CN112910068A - Control device for motor driver, motor driver and overhead working truck - Google Patents
Control device for motor driver, motor driver and overhead working truck Download PDFInfo
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- CN112910068A CN112910068A CN202011323352.2A CN202011323352A CN112910068A CN 112910068 A CN112910068 A CN 112910068A CN 202011323352 A CN202011323352 A CN 202011323352A CN 112910068 A CN112910068 A CN 112910068A
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- 238000010521 absorption reaction Methods 0.000 claims abstract description 22
- 238000004891 communication Methods 0.000 claims description 14
- 238000001514 detection method Methods 0.000 claims description 11
- 238000007600 charging Methods 0.000 claims description 10
- 238000010248 power generation Methods 0.000 claims description 7
- 230000005669 field effect Effects 0.000 claims description 5
- 230000002401 inhibitory effect Effects 0.000 claims description 5
- 238000010278 pulse charging Methods 0.000 abstract description 8
- WHXSMMKQMYFTQS-UHFFFAOYSA-N Lithium Chemical compound [Li] WHXSMMKQMYFTQS-UHFFFAOYSA-N 0.000 description 25
- 229910052744 lithium Inorganic materials 0.000 description 25
- 238000000034 method Methods 0.000 description 12
- 230000001172 regenerating effect Effects 0.000 description 12
- 238000004146 energy storage Methods 0.000 description 9
- 230000008569 process Effects 0.000 description 8
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- 238000005381 potential energy Methods 0.000 description 3
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- 230000005856 abnormality Effects 0.000 description 2
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- 238000010276 construction Methods 0.000 description 2
- 230000017525 heat dissipation Effects 0.000 description 2
- 238000012986 modification Methods 0.000 description 2
- 230000004048 modification Effects 0.000 description 2
- 230000002441 reversible effect Effects 0.000 description 2
- 238000000926 separation method Methods 0.000 description 2
- 238000012360 testing method Methods 0.000 description 2
- HBBGRARXTFLTSG-UHFFFAOYSA-N Lithium ion Chemical compound [Li+] HBBGRARXTFLTSG-UHFFFAOYSA-N 0.000 description 1
- 230000006978 adaptation Effects 0.000 description 1
- 230000009286 beneficial effect Effects 0.000 description 1
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- 230000001360 synchronised effect Effects 0.000 description 1
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- 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
- H02J7/00—Circuit arrangements for charging or depolarising batteries or for supplying loads from batteries
- H02J7/14—Circuit arrangements for charging or depolarising batteries or for supplying loads from batteries for charging batteries from dynamo-electric generators driven at varying speed, e.g. on vehicle
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- H—ELECTRICITY
- H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
- H02H—EMERGENCY PROTECTIVE CIRCUIT ARRANGEMENTS
- H02H9/00—Emergency protective circuit arrangements for limiting excess current or voltage without disconnection
- H02H9/02—Emergency protective circuit arrangements for limiting excess current or voltage without disconnection responsive to excess current
- H02H9/025—Current limitation using field effect transistors
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- 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
- H02J7/00—Circuit arrangements for charging or depolarising batteries or for supplying loads from batteries
- H02J7/0029—Circuit arrangements for charging or depolarising batteries or for supplying loads from batteries with safety or protection devices or circuits
- H02J7/00302—Overcharge protection
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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
- Y02T10/70—Energy storage systems for electromobility, e.g. batteries
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- Engineering & Computer Science (AREA)
- Power Engineering (AREA)
- Electric Propulsion And Braking For Vehicles (AREA)
- Charge And Discharge Circuits For Batteries Or The Like (AREA)
Abstract
The invention relates to the technical field of engineering machinery, and discloses a control device for a motor driver, the motor driver and an aerial work platform, wherein the motor driver comprises a battery side used for being connected with a battery and a motor side used for being connected with a motor, and the control device comprises: the current absorption module is used for absorbing feedback current generated by the motor; the first switch module is connected in series with a power supply circuit between the battery side and the motor side; a second switch module; and a processor configured to: determining that the battery is in a charge disabled state; determining that the motor generates feedback current; and controlling the first switch module to switch off the conduction from the motor side to the battery side, and controlling the second switch module to switch to a conduction state, so that the current absorption module absorbs the feedback current. The invention can effectively reduce the risk caused by pulse charging at low temperature.
Description
Technical Field
The invention relates to the technical field of engineering machinery, in particular to a control device for a motor driver, the motor driver and an aerial work platform.
Background
Since electrically driven aerial vehicles (e.g., self-propelled) typically do not have mechanical friction brakes, both deceleration and stopping of the aerial vehicle rely on regenerative braking techniques of the energy regenerative type. However, regenerative braking techniques have the following two features: 1. the driving device of the walking motor is an inverter and a rectifier, when the overhead working truck decelerates or goes down a slope, the driving device converts kinetic energy into electric energy, and then the converted electric energy is fed back to the power battery; 2. the deceleration and braking time of the high-altitude operation vehicle is usually short, the maximum speed is usually about 6 kilometers per hour, and the instantaneous pulse feedback current generated by braking is usually large. Therefore, for operation conditions requiring stop-and-go (such as spraying operation and transition operation in a construction site), pulse feedback current with high frequency is generated.
For the electrically-driven overhead working truck using the lithium ion power battery, a large number of experimental results show that when the temperature of the power battery is low, for example, lower than 0 ℃, the pulse feedback current can cause large-area lithium precipitation of the negative plate of the battery. The lithium separation can cause the electric quantity of the power battery to be reduced, and the lithium separation can generate lithium dendrite to pierce a diaphragm so as to cause internal short circuit of the battery. If a large area short circuit occurs in the battery, there is a risk of thermal runaway. Therefore, it is necessary to take a strong measure to avoid the risk of pulse charging at low temperatures.
In the prior art, the feedback current generated in the working process of equipment is mainly absorbed by a lithium battery, or the feedback current is reduced by limiting the generated power of a motor. When the lithium battery is used for absorption, the battery state is not judged, and no limitation is caused to low temperature, normal temperature and high temperature. By limiting the generated power of the motor, although the feedback current can be reduced, the feedback current cannot be completely eliminated. In addition, the generated power is reduced, the walking braking effect is poor, the braking distance is long, and the equipment risk is increased.
Disclosure of Invention
The invention aims to provide a control device for a motor driver, the motor driver and an overhead working truck, which can effectively reduce the risk caused by pulse charging at low temperature.
In order to achieve the above object, an aspect of the present invention provides a control apparatus for a motor driver including a battery side for connection with a battery and a motor side for connection with a motor, comprising:
the current absorption module is used for absorbing feedback current generated by the motor;
the first switch module is connected in series with a power supply circuit between the battery side and the motor side;
a second switch module; and
a processor configured to:
determining that the battery is in a charge disabled state;
determining that the motor generates feedback current; and
and controlling the first switch module to switch off the conduction from the motor side to the battery side, and controlling the second switch module to switch to a conduction state so that the current absorption module absorbs feedback current.
In an embodiment of the invention, the charge inhibiting state comprises one of: the temperature of the battery is below a predetermined temperature threshold; the battery charge is above a predetermined battery charge threshold.
In an embodiment of the invention, the processor being configured to determine that the battery is in the inhibited state of charge comprises: the processor is configured to: acquiring state information of the battery, and determining that the battery is in a charging prohibition state according to the state information; or to obtain a signal indicating that the battery is in a disabled state of charge.
In an embodiment of the invention, the processor configured to determine that the motor generates the back-feed current comprises: the processor is configured to: and under the condition that the motor is determined to be in the power generation state, determining that the motor generates feedback current.
In an embodiment of the present invention, the control device further includes: the voltage detection module is used for respectively detecting a first voltage at the motor side and a second voltage at the battery side; the processor being configured to determine that the motor is generating the back-off current comprises: the processor is configured to: and determining that the motor generates feedback current under the condition that the first voltage is greater than the second voltage.
In an embodiment of the invention, the first switching module comprises at least one of: a field effect transistor; an insulated gate bipolar transistor; and the switch and the diode are connected in parallel, wherein the anode of the diode is electrically connected with the battery side, and the cathode of the diode is electrically connected with the motor side.
In an embodiment of the present invention, the control device further includes: a bypass switch connected in parallel with the first switch module; the processor is further configured to control the bypass switch to conduct if a failure of the first switch module is detected.
In an embodiment of the invention, the current sink module comprises an energy consuming element and/or an energy storing element.
In an embodiment of the invention, the energy consuming element is a braking resistor.
In an embodiment of the present invention, the control device further includes: a temperature sensor for detecting a temperature of the energy consuming element; the processor is also configured to receive the temperature detected by the temperature sensor and to issue a fault signal to limit operation of the motor if the temperature is above a preset temperature threshold.
The second aspect of the present invention provides a motor driver for an aerial work platform, comprising: the motor control module is used for controlling the motor to work; a communication module for communicating with a battery management system of the battery; the control device for a motor driver according to any one of the above; wherein the processor is further configured to obtain status information of the battery or a signal indicating that the battery is in a disabled state of charge from the battery management system via the communication module.
In the embodiment of the invention, the communication module communicates with the battery management system through the CAN bus.
In an embodiment of the present invention, the motor driver further includes: and the shell is provided with a socket, and the current absorption module is inserted into the socket from the outside of the shell.
A third aspect of the invention provides an aerial work platform comprising a motor drive according to any one of the preceding claims.
Through the scheme, the first switch module and the second switch module are added at the front end of the motor control module of the motor driver, the current absorption module is added, under the condition that the battery is in the charging prohibition state and the motor generates feedback current, the first switch module is controlled to be switched off from the side of the motor to the side of the battery, and the second switch module is controlled to be switched to the on state, so that the current absorption module absorbs the feedback current, the phenomenon that the battery is charged by the feedback current in the charging prohibition state is blocked, the normal braking function of the motor can be kept while the feedback current is absorbed by the current absorption module, and the risk caused by pulse charging at low temperature is effectively reduced.
Additional features and advantages of the invention will be set forth in the detailed description which follows.
Drawings
The accompanying drawings, which are included to provide a further understanding of the invention and are incorporated in and constitute a part of this specification, illustrate embodiments of the invention and together with the description serve to explain the principles of the invention and not to limit the invention. In the drawings:
fig. 1 schematically shows a structural diagram of an example of a control apparatus for a motor driver according to an embodiment of the present invention;
fig. 2 schematically shows a structural diagram of an example of a control apparatus for a motor driver according to another embodiment of the present invention;
fig. 3 schematically shows a structural diagram of an example of a motor driver according to an embodiment of the present invention;
FIG. 4 is a flow chart of a control method for a motor drive according to an embodiment of the present invention; and
fig. 5 schematically shows a structural diagram of an example of a motor driver according to another embodiment of the present invention.
Description of the reference numerals
100. 200, 300 motor driver 110 battery
130 complete machine controller 140A/D converter
120 motor 10 first switch module
20 second switch module 30 Current sink Module
40 processor 50 voltage detection module
60 bypass switch 70 temperature sensor
80 motor control module 90 communication module
150 battery management system 160 complete machine detection element
170 complete machine executive component
Detailed Description
The following detailed description of embodiments of the invention refers to the accompanying drawings. It should be understood that the detailed description and specific examples, while indicating the present invention, are given by way of illustration and explanation only, not limitation.
Before describing particular embodiments of the present invention, a brief description of two concepts will be provided.
Regenerative braking: when the electric vehicle brakes, the (walking) motor may be controlled to operate as a generator, thereby converting kinetic or potential energy of the vehicle into electrical energy, and storing the energy in the energy storage module or consuming the energy in the electrical energy consuming device.
Feedback current: during regenerative braking, the drive converts the electrical energy generated by the (traction) motor into electrical current that can be used by the energy storage module or other energy consuming components, which is referred to as a back-up current.
The characteristics that the high-altitude operation vehicle does not contain a mechanical friction brake and the operation condition is considered, the motor generates pulse feedback current with higher frequency, the pulse feedback current is far larger than that of a passenger vehicle, and the pulse charging current can not be reduced to meet the use requirement of the high-altitude operation vehicle by adopting the prior art. Therefore, the general inventive concept of the embodiment of the invention adopts a strategy of inhibiting the pulse feedback current from charging the battery and absorbing the feedback energy to the maximum extent, and can solve the risk of the high-altitude operation vehicle caused by higher pulse charging on the premise of not influencing the use of equipment (for example, the braking performance is not influenced by not limiting the power generated by the motor).
Fig. 1 schematically shows a structural diagram of an example of a control apparatus for a motor driver according to an embodiment of the present invention. As shown in fig. 1, the motor driver 100 may be applied to an aerial work vehicle, and the motor driver 100 may include a battery side for connection with the battery 110 and a motor side for connection with the motor 120. The control device may include: a current sink module 30 for absorbing the feedback current generated by the motor 120; a first switch module 10 connected in series to a power supply circuit between the battery side and the motor side; a second switch module 20; a processor 40 configured to: determining that the battery 110 is in a charge disabled state; determining that the motor 120 generates a feedback current; and controlling the first switch module 10 to turn off the conduction from the motor side to the battery side, and controlling the second switch module 20 to switch to the conduction state, so that the current absorption module 30 absorbs the feedback current.
Specifically, one end of the power supply circuit may be connected to the positive electrode of the battery 110, and the other end may be connected to the motor 120 through the motor control module 80 of the motor driver 100. The first switching module 10 may be connected in series in the supply circuit. In one example, the power supply circuit may be a positive power bus internal to the motor drive 100. The second switching module 20 may be connected in parallel between the positive and negative poles of the power supply inside the motor driver 100 and connected in series with the current sinking module 30. Normally, the first switch module 10 is in the on state and the second switch module 20 is in the off state. That is, if the motor 120 generates a feedback current in a case where there is no risk that the battery 110 is charged with the feedback current, the feedback current may flow to the battery 110 to charge the battery 110. In this case, no intervention of the current sink module 30 is required.
When there is a risk that the feedback current is charged to the battery 110, the current absorption module 30 is required to absorb the feedback current, and the second switch module 20 may be turned on to turn on at least the first switch module 10 from the motor side to the battery side, so that the feedback current flows to the current absorption module 30.
In the embodiment of the present invention, when the processor 40 determines that the battery 110 is in the charge disabled state, if it is determined that the motor 120 generates the feedback current, the first switching module 10 is controlled to turn off at least the conduction from the motor side to the battery side, thereby blocking the feedback current from flowing to the battery 110, and the second switching module 20 is controlled to switch from the off state to the on state, and the feedback current flows to the current sinking module 30 through the second switching module 20, so that the current sinking module 30 sinks the feedback current generated by the motor 120.
In the embodiment of the present invention, when the processor 40 determines that the battery 110 is in the charge disabled state, if it is determined that the motor 120 generates the feedback current, the first switch module 10 may be controlled to open the power supply circuit, i.e., to cut off the electric circuit between the battery 110 and the motor 120. Alternatively, the processor 40 may only turn off the conduction of the first switch module 10 from the motor side to the battery side, still leaving the conduction from the battery side to the motor side (i.e., unidirectional conduction).
As described in the background section of the present application, when the temperature of the battery 110 is too low, the pulse feedback current charging the battery may cause a large area of lithium precipitation on the negative plate of the battery, which may damage the battery 110 and bring about a safety hazard. In an embodiment of the present invention, the inhibiting state of charge may include the temperature of the battery 110 being below a predetermined temperature threshold. Specifically, a temperature threshold may be set, and when the temperature of the battery 110 is lower than the temperature threshold, the feedback current may damage the battery 110 when charging the battery 110. The temperature threshold can be set according to the actual application, for example, 0 ℃, 2 ℃, 5 ℃ and the like. When the temperature of the battery 110 is below a predetermined temperature threshold, it may be determined that the battery 110 is in a charge prohibited state at this time.
In addition, when the amount of charge (e.g., state of charge SOC value) of the battery 110 is at a high level (e.g., 95% SOC), if the battery 110 is charged by the regenerative current generated by the motor 120, there is a risk of overcharging the battery. In view of this, in alternative or additional embodiments of the present invention, the inhibiting state of charge may include a battery level (or referred to as a remaining level, SOC value) of the battery 110 being above a predetermined battery level threshold. The predetermined battery charge threshold may be set according to practical applications, for example, the SOC value is 95%, 98%, etc.
In an embodiment of the present invention, the processor 40 being configured to determine that the battery 110 is in the inhibited state of charge comprises: the processor 40 is configured to: acquiring state information of the battery 110, and determining that the battery 110 is in a charging prohibition state according to the state information; or to obtain a signal indicating that the battery 110 is in a disabled state of charge.
In an embodiment of the present invention, processor 40 may communicate with a Battery Management System (BMS) of battery 110 (e.g., via a CAN bus), obtain status information of battery 110 from the BMS, and the status information may include a temperature of battery 110, a battery level, and the like. Processor 40 determines whether battery 110 is in a disabled state of charge (i.e., compared to a predetermined temperature threshold or a predetermined battery charge threshold) based on the acquired status information. If it is determined that the battery is in the charge prohibited state, the above-described operation may be performed. Alternatively or additionally, the BMS may itself determine the state of the battery 110 (e.g., an allowed state of charge or a prohibited state of charge) based on the collected state information of the battery 110, and the processor 40 may directly obtain a signal to the BMS indicating that the battery 110 is in the prohibited state of charge.
The processor 40 may increase the accuracy of determining that the battery 110 is in the inhibited state of charge by obtaining the state information of the battery 110 and making a determination, or by obtaining a signal indicating that the battery 110 is in the inhibited state of charge to reduce the workload of the processor 40.
In one embodiment of the present invention, the processor 40 configured to determine that the motor 120 generates the feedback current comprises: the processor 40 is configured to: in the case where it is determined that the motor 120 is in the power generation state, it is determined that the motor 120 generates the feedback current.
It will be appreciated that when motor driver 100 is applied to an aerial work vehicle, the travel motors may be controlled to operate as generators during braking of the electric vehicle, thereby converting kinetic or gravitational potential energy of the vehicle into electrical energy, i.e., motor 120 is in a generating state when the aerial work vehicle is in an active braking state or a downhill state or a towing state.
Specifically, the processor 40 may obtain a signal that the motor 120 is in the power generation state through the motor control module 80 of the motor driver 100, thereby determining that the motor 120 generates the feedback current.
Fig. 2 schematically shows a structural diagram of an example of a control apparatus for a motor driver according to another embodiment of the present invention. In fig. 2, the same elements as in fig. 1 are given the same reference numerals. In one embodiment, as shown in fig. 2, the control apparatus for the motor driver 200 further includes: a voltage detection module 50 for detecting a first voltage on the motor side and a second voltage on the battery side, respectively; the processor 40 is configured to determine that the motor 120 is generating the return current comprises: the processor 40 is configured to: in the case where the first voltage is greater than the second voltage, it is determined that the motor 120 generates the feedback current.
Specifically, the voltage detection module 50 sends a voltage signal to the a/D converter 140 after detecting a first voltage (B-point voltage) on the motor side (right end of the first switch module 10 in the drawing) and a second voltage (a-point voltage) on the battery side (left end of the first switch module 10 in the drawing) so that the a/D converter 140 converts an analog signal (voltage signal) into a digital signal that can be recognized by the processor 40, and the processor 40 compares the magnitudes of the first voltage and the second voltage after receiving the digital signal about the first voltage and the second voltage sent by the a/D converter 140, and determines that the motor 120 generates the feedback current in a case where the first voltage (B-point voltage) is determined to be greater than the second voltage (a-point voltage).
Examples of processor 40 may include, but are not limited to, a general purpose processor, a special purpose processor, a conventional processor, a Programmable Logic Controller (PLC), a Digital Signal Processor (DSP), a plurality of microprocessors, one or more microprocessors in association with a DSP core, a controller, a microcontroller, an Application Specific Integrated Circuit (ASIC), a Field Programmable Gate Array (FPGA) circuit, any other type of Integrated Circuit (IC), a state machine, and so forth.
In one embodiment, the first switch module 10 may be a controllable switch assembly, examples of which may include at least one of: a field effect transistor; an insulated gate bipolar transistor; a switch (e.g., relay, transistor) and a diode connected in parallel, wherein the anode of the diode is electrically connected to the battery side and the cathode of the diode is electrically connected to the motor side.
In one embodiment, the first switch module 10 may be designed in a single or multiple redundant designs, and when multiple designs are used, they may be combined in parallel or in series in the power circuit.
In one example, the first switch module 10 is a field effect transistor (MOS transistor) connected in series to the positive bus inside the motor driver 200. The first switch module 10 may further include a dedicated control chip of a MOS transistor having a diode unidirectional conduction characteristic to prevent a feedback current from flowing from the motor driver 200 to the battery. The first switch module 10 can be switched on and off under the control of the processor 40, and the MOS transistor is normally in a conducting state, and when the current absorption module 30 is required to absorb the feedback current, the MOS transistor is controlled to conduct in a single direction, that is, the terminal B (motor side) is not conducted to the terminal a (battery side), and the terminal a (battery side) is conducted to the terminal B (motor side).
In one example, the first switch module 10 is an Insulated Gate Bipolar Transistor (IGBT), the switching of which is controlled by the processor 40.
In one example, the first switch module 10 is a switch (e.g., a bypass switch) and a diode connected in parallel, the diode having unidirectional conductivity, the battery side diode being connected to the positive terminal, and the motor side diode being connected to the negative terminal. Normally, the switch is turned on, shorting the diode. When the battery 110 is in the charge disabled state, the processor 40 controls the switch to be open, and current can flow from the battery 110 to the motor 120 through the diode and cannot flow from the motor 120 to the battery 110.
The second switch module 20 may be a controllable switch assembly, examples of which may include at least one of: field effect transistor, insulated gate bipolar transistor, relay, triode.
In one embodiment, as shown in fig. 2, the control device for the motor driver 200 further includes: a bypass switch 60 connected in parallel with the first switch module 10; the processor 40 is further configured to control the bypass switch 60 to conduct in case a failure of the first switching module 10 is detected.
Specifically, the bypass switch 60 is connected in parallel to the first switch module 10(MOS transistor), and when the processor 40(CPU) detects that the first switch module 10(MOS transistor) has a fault, the bypass switch 60 may be enabled to short-circuit the first switch module 10(MOS transistor), so as to ensure normal operation of the emergency operation of the device. Processor 40 may detect the state of bypass switch 60 and may be able to send the state of bypass switch 60 to overall controller 130 or other display device via the communications module.
In one embodiment, current sink module 30 includes an energy dissipating element and/or an energy storage element.
In one example, the current sink module 30 is an energy consuming element, such as a brake resistor or a power resistor, for absorbing excess feedback current to convert electrical energy into heat energy. By matching the resistance and power of the energy consumption element, the resistor can meet the braking distance of the driving motor 120, can also meet the requirement of absorbing the braking current generated by the driving motor 120 in a short time, and can also meet the heat dissipation requirement of the whole machine. The parameter adaptation of the energy consuming components can be calculated by means of an energy conversion formula.
In one example, the current sink module 30 is an energy storage element, such as a super capacitor or a battery. The energy storage device has the advantages that the feedback current can be absorbed to supply power to the main circuit, the utilization rate of energy is higher, and the energy storage device is more beneficial to saving energy and improving the endurance capacity of equipment.
In embodiments where current sink module 30 is an energy consuming element, with continued reference to fig. 2, the control apparatus for motor driver 200 described above further includes: a temperature sensor 70 for detecting the temperature of the energy consuming element; the processor 40 is also configured to receive the temperature detected by the temperature sensor 70 and, in the event that the temperature is above a preset temperature threshold, issue a fault signal to limit operation of the motor 120.
The temperature sensor 70 may be mounted on an energy consuming element (e.g., a brake resistor) and detects the temperature of the brake resistor.
Specifically, a port for receiving a temperature signal detected by the temperature sensor 70 is arranged on the motor driver, the processor 40 monitors whether the temperature of the energy consumption element (e.g., the brake resistor) is too high in the process of absorbing the feedback current in real time, the temperature signal detected by the temperature sensor 70 on the energy consumption element (e.g., the brake resistor) can be received, and when the temperature is higher than a preset temperature threshold (e.g., 120 ℃), a fault signal indicating that the temperature of the brake resistor is too high can be sent to the complete machine controller 130 through the bus to limit the operation of the motor 120, so that the safety of the operation of the equipment is improved.
Fig. 3 schematically shows a structural diagram of an example of a motor driver according to an embodiment of the present invention. In fig. 3, the same elements as in fig. 1 or fig. 2 are given the same reference numerals. In one embodiment, the motor driver 300 as shown in fig. 3 may be applied to an aerial work vehicle, the motor driver 300 includes a battery side for connecting with the battery 110 and a motor side for connecting with the motor 120, and specifically, the motor driver 300 may include: the motor control module 80 is used for controlling the motor 120 to work; a communication module 90 for communicating with a battery management system 150 of the battery 110; a first switch module 10 connected in series to a power supply circuit between the battery side and the motor side; a second switch module 20; a current sink module 30 for absorbing the feedback current generated by the motor 120; a processor 40; a voltage detection module 50 for detecting a first voltage on the motor side and a second voltage on the battery side, respectively; a bypass switch 60 connected in parallel with the first switch module 10; a temperature sensor 70 for detecting the temperature of an energy consuming element (e.g., a brake resistor or a power resistor); the processor 40 is also configured to obtain status information of the battery 110 or a signal indicating that it is in a disabled state of charge from the battery management system 150 via the communication module 90.
The motor driver 300 in the above embodiment further includes a complete machine controller 130 configured with a CAN communication module, and capable of transmitting a complete machine action operation signal to the motor driver 300, where the common operation control signal is from a handle, and mainly includes forward, backward, steering, braking, and the like of the device, and the braking signal is mainly obtained by releasing the handle or pushing the handle to the opposite direction. The motor control module 80 controls the motor 120 to work specifically including controlling parameters such as the motor speed, direction, and motor braking current.
In some embodiments, the motor control module 80 may be integrated with the processor 40, i.e., the motor control module 80 and the processor 40 are integrated into one component, reducing hardware costs, or may be present separately on the motor driver 300.
In one embodiment, the communication module 90 communicates with the battery management system 150 via a CAN bus.
In one embodiment, the motor driver 300 further includes: a housing provided with a socket (e.g., ports R +, R-as shown), into which the current sink module 30 is inserted from outside the housing. By arranging the socket, the current absorption module 30 can be designed to be detachable, so that the current absorption module 30 can be replaced conveniently. For example, in the example where the current sink module 30 is an energy storage element (e.g., a super capacitor or battery), it may be convenient to remove and replace another energy storage element from the housing if the energy storage element is full of stored charge. In the example where the current sink module 30 is an energy consuming element (e.g., a brake resistor), in addition to facilitating removal and replacement, externally locating the brake resistor facilitates heat dissipation when consuming the return current. Furthermore, being externally disposed, also facilitates the design and placement of heat dissipating elements (e.g., heat sinks).
The control flow will be explained and explained below by taking the motor driver shown in fig. 3 as an example, and fig. 4 is a flow chart of a control method for the motor driver according to an embodiment of the present invention.
In step S402, the aerial cage is powered on.
The aerial work platform CAN comprise equipment such as a motor driver 300, a battery 110 (such as a lithium battery), a motor 120, a complete machine controller 130 and the like, wherein the complete machine controller 130 CAN communicate with the battery 110 and the motor driver through a CAN bus, the complete machine controller 130 transmits a complete machine action operation signal to the motor driver, the common complete machine action operation signal mainly comes from a handle and mainly comprises forward movement, backward movement, steering, braking and the like of the equipment, and the braking signal mainly comprises that the handle is loosened or pushed to the opposite direction.
In some embodiments, after the aerial lift truck is powered on, the motor driver 300 starts self-checking, and the self-checking process mainly includes:
1) motor control module 80 status and fault detection.
2) And detecting the state and the fault of the first switch module (MOS tube 1), wherein the initial state is that the point A is conducted to the point B, and the point B is blocked to the point A.
3) And detecting the state and the fault of the second switch module (MOS tube 2), wherein the initial state is disconnection.
4) And detecting faults of the communication module.
5) The bypass switch 60 is state-sensed and initially open.
6) And detecting the fault of the power resistor, namely detecting that the power resistor is normally connected and is conducted without fault.
If there is an abnormality in the self-test, the motor driver 300 transmits a fault to the entire machine controller 130 via the bus, and restricts the operation of the motor 120. After the motor driver 300 has no abnormality in the self-test, the data related to the battery state information sent by the BMS is read through the bus, so that the consumption of the feedback current generated in the braking process of the motor 120 is controlled.
In step S404, the processor determines that the battery is in the charge prohibited state.
Specifically, the processor 40 may determine that the motor 120 is in the charge prohibited state by obtaining state information of a battery (e.g., a lithium battery), which may include information of a temperature of the battery, a battery electric quantity (i.e., a state of charge, SOC), and an allowable charging current, and determining that the battery is in the charge prohibited state according to the state information.
When the acquired state information of the battery 110 is the temperature of the battery 110, it is determined that the battery 110 is in the charge prohibition state in a case where the temperature of the battery 110 is lower than a predetermined temperature threshold (e.g., 0 degrees celsius), for example, when the temperature of the battery 110 is lower than 0 ℃. The preset temperature threshold is a preset temperature value with a low temperature.
When the acquired state information of the battery 110 is the battery level, in a case where the battery level is higher than a predetermined battery level threshold (e.g., 95%), for example, when the battery level is greater than 95%, it is determined that the battery 110 is in the charge prohibited state. Wherein the predetermined battery charge threshold is a preset higher battery charge.
When the state information of the battery 110 is acquired as the temperature of the battery 110 and the battery power amount, it is determined that the battery 110 is in the charge prohibition state when the temperature of the battery 110 is lower than a predetermined temperature threshold (e.g., 0 degrees celsius) and the battery power amount is higher than a predetermined battery power amount threshold (e.g., 95%), for example, when the temperature of the battery 110 is lower than 0 degrees celsius and the battery power amount is greater than 95%.
In step S406, the processor determines that the motor generates a feedback current.
Specifically, the processor 40 determines the manner in which the motor 120 generates the feedback current may determine, by the motor control module 80, that the motor 120 is in a power generation state, which may specifically include that the aerial work vehicle is in an active braking state or a downhill state or a towing state, and when the motor 120 is in the power generation state, the processor 40 determines that the motor 120 generates the feedback current.
In addition, the processor 40 may determine that the motor 120 generates the feedback current by detecting a first voltage on the motor side and a second voltage on the battery side by the voltage detection module 50 (e.g., a voltage sensor), and in case that the first voltage is greater than the second voltage, the processor 40 determines that the motor 120 generates the feedback current at this time.
In step S408, the processor controls the first switch module to turn off the conduction from the motor side to the battery side, and controls the second switch module to switch to the conducting state, so that the current sinking module sinks the feedback current.
Specifically, taking the first switch module 10 as the MOS transistor 1, the first switch module 10 as the MOS transistor 2, and the current absorption module 30 as the power resistor for example, in the process of stopping the operation of the motor 120, if the battery temperature is lower than 0 ℃ or the SOC is higher than 95%, and the CPU obtains the voltages at the two ends of the MOS transistor 1, and under the condition that the first voltage at the motor side is greater than the second voltage at the battery side, it is determined that the motor 120 generates the feedback current, at this time, the processor 40 controls the MOS transistor 1 to start the reverse blocking function, prohibits the reverse current from flowing to the battery through the MOS transistor 1, and simultaneously opens the conduction function of the MOS transistor 2, i.e., consumes the feedback current generated by braking through the power resistor, if the battery temperature is higher than 0 ℃ and the SOC is lower than 95%, under this condition, the CPU does not obtain the voltages at the two ends of the MOS transistor 1, controls the MOS transistor 1 to be bidirectionally conductive, controls the MOS transistor 2 to be in the off state, and controls, the battery 110 absorbs the braking current to achieve the energy recovery effect.
The regenerative braking feedback current of the overhead working truck traveling motor 120 is generated in two working conditions, the first is active braking during normal operation. The second is that in the downhill working condition, the rotating speed of the rotor of the walking motor 120 exceeds the rotating speed of the synchronous magnetic field of the motor 120 due to the inertia effect of the gravitational potential energy of the whole machine, the rotating direction of the electromagnetic torque generated by the rotor winding is opposite to the rotating direction of the rotor, and the motor 120 is in a braking state and a power generation state at the moment. No matter what kind of operating mode produced feedback current above, the driver homoenergetic is controlled and detected. The risk that feedback current enters the lithium battery to be charged at low temperature to cause lithium precipitation of the lithium battery is effectively avoided.
In the control process of absorbing the feedback current, the driver can be verified through the built-in voltage sensor, and the verification principle is as follows:
the voltage sensor is used for collecting the voltage between the front end (point A) and the rear end (point B) of the MOS tube 1, the voltage of the point B is always less than or equal to the voltage of the point A in the braking control process, if the voltage of the point B is greater than the voltage of the point A, feedback current flows into the lithium battery, namely, the fact that an element of the driver consuming the feedback current possibly breaks down is meant, and at the moment, the driver can send the fault to the whole machine controller through the bus to remind that the feedback current absorption device fails.
In one embodiment, as shown in fig. 5, a motor driver 500 is provided, in which, on the basis of the motor driver 300 shown in fig. 3, the bypass switch 60 is omitted, the overall controller 130 is omitted, the overall detection element 160 and the overall execution element 170 are added, the motor driver 500 can directly receive the input signal of the overall detection element 160 and can output the signal for controlling the overall execution element 170, the input signal includes the input signals of the switch, the sensor, the operation handle and the like originally connected to the overall controller 130, the output signal includes the output signals for controlling the hydraulic valve, the horn, the lamp, the relay coil and the like, the input signal and the output signal are directly connected to the corresponding ports on the motor driver 500, and the driver performs overall operation control and motor 120 control. In addition, a display screen is added for fault display and parameter setting. The display screen has a bus communication function, and can perform signal interaction with the motor driver 500 and the BMS (battery management system 150).
To sum up, this scheme designs a controlling means for motor drive to the special characteristics of high altitude construction car does not contain mechanical friction brake and operation operating mode, under the low temperature condition, keeps normal walking motor braking performance, absorbs the feedback current that consumes regenerative braking and produce simultaneously, prevents that regenerative braking current from entering the lithium cell, causes the problem that battery 110 separates the lithium. The problem of overcharging that equipment caused for the lithium cell when working under special operating mode under can also be avoided under the full charge state of lithium cell.
The scheme is mainly characterized in that on the basis of the function of the existing driver, the driver is upgraded and improved, so that the driver can normally control the action of the motor and control the on and off of a feedback current line according to a certain condition, the current generated by regenerative braking is blocked under the condition of low temperature or other conditions that lithium batteries are not allowed to be charged, the current is prevented from entering the lithium batteries, and the current is consumed through a braking power resistor.
An embodiment of the invention further provides an aerial work platform comprising a motor driver according to any of the above embodiments.
For specific details and advantages of the aerial work platform provided by the embodiment of the present invention, reference may be made to the above description for the motor driver, and details are not described herein.
According to the solution provided by the invention, the low-temperature pulse charging problem of the lithium battery high-altitude operation vehicle driven by the motor to travel is well solved on the basis of less cost increase by improving and upgrading the prior driver technology and adding the feedback current absorption module. Since the regenerative braking process of the motor is controlled by the driver, the absorption of the feedback current by the driver control can be accurate. Meanwhile, the driver receives battery information data sent by the BMS, and only when the condition is met, the resistance absorption control is started. The regenerative braking feedback current is still charged into the lithium battery at ordinary times. The normal motor braking function can be met, and low-temperature pulse charging of the lithium battery can be avoided. The current is recovered through the lithium battery at normal temperature, so that the power consumption is reduced, and the energy conservation and the improvement on the cruising ability of the equipment are facilitated. In addition, the scheme can also effectively avoid the overcharge risk caused by charging the lithium battery by the generated feedback current under the condition that the lithium battery is fully charged.
The preferred embodiments of the present invention have been described in detail with reference to the accompanying drawings, however, the present invention is not limited to the specific details of the above embodiments, and various simple modifications can be made to the technical solution of the present invention within the technical idea of the present invention, and these simple modifications are within the protective scope of the present invention.
It should be noted that the various features described in the above embodiments may be combined in any suitable manner without departing from the scope of the invention. The invention is not described in detail in order to avoid unnecessary repetition.
In addition, any combination of the various embodiments of the present invention is also possible, and the same should be considered as the disclosure of the present invention as long as it does not depart from the spirit of the present invention.
Claims (14)
1. A control apparatus for a motor driver including a battery side for connection with a battery and a motor side for connection with a motor, comprising:
the current absorption module is used for absorbing feedback current generated by the motor;
a first switch module connected in series to a power supply circuit between the battery side and the motor side;
a second switch module; and
a processor configured to:
determining that the battery is in a charge disabled state;
determining that the motor generates feedback current; and
and controlling the first switch module to switch off the conduction from the motor side to the battery side, and controlling the second switch module to switch to a conduction state, so that the current absorption module absorbs the feedback current.
2. The control device of claim 1, wherein the charge inhibiting state comprises one of:
the temperature of the battery is below a predetermined temperature threshold;
the battery charge is above a predetermined battery charge threshold.
3. The control device of claim 1, wherein the processor being configured to determine that the battery is in a disabled state of charge comprises:
the processor is configured to:
acquiring state information of the battery, and determining that the battery is in a charging prohibition state according to the state information; or
A signal is acquired indicating that the battery is in a disabled state of charge.
4. The control device of claim 1, wherein the processor being configured to determine that the motor is generating a back-off current comprises:
the processor is configured to: and under the condition that the motor is determined to be in the power generation state, determining that the motor generates feedback current.
5. The control device according to claim 1, characterized by further comprising:
the voltage detection module is used for respectively detecting a first voltage at the motor side and a second voltage at the battery side;
the processor being configured to determine that the motor is generating a back-off current comprises:
the processor is configured to: and determining that the motor generates feedback current under the condition that the first voltage is greater than the second voltage.
6. The control device of claim 1, wherein the first switch module comprises at least one of:
a field effect transistor;
an insulated gate bipolar transistor;
a switch and a diode connected in parallel, wherein an anode of the diode is electrically connected to the battery side and a cathode of the diode is electrically connected to the motor side.
7. The control device according to claim 1, characterized by further comprising:
a bypass switch connected in parallel with the first switch module;
the processor is further configured to control the bypass switch to conduct if a failure of the first switch module is detected.
8. Control device according to claim 1, characterized in that the current sink module comprises an energy consuming element and/or an energy storing element.
9. The control device of claim 8, wherein the energy dissipating element is a brake resistor.
10. The control device according to claim 8, characterized by further comprising:
a temperature sensor for detecting a temperature of the energy consuming element;
the processor is further configured to receive a temperature detected by the temperature sensor and to issue a fault signal to limit operation of the motor if the temperature is above a preset temperature threshold.
11. A motor driver is applied to an overhead working truck and is characterized by comprising:
the motor control module is used for controlling the motor to work;
a communication module for communicating with a battery management system of the battery;
the control device for a motor driver according to any one of claims 1 to 10;
wherein the processor is further configured to obtain status information of the battery or a signal indicating that the battery is in a disabled state of charge from the battery management system via the communication module.
12. The motor drive of claim 11 wherein the communication module communicates with the battery management system via a CAN bus.
13. The motor driver of claim 11, further comprising:
a housing provided with a socket into which the current sink module is inserted from outside the housing.
14. An aerial work platform comprising a motor drive according to any one of claims 11 to 13.
Priority Applications (2)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202011323352.2A CN112910068A (en) | 2020-11-23 | 2020-11-23 | Control device for motor driver, motor driver and overhead working truck |
| PCT/CN2021/086348 WO2022105098A1 (en) | 2020-11-23 | 2021-04-12 | Control device for motor driver, motor driver, and aerial platform truck |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
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| CN202011323352.2A CN112910068A (en) | 2020-11-23 | 2020-11-23 | Control device for motor driver, motor driver and overhead working truck |
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| CN112910068A true CN112910068A (en) | 2021-06-04 |
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| CN202011323352.2A Pending CN112910068A (en) | 2020-11-23 | 2020-11-23 | Control device for motor driver, motor driver and overhead working truck |
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| Country | Link |
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| CN (1) | CN112910068A (en) |
| WO (1) | WO2022105098A1 (en) |
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| WO2022105098A1 (en) | 2022-05-27 |
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Application publication date: 20210604 |