrode of the high-voltage direct current power supply are used for outputting 540-570V direct current, and the main contact outlet end of the third alternating current contactor KM3 is electrically connected with the cooling pump and the radiator; when the seventh breaker QF7, the first breaker QF1, the third breaker QF3 and the fourth breaker QF4 of the control loop of the main loop are closed, the first transfer switch SA1 is started, the coil of the first alternating current contactor KM1 is attracted, the main contact of the first alternating current contactor KM1 is closed, the high-voltage direct current power supply is inverted into DC 540V-570V, preparation is made for a precharge module, the third transfer switch SA3 is started, the coil of the third alternating current contactor KM3 is attracted, the main contact of the third alternating current contactor KM3 is closed, the cooling pump and the radiator are started, and the cooling unit works.
The control loop of the inversion and high-voltage rectification module is also provided with a fourth button scram SB4, and the fourth button SB4 is connected in series with the fourth breaker QF4 and is used for switching on and off the whole control loop of the fourth button SB4 when an emergency is met.
The high-voltage direct-current power supply adopts a 150kw AC-DC-AC bidirectional power supply, the 150kw AC-DC-AC bidirectional power supply is used for rectifying a 380V alternating-current power supply of a power grid into a 540V-570V direct-current power supply, and inverting electric energy generated by inertial power generation of a motor back to the power grid for a test of energy needing feedback.
The pre-charging module comprises a main loop and a control loop, wherein the main loop is composed of a resistor R, a fourth alternating current contactor KM4, a fifth alternating current contactor KM5 and a sixth alternating current contactor KM6, the main contact of the fourth alternating current contactor KM4 of the main loop is connected with the resistor R in series and then is connected with the fifth alternating current contactor KM5 in parallel in a positive pole of a high-voltage direct current power supply of the inversion and high-voltage rectification module, the sixth alternating current contactor KM6 is connected in a negative pole of the high-voltage direct current power supply of the inversion and high-voltage rectification module, and the resistor R is used for enabling the pre-charging circuit to slowly rise from the voltage of direct current 220V to direct current 540-570V within a few seconds;
the control circuit is composed of a control cabinet, a fifth circuit breaker QF5, a seventh indicator lamp HL7, a rectification power supply BK, a fourth alternating current contactor KM4, a fifth alternating current contactor KM5, a sixth alternating current contactor KM6, a fifth change-over switch SA5, a sixth change-over switch SA6, a seventh change-over switch SA7, a fifth button SB5, a sixth button SB6 and a seventh button SB7, wherein one end of the control circuit is connected into an N of AC220V after the seventh indicator lamp HL7 is connected with the primary side of the rectification power supply BK in parallel, the other end of the control circuit is connected with the fifth circuit breaker QF5, one end of the secondary side of the rectification power supply BK is connected with one end of the fifth change-over switch SA5, the other end of the secondary side of the rectification power supply BK is connected with one end of a coil of a first intermediate relay KA1, the fifth change-over switch SA5 is connected with the coil of the fifth button SB5 in series, a normally open contact of the first intermediate relay KA1 is connected with two ends of the fifth button SB5 in parallel, and the first intermediate relay KA1 is connected with the coil of the fourth alternating current contactor 4 in series;
the sixth transfer switch SA6 is connected with the sixth button SB6 in series with a coil of the second intermediate relay KA2, the second intermediate relay KA2 is normally open and connected in parallel with two ends of the sixth button SB6, and the other group of normally open contacts of the second intermediate relay KA2 is connected with a coil of the fifth alternating current contactor KM5 in series and is used for being electrified on the positive electrode of the high-voltage direct current power supply;
the seventh transfer switch SA7 is connected with the seventh button SB7 in series with a coil of the third intermediate relay KA3, normally open contacts of the third intermediate relay KA3 are connected in parallel with two ends of the seventh button SB7, and the other group of normally open contacts of the third intermediate relay KA3 are connected with a coil of the sixth alternating current contactor KM6 in series and are used for being an upper electrode of a cathode of the high-voltage direct current power supply.
The main contact of the fifth ac contactor KM5 is further connected in series with a first fuse FU1 for protecting the fifth ac contactor KM5.
The fifth circuit breaker QF5 is connected with a second fuse FU2 in series, the second fuse FU2 is used for protecting a control loop of the whole pre-charging circuit, and the fifth circuit breaker QF5 and the second fuse FU2 in the control loop play a role in overload short-circuit protection.
A fan is installed on the control cabinet of the pre-charging module, one end of the fan is connected with N of AC220V, and the other end of the fan is connected with a fifth breaker QF 5.
The power supply also comprises an auxiliary power supply, wherein the auxiliary power supply adopts low-voltage 24V,12V and 5V direct current power supplies, and the low-voltage 24V,12V and 5V direct current power supplies are connected with alternating current AC220V and used for rectifying the alternating current AC220V into DC5V, 12V and 24V. The power supply device is used for supplying power to an upper computer of the electric automobile and various auxiliary devices, namely a power steering and braking force adjusting control device.
The utility model provides a power assembly test system of electric automobile, includes motor M1, electric drive unit, motor controller, CAN communication unit and whole car control unit, its characterized in that: the electric drive unit is connected with the motor M1 through the motor controller, the electric drive unit is used for rectifying a 380V alternating current power supply into a 540V-570V direct current power supply, providing a 540V-570V high-power direct current voltage, applying a load to the electric drive unit to perform a driving characteristic test, simulating real-time simulation of acceleration, uniform speed, deceleration and reverse gear of a vehicle, simulating motor performance and control unit test of a storage battery for the vehicle on the motor and the motor controller, and recovering energy generated by motor driving.
The motor controller also comprises a water cooling unit, wherein the water cooling unit is used for cooling the motor and the motor controller.
The power assembly test system is further provided with a standby motor M2, the control loop of the inversion and high-voltage rectification module is further provided with a second button SB2, a second alternating-current contactor KM2, a second breaker QF2 and a second change-over switch SA2, one end of a coil of the second alternating-current contactor KM2 is connected with a power N end, the other end of the coil of the second alternating-current contactor KM2 is connected with an output end of a fourth breaker QF4 after being connected with the second change-over switch SA2 and the second button SB2 in series, a main contact inlet end of the second alternating-current contactor KM2 is connected with a 380V alternating-current power supply, a main contact outlet end of the second alternating-current contactor KM2 is electrically connected with the standby motor M2, and when the second change-over switch SA2 is started, the coil of the second alternating-current contactor KM2 is attracted, and a main contact of the second alternating-current contactor KM2 is closed for starting the standby motor M2.
The invention has the beneficial effects that: the electric power driving unit is composed of an inversion and high-voltage rectification module, a pre-charging module and a braking module, an AC/DC (alternating current/direct current) power supply of 380V/540-570V is adopted to replace an expensive battery pack, the inversion and high-voltage rectification module is connected to the pre-charging module and then connected to a motor controller to drive a motor, the inversion and high-voltage rectification module simulates the battery pack, and the pre-charging module can effectively protect a high-voltage main loop inside the motor controller. The instantaneous peak current is prevented from damaging the whole vehicle controller, and the motor controller are protected when the brake module consumes a higher alarm voltage value. The invention replaces the expensive battery pack, has low cost, has short service life and pollution of the waste battery, and not only avoids the pollution of the waste battery to the environment, but also can recover the energy, thereby saving the electric charge. The power assembly test system adopts an electric drive unit to be connected with a power grid, and after a 380V alternating current power supply is rectified into a direct current power supply through an inversion and high-voltage rectification module of the electric drive unit, the direct current high-voltage is pre-charged and then connected with a motor controller, and a direct current of 540V-570V is supplied to the motor controller to control the motor. The test run test requirement of the electric automobile power assembly can be met, an important basis is provided for matching optimization of the electric automobile power assembly and whole electric automobile design, and the quality of verifying and developing new products is guaranteed. The method is suitable for pure electric vehicles and hybrid electric vehicles.
The high-voltage direct-current power supply adopts a 150kw AC-DC-AC bidirectional power supply, realizes the high-voltage rectification from a power grid to an AC/DC to a motor controller to a motor to an AMT gearbox to a torque meter to a dynamometer to DC/AC inversion back to the power grid, and feeds electric energy back to the power grid (power supply) through the motor controller, thereby saving energy.
Drawings
FIG. 1 is a schematic block diagram of an electric drive unit of the present invention;
FIG. 2 is a schematic block diagram of a powertrain testing system of the present invention;
FIG. 3 is a schematic block diagram of a powertrain testing system of the present invention;
FIG. 4 is a main circuit diagram of an inverter and high voltage rectifier module;
FIG. 5 is a circuit diagram of a control loop of the inverter and high voltage rectifier module;
FIG. 6 is a main loop circuit diagram of a precharge module;
FIG. 7 is a control loop circuit diagram of a precharge module;
FIG. 8 is a brake module;
fig. 9 is a circuit diagram of an auxiliary power supply.
Detailed Description
The invention is described in further detail below with reference to the drawings and detailed description;
referring to fig. 1 to 9, an electric driving unit of an electric vehicle power assembly testing system includes an inversion and high voltage rectification module, a pre-charging module and a braking module, wherein the output end of the inversion and high voltage rectification module is respectively and electrically connected with the input end of the pre-charging module and the input end of the braking module, and the inversion and high voltage rectification module is used for rectifying a 380V alternating current power supply of a power grid into a 540V-570V direct current power supply and preparing for pre-charging, because the safety voltage of a motor controller is 540V-570V; the inversion and high-voltage rectification module comprises a main loop and a control loop, wherein the control loop is formed by a fourth circuit breaker QF4, a first change-over switch SA1, a third change-over switch SA3, a first button SB1, a third button SB3, a first indicator lamp HL1, a third indicator lamp HL3, a first alternating-current contactor KM1 and a third alternating-current contactor KM3, one end of a coil of the first alternating-current contactor KM1 is connected with one end of a coil of the third alternating-current contactor KM3 in parallel and then is connected with a zero-line N end of a power supply, the fourth circuit breaker QF4 is connected in series with a power supply L end, the power supply is 220V, the other end of the coil of the first alternating-current contactor KM1 is connected with an output end of the fourth circuit breaker QF4 after being connected with the first change-over switch SA1 in series, the other end of the coil of the third alternating-current contactor KM3 is connected with the third change-over switch SA3 in series and the third button SB3, the other end of the coil of the third alternating-current contactor KM3 is connected with an output end of the fourth circuit breaker QF4 after being connected with the other end of the coil of the third alternating-current contactor KM3 in series, and the other ends of the first indicator lamp KM1 are connected with the other ends of the third alternating-current contactor KM3 in parallel; further, a fourth button SB4 is connected in series to the fourth breaker QF4, and the fourth button SB4 is used for switching off the entire control loop by pressing the fourth button SB4 when an emergency needs to be stopped immediately.
The main loop consists of a high-voltage direct current power supply, a seventh breaker QF7, a first breaker QF1, a third breaker QF3, a motor M1, a cooling pump and a radiator, wherein the seventh breaker QF7 is connected to a 380V alternating current power supply, a main contact inlet end of the first alternating current contactor KM1 and a main contact inlet end of the third alternating current contactor KM3 are connected to the seventh breaker QF7 in parallel, a main contact outlet end of the first alternating current contactor KM1 is electrically connected with the high-voltage direct current power supply, the high-voltage direct current power supply adopts a 380V/540-570V inverter power supply of AC/DC, the embodiment adopts a Zhejiang belt to produce, MDS300-16 (300A 160V) inputs alternating current 380V, outputs direct current 450-550V for a test without energy feedback, a positive pole and a negative pole of the high-voltage direct current power supply is used for outputting 540-570V direct current, a 15 pin and a 16 pin of the high-voltage direct current power supply is electrically connected with the pre-charging loop, and the main contact outlet end of the third alternating current contactor KM3 is electrically connected with the cooling pump; when the seventh breaker QF7, the first breaker QF1, the third breaker QF3 and the fourth breaker QF4 of the control loop of the main loop are closed, the first transfer switch SA1 is started, the coil of the first alternating current contactor KM1 is attracted, the main contact of the first alternating current contactor KM1 is closed, the high-voltage direct current power supply is inverted into DC 540V-570V, preparation is made for a precharge module, the third transfer switch SA3 is started, the coil of the third alternating current contactor KM3 is attracted, the main contact of the third alternating current contactor KM3 is closed, the cooling pump and the radiator are started, and the cooling unit works. The capacity of the motor M1 is 100kw, and the main circuit of the direct current power supply adopts an anti-interference 50 square meter shielding wire to prevent interference debugging test. The starting and stopping of the motor are controlled by an air switch and an alternating current contactor. The motor controller is suitable for generating reverse electromotive force due to inertia when the motor stops or shifts gears, electric energy does not need to be fed back to a power grid, when the voltage exceeds the alarm voltage 630V of the motor controller, a braking system is started, the higher voltage is consumed, the motor and the controller are protected, and the motor controller is used for pure electric energy which does not need to be fed back.
Further: the high-voltage direct-current power supply adopts a 150kw AC-DC-AC bidirectional power supply, the 150kw AC-DC-AC bidirectional power supply is used for rectifying a 380V alternating-current power supply of a power grid into a 540V-570V direct-current power supply, and inverting electric energy generated by inertial power generation of a motor back to the power grid for a test of energy needing feedback. The AC-DC-AC bidirectional power supply adopts BU500-320 bidirectional direct current power supply of Shandong Boaosi energy technology Co., ltd.A power grid-AC/DC high voltage is rectified to a motor controller-motor-AMT gearbox-torque meter-dynamometer-DC/AC inversion power grid. Expensive battery packs are replaced by AC-DC-AC bi-directional power supplies. The motor controller is suitable for a system with energy needing to be fed back and short-time large-current output energy needing to be fed back, and when the automobile runs in a reversing mode, the motor controller is required to enable the motor to rotate reversely to drive wheels to run reversely. When the electric automobile is in a speed-down and downhill sliding state, the motor controller enables the motor to operate in a power generation state, the motor generates power by utilizing inertia of the motor, and electric energy is fed back to a power grid (power supply) through the motor controller for pure electric power with energy needing to be fed back.
The pre-charging module is used for pre-charging the motor controller (the whole vehicle controller unit) through the pre-charging loop before the high-voltage unit is connected, and the pre-charging circuit slowly rises from the voltage of direct current 220V to 540V-570V to be supplied to the motor controller within a few seconds, so that the pre-charging module comprises a pre-charging circuit, a pre-charging circuit and a pre-charging circuit. The pre-charging circuit slowly rises from the voltage of direct current 220V to 540V-570V within 2-5 seconds and is supplied to the motor controller, so that a high-voltage main loop in the motor controller is protected, and the motor controller and the whole vehicle control unit are prevented from being damaged by instantaneous peak current; the pre-charging module comprises a main loop and a control loop, wherein the main loop is composed of a resistor R, a fourth alternating current contactor KM4, a fifth alternating current contactor KM5 and a sixth alternating current contactor KM6, the main contact of the fourth alternating current contactor KM4 of the main loop is connected with the resistor R in series and then is connected with the fifth alternating current contactor KM5 in parallel on a 570V positive electrode of a high-voltage direct current power supply in the inversion and high-voltage rectification module, the sixth alternating current contactor KM6 is connected on a 570V negative electrode of the high-voltage direct current power supply, and the resistor R is used for enabling the pre-charging path to slowly rise from the voltage of direct current 220V to direct current 570V in 2-3 seconds; pins 17 and 18 of the main loop are electrically connected with pins 17 and 18 of the motor controller, and 570V direct-current high-voltage power is input to the motor controller. Further, a first fuse FU1 is connected in series to the main contact of the fifth ac contactor KM5, and the first fuse FU1 is used for protecting the fifth ac contactor KM5. The first fuse FU1, the inlet member busman, the type FWP-400A, adopts a fuse with withstand voltage 700V,400A, because the voltage is abnormally higher than the dc 700V or 400A to be immediately blown upon occurrence of a fault during the precharge process, protecting the fifth ac contactor KM5.
The control circuit is composed of a control cabinet, a fifth breaker QF5, a rectification power supply BK, a fourth indicator lamp HL4, a fifth indicator lamp HL5, a sixth indicator lamp HL6, a seventh indicator lamp HL7, a fourth alternating current contactor KM4, a fifth alternating current contactor KM5, a sixth alternating current contactor KM6, a first intermediate relay KA1, a second intermediate relay KA2, a third intermediate relay KA3, a fifth change-over switch SA5, a sixth change-over switch SA6, a seventh change-over switch SA7, a fifth button SB5, a sixth button SB6 and a seventh button SB7, wherein the rectification power supply BK adopts a rectification power supply of AC220/DC 24V. The fourth ac contactor KM4, the fifth ac contactor KM5, and the sixth ac contactor KM6 are all dc high-voltage contactors.
The seventh indicator lamp HL7 of the control loop is connected with the primary side of the AC220/DC24V rectification power supply BK in parallel, one end of the seventh indicator lamp is connected with the N of the AC220V, the other end of the seventh indicator lamp is connected with the fifth breaker QF5, one end of the secondary side of the AC220/DC24V rectification power supply BK is connected with one end of the fifth change-over switch SA5, the other end of the secondary side of the AC220/DC24V rectification power supply BK is connected with one end of the first intermediate relay KA1 coil, the fifth change-over switch SA5 is connected with the fifth button SB5 in series with the first intermediate relay KA1 coil, the first intermediate relay KA1 normally open contact is connected with the two ends of the fifth button SB5 in parallel, the fourth indicator lamp HL4 is connected with the two ends of the first intermediate relay KA1 coil in series, and the first intermediate relay KA1 normally open contact is connected with the fourth alternating current contactor KM4 coil in series to form a buffer loop; the first intermediate relay KA1 is used for protecting the fourth ac contactor KM4. Further, the fifth breaker QF5 is further connected in series with a second fuse FU2, where the second fuse FU2 is used to protect a control loop of the whole precharge circuit, an inlet device BUSSMANN is adopted, and a type FWP-400A is a fuse with withstand voltage 700v, 400A.
The sixth change-over switch SA6 is connected with the sixth button SB6 in series with the coil of the second intermediate relay KA2, the second intermediate relay KA2 is normally connected in parallel with the two ends of the sixth button SB6, the fifth indicator lamp HL5 is connected in parallel with the two ends of the coil of the second intermediate relay KA2, and the other group of normally open contacts of the second intermediate relay KA2 are connected with the coil of the fifth alternating current contactor KM5 in series and are used for charging the high-voltage direct current positive electrode; the second intermediate relay KA2 is used for protecting the fifth ac contactor KM5.
The seventh transfer switch SA7 is connected with the seventh button SB7 in series with the coil of the third intermediate relay KA3, the normally open contact of the third intermediate relay KA3 is connected in parallel with the two ends of the seventh button SB7, the sixth indicator lamp HL6 is connected in parallel with the two ends of the coil of the third intermediate relay KA3, and the other group of normally open contact of the third intermediate relay KA3 is connected with the coil of the sixth alternating current contactor KM6 in series and is used for electrifying the high-voltage direct current negative electrode. The third intermediate relay KA3 is used for protecting the sixth ac contactor KM6.
Two fans are installed on the control cabinet of the pre-charging module, and the two fans are all installed on the top of the control cabinet. The fan adopts axial fan, is axial fan SF1 and axial fan SF1 respectively, axial fan SF1 and axial fan SF 1's one end inserts AC 220V's N respectively, and the other end links to each other with fifth circuit breaker QF5 respectively for the heat dissipation to the switch board. And closing a fifth breaker QF5 in the control cabinet, and turning on a power indicator lamp of the control cabinet to enable the fan to work.
Power-on start-up sequence for precharge circuit: pressing a seventh transfer switch SA7 start button, enabling a third intermediate relay KA3 to be electrified, operating a sixth alternating current contactor KM6, lighting a sixth indicator lamp HL6, enabling a direct current cathode to be electrified 570V, pressing a fifth transfer switch SA5 start button, enabling a first intermediate relay kA1 to be electrified, operating a fourth alternating current contactor KM4, enabling a fourth indicator lamp HL4 to be electrified (buffer), enabling a pre-charging loop to charge, waiting for 2-3 seconds of direct current to rise to 570V, pressing the sixth transfer switch SA6 start button, enabling the second intermediate relay kA2 to be electrified, operating the fifth alternating current contactor KM5, enabling the fifth indicator lamp HL5 to be electrified, further pressing a fifth button SB5 stop button, enabling the first intermediate relay kA1 to be stopped, and enabling the fourth indicator lamp HL4 to be in a non-electrified state. At this time, only the second intermediate relay KA2 and the third intermediate relay KA3 are turned on, which means that the dc high voltage power is on.
Power-off sequence of the direct-current high-voltage motor: pressing the sixth button SB6 stop button-second intermediate relay kA2 running light off-pressing the seventh button SB7 stop button-third intermediate relay kA3 running light off.
Stopping the operation of the pre-charging loop control cabinet: the circuit breaker in the control cabinet is disconnected, the panel power indicator light is turned off, and the fan stops working.
The pre-charging module pre-charges the motor controller through the pre-charging loop before the whole vehicle control unit is connected with the high-voltage unit, the pre-charging circuit slowly rises from the voltage of direct current 220V to 570V to be supplied to the motor controller within 2-3 seconds, and the high-voltage main loop inside the motor controller can be effectively protected. The instant peak current is prevented from damaging the whole vehicle controller.
When the voltage exceeds the alarm voltage value of the motor controller, such as when the motor stops or shifts gears, the inertia generates reverse electromotive force, and when the voltage exceeds the alarm voltage 630V of the motor controller, the brake module is started to consume the higher alarm voltage value, so that the motor and the controller are protected. The braking module comprises at least one braking unit, the braking unit is connected with the inversion and high-voltage rectification module, each braking unit is connected with a braking resistor to form a braking loop, and the braking unit is used for being connected with a high-voltage direct-current power supply of the inversion and high-voltage rectification module, in the embodiment: the braking module is provided with two braking units, the two braking units are connected in series, one braking unit is connected with one braking resistor to form a main braking loop, the other braking unit is connected with one braking resistor to form an auxiliary braking loop, the main braking loop is started by default, when the load is large, the braking module starts the auxiliary braking loop, and if the load is large, the braking unit can be increased. The braking module comprises a braking unit 1, a braking resistor 1, a braking unit 2 and a braking resistor 2, wherein the braking unit is a special energy consumption braking unit for a frequency converter, the braking unit 1 is connected with a high-voltage direct current power supply in an inversion and high-voltage rectification module, pins B1 and B2 of the braking unit 1 are connected with the braking resistor 1 to form a main braking loop, the braking unit 2 is connected with the high-voltage direct current power supply in the inversion and high-voltage rectification module, pins B11 and B21 of the braking unit 2 are connected with the braking resistor 2 to form an auxiliary braking loop, the braking unit adopts a 50KW braking unit, the braking resistor 1 is formed by connecting a resistor R1 and a resistor R2 in parallel, the braking resistor 2 is formed by connecting a resistor R3 and a resistor R4 in parallel, the resistors R1, the resistor R2, the resistor R3 and the resistor R4 are all 10KW and the resistor of the main braking loop, the braking unit 1 of the main braking loop is electrically connected with the braking unit 2 of the auxiliary braking loop, when the load is small, the braking module first defaults to start the main braking loop, and when the load is large, the auxiliary braking loop is started.
The braking module is used for leading out high-voltage direct current from the inversion direct current power supply and supplying the high-voltage direct current to the positive electrode and the negative electrode of the two braking units, so that the motor is controlled to brake. When the motor stops or shifts gears, due to inertia (the rotation of the motor rotor cannot be stopped immediately to have certain inertia and is stopped slowly), reverse electromotive force is generated, and when the voltage exceeds 630V of the alarm voltage of the motor controller, the braking unit is started, the high alarm voltage value is consumed, and the motor controller are protected.
Furthermore, the braking module can also recover the energy generated by motor driving through the braking unit by recovering the voltage exceeding the alarm voltage value of the motor controller.
Referring to fig. 2, 3 and 4, the electric automobile power assembly test system comprises a motor M1, an electric drive unit, a motor controller, a CAN communication unit, a whole vehicle control unit, an upper computer, an automatic transmission AMT and a water cooling unit, wherein the upper computer is connected with the motor controller and the automatic transmission AMT, the electric drive unit is connected with the motor M1 through the motor controller, the motor controller outputs DC540V to the motor, and the five shielding wires a phase, B phase and C phase are connected with a direct current positive electrode and a direct current negative electrode. The electric driving unit is used for rectifying a 380V alternating current power supply into a 540V-570V direct current power supply, providing a 540V-570V high-power direct current voltage, applying a load to the electric driving unit to perform a driving characteristic test, simulating real-time simulation of acceleration, uniform speed, deceleration and reverse gear of a vehicle, simulating a vehicle storage battery to perform a vehicle control unit test of motor performance and a control system of a motor and a motor controller, and performing tests of recovery and the like of energy generated by motor driving. The motor is controlled by switching in the motor controller after rectifying the high voltage to the pre-charging system, thereby replacing the expensive battery pack and reducing the cost.
The motor controller comprises a motor controller, a torque sensor and a dynamometer. The vehicle controller comprises a driver simulator (an automobile starting key, an electronic accelerator pedal, an electronic brake pedal and a gear shift switch), and the vehicle controller acquires power in real time and detects running data of the dynamometer. The CAN communication unit comprises a whole vehicle controller and a motor controller for communication, wherein the whole vehicle controller is in power control communication and battery simulation communication, and the motor controller is in power simulation communication; the whole vehicle controller is communicated with the motor controller to test the torque characteristic, the efficiency and the energy feedback test of the driving motor. The whole vehicle controller is in communication with the power supply control and the battery simulation communication and is used for providing a low-voltage power supply. The motor controller is in analog communication with the power supply to detect battery analog data, total current, total voltage and pre-charge. The upper computer comprises a whole vehicle control unit display, a battery analog communication display, a motor and a motor controller display. The water cooling unit is used for cooling the motor and the motor controller. The cooling water pipe flows from the water tank to the motor controller and then to the driving motor for circulating cooling.
Further: the power assembly test unit is provided with a standby motor M2, the control loop of the inversion and high-voltage rectification module is also provided with a second button SB2, a second alternating-current contactor KM2, a second circuit breaker QF2, a second transfer switch SA2 and a second indicator lamp HL2, one end of a coil of the second alternating-current contactor KM2 is connected with a power supply N end, the other end of the coil of the second alternating-current contactor KM2 is connected with the second transfer switch SA2 and the second button SB2 in series and then is connected with an output end of a fourth circuit breaker QF4, a main contact inlet end of the second alternating-current contactor KM2 is connected with a 380V alternating-current power supply, a main contact outlet end of the second alternating-current contactor KM2 is electrically connected with the standby motor M2, and when the second transfer switch SA2 is started, the coil of the second alternating-current contactor KM2 is attracted, and a main contact of the second alternating-current contactor KM2 is closed for starting the standby motor M2.
The auxiliary power supply adopts low-voltage 24V,12V and 5V direct current power supplies, and the low-voltage 24V,12V and 5V direct current power supplies are connected with alternating current AC220V and used for rectifying the alternating current AC220V into DC5V, 12V and 24V. The power supply device is used for supplying power to an upper computer of the electric automobile and various auxiliary devices, namely a power steering and braking force adjusting control device. The auxiliary power supply comprises a sixth breaker QF6 and low-voltage 24V,12V and 5V direct current power supplies, the low-voltage 24V,12V and 5V direct current power supplies adopt a buck DC/DC converter, one end of the sixth breaker QF6 is connected with U1 in the pre-charging module, the other end of the sixth breaker QF6 is connected with L feet of the low-voltage 24V,12V and 5V direct current power supplies, because the voltage of the pre-charging module U1 is 220V, N feet of the low-voltage 24V,12V and 5V direct current power supplies are connected with N ends of an alternating current power supply AC220V, +24V feet of the low-voltage 24V,12V and 5V direct current power supplies are connected with 10 feet of the alternating current power supply AC220V, +12V feet of the low-voltage 24V,12V and 5V direct current power supplies are connected with 12 feet of the alternating current power supply AC220V, and switch ends of the low-voltage 24V,12V and 5V direct current power supplies are connected with AC220V 13. The auxiliary power supply rectifies alternating current AC220V into DC5V, 12V and 24V through low-voltage 24V,12V and 5V direct current power supplies.
The running process of the power assembly test unit comprises the following steps:
when the seventh breaker QF7, the first breaker QF1, the third breaker QF3 and the fourth breaker QF4 of the control loop of the inversion and high-voltage rectification module are closed, the first conversion switch SA1 is started, the coil of the first alternating current contactor KM1 is attracted, the main contact of the first alternating current contactor KM1 is closed, and the high-voltage direct current power supply is inverted into DC570V for preparation of pre-charging. And the coil of the third alternating current contactor KM3 is attracted, and the main contact of the third alternating current contactor KM3 is closed to be communicated with the cooling motor and the fan, so that the cooling motor and the fan are in a working state. A fifth breaker QF5 in a control cabinet of the precharge module is closed, a seventh indicator lamp HL7 in the control cabinet is on, and the fan works. And (5) starting the pre-charging loop in a power-on way: pressing a seventh transfer switch SA7 start button, enabling a third intermediate relay KA3 to be electrified, operating a sixth alternating current contactor KM6, lighting a sixth indicator lamp HL6, enabling a direct current cathode to be electrified 570V, pressing a fifth transfer switch SA5 start button, enabling a first intermediate relay kA1 to be electrified, operating a fourth alternating current contactor KM4, enabling a fourth indicator lamp HL4 to be electrified (buffer), enabling a pre-charging loop to charge, waiting for 2-3 seconds of direct current to rise to 570V, pressing the sixth transfer switch SA6 start button, enabling the second intermediate relay kA2 to be electrified, operating the fifth alternating current contactor KM5, enabling the fifth indicator lamp HL5 to be electrified, further pressing a fifth button SB5 stop button, enabling the first intermediate relay kA1 to be stopped, and enabling the fourth indicator lamp HL4 to be in a non-electrified state. At this time, only the second intermediate relay KA2 and the third intermediate relay KA3 are turned on, which means that the dc high voltage power is on. The motor M1 controller is electrified, the M1 motor operates, and the pure electric power assembly testing unit starts to operate.
The invention can be used for a power assembly test unit of a pure electric vehicle and also can be used for a power assembly test unit of a hybrid electric vehicle.
Claims (8)
1. An electric drive unit of an electric automobile power assembly test system, which is characterized in that: the system comprises an inversion and high-voltage rectification module, a pre-charging module and a braking module, wherein the input end of the inversion and high-voltage rectification module is connected with a power grid, the output end of the inversion and high-voltage rectification module is respectively and electrically connected with the input end of the pre-charging module and the input end of the braking module, and the inversion and high-voltage rectification module is used for rectifying a 380V alternating current power supply of the power grid into a 540V-570V direct current power supply and preparing for pre-charging; the inversion and high-voltage rectification module comprises a main loop and a control loop, wherein the control loop is composed of a fourth circuit breaker QF4, a first switch SA1, a third switch SA3, a first button SB1, a third button SB3, a first alternating-current contactor KM1 and a third alternating-current contactor KM3, one end of a coil of the first alternating-current contactor KM1 is connected with one end of a coil of the third alternating-current contactor KM3 in parallel and then connected with a power supply N end, the fourth circuit breaker QF4 is connected on the power supply L end in series, the other end of the coil of the first alternating-current contactor KM1 is connected with the output end of the fourth circuit breaker QF4 after being connected with the first switch SA1 and the first button SB1 in series, and the other end of the coil of the third alternating-current contactor KM3 is connected with the third switch SA3 and the third button SB3 in series and then connected with the output end of the fourth circuit breaker QF 4; the main loop consists of a high-voltage direct current power supply, a seventh breaker QF7, a first breaker QF1, a third breaker QF3, a motor M1, a cooling pump and a radiator, wherein the seventh breaker QF7 is connected to a 380V alternating current power supply, a main contact inlet end of the first alternating current contactor KM1 and a main contact inlet end of the third alternating current contactor KM3 are connected in parallel and then connected to the seventh breaker QF7, a main contact outlet end of the first alternating current contactor KM1 is electrically connected with the high-voltage direct current power supply, the positive and negative poles of the high-voltage direct current power supply are used for outputting 540-570V direct current, the main contact outlet end of the third alternating current contactor KM3 is electrically connected with the cooling pump and the radiator, the high-voltage direct current power supply adopts 150kw of AC-DC-AC bi-directional power supply, and the AC-DC-AC power supply of 150kw is used for rectifying the power supply to generate electric energy with the power of 380V-570V to the power grid through inertia, and the power grid is used for generating electric power to be inverted; the pre-charging module is used for pre-charging the motor controller through the pre-charging loop before the high-voltage unit is connected, and supplying the pre-charging module to the motor controller from the voltage of direct current 220V to 540V-570V within a few seconds, so that a high-voltage main loop inside the motor controller is protected, and the motor controller is prevented from being damaged by instantaneous peak current; and the braking module is used for consuming the higher alarm voltage value when the voltage exceeds the alarm voltage value of the motor controller, so as to protect the motor and the motor controller.
2. The electric drive unit of an electric vehicle powertrain testing system of claim 1, wherein: the braking module is also capable of recovering energy from a voltage exceeding an alarm voltage value of the motor controller.
3. The electric drive unit of an electric vehicle powertrain testing system according to claim 1 or 2, characterized in that: the braking module comprises at least one braking unit, the braking unit is connected with the inversion and high-voltage rectification module, and each braking unit is connected with one braking resistor to form a braking loop.
4. The electric drive unit of an electric vehicle powertrain testing system of claim 1, wherein: the pre-charging module comprises a main loop and a control loop, wherein the main loop is composed of a resistor R, a fourth alternating current contactor KM4, a fifth alternating current contactor KM5 and a sixth alternating current contactor KM6, the main contact of the fourth alternating current contactor KM4 of the main loop is connected with the resistor R in series and then is connected with the fifth alternating current contactor KM5 in parallel in a positive pole of a high-voltage direct current power supply of the inversion and high-voltage rectification module, the sixth alternating current contactor KM6 is connected in a negative pole of the high-voltage direct current power supply of the inversion and high-voltage rectification module, and the resistor R is used for enabling the pre-charging circuit to slowly rise from the voltage of direct current 220V to direct current 540-570V within a few seconds;
the control circuit is composed of a control cabinet, a fifth circuit breaker QF5, a seventh indicator lamp HL7, a rectification power supply BK, a fourth alternating current contactor KM4, a fifth alternating current contactor KM5, a sixth alternating current contactor KM6, a fifth change-over switch SA5, a sixth change-over switch SA6, a seventh change-over switch SA7, a fifth button SB5, a sixth button SB6 and a seventh button SB7, wherein one end of the control circuit is connected into an N of AC220V after the seventh indicator lamp HL7 is connected with the primary side of the rectification power supply BK in parallel, the other end of the control circuit is connected with the fifth circuit breaker QF5, one end of the secondary side of the rectification power supply BK is connected with one end of the fifth change-over switch SA5, the other end of the secondary side of the rectification power supply BK is connected with one end of a coil of a first intermediate relay KA1, the fifth change-over switch SA5 is connected with the coil of the fifth button SB5 in series, a normally open contact of the first intermediate relay KA1 is connected with two ends of the fifth button SB5 in parallel, and the first intermediate relay KA1 is connected with the coil of the fourth alternating current contactor 4 in series;
the sixth transfer switch SA6 is connected with the sixth button SB6 in series with a coil of the second intermediate relay KA2, the second intermediate relay KA2 is normally open and connected in parallel with two ends of the sixth button SB6, and the other group of normally open contacts of the second intermediate relay KA2 is connected with a coil of the fifth alternating current contactor KM5 in series and is used for being electrified on the positive electrode of the high-voltage direct current power supply;
the seventh transfer switch SA7 is connected with the seventh button SB7 in series with a coil of the third intermediate relay KA3, normally open contacts of the third intermediate relay KA3 are connected in parallel with two ends of the seventh button SB7, and the other group of normally open contacts of the third intermediate relay KA3 are connected with a coil of the sixth alternating current contactor KM6 in series and are used for being an upper electrode of a cathode of the high-voltage direct current power supply.
5. The electric drive unit of an electric vehicle powertrain testing system of claim 1, wherein: the power supply also comprises an auxiliary power supply, wherein the auxiliary power supply adopts low-voltage 24V,12V and 5V direct current power supplies, and the low-voltage 24V,12V and 5V direct current power supplies are connected with alternating current AC220V and used for rectifying the alternating current AC220V into DC5V, 12V and 24V.
6. The utility model provides an electric automobile power assembly test system, includes motor M1, electric drive unit, motor controller, CAN communication unit and whole car control unit, its characterized in that: the electric driving unit is connected with the motor M1 through a motor controller, and the electric driving unit adopts the electric driving unit according to any one of claims 1-5 and is used for rectifying 380V alternating current power supply into 540V-570V direct current power supply and providing high-power direct current voltage of 540V-570V.
7. The powertrain testing system of an electric vehicle of claim 6, wherein: the motor controller also comprises a water cooling unit, wherein the water cooling unit is used for cooling the motor and the motor controller.
8. The powertrain testing system of an electric vehicle of claim 6, wherein: the power assembly test system is also provided with a standby motor M2.
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| JP2020058131A (en) * | 2018-10-01 | 2020-04-09 | 株式会社Ｓｏｋｅｎ | Drive system |
| CN110266006A (en) * | 2019-07-10 | 2019-09-20 | 广东利元亨智能装备股份有限公司 | A kind of power control circuit |
| CN111141532B (en) * | 2020-01-16 | 2021-10-19 | 常熟理工学院 | Multi-mode comprehensive test system for electric automobile |
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