CN108448695B - Integrated charging device and charging control method for electric vehicle - Google Patents

Integrated charging device and charging control method for electric vehicle Download PDF

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Publication number
CN108448695B
CN108448695B CN201810392785.XA CN201810392785A CN108448695B CN 108448695 B CN108448695 B CN 108448695B CN 201810392785 A CN201810392785 A CN 201810392785A CN 108448695 B CN108448695 B CN 108448695B
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output end
input end
gate
circuit
power
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CN108448695A (en
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夏泽中
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Wuhan University of Technology WUT
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Wuhan University of Technology WUT
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    • H02J7/022—
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L53/00—Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles
    • B60L53/20—Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles characterised by converters located in the vehicle
    • B60L53/24—Using the vehicle's propulsion converter for charging
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02P—CONTROL OR REGULATION OF ELECTRIC MOTORS, ELECTRIC GENERATORS OR DYNAMO-ELECTRIC CONVERTERS; CONTROLLING TRANSFORMERS, REACTORS OR CHOKE COILS
    • H02P25/00—Arrangements or methods for the control of AC motors characterised by the kind of AC motor or by structural details
    • H02P25/16—Arrangements or methods for the control of AC motors characterised by the kind of AC motor or by structural details characterised by the circuit arrangement or by the kind of wiring
    • 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
    • H02J2207/00—Indexing scheme relating to details of circuit arrangements for charging or depolarising batteries or for supplying loads from batteries
    • H02J2207/20—Charging or discharging characterised by the power electronics converter
    • 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
    • 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
    • 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
    • Y02T10/7072—Electromobility specific charging systems or methods for batteries, ultracapacitors, supercapacitors or double-layer capacitors
    • 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
    • Y02T90/00—Enabling technologies or technologies with a potential or indirect contribution to GHG emissions mitigation
    • Y02T90/10—Technologies relating to charging of electric vehicles
    • Y02T90/14—Plug-in electric vehicles

Abstract

The invention discloses an integrated charging device and a charging control method for an electric vehicle. The device comprises a rectifying circuit (1) and a power circuit (2), wherein the rectifying circuit (1) is externally connected with an alternating current power plug, and the power circuit (2) is connected with a three-phase motor M; the power circuit (2) is connected with the driving circuit (3) sequentially through the battery charging control unit (6) and the driving logic unit (4), and the output end of the driving circuit (3) is connected to the control signal input port of the power circuit (2); the integrated charging device further comprises a motor operation control unit (5), and the motor operation control unit (5) is connected with the driving circuit (3) through the driving logic unit (4). The method comprises the steps of a motor running working mode and a battery charging working mode. The invention has the advantages of compact circuit structure, reduced overall manufacturing cost, more convenient use, safer and more reliable charging process and the like.

Description

Integrated charging device and charging control method for electric vehicle
Technical Field
The invention relates to the field of electric vehicle charging, in particular to an integrated charging device and a charging method for an electric vehicle.
Background
Along with the continuous improvement of the living standard of people, the application of electric vehicles is increasingly popular. The electric vehicle charging is a very frequent work in the use of the electric vehicle, and the convenience and the safety of the electric vehicle charging are very important for electric vehicle users. At present, an electric vehicle adopting a low-voltage battery adopts an independent charger to charge the battery, for example, an electric bicycle widely used is charged by adopting an independent switch power supply charger separated from the vehicle. In the use of electric bicycles, a switching power supply charger with corresponding specification is required to be arranged at a charging place, and in addition, the phenomenon of damp or insulation damage and the like is easily caused by improper placement and improper storage when the switching power supply charger is in idle use, so that potential safety hazards of short circuit heating or electric leakage are generated.
If the charging circuit is integrated with the motor drive control circuit on the basis of the motor drive control circuit of the electric vehicle, an independent switching power supply charger can be omitted. The integrated charging circuit can enable the electric vehicle to be charged in any place with alternating current power supply, an independent switch power supply charger is not required to be carried, convenience is brought to a user, and safety problems caused by human factors are also reduced.
Chinese patent document CN 106740247A discloses an electric vehicle charging and driving integrated device, which increases the volume and complexity of the device because of adding a reactor or a DC-DC converter on the basis of the original driving circuit. Chinese patent document CN 104092273A discloses an electric vehicle driving and charging integrated control method and an electric vehicle using the same, wherein the circuit structure is used for charging a high-voltage battery, and is not suitable for a low-voltage battery.
Disclosure of Invention
The technical problems to be solved by the invention are as follows: the integrated charging device and the method for the electric vehicle are suitable for charging a low-voltage battery (for example, 48-220V), and integrate charging control and motor operation control on the basis of the existing driving circuit of the electric vehicle to form the integrated charging device for the electric vehicle. For the electric bicycle constant-voltage battery system, an independent switch power supply charger is not required to be carried, so that the electric bicycle is safer and more convenient to charge.
The invention solves the technical problems by adopting the following technical scheme:
the invention provides an integrated charging device of an electric vehicle, which comprises a rectifying circuit and a power circuit, wherein the rectifying circuit is externally connected with an alternating current power plug, and a three-phase motor M is connected in the power circuit; the power circuit is connected with the driving circuit sequentially through the battery charging control unit and the driving logic unit, and the output end of the driving circuit is connected to the control signal input port of the power circuit; the integrated charging device further comprises a motor operation control unit, and the motor operation control unit is connected with the driving circuit through the driving logic unit.
A mode change-over switch K1 is arranged in the power circuit, and an oscillator and an inverter are arranged in the battery charging control unit; the battery charging control unit comprises a voltage controller, a first current controller and a second current controller, wherein the output end of the voltage controller is connected with the input ends of the first current controller and the second current controller; one input end of the voltage controller is connected to the positive electrode of the battery B in the power circuit, and the other input end of the voltage controller is connected to the reference voltage V Bref The method comprises the steps of carrying out a first treatment on the surface of the By a means ofA current sensor S1 is connected to a winding L2 of the three-phase motor M, and a current sensor S2 is connected to a winding L3 of the three-phase motor M; the first current controller is provided with three input ends, wherein the 1 st input port is connected to the current sensor S1, the 2 nd input port is connected to the output end of the oscillator, and the 3 rd input port is connected to the output end of the voltage controller; the second current controller is provided with three input ends, wherein the 1 st input port is connected to the current sensor S2, the 2 nd input port is connected to the output end of the inverter, and the 3 rd input port is connected to the output end of the voltage controller; the output of the oscillator is connected to the input of the inverter.
In the power circuit, a battery B is connected in parallel with a capacitor C2 and then connected in parallel with a three-phase bridge circuit formed by 6 field effect power switching tubes Q1-Q6, and the three-phase bridge circuit further comprises diodes D1-D6, wherein the connection relation is that the power switching tubes Q1, Q4, Q3, Q6, Q5 and Q2 are divided into three groups, the source electrode of the power switching tube Q1 is connected with the drain electrode of the power switching tube Q4, the source electrode of the power switching tube Q3 is connected with the drain electrode of the power switching tube Q6, and the source electrode of the power switching tube Q5 is connected with the drain electrode of the power switching tube Q2; the anodes of the diodes D1 to D6 are respectively connected to the sources of the power switching tubes Q1 to Q6, and the cathodes of the diodes D1 to D6 are respectively connected to the drains of the power switching tubes Q1 to Q6; the three-phase motor M comprises windings L1, L2 and L3, wherein the winding L1 is connected with a midpoint U of power switching tubes Q1 and Q4, the winding L2 is connected with a midpoint V of power switching tubes Q3 and Q6, the winding L3 is connected with a midpoint W of power switching tubes Q5 and Q2, drains of the power switching tubes Q1, Q3 and Q5 are connected to a positive electrode of a battery B after being connected, the power switching tube Q4 is connected with a negative electrode of the battery B, and sources of the power switching tubes Q6 and Q2 are connected with ground; the mode change-over switch K1 comprises a middle contact, a normally-closed contact and a normally-open contact, wherein the middle contact and the normally-closed contact are positioned between the sources of the power switching tubes Q4 and Q6, and the normally-open contact is connected with one end of the negative electrode of the rectifying circuit.
The rectifying circuit comprises diodes D7-D10, a capacitor C1, a filter F and a plug connector X; the live wire and the zero wire of the alternating current power supply are connected into a rectifying circuit through a plug connector X, the filter F comprises a live wire coil and a zero wire coil, the two coils are respectively connected onto the live wire and the zero wire, and a magnetic core is communicated between the two coils; the cathode of the diode D9 is connected to the anode of the diode D7 and is connected with the live wire coil; the cathode of the diode D10 is connected to the anode of the diode D8 and is connected with the zero line coil; the cathodes of the diodes D7 and D8 are connected, and the anodes of the diodes D9 and D10 are connected; the serial branch composed of the diodes D9 and D7 is connected in parallel with the serial branch composed of the diodes D10 and D8 and then is connected in parallel with the capacitor C1, wherein the cathodes of the diodes D7 and D8 are connected to the anode of the battery B, and the anodes of the diodes D9 and D10 are connected to the normally open contact of the mode switching switch K1.
The driving logic unit is provided with a logic switch K2 synchronously linked with a mode switching switch K1, and the logic switch K2 is used for switching an input signal source of the driving circuit; the logic switch K2 comprises six linked logic switch units K2-1 to K2-6, each logic switch unit comprises an intermediate contact, a normally closed contact and a normally open contact, the intermediate contact is connected to an input signal end of a driving circuit, the normally closed contact is connected to an output end of a motor operation control unit, normally open contacts of the logic switch units K2-1, K2-3 and K2-5 are connected with the ground, a normally open contact of the logic switch unit K2-4 is connected with a control power +V1, a normally open contact of the logic switch unit K2-6 is connected with an output end of a first current controller in a charging control unit, and a normally open contact of the logic switch unit K2-2 is connected with an output end of a second current controller in the charging control unit.
The input end of the rectifying circuit is also connected with a relay coil associated with the mode change-over switch K1; when the relay coil is powered off, the middle contact of the mode change-over switch K1 is contacted with the normally-closed contact of the mode change-over switch K1, and when the relay coil is powered on, the middle contact is contacted with the normally-open contact of the mode change-over switch K1.
The battery charging control unit further comprises a voltage detection circuit, the voltage detection circuit comprises resistors R1-R4 and a triode T1, the resistor R1 is connected in series with a resistor R2, the other end of the resistor R1 is connected to the positive electrode of the battery B, the other end of the resistor R2 is connected to the negative electrode of the battery B, a resistor R3 is connected between the emitter of the triode T1 and the positive electrode of the battery B, and the collector of the triode T1 is grounded through the resistor R4; the voltage controller comprises resistors R5 and R6, a capacitor C5 and an operational amplifier P1, wherein the inverting input end of the operational amplifier P1 is connected with the collector electrode of the triode T1 through the resistor R5, the non-inverting input end of the operational amplifier P1 is connected with a reference power supply VBref, and the resistor R6 is connected with the capacitor C5 in series and then is connected between the output end and the inverting input end of the operational amplifier P1.
The first current controller comprises a trigger DF1, a comparator P2, a current source I1, a capacitor C3 and a metal oxide semiconductor field effect tube M1, wherein the inverting input end of the comparator P2 is connected with the output end of the operational amplifier P1, the non-inverting input end of the comparator P2 is connected with the output end of the current sensor S1, and meanwhile, the non-inverting input end of the comparator P2 is also connected with the drain electrode of the metal oxide semiconductor field effect tube M1; the input end of the current source I1 is connected with the control power supply +V1, one end of the capacitor C3 is connected with the drain electrode of the metal oxide semiconductor field effect transistor M1 and is connected to the output end of the current source I1, and the other end of the capacitor C3 is grounded after being connected with the source electrode of the metal oxide semiconductor field effect transistor M1; the reset end of the trigger DF1 is connected to the output end of the comparator P2, the set end of the trigger DF1 is connected with the output end of the oscillator, the inverting output end of the trigger DF1 is connected to the grid electrode of the metal oxide semiconductor field effect transistor M1, and the non-inverting output end of the trigger DF1 is connected with one input end of the AND gate A4 in the driving logic unit.
The second current controller comprises a trigger DF2, a comparator P3, a current source I2, a capacitor C4 and a metal oxide semiconductor field effect tube M2, wherein the inverting input end of the comparator P3 is connected with the output end of the operational amplifier P1, and the non-inverting input end of the comparator P3 is connected with the output end of the current sensor S2 and the drain electrode of the metal oxide semiconductor field effect tube M2; the input end of the current source I2 is connected with the control power supply +V1, one end of the capacitor C4 is connected with the drain electrode of the metal oxide semiconductor field effect transistor M2 and is connected to the output end of the current source I2, and the other end of the capacitor C4 is grounded behind the source electrode of the metal oxide semiconductor field effect transistor M2; the reset end of the trigger DF2 is connected to the output end of the comparator P3, the set end of the trigger DF2 is connected with the output end of the inverter P0, the inverting output end of the trigger DF2 is connected to the grid electrode of the metal oxide semiconductor field effect transistor M2, and the non-inverting output end of the trigger DF2 is connected with one input end of the AND gate A6 in the driving logic unit 4.
The driving logic unit comprises AND gates A1-A7, OR gates O1-O3, an inverter P4 and a detection circuit, wherein: the detection circuit comprises resistors R7 and R8 and a comparator P5; the input end of the inverter P4 is connected with the output of the comparator P5, the non-inverting input end of the comparator P5 is connected with the control power +V1, the inverting input end of the comparator P5 is connected with the connection point of the series resistors R7 and R8, the other end of the resistor R7 is connected with the cathode of the battery B, the other end of the resistor R8 is grounded, and the capacitor C6 is connected with the resistor R8 in parallel.
In the driving logic unit, one input end of the and gate A1 is connected with one output end of the motor operation control unit, the other input end of the and gate A1 is connected with the output end of the comparator P5, and the output end of the and gate A1 is connected with one input end of the driving circuit.
In the driving logic unit, one input end of the or gate O1 is connected to one output end of the motor operation control unit, the other input end of the or gate O1 is connected to the output end of the inverter P4, and the output end of the or gate O1 is connected to one input end of the driving circuit.
In the driving logic unit, one input end of the and gate A2 is connected to one output end of the motor operation control unit, the other input end of the and gate A2 is connected to the output end of the comparator P5, and the output end of the and gate A2 is connected to one input end of the driving circuit.
In the driving logic unit, one input end of the and gate A3 is connected with one output end of the motor operation control unit, the other input end of the and gate A3 is connected with the output end of the comparator P5, one input end of the and gate A4 is connected with the in-phase output end of the trigger DF1 in the battery charging control unit, and the other input end of the and gate A4 is connected with the output end of the inverter P4; one input end of the OR gate O2 is connected with the output end of the AND gate A3, the other input end of the OR gate O2 is connected to the output end of the AND gate A4, and the output end of the OR gate O2 is connected with one input end of the drive circuit.
In the driving logic unit, one input end of the and gate A5 is connected to one output end of the motor operation control unit, the other input end of the and gate A5 is connected to the output end of the comparator P5, and the output end of the and gate A5 is connected to one input end of the driving circuit.
In the driving logic unit, one input end of the and gate A6 is connected with the in-phase output end of the trigger DF2 in the battery charging control unit, and the other input end of the and gate A6 is connected with the output end of the inverter P4; one input end of the AND gate A7 is connected with one output end of the motor operation control unit, and the other input end of the AND gate A7 is connected with the output end of the comparator P5; one input end of the or gate O3 is connected with the output end of the AND gate A6, the other input end of the or gate O3 is connected with the output end of the AND gate A7, and the output end of the or gate O3 is connected with one input end of the driving circuit 3.
The integrated charging control method for the electric vehicle provided by the invention can enable the integrated charging of the electric vehicle to work in two working modes of motor operation and battery charging, and respectively carry out motor operation control and battery charging control of the electric vehicle, and specifically comprises the following steps:
1) Motor operation mode:
the normally closed contact and the normally open contact of the mode switching switch K1 are closed, and simultaneously, the normally closed contact and the normally open point of a logic switch K2 synchronously linked with the mode switching switch K1 in a driving logic unit are also closed, and the output end of a motor operation control unit is connected with the input end of a driving circuit, and after the output signal of the motor operation control unit passes through the driving circuit, a grid driving signal Q for carrying out switch control on power switching tubes Q1-Q6 on three bridge arms of a power circuit is generated g1 -Q g6 The motor running state is controlled by the motor running control unit, and the integrated charging device of the electric vehicle is in a motor running working mode;
(2) Battery charging mode:
the normally open contact and the normally closed contact of the mode switching switch K1 are closed, and simultaneously, the normally open contact of a logic switch K2 synchronously linked with the mode switching switch K1 in the driving logic unit is also closed and the normally closed contact is opened, a grid driving signal of an upper bridge arm power switch tube Q1 of a bridge arm a of the power circuit is set to be zero, and a grid driving signal of a lower bridge arm power switch tube Q4 is set to be high level; the gate driving signal of the upper bridge arm power switch tube Q3 of the bridge arm b is set to zero, and the gate driving signal of the upper bridge arm power switch tube Q5 of the bridge arm c is set to zero; after the output signal of the first current controller of the battery charging control unit passes through the driving circuit 3, a grid driving signal for carrying out switch control on a power switch tube Q6 of a lower bridge arm of a bridge arm b of the power circuit is generated; after the output signal of the second current controller is amplified by the driving circuit 3, a grid driving signal for controlling the switch of the bridge arm power switch tube Q2 under the bridge arm c of the power circuit is generated, the charging voltage and current of the battery B are controlled by the battery charging control unit, and the integrated charging device of the electric vehicle is in a battery charging working mode.
Compared with the prior art, the invention has the following main advantages:
firstly, adopt the integrated charging device of electric motor car, compare with the independent charger mode of electric motor car configuration, circuit structure is compact, and overall manufacturing cost reduces. On the basis of a motor drive control circuit of the electric vehicle, the charging control and the motor operation control are integrated into a whole to form an integrated charging device of the electric vehicle, and the power switch circuit and the motor winding are used for driving control of the electric vehicle and charging control, so that a complex independent switch power supply circuit and device are omitted.
Secondly, the integrated charging device of the electric vehicle is adopted, so that the electric vehicle is more convenient to use, and the charging process is safer and more reliable. After the integrated charging device of the electric vehicle is adopted, a user does not need to configure or carry an independent charger, and the battery of the electric vehicle can be conveniently charged in any place with alternating current power supply. The electric vehicle adopting the integrated charging device of the electric vehicle has no external live moving appliance, the external cable and the connection thereof are reduced, the reliability is increased, and the problem of electricity safety caused by incorrect placement and improper storage in the use of an independent charger is also avoided.
Drawings
Fig. 1 is a schematic diagram of a charging mode of a conventional electric vehicle.
Fig. 2 is a schematic structural view of an integrated charging apparatus and method for an electric vehicle according to an embodiment of the present invention.
Fig. 3 is a schematic circuit diagram of an integrated charging apparatus and method for an electric vehicle according to an embodiment of the present invention.
Fig. 4 is a schematic circuit diagram for battery charge control of an integrated charging device for an electric vehicle according to an embodiment of the present invention.
Detailed Description
As shown in fig. 1, in the conventional electric vehicle charging method, an independent charger (220 v,50 hz) is provided for the electric vehicle in addition to a power circuit 2 of the electric vehicle. When the electric vehicle needs to be charged, the positive electrode terminal and the negative electrode terminal of direct current output of the independent charger are respectively connected to the positive electrode terminal and the negative electrode terminal of the battery B through the connector X, and the independent charger charges the battery B. And after the charging is finished, the independent charger is removed from the plug connector and is separated from the vehicle. Wherein, the battery B is connected in parallel with the capacitor C2 and then connected in parallel with a three-phase bridge circuit consisting of 6 field effect power switching tubes Q1-Q6. The three-phase bridge circuit comprises diodes D1-D6 besides Q1-Q6, and the connection relation is as follows: the power switch is divided into three pairs of power switch tubes Q1, Q4, Q3, Q6, Q5 and Q2, wherein the source electrode of the Q1 is connected with the drain electrode of the Q4, the source electrode of the Q3 is connected with the drain electrode of the Q6, and the source electrode of the Q5 is connected with the drain electrode of the Q2. The anodes of D1-D6 are respectively connected to the sources of Q1-Q6, and the cathodes of D1-D6 are respectively connected to the drains of Q1-Q6. The three-phase motor M comprises windings L1, L2 and L3, wherein L1 is connected with the midpoints U of Q1 and Q4, L2 is connected with the midpoints V of Q3 and Q6, and L3 is connected with the midpoints W of Q5 and Q2. The drains of Q1, Q3, Q5 are connected to the positive electrode of battery B, and the sources of Q4, Q6, Q2 are connected to the negative electrode of battery B.
The invention provides an integrated charging device of an electric vehicle, which is formed by adding a rectifying circuit, a mode change-over switch, a battery charging control unit and a driving logic unit on the basis of the existing power electronic conversion circuit of the motor operation, integrating the motor operation control and the battery charging control into a whole by utilizing the original power switch device and utilizing the motor winding inductance. The rectification circuit is connected with the power circuit through a mode switching switch, the driving logic unit is provided with a logic switch, and the logic switch and the mode switching switch are synchronously linked and used for switching the signal source of the input end of the driving circuit. The invention changes the structure of the power circuit through the operation mode change-over switch, and simultaneously operates the logic switch to change the driving control loop, when the motor operation control unit provides a driving signal, the device works in the motor operation working mode, and when the battery charging control unit provides a driving signal, the device works in the battery charging control mode.
The integrated charging device of the electric vehicle is suitable for forming an integrated system of battery charging control and motor operation control of a battery (for example, 48V-220V) power supply electric vehicle. The rectification circuit and the switching element are added on the basis of the motor operation control system of the electric vehicle to form the integrated charging device of the electric vehicle, the power switching circuit and the motor winding are used for the operation of the electric vehicle and the battery charging, so that a complex independent switching power supply circuit and device are omitted, the circuit structure is compact, and the overall manufacturing cost is reduced. By adopting the integrated charging device of the electric vehicle, the user of the electric vehicle does not need to configure or carry an independent charger, and can conveniently charge the battery of the electric vehicle in any place with alternating current power supply, so that the electric vehicle is more convenient and safer to use.
The invention will be further described with reference to specific examples and drawings, but the invention is not limited thereto.
Example 1. Integrated charging device for electric vehicle
The structure of the electric vehicle integrated charging device is shown in fig. 2, and the electric vehicle integrated charging device is composed of a motor M, a battery B, a rectifying circuit 1, a power circuit 2, a driving circuit 3, a driving logic unit 4, a motor operation control unit 5 and a battery charging control unit 6. A mode change-over switch K1 is arranged in the power circuit 2, and a bus negative electrode of the rectifying circuit is connected with a bus negative electrode of the power circuit through the mode change-over switch; the output end of the driving circuit is correspondingly connected with the grid sources of six power switching tubes on three bridge arms in the power circuit respectively, and the input end of the driving circuit is connected with the output end of the driving logic unit; the input of the driving logic unit is respectively connected with the output ends of the motor operation control unit and the battery charging control unit. The input of the battery charging control unit is respectively a battery voltage in the power circuit and current signals of two windings of the motor.
The rectifying circuit 1 is composed of rectifying diodes D7-D10, a capacitor C1, a filter F and a plug-in connector X. The live wire and the zero line of the alternating current power supply are connected into the rectifying circuit through the plug connector X, the filter F comprises a live wire coil and a zero line coil, the two coils are respectively connected onto the live wire and the zero line of the external 220V alternating current power supply, and a magnetic core is connected between the two coils. The cathode of the diode D9 is connected to the anode of the diode D7 and is connected with the F live wire coil; the cathode of the diode D10 is connected to the anode of the diode D8 and is connected with the zero line coil of the F; the branch formed by serially connecting the diodes D9 and D7 is connected in parallel with the branch formed by serially connecting the diodes D10 and D8 and then is connected in parallel with the capacitor C1. The cathodes of the diodes D7 and D8 are connected to the anode of the B, and the anodes of the diodes D9 and D10 are connected to the normally open contact of the mode switching switch K1.
The power circuit 2 includes: the three-phase bridge circuit is formed by power switching transistors (power MOSFETs, power metal oxide semiconductor field effect transistors) Q1-Q6 and corresponding parallel diodes D1-D6, and the bridge circuit has the structure identical to that of FIG. 1, except that the sources of Q4 and Q6 are connected with the intermediate contact through the normally closed contact of the mode switching switch K1, and the sources of Q6 and Q2 are also grounded. The MOSFET of the present invention may be of an N-channel type, as shown in fig. 2, where the N-channel MOSFET Q1 includes three poles, namely, a gate (G pole), a source (S pole), and a drain (D pole), the S pole is connected to the positive pole of the diode D1, the D pole is connected to the negative pole of the diode D1, and the other pole of the Q1 is connected to the output terminal of the driving circuit. Q1, D1, Q4 and D4 respectively form an upper bridge arm and a lower bridge arm of the bridge arm a, Q3, D3, Q6 and D6 respectively form an upper bridge arm and a lower bridge arm of the bridge arm b, and Q5, D5, Q2 and D2 respectively form an upper bridge arm and a lower bridge arm of the bridge arm c; the direct current bus of the three-phase bridge circuit is connected with a capacitor C1 and a battery B in parallel; the star windings L1, L2 and L3 of the motor are connected at the midpoints U, V and W of the three legs a, b, c, respectively.
The bus negative electrode of the rectifying circuit 1 is connected with the bus negative electrode (the bus connected with each lower bridge arm) of the power circuit 2 through a normally open contact and an intermediate contact of the mode change-over switch K1; the output end of the driving circuit 3 is a grid driving signal of a power switch tube in the power circuit 2, and the grid driving signal The numbers are respectively and correspondingly connected with the grid sources of six power switching tubes Q1-Q6 on three bridge arms in the power circuit 2 (Q g1 Is connected with the G pole and the S pole of Q1, and the rest Q gi Also connected to the G and S poles of Qi, i= … 6, the input of the drive circuit 3 being connected to the output of the drive logic unit 4; the inputs of the drive logic unit 4 are connected to the outputs of the motor operation control unit 5 and the battery charging control unit 6, respectively. The inputs of the battery charge control unit 6 are the battery B voltage signal in the power circuit 2 and the signals of the current sensors S1, S2 of the motor windings L2 and L3, respectively.
And a mode change-over switch K1 is arranged on a negative direct current bus between a lower bridge arm a and a lower bridge arm b of the power circuit 2 and is used for switching the structure of the power circuit 2. The middle contact of the mode switch K1 is connected with the negative electrode direct current bus on the lower bridge arm side of the bridge arm b, the normally closed contact of the mode switch K1 is connected with the negative electrode direct current bus on the lower bridge arm side of the bridge arm a, and the normally open contact of the mode switch K1 is connected with the negative electrode of the direct current bus of the rectifying circuit 1.
The driving logic unit 4 is provided with a logic switch K2 synchronously linked with the mode switching switch K1, and the logic switch K2 is used for switching an input signal source of the driving circuit 3; the logic switch K2 comprises six linked logic switch units K2-1 to K2-6, each logic switch unit comprises an intermediate contact, a normally closed contact and a normally open contact, the intermediate contact is connected to an input signal end of the driving circuit 3, the normally closed contact is connected to an output end of the motor operation control unit 5, the normally open contacts of the logic switch units K2-1, K2-3 and K2-5 are connected with the ground, the normally open contact of the logic switch unit K2-4 is connected with the control power +V1, the normally open contact of the logic switch unit K2-6 is connected with an output end of a first current controller in the charging control unit 6, and the normally open contact of the logic switch unit K2-2 is connected with an output end of a second current controller in the charging control unit 6.
The mode switch K1 is a two-bit manual switch, and is configured to change a circuit connection relationship of the power circuit 2, so as to respectively form two structures of a motor running circuit (a middle contact of the mode switch is connected to a normally closed contact thereof) and a battery charging circuit (a middle contact of the mode switch is connected to a normally open contact thereof) of the electric vehicle.
As shown in fig. 2, the battery charge control unit 6 includes a voltage controller, a first current controller, and a second current controller. Wherein: one input of the voltage controller is the voltage of the battery B (connected to the positive electrode of the battery B), and the other input of the voltage controller is connected to the reference voltage V Bref The output end of the voltage controller is connected to the input ends of the two current controllers, and is used for providing current reference signals for the two current controllers. An oscillator and an inverter are arranged in the battery charging control unit 6, and the output of the oscillator is connected with the input end of the inverter. The winding L2 of the three-phase motor M is connected with a current sensor S1, and the winding L3 of the three-phase motor M is connected with a current sensor S2; the first current controller has three input terminals, wherein the 1 st input terminal is connected to the output terminal of the current sensor S1 of the motor winding L2 in the power circuit 2, and is used for detecting the current signal of the winding L2. The 2 nd input end is connected to the output end of the oscillator and is used for receiving the output clock pulse signal of the oscillator, and the 3 rd input end is connected to the output end of the voltage controller; namely: the input of the first current controller is the current reference signal, the clock pulse signal and the current signal of the motor winding L2 connected with the midpoint of the bridge arm b; after the output signal of the first current controller passes through the logic switch unit 4 and the driving circuit 3, a driving signal (connected to K2-6) to the lower bridge arm power tube Q6 of the bridge arm b is generated.
The second current controller also has three inputs, wherein the 1 st input is connected to the output of the current sensor S2 of the motor winding L3 in the power circuit 2 for detecting the current signal of the winding L3. The 2 nd input end is connected to the output end of the inverter and is used for receiving the output clock pulse signal of the inverter, and the 3 rd input end is connected to the output end of the voltage controller; namely: the input of the second current controller is the current reference signal, the clock pulse signal after the phase inversion and the current signal of the motor winding L3 connected with the midpoint of the bridge arm c; after the output signal of the second current controller passes through the logic switch unit 4 and the driving circuit 3, a driving signal (connected to K2-2) to the lower bridge arm power tube Q2 of the bridge arm c is generated.
Example 2. Integrated charging device for electric vehicle
Example 2 is a further preferred embodiment of example 1, which provides an integrated charging device for an electric vehicle, in which the battery charge control unit 6 and the driving logic unit 4 are configured as shown in fig. 3, for battery charge control and driving of the power circuit of the battery-powered electric vehicle.
In fig. 3, the rectifying circuit 1, the power circuit 2, the driving circuit 3, and the motor operation control unit 5 are the same as in fig. 2. Except that the mode changeover switch K1 in the rectifying circuit 1 is an electromagnetic switch, i.e., an ac relay.
In fig. 3, the electromagnetic coil of the mode switching switch K1 is connected to the input end of the rectifying circuit 1 (for example, a two-port 220V ac power supply in the drawing), the corresponding contact of the mode switching switch K1 is connected to the power circuit 2, and the connection manner of each contact terminal is the same as that of fig. 2. When the input side of the rectifying circuit 1 is connected with alternating current, the coil of the mode switching switch K1 is electrified, the middle contact of the coil is separated from the normally closed contact and is communicated with the normally open contact, and the power circuit 2 is automatically switched from a motor operation circuit structure to a battery charging circuit structure.
In fig. 3, in the battery charge control unit 6, a voltage detection circuit for the battery B in the power circuit 2 is constituted by resistors R1, R2, R3, R4 and a PNP transistor T1. The resistors R1 and R2 are connected in series and then are respectively connected to the positive electrode and the negative electrode of the direct current bus of the power circuit 2, namely the positive electrode and the negative electrode of the battery B, wherein in the figure, after the resistors R1 and R2 are connected in series, the upper side port of the resistor R1 is connected with the positive electrode, and the lower side port of the resistor R2 is connected with the negative electrode. Resistor R3 is connected between the emitter of transistor T1 and the positive electrode of battery B, and the collector of T1 is grounded via resistor R4.
The resistors R5, R6, the capacitor C5 and the operational amplifier P1 constitute a voltage controller. The inverting input end of the operational amplifier P1 is connected with the collector of the T1 through a resistor R5, the non-inverting input end is connected with a reference voltage VBref, and the resistor R6 is connected with a capacitor C5 in series and then is connected between the output end and the inverting input end of the operational amplifier P1.
The first current controller is constituted by a flip-flop DF1, a comparator P2, a current source I1, a capacitor C3 and a field effect transistor M1. Inverting input of comparator P2 and operationThe output end of the amplifier P1 is connected, the non-inverting input end of the comparator P2 is connected with the output end of the current sensor S1, and meanwhile, the non-inverting input end of the comparator P2 is also connected with the drain electrode of the N-channel field effect transistor M1. The input end of the current source I1 is connected with the control power +V1, the upper end of the capacitor C3 is connected with the output end of the current source I1 and is also connected with the drain electrode of the field effect tube M1, the lower end of the capacitor C3 is grounded, and the lower end of the capacitor C3 is also connected with the source electrode of the field effect tube M1. The reset end (R end) of the trigger DF1 is connected to the output end of the comparator P2, and the set end (S end) is connected with the output end of the oscillator; inverting output terminal of flip-flop DF1The non-inverting output (Q-terminal) of the flip-flop DF1 is connected to one input of the and gate A4 in the driving logic unit 4, which is connected to the gate of the fet M1.
The second current controller is composed of a trigger DF2, a comparator P3, a current source I2, a capacitor C4 and an N-channel field effect transistor M2. The inverting input end of the comparator P3 is connected with the output end of the operational amplifier P1, the non-inverting input end of the comparator P3 is connected with the output end of the current sensor S2, and meanwhile, the non-inverting input end of the comparator P3 is also connected with the drain electrode of the field effect transistor M2. The input end of the current source I2 is connected with the control power +V1, the upper end of the capacitor C4 is connected with the output end of the current source I2 and is also connected with the drain electrode of the field effect tube M2, the lower end of the capacitor C4 is grounded, and the lower end of the capacitor C4 is also connected with the source electrode of the field effect tube M2. The reset end of the trigger DF2 is connected to the output end of the comparator P3, the set end is connected with the output end of the inverter, the inverting output end of the trigger DF2 is connected to the grid electrode of the field effect transistor M2, and the in-phase output end is connected with one input end of the AND gate A6 in the driving logic unit 4.
The input of the inverter is connected to the output of the oscillator.
In fig. 3: the driving logic unit 4 is composed of AND gates A1, A2, A3, A4, A5, A6, A7, OR gates O1, O2 and O3, an inverter P4 and a detection circuit; the detection circuit comprises resistors R7 and R8 and a comparator P5.
The input end of the inverter P4 is connected with the output of the comparator P5, the non-inverting input end of the comparator P5 is connected with the control power +V1, the inverting input end of the comparator P is connected with the connection point of the series resistors R7 and R8, the other end of the resistor R7 is connected with the cathode of the battery B, the other end of the resistor R8 is grounded, and the capacitor C6 is connected with the resistor R8 in parallel.
One input end of the and gate A1 is connected to one output end of the motor operation control unit 5, and the other input end is connected to the output end of the comparator P5. The output end of the AND gate A1 is connected with one input end of the driving circuit 3 for generating a gate driving signal Q of a power switch tube Q1 in the power circuit 2 g1 。
One input end of the OR gate O1 is connected with one output end of the motor operation control unit 5, the other input end is connected with the output end of the inverter P4, and the output end of the OR gate O1 is connected with one input end of the drive circuit 3 for generating a gate drive signal Q of the power switch tube Q4 in the power circuit 2 g4 。
One input end of the and gate A2 is connected to one output end of the motor operation control unit 5, and the other input end is connected to the output end of the comparator P5. The output end of the AND gate A2 is connected with one input end of the drive circuit 3 for generating a gate drive signal Q of a power switch tube Q3 in the power circuit 2 g3 。
One input end of the AND gate A3 is connected with one output end of the motor operation control unit 5, and the other input end is connected with the output end of the comparator P5; one input end of the AND gate A4 is connected with the in-phase output end of a trigger DF1 in the battery charging control unit 6, and the other input end of the AND gate A4 is connected with the output end of an inverter P4; one input end of the OR gate O2 is connected with the output end of the AND gate A3, the other input end is connected with the output end of the AND gate A4, and the output end of the OR gate O2 is connected with one input end of the drive circuit 3 for generating a gate drive signal Q of a power switch tube Q6 in the power circuit 2 g6 。
One input end of the and gate A5 is connected to one output end of the motor operation control unit 5, and the other input end is connected to the output end of the comparator P5. The output end of the AND gate A5 is connected with one input end of the driving circuit 3 for generating a power switch tube Q in the power circuit 2 Gate drive signal Q of 5 g5 。
One input end of the AND gate A6 is connected with the in-phase output end of a trigger DF2 in the battery charging control unit 6, and the other input end of the AND gate A6 is connected with the output end of an inverter P4; one input end of the AND gate A7 is connected with one output end of the motor operation control unit 5, and the other input end is connected with the output end of the comparator P5; one input end of the OR gate O3 is connected with the output end of the AND gate A6, the other input end is connected with the output end of the AND gate A7, and the output end of the OR gate O3 is connected with one input end of the drive circuit 3 for generating a gate drive signal Q of a power switch tube Q2 in the power circuit 2 g2 。
In fig. 3, the integrated charging device for electric vehicle is provided with a detection circuit for detecting the voltage change between the normally closed contact and the intermediate contact of the mode switching switch K1, and when the mode switching switch K1 is operated, the output logic signal of the detection circuit makes the logic switch in the driving logic unit 4 switch synchronously. The detection circuit is composed of resistors R7 and R8, a capacitor C6 and a comparator P5, when the normally closed contact of the mode switching switch K1 is closed, namely the normally closed contact is contacted with the middle contact, the level of the non-inverting input end of the comparator P5 is higher than the level of the inverting input end, the comparator P5 outputs a high level, the inverter P4 outputs a low level, and at the moment, the driving signal Q is logically selected g1 ～Q g6 Generated by the motor operation control unit 5. When the normally open contact of the mode switching switch K1 is closed, i.e. when the normally closed contact is contacted with the middle contact, the level of the inverting input end of the comparator P5 is higher than that of the non-inverting input end, the comparator P5 outputs a low level, the inverter P4 outputs a high level, and at the moment, the driving signal Q is logically selected g1 、Q g3 、Q g5 Is set to low level, Q g4 Is set to high level, Q g6 And Q g2 Generated by the battery charge control unit 6.
In fig. 3: the motor operation control unit 5 can be realized by adopting a professional chip MC33035 or a microcontroller PIC16F72, and the driving circuit 3 can be realized by adopting a driving chip IR2103; the constant current sources I1 and I2 of the battery charging control unit 6 can be formed by adopting a connected voltage stabilizing tube MM3Z2V4T1G and a triode NSS40300MZ4J1T, an oscillator can be generated by adopting an NE555 chip or a microcontroller software timing clock, an inverter can be realized by adopting an integrated chip 7406 or a microcontroller software, and each operational amplifier and each comparator can be respectively realized by adopting an OP7 and LM339 integrated chip.
Embodiment 3. Integrated charging control method for electric vehicle
The integrated charging control method for the electric vehicle provided by the invention enables the integrated charging of the electric vehicle to work in two working modes of motor operation and battery charging, and respectively performs motor operation control and battery charging control of the electric vehicle.
(1) Motor operation mode:
as shown in fig. 2, the normally closed contact of the mode switching switch K1 is closed (normally open contact is opened), and at the same time, the normally closed contact of the logic switch K2 synchronously linked with the mode switching switch K1 in the driving logic unit 4 is also closed (normally open point is opened), the output end of the motor operation control unit 5 is connected with the input end of the driving circuit 3, and after the output signal of the motor operation control unit 5 passes through the driving circuit 3, the gate driving signal Q for switching and controlling the power switching tubes Q1 to Q6 on three bridge arms of the power circuit 2 is generated g1 -Q g6 The motor operation control unit 5 controls the motor operation state, and the electric vehicle integrated charging device is in a motor operation working mode.
(2) Battery charging mode:
as shown in fig. 2, the normally open contact of the mode switching switch K1 is closed (normally closed contact is opened), and at the same time, the normally open contact of the logic switch K2 synchronously linked with the mode switching switch K1 in the driving logic unit 4 is also closed (normally closed contact is opened), the gate driving signal of the upper arm power switching transistor Q1 of the arm a of the power circuit 2 is set to zero, and the gate driving signal of the lower arm power switching transistor Q4 is set to high level; the gate driving signal of the upper bridge arm power switch tube Q3 of the bridge arm b is set to zero, and the gate driving signal of the upper bridge arm power switch tube Q5 of the bridge arm c is set to zero; after the output signal of the first current controller of the battery charging control unit 6 passes through the driving circuit 3, a grid driving signal for carrying out switch control on the power switch tube Q6 of the lower bridge arm b of the power circuit 2 is generated; after the output signal of the second current controller is amplified by the driving circuit 3, a gate driving signal for controlling the switch of the bridge arm power switch tube Q2 under the bridge arm c of the power circuit 2 is generated, the charging voltage and current of the battery B are controlled by the battery charging control unit 6, and the integrated charging device of the electric vehicle is in a battery charging working mode.
In the battery charging working mode, the voltage controller detects the battery voltage and compares the battery voltage with the reference voltage to form an error signal, and the output signal obtained by calculating the error signal by the voltage controller is used as the input current reference signal of the two current controllers.
In the battery charging operation mode, the first current controller works in a peak current control mode, and detects a current signal of the motor winding L2, generates a PWM (pulse width modulation) driving signal for the power switching tube Q6 through logic control of the driving logic circuit 4 and power amplification of the driving circuit 3, and forms double closed-loop control for battery charging voltage and peak current of the motor winding L2.
In the battery charging working mode, the second current controller works in a peak current control mode, and detects a current signal of the motor winding L3, and generates a PWM driving signal for the power switch tube Q2 through logic control of the driving logic circuit 4 and power amplification of the driving circuit 3 to form double closed-loop control for battery charging voltage and peak current of the motor winding L3.
An equivalent circuit in the battery charging mode of operation is shown in fig. 4. The battery charging working principle is as follows: firstly, when a normally open contact of a mode switching switch K1 is closed (a normally closed contact is opened), a direct current bus negative electrode of a rectifying circuit 1 is connected to a negative direct current bus of a lower bridge arm of a bridge arm a and a lower bridge arm b of a power circuit 2; meanwhile, the connection end of the lower bridge arm of the bridge arm a and the negative electrode of the battery is separated from the negative electrode direct current buses of the lower bridge arms of the bridge arm a and the bridge arm b (namely, the connection positions of the source electrodes of the Q4 and the Q6 are disconnected). Secondly, the logic switch K2 and the mode switching switch K1 synchronously act, a normally open contact of the logic switch K2 is closed (a normally closed contact is opened), the power switching tubes Q1, Q3 and Q5 are turned off, and the power switching tube Q4 is turned on; the gates of the power switch transistors Q6 and Q2 receive the output control signal of the battery charge control unit 6.
In fig. 4, the output of the battery charge control unit 6 applies a gate drive signal between the gate and source of the power switching transistor Q6 and the power switching transistor Q2 via the drive logic unit 4 and the drive circuit 3. The current flow is as follows:
(1) When the power switch tube Q6 is on, the current path is: the direct current bus positive electrode (at the position of the upper end plus number of C1) of the rectifying circuit 1, the battery positive electrode, the battery negative electrode, the power switch tube Q4, the winding L1, the winding L2, the power switch tube Q6 and the direct current bus negative electrode (at the position of the lower end minus number of C1) of the rectifying circuit 1 form a current loop for charging the battery by a power supply. When the power switch tube Q6 is turned off, the current path is: the right end of the winding L2, the diode D3, the positive electrode of the battery, the negative electrode of the battery, the power switch tube Q4, the winding L1 and the left end of the winding L2 form a current loop for charging the battery by the follow current of the windings L1 and L2.
(2) When the power switch tube Q2 is on, the current path is: the method comprises the steps of positive electrode of a direct current bus of the rectifying circuit 1, positive electrode of a battery, negative electrode of the battery, power switch tube Q4, winding L1, winding L3, power switch tube Q2 and negative electrode of the direct current bus of the rectifying circuit 1, so as to form a current loop for charging the battery by a power supply. When the power switch tube Q2 is turned off, the current path is: the right end of the winding L3, the diode D5, the battery anode, the battery cathode, the power switch tube Q4, the winding L1 and the left end of the winding L3 form a current loop for charging the battery by the follow current of the windings L1 and L3.
Through the control of the two current paths, the buck conversion charging control of the electric vehicle battery after the commercial power is rectified is realized.
The working principle of the integrated charging optimization method for the electric vehicle provided by the invention in the battery charging working mode is further described below by referring to fig. 3 and 4, and the principle is described by using the working process of the power switch tube Q6 in the power circuit 2: in the battery operation mode, the oscillator in the battery charging control unit 6 outputs a positive pulse signal, which is applied to the set end of the flip-flop DF1, the non-inverting output end of the flip-flop DF1 is latched as a high level, and the high level signal is transmitted to the driving circuit 3 through the driving logic unit 4 to generate the gate driving signal G of the power switch tube Q6 g6 The power switching transistor Q6 is turned on. When the power switch Q6 is turned on, a current loop for charging the battery by the power supply in the above current flowing condition (1) is formed. At this time, the current of the winding L2 rises, the current on the winding L2 is detected by the current sensor S1 to obtain a current feedback signal, the current feedback signal is fed back to the non-inverting input terminal of the comparator P2 in the battery charging control unit 6, and is compared with the current reference signal from the output terminal of the operational amplifier P1 applied to the inverting input terminal of the comparator P2, and once the current feedback signal is greater than the current reference signal, the comparator P2 outputs a high level signal, so that the flip-flop DF1 is immediately reset, the non-inverting output terminal thereof is latched at a low level, the power switching tube Q6 is turned off, and the current on the winding L2, that is, the rise of the battery charging current is limited. When the next positive pulse signal from the oscillator arrives, the above process is repeated. In addition, since the signal of the inverting input terminal of the comparator P2 is an output signal from the voltage controller that performs feedback control on the battery voltage, dual closed-loop control of the voltage outer loop and the current inner loop in the battery charging operation mode is finally formed, so that the battery charging voltage and the charging current are controlled.
The working process of the power switch tube Q2 in the power circuit 2 is similar to that of the power switch tube Q6, except that the setting signal of the trigger DF2 is output from the inverter, so that the power switch tube Q2 and the power switch tube Q6 can work alternately.
The constant current source I1, the capacitor C3 and the field effect transistor M1 form a slope compensation circuit, and a compensation signal is provided for the non-inverting input end of the comparator P2; the constant current source I2, the capacitor C4 and the field effect transistor M2 form a slope compensation circuit, and a compensation signal is provided for the non-inverting input end of the comparator P3.
In the embodiment, the integrated charging device and the method for the electric vehicle are added with a small number of elements and implement a charging control method based on the existing motor operation control technology, and the motor operation control and the charging control of the low-voltage battery of the electric vehicle are realized by utilizing the inductance of the motor winding and the repeated utilization of the power switch device. The charging control unit, the driving logic unit and the motor motion control unit can be integrated by adopting a hardware circuit or software. Compared with the mode of configuring an independent charger by adopting the electric vehicle integrated charging device and the method, the electric vehicle integrated charging device has the advantages of compact circuit structure, convenience in manufacturing and reduction in overall manufacturing cost. The user of the electric vehicle does not need to configure or carry an independent charger, and can conveniently charge the battery of the electric vehicle in any place with alternating current power supply, so that the electric vehicle is more convenient to use and safer and more reliable in the charging process.
While the embodiments of the present invention have been described in conjunction with the accompanying drawings, various modifications or variations may be made by those skilled in the art within the scope of the appended claims.

Claims (7)

1. Electric motor car integrated charging device, its characterized in that: the power supply device comprises a rectifying circuit (1) and a power circuit (2), wherein the rectifying circuit (1) is externally connected with an alternating current power plug, and the power circuit (2) is connected with a three-phase motor M; the power circuit (2) is connected with the driving circuit (3) sequentially through the battery charging control unit (6) and the driving logic unit (4), and the output end of the driving circuit (3) is connected to the control signal input port of the power circuit (2); the integrated charging device further comprises a motor operation control unit (5), and the motor operation control unit (5) is connected with the driving circuit (3) through the driving logic unit (4);
the battery charging control unit is provided with a first current controller and a second current controller, wherein the two current controllers comprise a trigger, a comparator, a current source, a capacitor and a metal oxide semiconductor field effect transistor;
a mode change-over switch K1 is arranged in the power circuit (2), and an oscillator and an inverter are arranged in the battery charging control unit (6); the battery charging control unit (6) comprises a voltage controller, a first current controller and a second current controller, wherein the output end of the voltage controller is connected with the input ends of the first current controller and the second current controller; one input end of the voltage controller is connected to the positive electrode of the battery B in the power circuit (2), and the other input end of the voltage controller is connected to the reference voltage V Bref The method comprises the steps of carrying out a first treatment on the surface of the The winding L2 of the three-phase motor M is connected with a current sensor S1, and the winding L3 of the three-phase motor M is connected with a current sensor S2; said firstA current controller having three input terminals, wherein the 1 st input terminal is connected to the current sensor S1, the 2 nd input terminal is connected to the output terminal of the oscillator, and the 3 rd input terminal is connected to the output terminal of the voltage controller; the second current controller is provided with three input ends, wherein the 1 st input port is connected to the current sensor S2, the 2 nd input port is connected to the output end of the inverter, and the 3 rd input port is connected to the output end of the voltage controller; the output of the oscillator is connected with the input end of the inverter;
in the power circuit (2), a battery B is connected in parallel with a capacitor C2 and then connected in parallel with a three-phase bridge circuit formed by 6 field effect power switch tubes Q1-Q6, and the three-phase bridge circuit further comprises diodes D1-D6, wherein the connection relation is that the power switch tubes Q1, Q4, Q3, Q6, Q5 and Q2 are divided into three groups, the source electrode of the power switch tube Q1 is connected with the drain electrode of the power switch tube Q4, the source electrode of the power switch tube Q3 is connected with the drain electrode of the power switch tube Q6, and the source electrode of the power switch tube Q5 is connected with the drain electrode of the power switch tube Q2; the anodes of the diodes D1 to D6 are respectively connected to the sources of the power switching tubes Q1 to Q6, and the cathodes of the diodes D1 to D6 are respectively connected to the drains of the power switching tubes Q1 to Q6; the three-phase motor M comprises windings L1, L2 and L3, wherein the winding L1 is connected with a midpoint U of power switching tubes Q1 and Q4, the winding L2 is connected with a midpoint V of power switching tubes Q3 and Q6, the winding L3 is connected with a midpoint W of power switching tubes Q5 and Q2, drains of the power switching tubes Q1, Q3 and Q5 are connected to a positive electrode of a battery B after being connected, the power switching tube Q4 is connected with a negative electrode of the battery B, and sources of the power switching tubes Q6 and Q2 are connected with ground; the mode switching switch K1 comprises an intermediate contact, a normally-closed contact and a normally-open contact, wherein the intermediate contact and the normally-closed contact are positioned between the sources of the power switching tubes Q4 and Q6, and the normally-open contact is connected with one end of the negative electrode of the rectifying circuit;
The input end of the rectifying circuit (1) is also connected with a relay coil associated with the mode switching switch K1; when the relay coil is powered off, the middle contact of the mode change-over switch K1 is contacted with the normally-closed contact of the mode change-over switch K1, and when the relay coil is powered on, the middle contact is contacted with the normally-open contact of the mode change-over switch K1.
2. The electric vehicle integrated-charging device of claim 1, wherein: the rectifying circuit (1) comprises diodes D7-D10, a capacitor C1, a filter F and a plug-in component X; the live wire and the zero wire of the alternating current power supply are connected into a rectifying circuit (1) through a plug connector X, the filter F comprises a live wire coil and a zero wire coil, the two coils are respectively connected onto the live wire and the zero wire, and a magnetic core is communicated between the two coils; the cathode of the diode D9 is connected to the anode of the diode D7 and is connected with the live wire coil; the cathode of the diode D10 is connected to the anode of the diode D8 and is connected with the zero line coil; the cathodes of the diodes D7 and D8 are connected, and the anodes of the diodes D9 and D10 are connected; the serial branch composed of the diodes D9 and D7 is connected in parallel with the serial branch composed of the diodes D10 and D8 and then is connected in parallel with the capacitor C1, wherein the cathodes of the diodes D7 and D8 are connected to the anode of the battery B, and the anodes of the diodes D9 and D10 are connected to the normally open contact of the mode switching switch K1.
3. The electric vehicle integrated-charging device of claim 2, wherein: the driving logic unit (4) is provided with a logic switch K2 synchronously linked with the mode switching switch K1, and the logic switch K2 is used for switching an input signal source of the driving circuit (3); the logic switch K2 comprises six linked logic switch units K2-1 to K2-6, each logic switch unit comprises an intermediate contact, a normally closed contact and a normally open contact, the intermediate contact is connected to an input signal end of the driving circuit (3), the normally closed contact is connected to an output end of the motor operation control unit (5), the normally open contacts of the logic switch units K2-1, K2-3 and K2-5 are connected with the ground, the normally open contact of the logic switch unit K2-4 is connected with the control power +V1, the normally open contact of the logic switch unit K2-6 is connected with an output end of a first current controller in the battery charging control unit (6), and the normally open contact of the logic switch unit K2-2 is connected with an output end of a second current controller in the battery charging control unit (6).
4. The electric vehicle integrated-charging device of claim 3, wherein: the battery charging control unit (6) further comprises a voltage detection circuit, the voltage detection circuit comprises resistors R1-R4 and a triode T1, the resistor R1 is connected with a resistor R2 in series, the other end of the resistor R1 is connected to the positive electrode of the battery B, the other end of the resistor R2 is connected to the negative electrode of the battery B, a resistor R3 is connected between the emitter of the triode T1 and the positive electrode of the battery B, and the collector of the triode T1 is grounded through the resistor R4; the voltage controller comprises resistors R5 and R6, a capacitor C5 and an operational amplifier P1, wherein the inverting input end of the operational amplifier P1 is connected with the collector electrode of the triode T1 through the resistor R5, the non-inverting input end of the operational amplifier P1 is connected with a reference power supply VBref, and the resistor R6 is connected with the capacitor C5 in series and then is connected between the output end and the inverting input end of the operational amplifier P1.
5. The electric vehicle integrated-charging device of claim 4, wherein: the first current controller comprises a trigger DF1, a comparator P2, a current source I1, a capacitor C3 and a metal oxide semiconductor field effect tube M1, wherein the inverting input end of the comparator P2 is connected with the output end of the operational amplifier P1, the non-inverting input end of the comparator P2 is connected with the output end of the current sensor S1, and meanwhile, the non-inverting input end of the comparator P2 is also connected with the drain electrode of the metal oxide semiconductor field effect tube M1; the input end of the current source I1 is connected with the control power supply +V1, one end of the capacitor C3 is connected with the drain electrode of the metal oxide semiconductor field effect transistor M1 and is connected to the output end of the current source I1, and the other end of the capacitor C3 is grounded after being connected with the source electrode of the metal oxide semiconductor field effect transistor M1; the reset end of the trigger DF1 is connected to the output end of the comparator P2, the set end of the trigger DF1 is connected with the output end of the oscillator, the inverting output end of the trigger DF1 is connected to the grid electrode of the metal oxide semiconductor field effect transistor M1, and the non-inverting output end of the trigger DF1 is connected with one input end of the AND gate A4 in the driving logic unit (4);
The second current controller comprises a trigger DF2, a comparator P3, a current source I2, a capacitor C4 and a metal oxide semiconductor field effect transistor M2, wherein the inverting input end of the comparator P3 is connected with the output end of the operational amplifier P1, and the non-inverting input end of the comparator P3 is connected with the output end of the current sensor S2 and the drain electrode of the metal oxide semiconductor field effect transistor M2; the input end of the current source I2 is connected with the control power supply +V1, one end of the capacitor C4 is connected with the drain electrode of the metal oxide semiconductor field effect transistor M2 and is connected to the output end of the current source I2, and the other end of the capacitor C4 is grounded behind the source electrode of the metal oxide semiconductor field effect transistor M2; the reset end of the trigger DF2 is connected to the output end of the comparator P3, the set end of the trigger DF2 is connected with the output end of the inverter P0, the inverting output end of the trigger DF2 is connected to the grid electrode of the metal oxide semiconductor field effect transistor M2, and the non-inverting output end of the trigger DF2 is connected with one input end of the AND gate A6 in the driving logic unit 4.
6. The electric vehicle integrated-charging device of claim 5, wherein: the driving logic unit (4) comprises AND gates A1-A7, OR gates O1-O3, an inverter P4 and a detection circuit, wherein the detection circuit comprises resistors R7 and R8, a capacitor C6 and a comparator P5;
The input end of the inverter P4 is connected with the output of the comparator P5, the non-inverting input end of the comparator P5 is connected with the control power supply +V1, the inverting input end of the comparator P5 is connected with the connection point of the series resistors R7 and R8, the other end of the resistor R7 is connected with the cathode of the battery B, the other end of the resistor R8 is grounded, and the capacitor C6 is connected with the resistor R8 in parallel;
one input end of the AND gate A1 is connected with one output end of the motor operation control unit (5), the other input end of the AND gate A1 is connected with the output end of the comparator P5, and the output end of the AND gate A1 is connected with one input end of the drive circuit (3);
one input end of the OR gate O1 is connected with one output end of the motor operation control unit (5), the other input end of the OR gate O1 is connected with the output end of the inverter P4, and the output end of the OR gate O1 is connected with one input end of the drive circuit (3);
one input end of the AND gate A2 is connected with one output end of the motor operation control unit (5), the other input end of the AND gate A2 is connected with the output end of the comparator P5, and the output end of the AND gate A2 is connected with one input end of the drive circuit (3);
one input end of the AND gate A3 is connected with one output end of the motor operation control unit (5), the other input end of the AND gate A3 is connected with the output end of the comparator P5, one input end of the AND gate A4 is connected with the in-phase output end of the trigger DF1 in the battery charging control unit (6), and the other input end of the AND gate A4 is connected with the output end of the inverter P4; one input end of the OR gate O2 is connected with the output end of the AND gate A3, the other input end of the OR gate O2 is connected with the output end of the AND gate A4, and the output end of the OR gate O2 is connected with one input end of the drive circuit (3);
One input end of the AND gate A5 is connected with one output end of the motor operation control unit (5), the other input end of the AND gate A5 is connected with the output end of the comparator P5, and the output end of the AND gate A5 is connected with one input end of the drive circuit (3);
one input end of the AND gate A6 is connected with the in-phase output end of a trigger DF2 in the battery charging control unit (6), and the other input end of the AND gate A6 is connected with the output end of an inverter P4; one input end of the AND gate A7 is connected with one output end of the motor operation control unit (5), and the other input end of the AND gate A7 is connected with the output end of the comparator P5; one input end of the or gate O3 is connected with the output end of the AND gate A6, the other input end of the or gate O3 is connected with the output end of the AND gate A7, and the output end of the or gate O3 is connected with one input end of the driving circuit 3.
7. An electric vehicle integrated charging control method is characterized in that the electric vehicle integrated charging device is realized by adopting any one of claims 1-6, the method enables the electric vehicle integrated charging to work in two working modes of motor operation and battery charging, and the motor operation control and the battery charging control of the electric vehicle are respectively carried out, specifically:
1) Motor operation mode:
The normally closed contact and the normally open contact of the mode switching switch K1 are closed, and simultaneously, the normally closed contact and the normally open point of a logic switch K2 synchronously linked with the mode switching switch K1 in a driving logic unit are also closed, and the output end of a motor operation control unit is connected with the input end of a driving circuit, and after the output signal of the motor operation control unit passes through the driving circuit, a grid driving signal Q for carrying out switch control on power switching tubes Q1-Q6 on three bridge arms of a power circuit is generated g1 -Q g6 By electric motorThe operation control unit is used for controlling the operation state of the motor, and the integrated charging device of the electric vehicle is in a motor operation working mode;
(2) Battery charging mode:
the normally open contact and the normally closed contact of the mode switching switch K1 are closed, and simultaneously, the normally open contact of a logic switch K2 synchronously linked with the mode switching switch K1 in the driving logic unit is also closed and the normally closed contact is opened, a grid driving signal of an upper bridge arm power switch tube Q1 of a bridge arm a of the power circuit is set to be zero, and a grid driving signal of a lower bridge arm power switch tube Q4 is set to be high level; the gate driving signal of the upper bridge arm power switch tube Q3 of the bridge arm b is set to zero, and the gate driving signal of the upper bridge arm power switch tube Q5 of the bridge arm c is set to zero; after the output signal of the first current controller of the battery charging control unit passes through the driving circuit 3, a grid driving signal for carrying out switch control on a power switch tube Q6 of a lower bridge arm of a bridge arm b of the power circuit is generated; after the output signal of the second current controller is amplified by the driving circuit 3, a grid driving signal for controlling the switch of the bridge arm power switch tube Q2 under the bridge arm c of the power circuit is generated, the charging voltage and current of the battery B are controlled by the battery charging control unit, and the integrated charging device of the electric vehicle is in a battery charging working mode.
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