CN111873830B - Distributed dual-motor driving and vehicle-mounted charging integrated system for electric automobile and charging control method thereof - Google Patents

Distributed dual-motor driving and vehicle-mounted charging integrated system for electric automobile and charging control method thereof Download PDF

Info

Publication number
CN111873830B
CN111873830B CN202010051926.9A CN202010051926A CN111873830B CN 111873830 B CN111873830 B CN 111873830B CN 202010051926 A CN202010051926 A CN 202010051926A CN 111873830 B CN111873830 B CN 111873830B
Authority
CN
China
Prior art keywords
charging
current
motor
voltage
phase
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Active
Application number
CN202010051926.9A
Other languages
Chinese (zh)
Other versions
CN111873830A (en
Inventor
宋强
单光乾
严明
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Beijing Institute of Technology BIT
Original Assignee
Beijing Institute of Technology BIT
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Beijing Institute of Technology BIT filed Critical Beijing Institute of Technology BIT
Priority to CN202010051926.9A priority Critical patent/CN111873830B/en
Publication of CN111873830A publication Critical patent/CN111873830A/en
Application granted granted Critical
Publication of CN111873830B publication Critical patent/CN111873830B/en
Active legal-status Critical Current
Anticipated expiration legal-status Critical

Links

Images

Classifications

    • 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
    • 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
    • B60L15/00—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles
    • B60L15/007—Physical arrangements or structures of drive train converters specially adapted for the propulsion motors of electric vehicles
    • 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
    • B60L15/00—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles
    • B60L15/20—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed
    • 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
    • B60L15/00—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles
    • B60L15/32—Control or regulation of multiple-unit electrically-propelled vehicles
    • 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

Landscapes

  • Engineering & Computer Science (AREA)
  • Power Engineering (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)

Abstract

The invention discloses a distributed dual-motor driving and vehicle-mounted charging integrated system for an electric automobile and a charging control method thereof. The system comprises: the system comprises a power battery, an alternating current charging input connector, a bidirectional DC/DC module, a charging control switch, a driving control switch, a synchronous traction motor and an inverter thereof, and a core controller. The system is mainly characterized in that when the charging mode is switched, only the wiring terminals of the same phase winding of the two motors are connected with a single-phase power grid, and then the charger topological structure with the two-stage conversion structure can be constructed. The charging control method is mainly characterized in that before charging is started, a motor rotor is positioned, so that the axis of a straight shaft of a permanent magnet of the rotor is superposed with the axis of a U-phase winding coil of a stator; the phase current of the pre-stage rectifier is balanced and controlled, so that the noise or buffeting of the motor during charging is suppressed. The integrated system provided by the invention is easy to realize, safe and reliable, can greatly save the space of the whole vehicle, and has good market application potential.

Description

Distributed dual-motor driving and vehicle-mounted charging integrated system for electric automobile and charging control method thereof
Technical Field
The invention relates to the technical field of electric automobiles, in particular to a distributed dual-motor driving and vehicle-mounted charging control integrated system for an electric automobile and a charging control method thereof.
Background
Along with the promotion of the consumption ability and the consumption concept of the public society, the electric automobile is more and more becoming the main choice for daily trips of urban residents. Compared with the traditional fuel vehicle, the electric vehicle has the advantages of high efficiency, low emission, renewability and the like, and has important significance for saving fossil energy and improving ecological environment.
The power battery is one of main energy storage devices of the plug-in hybrid electric vehicle, and the electric energy of the power battery is converted into traction force through a motor system in the driving process; when parking, the electric energy is supplemented by a charger connected to the power grid. The electric automobile is generally provided with a grade 1 or grade 2 vehicle-mounted charger, and can be connected to a power grid only through a single-phase power plug, so that the electric automobile can be used for charging in emergency or daily household charging, and the time for carrying out one-time complete charging is about 4-20 hours. The charger generally comprises a two-stage converter: the front stage is a rectifier and is used for converting the alternating current of the power grid into direct current; the rear stage is a DC/DC converter for realizing constant voltage/constant current output.
Along with the improvement of charging power, the size, the mass and the cost of a hardware circuit of the independent vehicle-mounted charger are increased. The integrated charger is designed to avoid the adverse effects. Because the motor driving system only runs in the driving process, and the conduction type charging requires that the automobile is in a static state, the occurrence of the motor driving system and the conduction type charging system is mutually exclusive in time; in addition, the existing converter in the motor system, including an AC/DC converter, a DC/DC converter and the like, has the capacity of energy bidirectional transmission, and has the feasibility of realizing charging based on the existing motor system by means of reasonable circuit adjustment and control strategies and the like.
In recent years, a distributed dual-motor driving system is gradually adopted in an electric vehicle due to the advantages of high modularization degree, excellent driving performance and strong fault-tolerant capability. In a common distributed dual-motor driving system, each motor is provided with an independent motor controller and is powered by a high-voltage power battery. The symmetry of the dual motor system topology provides advantages for integrating charging functions.
Based on the above consideration, a design scheme of an integrated vehicle-mounted charger based on a distributed dual-motor driving system is proposed, as shown in fig. 1, the system is based on the dual-motor driving system, and neutral points of windings of two motors are led out and connected with a charging interface. In a charging state, stator windings of the two motors and partial components of the two motor inverters form a single-phase rectifier bridge, and a single-phase power supply is converted into direct current to charge the high-voltage battery. However, this structure is still imperfect, and there are mainly the following disadvantages:
(1) There is a specific requirement for the motor structure, i.e. the neutral point of the winding can be led out, and most automotive motors cannot meet the requirement.
(2) Three-phase stator windings of the traction motor are connected in parallel in a charging main loop, and due to the dissimilarity of the motor structure, currents flowing through the three-phase stator windings are not completely equal in a charging state, so that electromagnetic torque pulsation is caused.
Disclosure of Invention
The object of the present invention is to solve at least one of the technical drawbacks mentioned above.
The invention aims to provide a distributed dual-motor driving and vehicle-mounted charging integrated system for an electric automobile, which can construct a charging topological structure with a two-stage transformation structure by only connecting wiring terminals of the same phase windings of two motors with a single-phase power grid without leading out neutral points of the motors in a charging mode. Compared with the prior design scheme, the neutral point of the motor winding does not need to be led out, and the power circuit of the existing motor system does not need to be changed.
The distributed double-motor driving and vehicle-mounted charging integrated system for the electric automobile integrally comprises a high-voltage power battery, a battery management system, a traction motor M1, a driving inverter I1 of the traction motor M1, a traction motor M2, a driving inverter I2 of the traction motor M2, a bidirectional DC/DC converter, a driving control switch, a charging control switch, a DC/DC control switch, an alternating-current charging input connector and an input single-phase EMI filter.
The core controller is used as a general controller of the distributed double-motor driving and vehicle-mounted charging integrated system and is used for executing functions of motor driving control, charging control, mode switching control and the like. Traction motor M1 and traction motor M2 include stator, rotor subassembly, and wherein stator module contains three-phase winding coil, and the rotor comprises iron core and the pivot of burying the permanent magnet, and the rotor permanent magnet contains 2 magnetic pole pairs at least. Inverters of the traction motor M1 and the traction motor M2 both adopt a two-level three-phase bridge structure. The two inverters share a direct current bus and a bus capacitor. The bidirectional DC/DC converter is composed of a full-control IGBT power half bridge and an LC filter circuit. The interface definition of the ac charging input connector meets the specifications of the standard GB/T20234.1-2015.
When the electric automobile is in a driving state, the integrated system circuit topology structure is a typical dual-motor driving system, and the traction motor M1 and the traction motor M2 output target torques under the control of respective inverters. The inverter is used for converting direct current provided by the high-voltage power battery into alternating current for driving the motor to run. When the electric automobile is in a charging state, the connection relation between the traction motor and the inverter does not need to be adjusted, and only the single-phase power grid needs to be connected with the U-phase wiring terminals of the traction motor M1 and the traction motor M2 through the input connector and the EMI filter, so that a bridgeless Boost type rectifier topology with power factor correction capability can be constructed. Stator windings of the traction motor M1 and the traction motor M2 are utilized to provide a boost inductor on the alternating current side of the bridgeless PFC rectifier. The inverters of the traction motor M1 and the traction motor M2 do not execute the inversion function any more, the power IGBT connected with the U-phase wiring terminal in the inverter I1 and the inverter I2 is kept turned off, the upper bridge arm power IGBT connected with the V-phase wiring terminal and the W-phase wiring terminal is kept turned off, and the lower bridge arm power IGBT executes the switching action to realize the rectification.
When the electric automobile is in a charging state, the charger topology with a two-stage conversion structure can be constructed by disconnecting the drive control switch and starting the DC/DC converter, the bridgeless PFC rectifier is used as a front-stage AC/DC converter, the DC/DC converter is used as a rear-stage voltage stabilizing/current stabilizing device, and the DC/DC converter is used for converting direct current output by the front-stage rectifier into high-quality direct current meeting the charging rule of a high-voltage power battery.
Another object of the present invention is to provide a zero-charging-torque safe charging method applied to a distributed dual-motor drive and vehicle-mounted charging integrated system. In order to eliminate the electromagnetic torque acting on the motor rotor in the charging process, before the charging mode starts, the motor rotor is positioned, so that the axis of a straight shaft of a permanent magnet of the rotor is superposed with the axis of a winding coil of a U-phase winding of a stator, a phase current balancing control strategy is introduced into a preceding-stage rectifier of a charger on the basis, a common-mode current regulator is adopted to adjust the waveform of input current, and a differential-mode current regulator is adopted to balance the phase current.
The invention provides a zero-charging-torque safe charging method applied to a distributed double-motor driving and vehicle-mounted charging integrated system, which is realized by the following technical scheme:
for an integrated system working in a charging state, an electromagnetic torque resolving method based on magnetic common energy is adopted, and the electromagnetic torque acting on a single motor rotor shaft in the charging process is obtained as follows:
Figure BDA0002371476440000031
θ e the initial electrical angle position of the rotor is the included angle between the straight axis of the rotor and the axis of the U-phase winding coil of the motor.
The distributed double-motor driving and vehicle-mounted charging integrated system applied to the electric automobile adopts two alternating-current synchronous motors, the stators of the motors comprise three-phase windings, and the windings are distributed at intervals of 120 degrees in the circumferential direction. The rotor is composed of an iron core embedded with permanent magnets and a rotating shaft, and at least comprises two magnetic pole pairs. Both motors should also have a resolver mounted inside the motor.
The core controller of the distributed double-motor driving and vehicle-mounted charging integrated system comprises a motor control module 1, a motor control module 2, a charging control module, a signal acquisition and conditioning module and a communication module.
The core controller acquires accelerator opening information, brake pedal opening information and gear information from the vehicle controller through the CAN bus so as to judge the current state of the vehicle. Before switching to the charging mode, the electric vehicle must be in a parked state.
Before the integrated system is switched into a charging mode, the core controller confirms the connection state of the alternating current charging input connector and the single-phase alternating current power supply and the real-time voltage of the alternating current power supply by collecting information fed back by the input connector.
When the charging connector is correctly connected with a single-phase power grid, the L line of the power grid is sequentially connected with an alternating-current charging input connector, an input EMI filter, a charging control switch and a U-phase winding wiring terminal of a traction motor M1. And the N line of the power grid is sequentially connected with the input connector, the input EMI filter and the U-phase winding wiring terminal of the motor M2.
And under the condition that the charging connector is normally connected with the power grid and the power supply voltage meets the input requirement, the core controller sends a gear shifting request instruction to the vehicle control unit to request the vehicle control unit to shift into a neutral gear.
When the core controller receives a neutral gear state signal fed back by the vehicle control unit, the core controller executes a motor driving function and takes the position of a specific rotor as a motion control target of each motor.
The condition satisfied in the above-mentioned specific rotor position is that the rotor straight axis of each motor coincides with the stator U-phase winding coil axis of the motor.
And when the core controller detects that the rotors of the motors M1 and M2 reach and are stabilized at the target positions, the motor control module 1 and the motor control module 2 are closed. The integrated control unit controls the drive control switch to be switched off, and when the voltage of the direct current bus of the inverter is lowered below a safety level, the system is switched to a charging mode.
When the current working mode of the distributed dual-motor driving and vehicle-mounted charging integrated system is a charging mode, the core controller controls the switch K3 to be closed, the output capacitor at the low-voltage side of the DC/DC converter is precharged, and when the voltage at the low-voltage side of the DC/DC converter is equal to the voltage of the battery, the core controller opens the buffer switch K3 and then closes the charging control switch K2.
And when the main direct-current side charging switch is closed, the core controller controls the charging control switch K1 to be closed and starts the charging process.
After charging is started, the integrated system actually operates as a vehicle-mounted charger with a two-stage conversion structure, stator windings of the motors M1 and M2 and V-phase and W-phase bridge arms of the inverters I1 and I2 form a front-stage Boost type bridgeless PFC rectifier, and the bidirectional DC/DC converter serves as a rear-stage voltage stabilizing/current stabilizing device.
The front-stage bridgeless PFC rectification consists of stator windings of two motors and corresponding inverters. The stator winding provides an alternating current measurement filter inductor, wherein the V-phase winding and the W-phase winding are in parallel connection, and the U-phase winding is connected in series in a charging main loop as a common inductor. And the power switch of the bridge arm connected with the U-phase winding is always in an off state, the upper bridge arm power tube connected with the V-phase winding and the W-phase winding is always off, and the lower bridge arm power tube executes the switching action.
The control system of the front-stage bridgeless rectifier mainly comprises an output voltage controller, a common-mode current controller and a differential-mode current controller. The output voltage controller is used for stabilizing the output voltage of the rectifier and outputting an AC side common mode current reference value. When the alternating current input voltage is in a positive half period, the common mode current feedback value is equal to 1/2 of the sum of the observed values of the V phase current and the W phase current of the traction motor M1, and when the alternating current input voltage is in a negative half period, the common mode current feedback value is equal to 1/2 of the sum of the observed values of the V phase current and the W phase current of the traction motor M2. The difference between the common mode current reference value and the feedback value is used as the input of the common mode winding current controller. The differential mode current controller has a given value of 0, and when the ac input voltage is in a positive half cycle, the differential mode current feedback value is equal to the difference between the observed values of the V and W phase currents of the traction motor M1, and when the ac input voltage is in a negative half cycle, the differential mode current feedback value is equal to the difference between the observed values of the V and W phase currents of the traction motor M2. The difference between the given value and the feedback value of the differential mode current is used as the input of the differential mode current controller. When the alternating-current input voltage is in a positive half period, the sum of the outputs of the common-mode current controller and the differential-mode current controller is the duty ratio of the PWM control signal of the lower-bridge-arm power switch connected with the V of the motor M1, and the difference of the outputs of the common-mode current controller and the differential-mode current controller is the duty ratio of the PWM control signal of the lower-bridge-arm power switch connected with the W of the motor M1. When the alternating-current input voltage is in a negative half period, the sum of the outputs of the common-mode current controller and the differential-mode current controller is the duty ratio of the PWM control signal of the lower-bridge-arm power tube connected with the V of the motor M1, and the difference of the outputs of the common-mode current controller and the differential-mode current controller is the duty ratio of the PWM control signal of the lower-bridge-arm power tube connected with the W of the motor M2.
And the rear-stage DC/DC converter selects a charging mode based on the voltage of the high-voltage power battery. When the voltage of the battery is lower than the constant current/constant voltage conversion voltage, the DC/DC converter works in a constant current output mode and outputs the maximum allowable charging current of the high-voltage battery pack; when the battery voltage is higher than the constant current/constant voltage conversion voltage, the DC/DC converter is switched to a constant voltage charging mode to output the highest charging voltage allowed by the high-voltage power battery pack.
Compared with the existing independent vehicle-mounted charging and integrated vehicle-mounted charging technologies, the invention has the advantages and positive effects that:
(1) The reuse of the core power circuit of the vehicle-mounted charger and the motor controller to a greater extent is realized, and the volume, the quality and the cost of the system are further saved
(2) The circuit structure shows that a small number of interfaces and filter circuits are added on the basis of a traditional double-motor driving system, a single-phase power grid is connected to the charger through a wiring terminal of a motor stator winding in a charging state, and the wiring terminal is different from a neutral point and can be easily found in any motor.
(3) The vehicle-mounted charging with higher power can be realized, the connection relation of the stator winding in the charging main loop is improved, the charging inductance provided by the winding is larger, and the power range corresponding to the continuous conduction mode operation in the charging state is widened.
(4) During charging, the torque acting on the motor rotor is almost zero. Through the motor rotor positioning and phase current balancing control technology, the charging torque caused by the asymmetry of the initial position of the rotor and the structure of the motor is eliminated.
Drawings
FIG. 1 is a schematic circuit diagram of one of the prior art electric vehicle charging and dual motor drive integration;
FIG. 2 is a general schematic diagram of a distributed dual-motor driving and vehicle-mounted charging integrated system for an electric vehicle according to the present invention;
FIG. 3 is a schematic circuit topology diagram of an electric vehicle distributed dual-motor driving and vehicle charging integrated system provided by the invention;
FIG. 4 is a schematic circuit diagram of the integrated system of the present invention in a driving state;
FIG. 5 is a schematic circuit diagram of the integrated system of the present invention in a charging state;
fig. 6 shows a switching mode of a front-stage bridgeless PFC rectifier when the integrated system according to the present invention is in a charging state;
fig. 7 is a schematic control diagram of the front stage bridgeless PFC rectifier when the integrated system according to the present invention is in a charging state.
Detailed Description
The present invention will now be described in further detail by way of specific examples in conjunction with the accompanying drawings.
The first embodiment is as follows: a distributed dual-motor driving and vehicle-mounted charging integrated system applied to an electric automobile comprises a high-voltage power battery, a traction motor M1, a driving inverter I1, a traction motor M2, a driving inverter I2, a bidirectional DC/DC converter, a driving control switch, a charging control switch, an alternating-current charging input connector, an input single-phase EMI filter and a core controller.
The core controller is used as a general controller of the distributed double-motor driving and vehicle-mounted charging integrated system and is used for executing the functions of motor driving control, alternating current charging control and mode switching control. The traction motors M1 and M2 must have a stator and a rotor assembly, and the stator contains three-phase coil windings that are symmetrically distributed in space, spaced 120 ° apart in the circumferential direction. The rotor is composed of an iron core with embedded permanent magnets and a rotating shaft, and the rotor at least comprises two magnetic pole pairs. Both traction motors should also have a rotary transformer mounted inside the motor. Inverters of the traction motor M1 and the traction motor M2 both adopt a two-level three-phase bridge structure, each power half bridge comprises an upper bridge arm power switch and a lower bridge arm power switch, and each power switch has an internal parasitic diode with enough current capacity or an external anti-parallel fast recovery power diode. The two inverters share a direct current bus and a bus capacitor. The bidirectional DC/DC converter is composed of a full-control power half bridge and an LC filter circuit. The interface definition of the ac charging input connector meets the specifications of the standard GB/T20234.1-2015.
As shown in fig. 3, U, V, and W phases of the traction motor M1 are directly connected to corresponding phases of the inverter I1, U, V, and W phases of the traction motor M2 are directly connected to corresponding phases of the inverter I2, and dc buses of the inverters I1 and I2 are directly connected. The high-voltage side of the bidirectional DC/DC converter is directly connected with the anode of the common bus of the inverter, and the low-voltage side of the bidirectional DC/DC converter is connected with the anode of the high-voltage power battery through a DC/DC control switch K2. The L line of the alternating current charging interface is connected with the U-phase wiring terminal of the traction motor M1 through the input EMI filter and the charging control switch, and the N line of the alternating current charging interface is connected with the U-phase wiring terminal of the traction motor M2 through the input EMI filter. The core controller is connected with the traction motors M1 and M2, the inverters I1 and I2, the bidirectional DC/DC converter, the driving control switch, the charging control switch and the alternating current charging input interface.
The core controller comprises a motor control module 1, a motor control module 2, a charging control module, a signal acquisition and conditioning module and a communication module. A main operation chip of the motor control module 1 is embedded into a control program of the motor M1, and six paths of PWM control signals for driving the inverter I1 are output based on the inverter bus voltage, the V-phase current and the W-phase current of the motor M1 and the rotor position and rotating speed information fed back by the signal acquisition and conditioning module and combined with the vector control and space vector pulse width modulation technology. Under the action of the PWM control signal, the inverter I1 converts the direct current of the high-voltage power battery into alternating current, so that the motor M1 can accurately output a target torque or rotating speed. The main operation chip of the motor control module 2 is embedded with a control program for driving the motor M2, and the working principle of the main operation chip is the same as that of the motor control module. The charging control module is provided with two main operation chips and two auxiliary operation chips, wherein the main operation chip is embedded with a control program of a front-stage bridgeless PFC rectifier, and the auxiliary operation chip is embedded with a control program of a bidirectional DC/DC converter. The information collected by the signal collecting and conditioning module comprises: the voltage signal of a common direct current bus of the inverters I1 and I2, the respective V and W phase current signals, the rotating speed signal and the rotor position signal of the motors M1 and M2, the direct current voltage signal and the inductive current signal of the low-voltage side of the bidirectional DC/DC converter and the input voltage signal of the alternating current power supply. The communication module is communicated with the vehicle control unit and the battery management system through the CAN bus, and the core controller receives an accelerator opening degree signal, a brake pedal opening degree signal, a gear signal and a torque instruction signal from the vehicle control unit, and a charge-discharge voltage and current signal of a high-voltage power battery from the battery management system.
When the electric automobile is in a running state, the distributed double-motor driving and vehicle-mounted charging integrated system executes motor driving control. The charging input connector is disconnected with the alternating current power supply, the core controller controls the charging control switch K1 and the DC/DC control switch K2 to be disconnected, and the core controller controls the driving control switch K4 to be closed. Due to the fact that the driving control switch is closed, the direct current buses of the inverters I1 and I2 are directly connected with the high-voltage battery pack, and the high-voltage side and the low-voltage side of the DC/DC converter are in short circuit. The power circuit topology in which the integrated system actually operates is shown in fig. 4. Traction motors M1 and M2 are controlled by inverters I1 and I2, respectively, and the bidirectional DC/DC converter does not operate. Since the charge control switch K1 is turned off, the EMI filter and the charge input interface have no influence on the motor system in the drive mode.
When the electric automobile is in a running state, the distributed double-motor driving and vehicle-mounted charging integrated system starts the bidirectional DC/DC converter in due time according to the residual electric quantity of the high-voltage power battery so as to maintain the stability of the bus voltage and ensure the control effect of the traction motor. Specifically, in the initial discharge stage of the power battery pack, the output voltage of the high-voltage power battery pack slowly changes along with the state of charge (SOC), the driving control switch is closed, and the common direct-current bus of the inverter is directly connected with the power battery pack. The inverter converts direct current of the power battery into alternating current for driving respective motors. In the middle and later stages of the discharge of the power battery pack, the voltage of the battery is obviously reduced, the fluctuation is large under the influence of factors such as residual capacity, output power and the like, the core controller disconnects the driving control switch K4, closes the DC/DC control switch K2, then starts the DC/DC converter, and enables the DC/DC converter to work in a Boost mode. The voltage of the common bus of the inverter is kept stable through the voltage regulating function of the DC/DC converter.
When the electric automobile is in a running state, the core controller acquires the phase current of V and W of the traction motors M1 and M2, the bus voltage of the inverters I1 and I2 and the rotor position and speed fed back by the rotary transformers of the traction motors M1 and M2, and 12 paths of PWM control signals of the inverters I1 and I2 are acquired by adopting a vector control technology and a space vector pulse width modulation technology. The PWM signals are transmitted to driving modules of inverters I1 and I2 after being isolated and amplified, and the inverters I1 and I2 invert the direct current of the high-voltage battery into alternating currents for driving traction motors M1 and M2 respectively.
When the electric automobile is in a charging state, the vehicle-mounted charging and double-motor control integrated system of the electric automobile performs a single-phase alternating current charging function. The charging input connector is connected with single-phase alternating current, the core controller controls the driving control switch to be switched off, and controls the charging control switch K1 and the DC/DC control switch K2 to be switched on and off. And the single-phase alternating-current power supply sequentially enters the charger through the alternating-current charging input interface, the input EMI filter, the U-phase winding wiring terminals of the traction motor M1 and the traction motor M2. And because the drive control switch is disconnected, the common direct-current bus of the inverter is disconnected with the output of the high-voltage power battery, the direct-current bus of the inverter is connected with the high-voltage side of the bidirectional DC/DC converter, and the output bus of the high-voltage power battery is connected with the low-voltage side of the bidirectional DC/DC converter. The topology of the actual operation of the integrated system is shown in fig. 5. In order to ensure the realization of the charging function, stator windings of traction motors M1 and M2 and half bridges where V and W phases of inverters I1 and I2 are positioned form a front-stage bridgeless Boost type rectifier, wherein the motor stator windings are used as an alternating-current side Boost inductor. The bidirectional DC/DC converter works in a Buck voltage reduction mode and is used as a post-stage voltage stabilizing/current stabilizing device.
When the electric automobile is in a charging state, the electric automobile distributed double-motor driving and vehicle-mounted charging integrated system operates as a two-stage conversion vehicle-mounted charger. The front-stage PFC rectifier converts a single-phase ac power into a dc power, and in the front-stage bridgeless PFC rectifier, the lower arm power switching tubes Q14 and Q16 connected to the V and W phase windings of the traction motor M1 perform a switching operation when the ac input voltage is in a positive half-cycle, and the lower arm power switching tubes Q24 and Q26 connected to the V and W phase windings of the traction motor M2 perform a switching operation when the ac input voltage is in a negative half-cycle.
When the electric vehicle is in a charging state, the front-stage bridgeless PFC rectifier of the distributed dual-motor drive and vehicle-mounted charging integrated system of the electric vehicle has four working modes within a positive half period of the alternating-current input voltage, as shown in fig. 6. In the mode I, input current flows into a charger through a stator winding of the traction motor M1, the power switches Q14 and Q16 are conducted, U, V and W phase windings of the traction motor M1 store energy under the action of an alternating current power supply, the current of the phase windings is increased, and the inverter direct current bus capacitor transfers energy to the DC/DC converter. In mode II, Q14 and Q16 are switched off, the alternating current power supply and the three-phase winding of the traction motor M1 jointly transmit energy to the DC/DC converter and the DC bus capacitor through the anti-parallel diodes D13 and D15 of Q13 and Q15, the phase current is reduced, and the output voltage is increased. In the mode III, Q14 is switched on, Q16 is switched off, the current of a V-phase winding of the traction motor M1 is increased under the action of an alternating current power supply, the stored energy is increased, the energy of the W-phase winding and the alternating current power supply is transferred to a load and a direct current bus in the same direction, and the current is reduced; the net change of the U-phase winding current is equal to the sum of the changes of the V-phase winding current and the W-phase winding current. In a mode IV, Q14 is turned off, Q16 is turned on, the V-phase winding and the alternating current power supply of the traction motor M1 transfer energy to a load and a direct current bus in the same direction, the current is reduced, the current of the W-phase winding is increased under the action of the positive alternating current input power supply, the energy storage is increased, and the net change of the current of the U-phase winding is equal to the sum of the current changes of the V-phase winding and the W-phase winding. The anti-parallel diode of the power switch Q22 is always conducting in the forward direction and short-circuits the motor M2. When the output bus voltage of the rectifier is less than twice of the input voltage, the switching modes of the front-stage rectifier are switched in the sequence of III-II-IV-II-III in a switching period, and when the output bus voltage of the rectifier is more than twice of the input voltage, the switching modes of the front-stage rectifier are switched in the sequence of II-I-IV-I-III in a switching period.
When the electric automobile is in a charging state, the vehicle-mounted charging and double-motor control system of the electric automobile drives the working states of the motors M1 and M2 to exchange and the working states of the inverters I1 and I2 to exchange in a negative half cycle of the alternating-current input voltage.
When the electric automobile is in a charging state, the distributed dual-motor driving and vehicle-mounted charging integrated system operates according to a two-stage conversion vehicle-mounted charging topology, and the rear-stage DC/DC converter works in a Buck voltage reduction mode. The DC/DC converter has two output modes of constant voltage output and constant current output. In the initial stage of charging the power battery, in order to ensure a higher charging rate, the DC/DC converter works in a constant current output mode to provide constant charging current for the high-voltage power battery, and the setting of the charging current can be adjusted according to different battery types. When the SOC of the power battery reaches a certain level, in order to charge enough electric quantity into the battery as far as possible, the DC/DC converter is switched to a constant voltage output mode, and in the constant voltage output mode, the upper limit of the output current of the DC/DC converter does not exceed a constant current mode. As the battery gradually approaches full charge, the output current of the DC/DC converter gradually decreases, and when the output current reaches a set lower limit, the charging ends.
An embodiment of the invention further provides a zero-charging-torque safe charging method applied to the distributed dual-motor driving and vehicle-mounted charging integrated system.
For an integrated system working in a charging state, an electromagnetic torque resolving method based on magnetic common energy is adopted, and the method specifically comprises the following steps:
in the main charging circuit shown in fig. 5, the differential equation of the phase winding voltage as the input inductance on the ac side in the half cycle of the grid voltage is given by kirchhoff's voltage law of the circuit:
Figure BDA0002371476440000101
in the formula u k ,i k ,ψ k Respectively, winding phase voltage, phase current and flux linkage.
During time dt, the electrical energy input to the phase winding is
Figure BDA0002371476440000102
Net electrical energy input to the three-phase winding of the motor is
Figure BDA0002371476440000103
According to the conservation of energy, the net electric energy input into the three-phase winding of the motor is converted into magnetic energy, and a part of the magnetic energy is converted into mechanical work, so that:
dW e ＝dW m +T e dθ r (4)
in the formula, T e Is electromagnetic torque, theta r Is the mechanical angular displacement of the rotor under the action of electromagnetic torque.
According to magnetic energy W m W sharing magnetic energy m ' the following relationship exists:
Figure BDA0002371476440000104
simultaneous equations (3) to (5) yield:
Figure BDA0002371476440000105
the above formula can also be written as,
Figure BDA0002371476440000106
in the formula, theta r Is the angle theta between the rotor straight shaft and the axis of the U-phase winding coil of the motor r I.e. the mechanical angular position of the rotor; is the electrical angular position of the rotor, and θ e ＝n p θ r 。
Comparing equations (6), (7), we can get:
Figure BDA0002371476440000111
for three-phase synchronous AC machines, magnetic common energy W m ' observed values are:
Figure BDA0002371476440000112
in the formula, L ii Is the self-inductance of the phase winding i, L ij Is the mutual inductance, psi, of phase winding i and phase winding j fd Is the rotor flux linkage. Further the method can be used for obtaining the compound,
Figure BDA0002371476440000113
in the form of matrix
Figure BDA0002371476440000114
The matrix L is an inductance matrix of the motor. For convenience of the followingThe description herein, let:
Figure BDA0002371476440000115
the inductance matrix of the three-phase synchronous motor is as follows:
Figure BDA0002371476440000116
wherein L is 1 Is leakage inductance, L 1 For a constant component of the excitation inductance, L 2 Is a disturbance component of the magnetizing inductance.
Combining equations (11) and (12), it can be seen that the two components T of the electromagnetic torque e1 And T e2 All in electrical angular position theta with the rotor e It is relevant. In fact, the component L is disturbed due to the magnetizing inductance 2 Small, torque component T e1 Much greater than T e2 . Thus, the electromagnetic torque may be further organized into:
Figure BDA0002371476440000117
known from kirchhoff's law of current i U +i V +i W =0, the formula (12) can also be written as:
Figure BDA0002371476440000121
from equation (14), at the rotor electrical angular position θ e On the premise of determination, if the V-phase and W-phase currents of the motor satisfy equation (15), the electromagnetic torque acting on the rotor shaft of the motor in the charging state is equal to 0.
Figure BDA0002371476440000122
When the rotor straight shaft axis of the motor is coincident with the U-phase axis of the stator winding, theta e Equal to 0, the requirement that equation (15) be satisfied at this time is that the V-phase and W-phase currents of each motor be equal.
Based on the above conclusion, the charging control method for the zero-charging-torque integrated system provided by the invention is mainly realized by the following technical means:
the core controller judges the automobile state based on the accelerator opening information, the brake pedal opening information and the gear information. Before switching to the charging mode, the electric vehicle must be in a parked state.
Before the vehicle-mounted charging and dual-motor control integrated system is switched into a charging mode, the core controller confirms the connection state of the alternating current charging input connector and the voltage information of the alternating current power supply by collecting information fed back by the input connector, and the state information fed back to the core controller by the input connector is defined according to the regulation of GB/T20234.1-2015. A voltage sensor for detecting an input alternating voltage signal is also installed in the input connector.
When the charging connector is correctly connected with a single-phase power grid, the L line of the power grid is sequentially connected with a charging input connector, an input EMI filter, a charging control switch K1 and a U-phase winding wiring terminal of a traction motor M1. And the N line of the power grid is sequentially connected with the input connector, the input EMI filter and a U-phase winding wiring terminal of the traction motor M2.
When the charging connector is connected with the power grid and the power supply is normal, the core controller sends a gear shifting request instruction to the whole vehicle controller.
When the core controller receives the neutral gear state signal, the motor driving function is executed, the core controller resolves the rotor positions of the traction motors M1 and M2 through the rotary transformer feedback information of the traction motors M1 and M2, and the specific rotor positions reached are used as the motion control targets of each motor. The condition satisfied at this particular rotor position is that the rotor direct axis of each motor coincides with the stator U-phase winding coil axis of the motor.
And after the core controller detects that the rotors of the motor M1 and the motor M2 reach and are stabilized at the target positions, the motor control module 1 and the motor control module 2 are closed, and the integrated system stops executing the drive control function. The integrated control unit controls the drive control switch to be switched off, and when the voltage of the direct current bus of the inverter is lowered below a safety level, the system is switched to a charging mode.
When the current working mode of the distributed dual-motor driving and vehicle-mounted charging integrated system is a charging mode, the core controller controls a pre-charging switch K3 on the direct current side to be closed, pre-charging is carried out on a capacitor on the low-voltage side of the DC/DC converter, when the voltage on the low-voltage side of the DC/DC converter is detected to be equal to the voltage of a battery, the core controller opens the pre-charging switch K3, and then closes a DC/DC control switch K2.
When the main direct-current side charging switch is closed, the core controller controls the charging control switch K1 to be closed, and the charging control module is started.
When the charging mode is started, the integrated system actually operates as a vehicle-mounted charger with a two-stage conversion structure, the stator windings of the traction motors M1 and M2 and the V-phase and W-phase bridge arms of the inverters I1 and I2 form a front-stage Boost type bridgeless PFC rectifier, and the bidirectional DC/DC converter serves as a rear-stage voltage stabilizing/current stabilizing device.
The front-stage bridgeless PFC rectification consists of stator windings of two motors and corresponding inverters. The stator winding provides an alternating current measurement filter inductor, wherein the V-phase winding and the W-phase winding are in parallel connection, and the U-phase winding is connected in series in a charging main loop as a common inductor. And the power switch of the bridge arm connected with the U-phase winding is always in an off state, the upper bridge arm power tube connected with the V-phase winding and the W-phase winding is always off, and the lower bridge arm power tube executes the switching action.
The control strategy of the front-stage bridgeless PFC rectifier is shown in the attached figure 7, and the front-stage bridgeless PFC rectifier mainly structurally comprises an output voltage controller, a common-mode current controller and a differential-mode current controller. The output voltage controller is used for stabilizing the output voltage of the rectifier. Given value V of bus voltage o * With the actual value V o After the difference is fed back to the voltage controller, a common mode current reference value i at the AC side is generated CM * . When the alternating current input voltage is in a positive half period, the common mode current feedback value is equal to 1/2 of the sum of the observed values of the V phase current and the W phase current of the traction motor M1, and when the alternating current input voltage is in a negative half period, the common mode current feedback value is equal to 1/2 of the sum of the observed values of the V phase current and the W phase current of the traction motor M1. When the common mode current is involvedThe difference between the reference value and the feedback value is used as the common mode winding current controller input. The given value of the differential mode current controller is 0, when the alternating current input voltage is in a positive half period, the differential mode current feedback value is equal to the difference between the observed values of the V phase current and the W phase current of the traction motor M1, and when the alternating current input voltage is in a negative half period, the differential mode current feedback value is equal to the difference between the observed values of the V phase current and the W phase current of the traction motor M2. And the difference between the set value and the feedback value of the differential mode current is used as the feedback quantity of the differential mode current controller. When the alternating-current input voltage is in a positive half period, the sum of the outputs of the common-mode current controller and the differential-mode current controller is the duty ratio of the PWM control signal of the lower bridge arm switching tube, and the difference of the outputs of the common-mode current controller and the differential-mode current controller is the duty ratio of the PWM control signal of the lower bridge arm switching tube of the traction motor M2. Because the modulation of the PWM control signal is based on the same carrier signal, the PWM signals for controlling the parallel branches keep synchronous, but the duty ratios are not equal. The common mode current controller and the differential mode current controller both adopt PI structures, wherein a P link is used for quickly tracking a current reference value, and an I link is used for eliminating steady static difference.
And the rear-stage DC/DC converter selects a Constant Current (CC) charging working mode and a Constant Voltage (CV) charging working mode according to the collected battery voltage. When the battery voltage is lower than the CC/CV conversion voltage, the DC/DC converter works in a constant current output mode and outputs the maximum allowable charging current of the battery pack; when the battery voltage is higher than the CC/CV conversion voltage, the DC/DC converter operates in a constant voltage output mode to continuously output a stable maximum charging voltage.

Claims (1)

1. A charging control method for a distributed dual-motor driving and vehicle-mounted charging integrated system of an electric automobile comprises the following steps:
the high-voltage power battery is used as the only energy storage device of the system;
the system comprises double traction motors and respective inverters, wherein the motors are three-phase permanent magnet synchronous motors, a U-phase winding, a V-phase winding and a W-phase winding of each motor are respectively and directly connected with each phase of the corresponding inverter, and direct current buses of the two inverters are directly connected;
one end of the drive control switch is directly connected with the anode of the high-voltage power battery, and the other end of the drive control switch is directly connected with the anode of a common direct-current bus of the inverter;
one end of the charging control switch is directly connected with a U-phase wiring terminal of one traction motor, and the other end of the charging control switch is directly connected with an L line of an alternating current charging interface through an input EMI filter;
the low-voltage side of the bidirectional DC/DC converter is connected with the output positive electrode of the power battery through a DC/DC control switch, and the high-voltage side of the bidirectional DC/DC converter is directly connected with the positive electrode of a common direct-current bus of the inverter;
one end of the DC/DC control switch is directly connected with the low-voltage side anode of the bidirectional DC/DC converter, and the other end of the DC/DC control switch is directly connected with the anode of the high-voltage power battery;
the core controller is connected with the DC/DC converter, the double traction motor and the inverter thereof, the driving control switch, the charging control switch and the DC/DC control switch, and controls the DC/DC converter, the double traction motor and the inverter thereof, the driving control switch, the charging control switch and the DC/DC control switch according to the current state of the electric automobile;
when the electric automobile is in a driving state, the integrated system circuit topological structure is a typical double-motor driving system, and a traction motor 1 in a double traction motor and a traction motor 2 in the double traction motor independently output target torques under the control of respective inverters; when the electric automobile is in a charging state, the connection relation between the traction motor and the respective inverters does not need to be adjusted, and only a single-phase power grid is connected with the U-phase wiring terminals of the traction motor 1 and the traction motor 2 through the input connector and the EMI filter, so that a bridgeless Boost type power factor correction rectifier topology can be constructed, and the front-stage rectifier converts alternating current from the power grid into direct current with constant voltage;
when the electric automobile is in a charging state, the drive control switch is switched off, and the bidirectional DC/DC converter is started to work in a voltage reduction mode, so that a vehicle-mounted charger topology with a two-stage conversion structure can be constructed, the bridgeless Boost type power factor correction rectifier is used as a front-stage AC/DC converter, the DC/DC converter is used as a rear-stage voltage stabilizing/current stabilizing device, and the DC/DC converter converts direct current output by the front-stage rectifier into high-quality direct current meeting the charging rule of a high-voltage power battery;
the method comprises the following steps:
analyzing the electromagnetic torque acting on a rotor shaft of the traction motor in a charging state by adopting an electromagnetic torque resolving method based on magnetic common energy;
before the integrated system is switched into a charging mode, the core controller acquires accelerator opening information, brake pedal opening information and gear information from the vehicle controller through the CAN bus so as to judge the current state of the vehicle; meanwhile, information fed back by the input connector is collected to confirm the connection state of the input connector for alternating current charging and the single-phase alternating current power supply and whether the alternating current power supply is normal or not;
under the condition that the connector is normally connected with a power grid and the power supply voltage meets the input requirement, the core controller sends a gear shifting request instruction to the vehicle control unit to request the vehicle control unit to shift into a neutral position;
when the core controller receives a neutral state signal fed back by the vehicle control unit, the motor driving function is executed, and the position of a reached specific rotor is used as a motion control target of each motor; the conditions met for this particular rotor position are: the axis of the rotor straight shaft of each motor is superposed with the axis of the U-phase winding coil of the stator of the motor;
when the core controller detects that the motor rotors reach and are stabilized at the positions, the core controller controls the driving control switch to be switched off, and the integrated system is switched into a charging mode after the voltage of the direct-current bus of the inverter is reduced to a level below a safety level;
after charging is started, the integrated system actually operates as a vehicle-mounted charger with a two-stage conversion structure, the front stage is a bridgeless Boost type power factor correction rectifier, and the rear stage is a voltage stabilizing/current stabilizing device;
after charging is started, a control system of the front-stage bridgeless Boost type power factor correction rectifier adopts a phase current balance control strategy, and a common-mode current regulator and a differential-mode current regulator are introduced, wherein the common-mode current is used for adjusting input current waveforms, and the differential-mode current regulator is used for balancing phase currents so as to restrain charging torque.
CN202010051926.9A 2020-09-11 2020-09-11 Distributed dual-motor driving and vehicle-mounted charging integrated system for electric automobile and charging control method thereof Active CN111873830B (en)

Priority Applications (1)

Application Number Priority Date Filing Date Title
CN202010051926.9A CN111873830B (en) 2020-09-11 2020-09-11 Distributed dual-motor driving and vehicle-mounted charging integrated system for electric automobile and charging control method thereof

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
CN202010051926.9A CN111873830B (en) 2020-09-11 2020-09-11 Distributed dual-motor driving and vehicle-mounted charging integrated system for electric automobile and charging control method thereof

Publications (2)

Publication Number Publication Date
CN111873830A CN111873830A (en) 2020-11-03
CN111873830B true CN111873830B (en) 2022-10-25

Family

ID=73154255

Family Applications (1)

Application Number Title Priority Date Filing Date
CN202010051926.9A Active CN111873830B (en) 2020-09-11 2020-09-11 Distributed dual-motor driving and vehicle-mounted charging integrated system for electric automobile and charging control method thereof

Country Status (1)

Country Link
CN (1) CN111873830B (en)

Families Citing this family (9)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN112550023B (en) * 2020-11-24 2022-05-10 广州橙行智动汽车科技有限公司 Electric automobile electric integration device and method and electric automobile
CN112671295B (en) * 2020-11-30 2022-05-27 西北工业大学 Rotor initial position detection method and system based on motor common-mode current
CN113844297A (en) * 2021-09-19 2021-12-28 浙江大学 Zero-torque charging method of three-phase integrated charger of electric automobile
CN113928129A (en) * 2021-09-30 2022-01-14 华为数字能源技术有限公司 Method for controlling a drive motor of a motor vehicle, associated device, and transmission
CN114701377B (en) * 2021-11-12 2023-08-15 上海汽车集团股份有限公司 Electric automobile charging system and electric automobile
CN114274797A (en) * 2021-12-28 2022-04-05 华为数字能源技术有限公司 Locked-rotor torque control method and locked-rotor torque control device for motor, and electric vehicle
DE102022108285A1 (en) * 2022-04-06 2023-10-12 Bpw Bergische Achsen Kommanditgesellschaft Vehicle control
CN115163828B (en) * 2022-05-26 2024-06-14 华为数字能源技术有限公司 Parking device, parking system and electric automobile
CN115871485A (en) * 2022-12-15 2023-03-31 小米汽车科技有限公司 Charging control method and device for vehicle, vehicle and storage medium

Family Cites Families (8)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2007252134A (en) * 2006-03-17 2007-09-27 Toyota Motor Corp Load driver and automobile mounting it
CN103187771B (en) * 2011-12-31 2015-08-26 比亚迪股份有限公司 Electric automobile and electric discharge device thereof
JP6759729B2 (en) * 2016-06-07 2020-09-23 トヨタ自動車株式会社 Hybrid car
CN106740152A (en) * 2016-11-06 2017-05-31 华北电力大学 A kind of electric automobile uses the vehicle-mounted integrated form charge-discharge circuit of shunting tap
CN106849305A (en) * 2016-11-06 2017-06-13 华北电力大学 A kind of charge-discharge circuit of the vehicle-mounted formula charge power self adaptation of electric automobile
CN107627881B (en) * 2017-09-18 2020-11-17 电子科技大学 Charge-discharge and motor drive integrated device of electric automobile
CN107979321B (en) * 2017-12-27 2020-07-07 南京航空航天大学 Electro-magnetic doubly salient motor driving and charging integrated system with multiplexing excitation windings
CN111434512B (en) * 2019-06-30 2021-01-01 比亚迪股份有限公司 Energy conversion device, power system and vehicle

Also Published As

Publication number Publication date
CN111873830A (en) 2020-11-03

Similar Documents

Publication Publication Date Title
CN111873830B (en) Distributed dual-motor driving and vehicle-mounted charging integrated system for electric automobile and charging control method thereof
CN107979321B (en) Electro-magnetic doubly salient motor driving and charging integrated system with multiplexing excitation windings
Haghbin et al. Integrated chargers for EV's and PHEV's: examples and new solutions
CN108539833B (en) One kind winding permanent magnet electricity for electric vehicle of opening drives Reconstructed on-board charging system
WO2020125625A1 (en) Charging method for power battery, motor control circuit and vehicle
US7859201B2 (en) Charge control apparatus, electrically powered vehicle and electric storage charge control method
CN101454958B (en) Power controller and vehicle equipped with power controller
CN103684202B (en) Integrated driving and the electric machine controller of charging/discharging function
Cheng et al. An integrated SRM powertrain topology for plug-in hybrid electric vehicles with multiple driving and onboard charging capabilities
CN110061678B (en) Electro-magnetic doubly salient motor driving and charging integrated system
US20220194239A1 (en) System and method for charging electric vehicles
CN107521354B (en) Driving system and driving method of electric automobile
KR20180045965A (en) Charging system for wound rotor synchronous motor
JP2010045961A (en) Power control apparatus
CN107364367B (en) Integrated motor driving and vehicle-mounted charging system based on multiple excitation source motors
CN103770656A (en) Integrated driving/charging device
CN101860292A (en) Impedance type five bridge-arm converter dual-motor drive system and control method thereof
CN105244982A (en) Motor drive and battery charge integrated device with low cost and control method
CN111231702B (en) Fuel cell automobile power system based on double-source motor
CN104494457B (en) A kind of current source type plug-in hybrid vehicle energy transmits driving means and method
CN113844296A (en) Electric automobile integrated charger based on double three-phase motors and control method thereof
CN113541564B (en) Integrated charging control method for double-open winding permanent magnet synchronous motor driving system
CN114435163B (en) Double-battery integrated charging topology circuit of electric automobile and staggered control strategy method thereof
CN209072382U (en) The switched Reluctance Motor Control System of integrated driving and power battery charging
CN110667418A (en) Single-phase grid-connected zero-torque integrated charger and current control method thereof

Legal Events

Date Code Title Description
PB01 Publication
PB01 Publication
SE01 Entry into force of request for substantive examination
SE01 Entry into force of request for substantive examination
GR01 Patent grant
GR01 Patent grant