CN110048625B - 电动汽车充电及电机驱动复用型变流电路 - Google Patents

电动汽车充电及电机驱动复用型变流电路 Download PDF

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CN110048625B
CN110048625B CN201910382359.2A CN201910382359A CN110048625B CN 110048625 B CN110048625 B CN 110048625B CN 201910382359 A CN201910382359 A CN 201910382359A CN 110048625 B CN110048625 B CN 110048625B
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郑昕昕
张乐
刘新天
何耀
曾国建
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Hefei University of Technology
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    • B60—VEHICLES IN GENERAL
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    • H02M1/00—Details of apparatus for conversion
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    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02M—APPARATUS FOR CONVERSION BETWEEN AC AND AC, BETWEEN AC AND DC, OR BETWEEN DC AND DC, AND FOR USE WITH MAINS OR SIMILAR POWER SUPPLY SYSTEMS; CONVERSION OF DC OR AC INPUT POWER INTO SURGE OUTPUT POWER; CONTROL OR REGULATION THEREOF
    • H02M7/00—Conversion of ac power input into dc power output; Conversion of dc power input into ac power output
    • H02M7/02—Conversion of ac power input into dc power output without possibility of reversal
    • H02M7/04—Conversion of ac power input into dc power output without possibility of reversal by static converters
    • H02M7/12—Conversion of ac power input into dc power output without possibility of reversal by static converters using discharge tubes with control electrode or semiconductor devices with control electrode
    • H02M7/21—Conversion of ac power input into dc power output without possibility of reversal by static converters using discharge tubes with control electrode or semiconductor devices with control electrode using devices of a triode or transistor type requiring continuous application of a control signal
    • H02M7/217—Conversion of ac power input into dc power output without possibility of reversal by static converters using discharge tubes with control electrode or semiconductor devices with control electrode using devices of a triode or transistor type requiring continuous application of a control signal using semiconductor devices only
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    • H02M7/00—Conversion of ac power input into dc power output; Conversion of dc power input into ac power output
    • H02M7/42—Conversion of dc power input into ac power output without possibility of reversal
    • H02M7/44—Conversion of dc power input into ac power output without possibility of reversal by static converters
    • H02M7/48—Conversion of dc power input into ac power output without possibility of reversal by static converters using discharge tubes with control electrode or semiconductor devices with control electrode
    • H02M7/53—Conversion of dc power input into ac power output without possibility of reversal by static converters using discharge tubes with control electrode or semiconductor devices with control electrode using devices of a triode or transistor type requiring continuous application of a control signal
    • H02M7/537—Conversion of dc power input into ac power output without possibility of reversal by static converters using discharge tubes with control electrode or semiconductor devices with control electrode using devices of a triode or transistor type requiring continuous application of a control signal using semiconductor devices only, e.g. single switched pulse inverters
    • H02M7/5387—Conversion of dc power input into ac power output without possibility of reversal by static converters using discharge tubes with control electrode or semiconductor devices with control electrode using devices of a triode or transistor type requiring continuous application of a control signal using semiconductor devices only, e.g. single switched pulse inverters in a bridge configuration
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    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/70—Energy storage systems for electromobility, e.g. batteries
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    • Y02T10/00—Road transport of goods or passengers
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    • Y02T10/7072—Electromobility specific charging systems or methods for batteries, ultracapacitors, supercapacitors or double-layer capacitors
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    • Y02T10/00—Road transport of goods or passengers
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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
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Abstract

本发明公开了一种电动汽车充电及电机驱动复用型变流电路，包括单相桥臂电路，每相桥臂电路包括四个单向开关和四个二极管，桥臂引出五个接口端，分别连接动力电池包、电机单相的定子绕组、车外交流滤波器。本发明仍然采用同一套电路和控制系统，能够实现DC/AC逆变和AC/DC整流，该电路在充电和电机驱动两种模式切换时，不需要在电机定子绕组与桥臂连接处进行分闸与合闸，省去了车内的自动分合闸装置，在充电时不存在桥臂的直通问题，也就避免了死区导致的交流侧电流谐波，可以减小电网侧滤波器的规格。

Description

电动汽车充电及电机驱动复用型变流电路
技术领域
本发明涉及电动汽车充电及电机驱动电路领域，具体是一种电动汽车充电及电机驱动复用型变流电路。
背景技术
电动汽车电机驱动器采用DC/AC逆变器，将动力电池存储的能量转化为电机的动能，而对于电动汽车充电机，采用AC/DC整流器，将电网能量传输给动力电池。通常情况下，用于电机驱动的DC/AC逆变器和用于充电的AC/DC整流器采用两套独立的电路和控制系统，占用了电动汽车内部大量的空间，且增加了成本。目前，也有人提出将电动汽车充电和电机驱动变流电路进行复用，采用同一套桥式电路和控制系统，其能够实现DC/AC逆变，也能够实现AC/DC整流。然而这种电路在充电和电机驱动两种模式切换时，需要在电机定子绕组与桥臂连接处进行分闸与合闸，这就要在车内增加自动分合闸装置，依然会占用车内空间；此外，充电过程对交流侧电流谐波抑制要求高，采用桥式电路会因死区导致电网电流的谐波含量升高。
发明内容 本发明的目的是提供一种电动汽车充电及电机驱动复用型变流电路，以解决现有技术电动汽车充电和电机驱动切换时需分闸与合闸，并且充电时存在死区的问题。
为了达到上述目的，本发明所采用的技术方案为：
电动汽车充电及电机驱动复用型变流电路，其特征在于：包括单相桥臂电路，单相桥臂电路由四个单向开关S1、S2、S3、S4和四个二极管D1、D2、D3、D4构成，其中单向开关为功率器件，四个单向开关中，单向开关S1发射极与单向开关S2的集电极连接，单向开关S2发射极与单向开关S3的集电极连接，单向开关S3发射极与单向开关S4的集电极连接，二极管D1的阳极共接至单向开关S4的发射极，二极管D1的阴极连接至单向开关S1发射极与单向开关S2的集电极之间，二极管D2的阳极连接至单向开关S3发射极与单向开关S4的集电极之间，二极管D2的阴极共接至单向开关S1的集电极，二极管D4的阳极共接至单向开关S4的发射极，二极管D4的阴极连接至二极管D3的阳极，二极管D3的阴极共接至单向开关S1的集电极，单向开关S2发射极、单向开关S3的集电极之间还通过导线与二极管D4的阴极、二极管D3的阳极之间连接，
以单向开关S1的集电极作为第一接口端，单向开关S4的发射极作为第五接口端，第一接口端连接电动汽车的动力电池包正端，第五接口端连接电动汽的动力电池包负端；
以二极管D1的阴极连接至单向开关S1发射极、单向开关S2的集电极之间的结点作为第二接口端，二极管D2的阳极连接至单向开关S3发射极、单向开关S4的集电极之间的结点作为第四接口端，第二接口端、第四接口端分别连接车外交流滤波器的两个电感端，由此配合第一接口端、第五接口端实现对动力电池包的充电；
以单向开关S2发射极、单向开关S3的集电极之间与二极管D4的阴极、二极管D3的阳极之间结点作为第三接口端，第三接口端连接电动汽车中电机单相的定子绕组，由此配合第一接口端、第五接口端实现动力电池包向电机单相的定子绕组的供电。
所述的电动汽车充电及电机驱动复用型变流电路，其特征在于：所述第一接口端、第五接口端、第三接口端设于电动汽车内部，并且始终对应与电池包的正负端、定子绕组保持连接。
所述的电动汽车充电及电机驱动复用型变流电路，其特征在于：第二接口端和第四接口端延伸至车身上并分别连接有外部接口，通过外部接口与车外交流滤波器的两个电感端合闸连接或分闸断开。
所述的电动汽车充电及电机驱动复用型变流电路，其特征在于：多个单相桥臂电路组合使用，用于电动汽车中动力电池包的充电及多相电机的驱动，电机中多相定子绕组与多个单相桥臂电路一一对应工作配合，多个单相桥臂电路的第一接口端共接后连接动力电池包正端，多个单相桥臂电路的第五接口端共接后连接动力电池包负端，每个单相桥臂电路的第二接口端、第四接口端分别连接交流滤波器的两个电感端，多个单相桥臂电路的第三接口端一一对应连接电动汽车中电机多相的定子绕组。
本发明每相桥臂电路包括四个单向开关和四个二极管，桥臂引出五个接口端，分别连接动力电池包的正端和负端、电机单相的定子绕组、车外交流滤波器的两个电感端，变流电路在充电时的AC/DC整流工作方式下时，相当于双BOOST整流器，不存在桥臂的直通问题，避免了死区导致的电流谐波，变流电路工作在电机驱动时的DC/AC逆变工作方式下时，相当于全桥逆变器，且不需要在连接电机单相的定子绕组的接口端额外增加自动分合闸装置。
与现有技术相比，本发明优点为：
1、在充电和电机驱动两种模式切换时，不需要在电机定子绕组与桥臂连接处进行分闸与合闸，省去了车内的自动分合闸装置，避免车内空间的占用。
2、在充电时不存在桥臂的直通问题，也就避免了死区导致的交流侧电流谐波，可以减小电网侧滤波器的规格。
附图说明
图1是本发明单相桥臂电路图。
图2是本发明单相桥臂电路中四个开关的驱动信号示意图，其中：
图2中的a是电机驱动信号，图2中的b是充电驱动信号。
图3是本发明复用型变流电路的多相桥臂电路组合原理图。
具体实施方式
下面结合附图和实施例对本发明进一步说明。
如图1所示，电动汽车充电及电机驱动复用型变流电路，包括单相桥臂电路，单相桥臂电路由四个单向开关S1、S2、S3、S4和四个二极管D1、D2、D3、D4构成，其中单向开关为功率器件，四个单向开关中，单向开关S1发射极与单向开关S2的集电极连接，单向开关S2发射极与单向开关S3的集电极连接，单向开关S3发射极与单向开关S4的集电极连接，二极管D1的阳极共接至单向开关S4的发射极，二极管D1的阴极连接至单向开关S1发射极与单向开关S2的集电极之间，二极管D2的阳极连接至单向开关S3发射极与单向开关S4的集电极之间，二极管D2的阴极共接至单向开关S1的集电极，二极管D4的阳极共接至单向开关S4的发射极，二极管D4的阴极连接至二极管D3的阳极，二极管D3的阴极共接至单向开关S1的集电极，单向开关S2发射极、单向开关S3的集电极之间还通过导线与二极管D4的阴极、二极管D3的阳极之间连接，
以单向开关S1的集电极作为第一接口端1，单向开关S4的发射极作为第五接口端5，第一接口端1连接电动汽车的动力电池包正端，第五接口端5连接电动汽的动力电池包负端；
以二极管D1的阴极连接至单向开关S1发射极、单向开关S2的集电极之间的结点作为第二接口端2，二极管D2的阳极连接至单向开关S3发射极、单向开关S4的集电极之间的结点作为第四接口端4，第二接口端2、第四接口端4分别连接车外交流滤波器的两个电感端，由此配合第一接口端1、第五接口端5实现对动力电池包的充电；
以单向开关S2发射极、单向开关S3的集电极之间与二极管D4的阴极、二极管D3的阳极之间结点作为第三接口端3，第三接口端3连接电动汽车中电机单相的定子绕组，由此配合第一接口端1、第五接口端5实现动力电池包向电机单相的定子绕组的供电。
第一接口端1、第五接口端5、第三接口端3设于电动汽车内部，并且始终对应与电池包的正负端、定子绕组保持连接。
第二接口端2和第四接口端4延伸至车身上并分别连接有外部接口，通过外部接口与车外交流滤波器的两个电感端合闸连接或分闸断开。
本发明包括四个单向开关S1、S2、S3、S4和四个二极管D1、D2、D3、D4。桥臂引出五个接口端，第一接口端1连接动力电池包的正端，第五接口端5连接动力电池包的负端，第三接口端3连接电机单相的定子绕组，第一、第五、第三接口端1、5、3位于电动汽车内部，可以始终与所连接的电池包正负端或定子绕组保持连接，无需合闸与分闸。第二端口2和第四端口4与位于车外的交流滤波器的两个电感端相连接，故第二端口2和第四端口4在车身上有外部接口，需要在电动汽车充电时与车外的交流滤波器的两个电感端进行合闸，在充电结束时与车外的交流滤波器的两个电感端进行分闸。
因为电动汽车的充电特性，所有的充电及电机驱动复用电路中与车外的交流滤波器的接口端都必须在充电和充电结束时进行合闸和分闸。
如图2所示为复用型变流电路的单相桥臂电路四个单向开关S1、S2、S3、S4的驱动信号，单向开关S1和S4为主控开关，无论是在充电时还是驱动电机时，单向开关S1和S4始终互补导通，且采用同一套控制系统，单向开关S2和S3为从控开关，仅需要对单向开关S1和S4原本的驱动信号进行简单的屏蔽或加以死区，再将处理后的信号用于驱动单向开关S2和S3，即可实现对单向开关S2和S3的控制，此时单向开关S1和S4原本的驱动信号仍用于驱动单向开关S1和S4。复用型变流电路工作在充电模式下时，直接将单向开关S1和S4驱动信号进行屏蔽，再将处理后的信号用于驱动单向开关S2和S3，因为屏蔽后没有驱动信号，故单向开关S2和S3始终关断，此时动力电池包和电机之间没有能量通路，故不需要额外断开第三接口端3，在此工作模式下，桥臂不存在直通问题，因此单向开关S1和S4的驱动信号无需加入死区，不会导致死区引入的交流侧电流谐波。复用型变流电路工作在驱动电机模式下时，将单向开关S1和S4驱动信号加入死区，再将处理后的信号用于驱动单向开关S2和S3。
如图3所示，多个单相桥臂电路组合使用，用于电动汽车中动力电池包的充电及多相电机的驱动，电机中多相定子绕组与多个单相桥臂电路一一对应工作配合，多个单相桥臂电路的第一接口端共接后连接动力电池包正端，多个单相桥臂电路的第五接口端共接后连接动力电池包负端，每个单相桥臂电路的第二接口端、第四接口端分别连接交流滤波器的两个电感端，多个单相桥臂电路的第三接口端一一对应连接电动汽车中电机多相的定子绕组。
其中电网为三相电网，电机为n相电机，且n大于或等于3。此时需要n相桥臂电路进行组合。每相电网连接两个交流滤波器，分别同n相桥臂电路的第二和第四接口端1-2与1-4、2-2与2-4、3-2与3-4相连接，n相桥臂电路的第一接口端1-1、2-1…n-1都与动力电池包的正端相连接，第五接口端1-5、2-5…n-5都与动力电池包的负端相连接，第三接口端1-3、2-3…n-3分别与电机的第1相、第2相…第n相定子绕组相连接。

Claims (4)

1.电动汽车充电及电机驱动复用型变流电路，其特征在于：包括单相桥臂电路，单相桥臂电路由四个单向开关S1、S2、S3、S4和四个二极管D1、D2、D3、D4构成，其中单向开关为功率器件，四个单向开关中，单向开关S1发射极与单向开关S2的集电极连接，单向开关S2发射极与单向开关S3的集电极连接，单向开关S3发射极与单向开关S4的集电极连接，二极管D1的阳极共接至单向开关S4的发射极，二极管D1的阴极连接至单向开关S1发射极与单向开关S2的集电极之间，二极管D2的阳极连接至单向开关S3发射极与单向开关S4的集电极之间，二极管D2的阴极共接至单向开关S1的集电极，二极管D4的阳极共接至单向开关S4的发射极，二极管D4的阴极连接至二极管D3的阳极，二极管D3的阴极共接至单向开关S1的集电极，单向开关S2发射极、单向开关S3的集电极之间还通过导线与二极管D4的阴极、二极管D3的阳极之间连接，
以单向开关S1的集电极作为第一接口端，单向开关S4的发射极作为第五接口端，第一接口端连接电动汽车的动力电池包正端，第五接口端连接电动汽的动力电池包负端；
以二极管D1的阴极连接至单向开关S1发射极、单向开关S2的集电极之间的结点作为第二接口端，二极管D2的阳极连接至单向开关S3发射极、单向开关S4的集电极之间的结点作为第四接口端，第二接口端、第四接口端分别连接车外交流滤波器的两个电感端，由此配合第一接口端、第五接口端实现对动力电池包的充电；
以单向开关S2发射极、单向开关S3的集电极之间与二极管D4的阴极、二极管D3的阳极之间结点作为第三接口端，第三接口端连接电动汽车中电机单相的定子绕组，由此配合第一接口端、第五接口端实现动力电池包向电机单相的定子绕组的供电；
复用型变流电路的单相桥臂电路四个单向开关S1、S2、S3、S4的驱动信号，单向开关S1和S4为主控开关，无论是在充电时还是驱动电机时，单向开关S1和S4始终互补导通，且采用同一套控制系统，单向开关S2和S3为从控开关，仅需要对单向开关S1和S4原本的驱动信号进行简单的屏蔽或加以死区，再将处理后的信号用于驱动单向开关S2和S3，即可实现对单向开关S2和S3的控制，此时单向开关S1和S4原本的驱动信号仍用于驱动单向开关S1和S4；复用型变流电路工作在充电模式下时，直接将单向开关S1和S4驱动信号进行屏蔽，再将处理后的信号用于驱动单向开关S2和S3，因为屏蔽后没有驱动信号，故单向开关S2和S3始终关断，此时动力电池包和电机之间没有能量通路，故不需要额外断开第三接口端3，在此工作模式下，桥臂不存在直通问题，因此单向开关S1和S4的驱动信号无需加入死区，不会导致死区引入的交流侧电流谐波；复用型变流电路工作在驱动电机模式下时，将单向开关S1和S4驱动信号加入死区，再将处理后的信号用于驱动单向开关S2和S3。
2.根据权利要求1所述的电动汽车充电及电机驱动复用型变流电路，其特征在于：所述第一接口端、第五接口端、第三接口端设于电动汽车内部，并且始终对应与电池包的正负端、定子绕组保持连接。
3.根据权利要求1所述的电动汽车充电及电机驱动复用型变流电路，其特征在于：第二接口端和第四接口端延伸至车身上并分别连接有外部接口，通过外部接口与车外交流滤波器的两个电感端合闸连接或分闸断开。
4.根据权利要求1所述的电动汽车充电及电机驱动复用型变流电路，其特征在于：多个单相桥臂电路组合使用，用于电动汽车中动力电池包的充电及多相电机的驱动，电机中多相定子绕组与多个单相桥臂电路一一对应工作配合，多个单相桥臂电路的第一接口端共接后连接动力电池包正端，多个单相桥臂电路的第五接口端共接后连接动力电池包负端，每个单相桥臂电路的第二接口端、第四接口端分别连接交流滤波器的两个电感端，多个单相桥臂电路的第三接口端一一对应连接电动汽车中电机多相的定子绕组。
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