CN112776659A - 集动力电池、调速、充电、ems一体的电动汽车驱动系统 - Google Patents

集动力电池、调速、充电、ems一体的电动汽车驱动系统 Download PDF

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CN112776659A
CN112776659A CN201911070402.8A CN201911070402A CN112776659A CN 112776659 A CN112776659 A CN 112776659A CN 201911070402 A CN201911070402 A CN 201911070402A CN 112776659 A CN112776659 A CN 112776659A
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charging
ems
driving system
speed regulation
power battery
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冯江华
梅文庆
李红波
张志学
罗文广
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CRRC Zhuzhou Institute Co Ltd
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    • 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
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    • B60L53/00—Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles
    • B60L53/20—Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles characterised by converters located in the vehicle
    • B60L53/24—Using the vehicle's propulsion converter for charging
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    • 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
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    • B60L58/12—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries responding to state of charge [SoC]
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02J—CIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
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    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
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    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
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    • H02M7/00—Conversion of ac power input into dc power output; Conversion of dc power input into ac power output
    • H02M7/66—Conversion of ac power input into dc power output; Conversion of dc power input into ac power output with possibility of reversal
    • H02M7/68—Conversion of ac power input into dc power output; Conversion of dc power input into ac power output with possibility of reversal by static converters
    • H02M7/72—Conversion of ac power input into dc power output; Conversion of dc power input into ac power output with possibility of reversal by static converters using discharge tubes with control electrode or semiconductor devices with control electrode
    • H02M7/79—Conversion of ac power input into dc power output; Conversion of dc power input into ac power output with 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
    • H02M7/797—Conversion of ac power input into dc power output; Conversion of dc power input into ac power output with 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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    • H02J7/34—Parallel operation in networks using both storage and other dc sources, e.g. providing buffering
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Abstract

本发明公开了一种集动力电池、调速、充电、EMS一体的电动汽车驱动系统，包括电机和外部电源单元，所述电机的每相电机定子绕组和外部电源单元通过接触器与两个结构对称的级联桥式变换器以及滤波电感相连；每个级联桥式变换器包括两个以上子变换单元，每一个子变换单元包括一个桥式变换器和储能元件。本发明具有拓扑结构简单、成本较低、适用范围广、功能集成度高等优点。

Description

集动力电池、调速、充电、EMS一体的电动汽车驱动系统
技术领域
本发明主要涉及到电动汽车技术领域，特指一种集动力电池、调速、充电、EMS一体的电动汽车驱动系统。
背景技术
目前电动汽车驱动系广泛采用两电平变频系统，动力电池集中布置给电动车提供电力。电池输出电压在2-4V之间。为了给牵引电机提供足够高的电压，需要大量电池串联从而得到150V-800V的直流电压。串联的方式，每个电池流过同样的电流，因为漏电流、电池内部参数的不一致性，会引起电池电压和SOC不均衡，使得某些电池过放电或过充电，导致其所在电池包不能够继续供电，进而降低电动汽车的续航里程。
为解决此问题，需要额外增加电池管理系统。一般包含无源和有源电池管理两大类方法。无源电池管理方法是将利用电阻消耗荷电状态高的电池单元的电量，从而保持各个电池单元电压平衡。这种方法简单、成本低，但损失了用电效率，且电池平衡速率慢，平衡效果不好。有源电池管理方法，主要利用可控开关以及储能元件，选择性地对不平衡的电池单元进行充放电，进而实现电池的平衡。该方法能够快速实现电池的平衡且效率较高，但增加了系统的复杂度和成本。
如有从业者提出在中国专利申请CN201711096226.6中公开了“基于MMC的电机驱动系统及其离散控制方法”、在中国专利申请CN201710621362.6中公开了“一种用于高速永磁电机驱动系统的模块化多电平变换器”，这两个均是东南大学基于传统MMC拓扑基础上提出的电机驱动系统。第一个专利申请是基于此拓扑提出一种电机驱动的离散控制方法，第二个专利申请是在此驱动拓扑上采用永磁电机，并在MMC三相交流输出点接入三相星型接法的滤波电容。以上专利申请中电路拓扑均为经典的MMC拓扑本身并未创新可言，同时针对于电动汽车应用，其动力电池集中在一起并联接入MMC高压直流母线上。MMC子模块采用半桥变换器，同时子模块直流母线并联电容。但是，上述现有技术方案也存在一些不足：
1.动力电池集中放置，为实现较高的电压，需要大量电池并联,同时需要额外的电池管理系统对电池平衡以及SOC（荷电状态）进行控制；
2.电池的大量串联降低了系统的可靠性和利用效率；
3.电动车超低速行驶时会在子模块电容上才生很大的低频电压振荡，影响整个系统的稳定运行；
4.没考虑电动汽车充电问题。
另有从业者伯明翰大学在“Low frequency operation of modular multilevelconverters with embedded battery cells for traction drives”一文中，基于MMC提出了一种动力电池分散在每个子模块中的电机驱动系统。实现了动力电池和电机驱动系统的集成。但是，这种方案也存在一些不足：
1.没有考虑动力电池分散后车载辅助用电的问题；
2.子模块采用单相半桥拓扑，无法实现高压侧直流母线短路后的限流；
3.当电动汽车充电时，一个桥臂上（下）支路动力电池电压总和需要高于交流电网电压幅值，否则无法实现MMC的线性调制，导致充电失败。
发明内容
本发明要解决的技术问题就在于：针对现有技术存在的技术问题，本发明提供一种拓扑结构简单、成本较低、适用范围广、功能集成度高的集动力电池、调速、充电、EMS一体的电动汽车驱动系统。
为解决上述技术问题，本发明采用以下技术方案：
一种集动力电池、调速、充电、EMS一体的电动汽车驱动系统，包括电机和外部电源单元，所述电机的每相电机定子绕组和外部电源单元通过接触器与两个结构对称的级联桥式变换器以及滤波电感相连；每个级联桥式变换器包括两个以上子变换单元，每一个子变换单元包括一个桥式变换器和储能元件。
作为本发明的进一步改进：所述桥式变换器中开关管为MOS管。
作为本发明的进一步改进：所述子变换单元个数由储能元件和电机额定工作电压决定。
作为本发明的进一步改进：所述子变换单元直流侧的储能元件为动力电池、超级电容中的一种或全部。
作为本发明的进一步改进：所述接触器采用连锁接触器。
作为本发明的进一步改进：所述子变换单元采用全桥、半桥或多电平变化拓扑结构。
作为本发明的进一步改进：所述子变换单元采用全桥变换结构，所述电机中每相定子电流由左右两条级联桥式变换器支路供给。
作为本发明的进一步改进：所述外部电源单元为三相、两相、单相交流电网或电源。
作为本发明的进一步改进：所述外部电源单元为三相,两个三相级联桥式变换器底端的母线P和N并联电容和DC/DC 变换器;并联的电容用以缓冲功率冲击；所述DC/DC 变换器将直流母线电压降低给车载空调及辅助用电设备供电。
作为本发明的进一步改进：当电动汽车行驶时，与电机定子绕组相连的接触器闭合，外部电源单元的接触器断开；当电动汽车使用外部电源单元充电时，与电机定子绕组相连的接触器断开，外部电源单元的接触器闭合。
与现有技术相比，本发明的优点在于：本发明的集成动力电池、变频调速、电池充电、电池能量管理（BEMS）一体的电动汽车驱动系统，对传统MMC变换器进行改变，将动力电池分散布置在MMC子变换模块直流母线上，取代原来的大电容；将高压直流母线上并入电容，取代原来动力电池；同时，在此高压直流母线上并入DC/DC变换器（直流变换器），将几百伏的直流电压降压后给车载空调及其它辅助用电设备供电。因此，本发明具有拓扑结构简单、成本较低、适用范围广、功能集成度高等优点。
附图说明
图1是本发明的拓扑结构原理示意图。
具体实施方式
以下将结合说明书附图和具体实施例对本发明做进一步详细说明。
如图1所示，本发明的集动力电池、调速、充电、EMS一体的电动汽车驱动系统，包括电机和外部电源单元，所述电机的每相电机定子绕组和外部电源单元通过接触器与两个结构对称的级联桥式变换器（CHB）以及滤波电感相连。每个级联桥式变换器（CHB）包括两个以上子变换单元，每一个子变换单元包括一个桥式变换器和储能元件（参见图中左下角）。当电动汽车行驶时，与电机定子绕组相连的接触器闭合，外部电源单元的接触器断开；当电动汽车使用外部电源单元充电时，与电机定子绕组相连的接触器断开，外部电源单元的接触器闭合；本发明中的储能元件（如动力电池）分散在每个子变换单元中，因此子变换单元中的直流母线电压显著降低仅为储能元件（如动力电池）输出电压，因此作为变换单元的桥式变换器中开关管可以用MOS管代替IGBT，其管压降较低，导通损耗降低。即，将储能元件（如动力电池）分散到各个子变换单元中，利用子变换单元对储能元件（如动力电池）进行电压平衡和SOC（荷电状态）平衡管理，电动汽车省去额外的BEMS电池管理系统。由于每个子变换单元的电压降低，相应的开关管的dv/dt（电压变化率）变小，有利于改善EMI（电磁干扰）问题，满足电动车EMC（电磁兼容）标准测试。而且，模块化级联形式可以方便实现系统的扩容、降容。
在具体应用实例中，子变换单元个数由储能元件（如动力电池）和电机额定工作电压决定。
在具体应用实例中，接触器可以采用连锁接触器。
在具体应用实例中，在子变换单元的直流侧除了配置动力电池外，也可配置超级电容等储能元件的一种或多种。级联桥式变换器（CHB）中每个子变换单元的储能元件可以灵活选取，可以部分或全部是电池，也可以部分或全部其他储能元件。
在具体应用实例中，子变换单元可以根据实际需要，采用全桥、半桥、多电平等变换拓扑，只要能够满足本发明的需求即可，其都应在本发明的保护范围之内。
在本发明的上述方案中，结合图1，作为较佳实例其采用全桥变换的结构，即采用全桥拓扑，单个级联桥式变换器（CHB）支路电池电压总和无需高于交流电网电压，也可以顺利充电。同时，当A、B点出现短路故障时，利用本发明的结构可以实现故障限流。但如果采用半桥拓扑，或三相全桥拓扑，即使关断开关管，在电机反电动势的作用下，在A、B短路点也会出现大的短路电流。通过全桥变换器控制三相桥臂间的环流可以实现各个分散的动力电池的电压和SOC平衡，这样就无需额外的BEMS系统，降低了系统的成本。在本发明的上述方案中，电机中每相定子电流由左右两条级联桥式变换器（CHB）支路供给，因此每个子变换单元的桥臂电流或开关管电流为三相半桥方案电流的一半，使其开关管的导通损耗更低。
在具体应用实例中，外部电源单元可以为三相、两相、单相交流电网或电源，根据实际应用需要来选择即可。结合图1，本实例中电机三相定子绕组为A、B、C，交流电网三相为U、V、W。每相电机定子绕组和交流电网通过接触器，与两个结构对称的级联桥式变换器（CHB）以及滤波电感相连。当电动汽车行驶时，与A、B、C定子绕组相连的接触器闭合，U、V、W接触器断开；当电动汽车使用三相交流电网充电时，U、V、W接触器闭合，与A、B、C相绕组相连的接触器断开。
在具体应用实例中，两个三相CHB底端的母线P和N并联电容和DC/DC 变换器。并联的电容用以缓冲电机启动、制动时的功率冲击以及其他用电设备的功率冲击。DC/DC 变换器将直流母线电压降低给车载空调、照明的其他辅助用电设备供电。在实际应用中，DC/DC变换器只要具备直流变换功能即可，可以是隔离型也可以是非隔离型。直流母线P和N短路时可以实现短路限流功能，同时仍能驱动电机进行运转。
结合该实例可知，在本发明的上述方案中，可以适合多种充电制式（交直流），即可以从U、V、W侧进行三相交流充电，或U、V、W任意一项或两相充电，也可以将母线P和N端接入单相交流电源或直流电源进行充电。
以上仅是本发明的优选实施方式，本发明的保护范围并不仅局限于上述实施例，凡属于本发明思路下的技术方案均属于本发明的保护范围。应当指出，对于本技术领域的普通技术人员来说，在不脱离本发明原理前提下的若干改进和润饰，应视为本发明的保护范围。

Claims (10)

1.一种集动力电池、调速、充电、EMS一体的电动汽车驱动系统，包括电机和外部电源单元，其特征在于，所述电机的每相电机定子绕组和外部电源单元通过接触器与两个结构对称的级联桥式变换器以及滤波电感相连；每个级联桥式变换器包括两个以上子变换单元，每一个子变换单元包括一个桥式变换器和储能元件。
2.根据权利要求1所述的集动力电池、调速、充电、EMS一体的电动汽车驱动系统，其特征在于，所述桥式变换器中开关管为MOS管。
3.根据权利要求1所述的集动力电池、调速、充电、EMS一体的电动汽车驱动系统，其特征在于，所述子变换单元个数由储能元件和电机额定工作电压决定。
4.根据权利要求1所述的集动力电池、调速、充电、EMS一体的电动汽车驱动系统，其特征在于，所述子变换单元直流侧的储能元件为动力电池、超级电容中的一种或全部。
5.根据权利要求1所述的集动力电池、调速、充电、EMS一体的电动汽车驱动系统，其特征在于，所述接触器采用连锁接触器。
6.根据权利要求1-5中任意一项所述的集动力电池、调速、充电、EMS一体的电动汽车驱动系统，其特征在于，所述子变换单元采用全桥、半桥或多电平变化拓扑结构。
7.根据权利要求6所述的集动力电池、调速、充电、EMS一体的电动汽车驱动系统，其特征在于，所述子变换单元采用全桥变换结构，所述电机中每相定子电流由左右两条级联桥式变换器支路供给。
8.根据权利要求1-5中任意一项所述的集动力电池、调速、充电、EMS一体的电动汽车驱动系统，其特征在于，所述外部电源单元为三相、两相、单相交流电网或电源。
9.根据权利要求8所述的集动力电池、调速、充电、EMS一体的电动汽车驱动系统，其特征在于，所述外部电源单元为三相,两个三相级联桥式变换器底端的母线P和N并联电容和DC/DC 变换器;并联的电容用以缓冲功率冲击；所述DC/DC 变换器将直流母线电压降低给车载空调及辅助用电设备供电。
10.根据权利要求1-5中任意一项所述的集动力电池、调速、充电、EMS一体的电动汽车驱动系统，其特征在于，当电动汽车行驶时，与电机定子绕组相连的接触器闭合，外部电源单元的接触器断开；当电动汽车使用外部电源单元充电时，与电机定子绕组相连的接触器断开，外部电源单元的接触器闭合。
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