CN109720212B - Control assembly for electric automobile - Google Patents
Control assembly for electric automobile Download PDFInfo
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- CN109720212B CN109720212B CN201711026958.8A CN201711026958A CN109720212B CN 109720212 B CN109720212 B CN 109720212B CN 201711026958 A CN201711026958 A CN 201711026958A CN 109720212 B CN109720212 B CN 109720212B
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/60—Other road transportation technologies with climate change mitigation effect
- Y02T10/72—Electric energy management in electromobility
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Abstract
A control assembly for an electric vehicle includes a driving motor controller including a plurality of rectifying inverter circuits connected in parallel with each other. According to the control assembly for the electric automobile, a rectification inverter circuit in an existing generator controller is connected in parallel with a rectification inverter circuit in a driving electrode controller, the generator controller is not removed, and a corresponding circuit of an original generator controller and the rectification inverter circuit in the original driving motor controller are utilized to jointly form a new rectification inverter circuit for being connected with a driving motor.
Description
Technical Field
The invention relates to the technical field of electric automobiles, in particular to a control assembly for an electric automobile.
Background
Control assembly mainly includes for electric automobile: a generator controller, a driving motor controller, a steering oil pump motor controller, an air pump motor controller, other equipment controllers and the like. Through these controllers, the control assembly can realize functions of controlling running, braking, steering, opening and closing of doors, energy recovery and the like of the vehicle.
The structure of a conventional control assembly for an electric vehicle is generally shown in fig. 1. The first inverter module 101 is connected with the air pump motor M1 to drive the air pump motor M1 to operate; the second inverter module 102 is connected to the oil pump motor M2 to drive the oil pump motor M2 to operate. The driving motor controller 103 is configured to convert the received dc power into ac power to drive the driving motor M3 connected thereto to operate. The generator controller 104 is connected to the generator M4, and is capable of converting ac power transmitted from the generator M4 into corresponding dc power and transmitting the converted dc power to the driving motor controller 103, the first inverter module 101, and/or the second inverter module 102 connected thereto.
For the existing control assembly for the electric automobile, the power level and the current level of the control assembly cannot be improved due to the limitation of the power level and the current level of the IGBT module under the same packaging condition, so that the application range of the control assembly is limited.
Disclosure of Invention
In order to solve the above problems, the present invention provides a control assembly for an electric vehicle, the control assembly including a driving motor controller, the driving motor controller including a plurality of rectifying inverter circuits connected in parallel to each other.
According to one embodiment of the invention, the driving motor controller comprises a first rectifying and inverting circuit and a second rectifying and inverting circuit, and the first rectifying and inverting circuit and/or the second rectifying and inverting circuit comprises a full-control bridge type rectifying and inverting circuit.
According to an embodiment of the present invention, a positive terminal of the dc terminal of the first rectifying and inverting circuit is connected to a positive terminal of the dc terminal of the second rectifying and inverting circuit, a negative terminal of the dc terminal of the first rectifying and inverting circuit is connected to a negative terminal of the dc terminal of the second rectifying and inverting circuit, and an ac terminal of the first rectifying and inverting circuit is correspondingly connected to an ac terminal of the second rectifying and inverting circuit.
According to an embodiment of the present invention, the first and second rectification/inversion circuits include a three-phase fully-controlled bridge rectification/inversion circuit, a U-phase output terminal of the first rectification/inversion circuit is connected to a U-phase output terminal of the second rectification/inversion circuit, a V-phase output terminal of the first rectification/inversion circuit is connected to a V-phase output terminal of the second rectification/inversion circuit, and a W-phase output terminal of the first rectification/inversion circuit is connected to a W-phase output terminal of the second rectification/inversion circuit.
According to one embodiment of the invention, the second rectification inverter circuit is a generator control circuit.
According to one embodiment of the invention, the control assembly further comprises:
and the control circuit is connected with the driving motor controller and is used for controlling the running state of each rectification inverter circuit in the driving motor controller.
According to one embodiment of the invention, for the parallel rectification and inversion circuits, the control circuit is configured to output the same control signal to the parallel rectification and inversion branches.
According to an embodiment of the invention, the control assembly further comprises a first inverter circuit and a second inverter circuit connected in parallel with each other.
According to one embodiment of the present invention, the first inverter circuit is an oil pump motor inverter circuit, and the second inverter circuit is an air pump motor inverter circuit.
The invention also provides an electric automobile which is characterized by comprising the control assembly.
For a control assembly for an electric-only vehicle, it is not necessary to equip the generator and the corresponding generator controller. The existing control assembly for the pure electric automobile removes unnecessary devices (including a generator controller corresponding to a generator), which not only causes the waste of space in a box body of a shell of the control assembly, but also causes the power level and the current level of the control assembly to be incapable of being improved.
The control assembly for the electric automobile provided by the invention connects the rectification inverter circuit in the existing generator controller and the rectification inverter circuit in the driving electrode controller in parallel, and does not remove the generator controller, but utilizes the corresponding circuit of the original generator controller (such as the rectification inverter circuit in the generator controller) and the rectification inverter circuit in the original driving motor controller to jointly form a new rectification inverter circuit for connecting with the driving motor.
In addition, because the rectification inverter circuit in the original generator controller is connected in parallel with the rectification inverter circuit in the original driving motor controller, the current which can pass through each phase circuit of the new rectification inverter circuit can be increased, and the output power and the output current which can be provided by the driving motor controller are improved. Theoretically, the current capability of each phase circuit of the driving motor controller provided by the invention can reach the sum of the current capabilities of the two branches before parallel connection.
In addition, for the driving motor controller provided by the invention, the driving motor controller can be realized by changing the connecting copper bar and corresponding control software on the basis of the existing controller assembly, so that the existing raw materials and production lines can be fully utilized, the universality of the product is improved on one hand, and the manufacturability of the product is also improved on the other hand.
Additional features and advantages of the invention will be set forth in the description which follows, and in part will be obvious from the description, or may be learned by practice of the invention. The objectives and other advantages of the invention will be realized and attained by the structure particularly pointed out in the written description and claims hereof as well as the appended drawings.
Drawings
In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the following briefly introduces the drawings required in the description of the embodiments or the prior art:
FIG. 1 is a schematic structural diagram of a conventional control assembly for an electric vehicle;
FIG. 2 is a schematic structural diagram of a control assembly for an electric vehicle according to one embodiment of the present invention;
FIG. 3 is a schematic structural diagram of a control assembly for an electric vehicle according to another embodiment of the present invention;
fig. 4 is a schematic structural diagram of a control assembly for an electric vehicle according to another embodiment of the invention.
Detailed Description
The following detailed description of the embodiments of the present invention will be provided with reference to the drawings and examples, so that how to apply the technical means to solve the technical problems and achieve the technical effects can be fully understood and implemented. It should be noted that, as long as there is no conflict, the embodiments and the features of the embodiments of the present invention may be combined with each other, and the technical solutions formed are within the scope of the present invention.
In the following description, for purposes of explanation, numerous specific details are set forth in order to provide a thorough understanding of the embodiments of the invention. It will be apparent, however, to one skilled in the art that the present invention may be practiced without some of these specific details or with other methods described herein.
For the existing electric automobile, the control assembly of the pure electric automobile and the hybrid electric automobile adopts the same shell box body. For a pure electric vehicle, the control assembly only removes part of functional modules (such as an engine control module and the like) which are not needed by the pure electric vehicle in the control assembly for the hybrid electric vehicle. Meanwhile, for the existing control assembly for the electric vehicle as shown in fig. 1, the driving motor controller 103, the generator controller 104, the first inverter module 101 and the second inverter module 102 may adopt IGBT modules with different power levels and the same package, so that the multiplexing of the control assembly housing box can be realized to a certain extent.
However, the above method can improve the versatility of the control assembly to some extent, but still has limitations for the control assembly of the existing electric vehicle. Because the same package is needed, parameters such as the power level and the current level of the IGBT module are limited, which may result in that the overall power level and the current level of the control assembly cannot be increased, thereby limiting the application range of the control assembly.
In addition, after unnecessary parts such as the generator control module and the first inverter module of the control assembly for the pure electric vehicle are removed, the space in the control assembly cannot be fully utilized, and therefore waste is caused.
In view of the above problems in the prior art, the present embodiment provides a new control assembly for an electric vehicle, which is particularly suitable for a pure electric vehicle, and an electric vehicle using the control assembly. The control assembly provided by the embodiment expands the application range of the control assembly by connecting the corresponding rectification inverter modules in parallel, and improves the universality of the control assembly.
Fig. 2 shows a schematic structural diagram of a control assembly for an electric vehicle provided in this embodiment.
As shown in fig. 2, the control assembly for an electric vehicle provided in the present embodiment preferably includes a driving motor controller 203, wherein the driving motor controller 203 includes a plurality of rectifying and inverting circuits connected in parallel to each other. Specifically, the driving motor controller 203 preferably includes a first rectification inverter circuit and a second rectification inverter circuit, a positive terminal of a direct current terminal of the first rectification inverter circuit is connected to a positive terminal of a direct current terminal of the second rectification inverter circuit, a negative terminal of the direct current terminal of the first rectification inverter circuit is connected to a negative terminal of the direct current terminal of the second rectification inverter circuit, and an alternating current terminal of the first rectification inverter circuit is correspondingly connected to an alternating current terminal of the second rectification inverter circuit, so that the first rectification inverter circuit and the second rectification inverter circuit are connected in parallel.
In this embodiment, the first rectifying inverter circuit and the second rectifying inverter circuit are preferably implemented by using a three-phase fully-controlled bridge rectifying inverter circuit. The U-phase output end of the first rectification inverter circuit is connected with the U-phase output end of the second rectification inverter circuit, the V-phase output end of the first rectification inverter circuit is connected with the V-phase output end of the second rectification inverter circuit, and the W-phase output end of the first rectification inverter circuit is connected with the W-phase output end of the second rectification inverter circuit.
Of course, in other embodiments of the present invention, the first rectifying and inverting circuit and/or the second rectifying and inverting circuit may also be implemented by using other reasonable fully controlled bridge type rectifying and inverting circuits, and the present invention is not limited thereto.
In this embodiment, since the first rectifying and inverting circuit and the second rectifying and inverting circuit are both implemented by a three-phase fully-controlled bridge rectifying and inverting circuit, and the structures of the rectifying and inverting branches of the phases are the same, for the purpose of description, the structures and functions of the first rectifying and inverting circuit and the second rectifying and inverting circuit in this embodiment are specifically described below by taking one of the phases as an example.
As shown in fig. 2, in the present embodiment, the U-phase rectification inverter branch of the first rectification inverter circuit includes a first IGBT module VT1_1 and a second IGBT module VT1_ 2. The collector of the first IGBT module VT1_1 forms the positive electrode of the dc input end of the U-phase rectification inverter branch of the first rectification inverter circuit, the emitter of the first IGBT module VT1_1 is connected with the collector of the second IGBT module VT1_2 and forms the ac output end of the U-phase rectification inverter branch of the first rectification inverter circuit, and the emitter of the second IGBT module VT1_2 forms the negative electrode of the dc input end of the U-phase rectification inverter branch of the first rectification inverter circuit.
Similarly, in the present embodiment, the U-phase rectification inverter branch of the second rectification inverter circuit includes a third IGBT module VT2_1 and a fourth IGBT module VT2_ 2. The collector of the third IGBT module VT2_1 forms the positive electrode of the dc input terminal of the U-phase rectification inverter branch of the second rectification inverter circuit, the emitter of the third IGBT module VT2_1 is connected with the collector of the fourth IGBT module VT2_2 and forms the ac output terminal of the U-phase rectification inverter branch of the second rectification inverter circuit, and the emitter of the fourth IGBT module VT2_2 forms the negative electrode of the dc input terminal of the U-phase rectification inverter branch of the second rectification inverter circuit.
Of course, in other embodiments of the present invention, the power devices included in the first rectifying inverter circuit and/or the second rectifying inverter circuit may also be implemented by using other reasonable devices (e.g., MOSFET, thyristor, etc.), and the present invention is not limited thereto.
The direct current input positive pole and the negative pole of the U-phase rectification inversion branch of the first rectification inversion circuit are correspondingly connected with the direct current input positive pole and the negative pole of the U-phase rectification inversion branch of the second rectification inversion circuit respectively, and the alternating current output end of the U-phase rectification inversion branch of the first rectification inversion circuit is connected with the alternating current output end of the U-phase rectification inversion branch of the second rectification inversion circuit to form the U-phase output end of the whole driving motor controller.
The circuit structures of the V-phase rectification inversion branch and the W-phase rectification inversion branch of the driving motor controller are the same as those of the U-phase rectification inversion branch, and therefore specific contents of the V-phase rectification inversion branch and the W-phase rectification inversion branch are not repeated herein.
In this embodiment, the first rectifying and inverting circuit may be implemented by a rectifying and inverting circuit in a driving motor controller in an existing control assembly for an electric vehicle, and the second rectifying and inverting circuit may be implemented by a rectifying and inverting circuit in a generator controller in an existing control assembly for an electric vehicle.
For a control assembly for an electric-only vehicle, it is not necessary to equip the generator and the corresponding generator controller. The existing control assembly for the pure electric automobile removes unnecessary devices (including a generator controller corresponding to a generator), which not only causes the waste of space in a box body of a shell of the control assembly, but also causes the power level and the current level of the control assembly to be incapable of being improved.
In the control assembly for the electric vehicle provided by this embodiment, the rectification inverter circuit in the existing generator controller is connected in parallel with the rectification inverter circuit in the driving electrode controller, and instead of removing the generator controller, the corresponding circuit of the original generator controller (for example, the rectification inverter circuit in the generator controller) and the rectification inverter circuit in the original driving motor controller are used to jointly form a new rectification inverter circuit for connecting with the driving motor.
In addition, because the rectification inverter circuit in the original generator controller is connected in parallel with the rectification inverter circuit in the original driving motor controller, the current which can pass through each phase circuit of the new rectification inverter circuit can be increased, and the output power and the output current which can be provided by the driving motor controller are improved. Theoretically, the current capability that each phase circuit of the driving motor controller provided by this embodiment can pass can reach the sum of the current capabilities of the two branches before being connected in parallel.
In addition, for the driving motor controller that this embodiment provided, it needs to be on the basis of current controller assembly through change connection copper bar and corresponding control software can realize, just so can make full use of current raw and other materials and production line, this has improved the commonality of product on the one hand, has also improved the manufacturability of product on the other hand.
In this embodiment, the control assembly for an electric vehicle further includes a control circuit (not shown in fig. 2). The control circuit is connected with the driving motor controller and can output corresponding control instructions to the driving motor controller so as to control the running state of each rectification inverter circuit.
Since the first rectifying and inverting circuit is connected in parallel with the second rectifying and inverting circuit, in this embodiment, the control circuit outputs the same control signal to the rectifying and inverting branches connected in parallel with each other. For example, the first IGBT module VT1_1 and the third IGBT module VT2_1 receive the same control signals, and the second IGBT module VT1_2 and the fourth IGBT module VT2_2 receive the same control signals.
As shown in fig. 2, in this embodiment, optionally, the output ends of the first inverter module 101 and the second inverter module 102 may also be correspondingly connected to form a new ac output port. Wherein, the new AC output port can be connected with both the oil pump motor and the air pump motor. Specifically, in the present embodiment, the first inverter module 101 is preferably implemented by an oil pump motor inverter circuit, and the second inverter module 102 is preferably implemented by an air pump motor inverter circuit. Of course, in other embodiments of the present invention, the first inverter circuit and/or the second inverter circuit may be implemented by other reasonable circuits or devices, and the present invention is not limited thereto.
Meanwhile, in other embodiments of the present invention, the output ends of the first inverter module 101 and the second inverter module 102 may not be correspondingly connected, but may be independently connected to different external devices (for example, the first inverter module 101 is connected to the air pump motor M1, and the second inverter module 102 is connected to the oil pump motor M2), so as to form the circuit structure shown in fig. 3.
In addition, in other embodiments of the present invention, the control assembly for an electric vehicle may also be implemented by using a circuit structure as shown in fig. 4. For the control assembly for the electric vehicle shown in fig. 4, the output ends of the first inverter module 101 and the second inverter module 102 are correspondingly connected, and a new ac output port is formed. The new ac output port may be connected to a corresponding external device (e.g., an oil pump motor or an air pump motor, etc.). The driving motor controller and the generator controller of the control assembly for the electric automobile also adopt the existing circuit structure (as shown in figure 1). For the control assembly for the electric automobile, the control assembly can be realized by changing the connecting copper bar and the corresponding control software on the basis of the existing controller assembly, so that the existing raw materials and production lines can be fully utilized, the universality of the product is improved, and the manufacturability of the product is also improved.
It is to be understood that the disclosed embodiments of the invention are not limited to the particular structures or process steps disclosed herein, but extend to equivalents thereof as would be understood by those skilled in the relevant art. It is also to be understood that the terminology used herein is for the purpose of describing particular embodiments only, and is not intended to be limiting.
Reference in the specification to "one embodiment" or "an embodiment" means that a particular feature, structure, or characteristic described in connection with the embodiment is included in at least one embodiment of the invention. Thus, the appearances of the phrase "one embodiment" or "an embodiment" in various places throughout this specification are not necessarily all referring to the same embodiment.
While the above examples are illustrative of the principles of the present invention in one or more applications, it will be apparent to those of ordinary skill in the art that various changes in form, usage and details of implementation can be made without departing from the principles and concepts of the invention. Accordingly, the invention is defined by the appended claims.
Claims (6)
1. A control assembly for an electric automobile is characterized in that the control assembly comprises a driving motor controller, the driving motor controller comprises a first rectification inverter circuit and a second rectification inverter circuit which are connected in parallel, the first rectification inverter circuit and the second rectification inverter circuit are controlled by the same control signal, the second rectification inverter circuit is a rectification inverter circuit in a generator controller, and the first rectification inverter circuit and/or the second rectification inverter circuit comprises a full-control bridge rectification inverter circuit, wherein,
the positive electrode of the direct current end of the first rectification inverter circuit is directly connected with the positive electrode of the direct current end of the second rectification inverter circuit, the negative electrode of the direct current end of the first rectification inverter circuit is directly connected with the negative electrode of the direct current end of the second rectification inverter circuit, and the alternating current end of the first rectification inverter circuit is correspondingly connected with the alternating current end of the second rectification inverter circuit.
2. The control assembly according to claim 1, wherein the first and second rectifying and inverting circuits comprise three-phase fully-controlled bridge type rectifying and inverting circuits, a U-phase output terminal of the first rectifying and inverting circuit is connected to a U-phase output terminal of the second rectifying and inverting circuit, a V-phase output terminal of the first rectifying and inverting circuit is connected to a V-phase output terminal of the second rectifying and inverting circuit, and a W-phase output terminal of the first rectifying and inverting circuit is connected to a W-phase output terminal of the second rectifying and inverting circuit.
3. The control assembly of claim 1, wherein the control assembly further comprises:
and the control circuit is connected with the driving motor controller and is used for controlling the running state of each rectification inverter circuit in the driving motor controller.
4. A control assembly according to any of claims 1 to 3, further comprising first and second inverter circuits connected in parallel with one another.
5. The control assembly of claim 4, wherein the first inverter circuit is an oil pump motor inverter circuit and the second inverter circuit is an air pump motor inverter circuit.
6. An electric vehicle comprising a control assembly as claimed in any one of claims 1 to 5.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201711026958.8A CN109720212B (en) | 2017-10-27 | 2017-10-27 | Control assembly for electric automobile |
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| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201711026958.8A CN109720212B (en) | 2017-10-27 | 2017-10-27 | Control assembly for electric automobile |
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| CN109720212A CN109720212A (en) | 2019-05-07 |
| CN109720212B true CN109720212B (en) | 2021-01-22 |
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| Publication number | Publication date |
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| CN109720212A (en) | 2019-05-07 |
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