CN113890407A - Electric control device, control method and system based on vehicle-mounted charger and inverter - Google Patents

Electric control device, control method and system based on vehicle-mounted charger and inverter Download PDF

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Publication number
CN113890407A
CN113890407A CN202111074283.0A CN202111074283A CN113890407A CN 113890407 A CN113890407 A CN 113890407A CN 202111074283 A CN202111074283 A CN 202111074283A CN 113890407 A CN113890407 A CN 113890407A
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axis
instruction
inverter
rectifier
current
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CN113890407B (en
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高加楼
蒋栋
李柏杨
周敏
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Huazhong University of Science and Technology
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Huazhong University of Science and Technology
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    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02M—APPARATUS FOR CONVERSION BETWEEN AC AND AC, BETWEEN AC AND DC, OR BETWEEN DC AND DC, AND FOR USE WITH MAINS OR SIMILAR POWER SUPPLY SYSTEMS; CONVERSION OF DC OR AC INPUT POWER INTO SURGE OUTPUT POWER; CONTROL OR REGULATION THEREOF
    • H02M7/00—Conversion of ac power input into dc power output; Conversion of dc power input into ac power output
    • H02M7/66—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
    • 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
    • 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
    • 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
    • H02J3/00—Circuit arrangements for ac mains or ac distribution networks
    • H02J3/38—Arrangements for parallely feeding a single network by two or more generators, converters or transformers
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02M—APPARATUS FOR CONVERSION BETWEEN AC AND AC, BETWEEN AC AND DC, OR BETWEEN DC AND DC, AND FOR USE WITH MAINS OR SIMILAR POWER SUPPLY SYSTEMS; CONVERSION OF DC OR AC INPUT POWER INTO SURGE OUTPUT POWER; CONTROL OR REGULATION THEREOF
    • H02M3/00—Conversion of dc power input into dc power output
    • H02M3/22—Conversion of dc power input into dc power output with intermediate conversion into ac
    • H02M3/24—Conversion of dc power input into dc power output with intermediate conversion into ac by static converters
    • H02M3/28—Conversion of dc power input into dc power output with intermediate conversion into ac by static converters using discharge tubes with control electrode or semiconductor devices with control electrode to produce the intermediate ac
    • H02M3/325—Conversion of dc power input into dc power output with intermediate conversion into ac by static converters using discharge tubes with control electrode or semiconductor devices with control electrode to produce the intermediate ac using devices of a triode or a transistor type requiring continuous application of a control signal
    • H02M3/335—Conversion of dc power input into dc power output with intermediate conversion into ac by static converters using discharge tubes with control electrode or semiconductor devices with control electrode to produce the intermediate ac using devices of a triode or a transistor type requiring continuous application of a control signal using semiconductor devices only
    • H02M3/33569—Conversion of dc power input into dc power output with intermediate conversion into ac by static converters using discharge tubes with control electrode or semiconductor devices with control electrode to produce the intermediate ac using devices of a triode or a transistor type requiring continuous application of a control signal using semiconductor devices only having several active switching elements
    • H02M3/33576—Conversion of dc power input into dc power output with intermediate conversion into ac by static converters using discharge tubes with control electrode or semiconductor devices with control electrode to produce the intermediate ac using devices of a triode or a transistor type requiring continuous application of a control signal using semiconductor devices only having several active switching elements having at least one active switching element at the secondary side of an isolation transformer
    • H02M3/33584—Bidirectional converters
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02M—APPARATUS FOR CONVERSION BETWEEN AC AND AC, BETWEEN AC AND DC, OR BETWEEN DC AND DC, AND FOR USE WITH MAINS OR SIMILAR POWER SUPPLY SYSTEMS; CONVERSION OF DC OR AC INPUT POWER INTO SURGE OUTPUT POWER; CONTROL OR REGULATION THEREOF
    • H02M7/00—Conversion of ac power input into dc power output; Conversion of dc power input into ac power output
    • H02M7/42—Conversion of dc power input into ac power output without possibility of reversal
    • H02M7/44—Conversion of dc power input into ac power output without possibility of reversal by static converters
    • H02M7/48—Conversion of dc power input into ac power output without possibility of reversal by static converters using discharge tubes with control electrode or semiconductor devices with control electrode
    • H02M7/483—Converters with outputs that each can have more than two voltages levels
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02P—CONTROL OR REGULATION OF ELECTRIC MOTORS, ELECTRIC GENERATORS OR DYNAMO-ELECTRIC CONVERTERS; CONTROLLING TRANSFORMERS, REACTORS OR CHOKE COILS
    • H02P21/00—Arrangements or methods for the control of electric machines by vector control, e.g. by control of field orientation
    • H02P21/14—Estimation or adaptation of machine parameters, e.g. flux, current or voltage
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02P—CONTROL OR REGULATION OF ELECTRIC MOTORS, ELECTRIC GENERATORS OR DYNAMO-ELECTRIC CONVERTERS; CONTROLLING TRANSFORMERS, REACTORS OR CHOKE COILS
    • H02P21/00—Arrangements or methods for the control of electric machines by vector control, e.g. by control of field orientation
    • H02P21/14—Estimation or adaptation of machine parameters, e.g. flux, current or voltage
    • H02P21/18—Estimation of position or speed
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02P—CONTROL OR REGULATION OF ELECTRIC MOTORS, ELECTRIC GENERATORS OR DYNAMO-ELECTRIC CONVERTERS; CONTROLLING TRANSFORMERS, REACTORS OR CHOKE COILS
    • H02P21/00—Arrangements or methods for the control of electric machines by vector control, e.g. by control of field orientation
    • H02P21/14—Estimation or adaptation of machine parameters, e.g. flux, current or voltage
    • H02P21/20—Estimation of torque
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02P—CONTROL OR REGULATION OF ELECTRIC MOTORS, ELECTRIC GENERATORS OR DYNAMO-ELECTRIC CONVERTERS; CONTROLLING TRANSFORMERS, REACTORS OR CHOKE COILS
    • H02P27/00—Arrangements or methods for the control of AC motors characterised by the kind of supply voltage
    • H02P27/04—Arrangements or methods for the control of AC motors characterised by the kind of supply voltage using variable-frequency supply voltage, e.g. inverter or converter supply voltage
    • H02P27/06—Arrangements or methods for the control of AC motors characterised by the kind of supply voltage using variable-frequency supply voltage, e.g. inverter or converter supply voltage using dc to ac converters or inverters
    • H02P27/08—Arrangements or methods for the control of AC motors characterised by the kind of supply voltage using variable-frequency supply voltage, e.g. inverter or converter supply voltage using dc to ac converters or inverters with pulse width modulation
    • H02P27/085—Arrangements or methods for the control of AC motors characterised by the kind of supply voltage using variable-frequency supply voltage, e.g. inverter or converter supply voltage using dc to ac converters or inverters with pulse width modulation wherein the PWM mode is adapted on the running conditions of the motor, e.g. the switching frequency
    • 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
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/40—Drive Train control parameters
    • B60L2240/42—Drive Train control parameters related to electric machines
    • B60L2240/421—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
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/40—Drive Train control parameters
    • B60L2240/42—Drive Train control parameters related to electric machines
    • B60L2240/423—Torque
    • 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
    • Y02T10/64—Electric machine technologies 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
    • 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

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

Abstract

The invention discloses an electric control device, a control method and a system based on a vehicle-mounted charger and an inverter, and belongs to the field of electric automobiles. Under the motor driving working condition, the vehicle-mounted charger capable of bidirectionally flowing electric energy is connected with the inverter in parallel, and the vehicle-mounted charger and the inverter output current to the driving motor together so as to complete the control of the torque and the rotating speed of the driving motor. The invention can improve the integral peak current of the electric control device under the condition of not increasing any cost and space occupation by the auxiliary action of the bidirectional vehicle-mounted charger, thereby improving the peak torque and the maximum rotating speed when the motor is driven; the current of the bidirectional vehicle-mounted charger and the current of the inverter are reasonably distributed, so that the overall efficiency of the electric control device is improved. The invention is suitable for the field of new energy automobiles.

Description

Electric control device, control method and system based on vehicle-mounted charger and inverter
Technical Field
The invention belongs to the field of electric automobiles, and particularly relates to an electric control device, a control method and a system based on a vehicle-mounted charger and an inverter.
Background
The development of new energy automobiles is a necessary way for China to move from the automobile kingdom to the automobile forcing country, and is a strategic measure for coping with climate change and promoting green development. By 2025, the average power consumption of the new pure electric passenger vehicle is reduced to 12 kilowatt-hour/hundred kilometers. In the art, it has been proposed to make technical breakthroughs in key technologies such as vehicle-scale chips, vehicle operating systems, novel electronic and electrical architectures, and high-efficiency and high-density driving motor systems.
In the existing new energy automobile electrical architecture, a vehicle-mounted charger and a driving motor system are mutually independent and have no electrical connection. In patent CN110667418A, a driving motor system is proposed to construct an AC/DC rectification conversion link of a vehicle-mounted charger, so as to reduce the cost and space occupation of the whole electrical system, but under the grid-connected condition, the motor may be negatively affected. However, the technology also provides a concept that the vehicle-mounted charger and the driving motor system are effectively combined to realize improvement on the existing vehicle-mounted electrical architecture, so that the efficiency of the electrical system is improved or the cost is reduced.
Disclosure of Invention
The invention aims to provide an electric control device, a control method and a system based on a vehicle-mounted charger and an inverter, which are applicable to pure electric vehicles, plug-in hybrid electric vehicles and fuel cell vehicles and can effectively improve the comprehensive power of a motor driver of the electric vehicles.
According to a first aspect of the invention, an electric control device based on a vehicle-mounted charger and an inverter is provided, which comprises the vehicle-mounted charger, the inverter, a plurality of circuit breakers and electrical connection relations among the components, wherein electric energy can flow in two directions;
the vehicle-mounted charger with the bidirectional electric energy flow comprises a high-frequency transformer, two groups of H-bridge circuits, a PWM rectifier and an alternating current side filter element; the two groups of H-bridge circuits are respectively positioned on the primary side and the secondary side of the high-frequency transformer, so that the electric energy of the vehicle-mounted charger can flow in two directions; the positive and negative electrode ports of the filter capacitor in the H-bridge circuit at the primary side of the high-frequency transformer are led out to form a direct current side interface I of the vehicle-mounted chargerDC-OBC(ii) a One end of each AC filter element is connected to a corresponding bridge arm in the PWM rectifier, and an AC side interface I forming a vehicle-mounted charger is led out from the other end of each AC filter elementAC-OBC；
The positive and negative poles of the DC side support capacitor of the inverter are led out to form a DC side interface I of the inverterDC-INV(ii) a The number of phases of the inverter is consistent with that of the driving motor, and the neutral point of each bridge arm of the inverter is led out to form an alternating current side interface I of the inverterAC-INV；
The positive and negative poles of the DC side support capacitor of the inverter are led out to form a DC side interface I of the inverterDC-INV(ii) a The neutral point of each bridge arm of the inverter is led out to form an alternating current side interface I of the inverterAC-INV；
The number of the circuit breakers is the same as the number of phases of the inverter, each circuit breaker comprises a mechanical or solid-state switch and two wiring ports IS1And IS2。
The vehicle-mounted charger further comprises a power grid interface, wherein the power grid interface comprises a voltage sensor and a circuit breaker, the voltage sensor is used for detecting a power grid voltage signal, and the circuit breaker is used for connecting the inductor of the vehicle-mounted charger with a power grid; the grid interface has two groups of terminals IG1And IG2；
The electrical connection between the above components is as follows: DC side interface I of inverterDC-INVDC side interface I with vehicle-mounted chargerDC-OBCParallel inverter DC side interface IDC-INVThe high-voltage battery is led out to form a high-voltage battery wiring port; AC side interface I of vehicle-mounted chargerAC-OBCAnd open circuitConnector wiring port IS1AC side interface I of vehicle-mounted chargerAC-OBCI interface to the gridG1Connecting; i of the grid interfaceG2Connecting the power grid with a three-phase power grid or a single-phase power grid; connection port I of circuit breakerS2AC side interface I with inverterAC-INVConnecting; AC side interface I of inverterAC-INVAnd the lead-out part is led out to form a wiring port of the driving motor.
Further, the PWM rectifier is composed of two-level or three-level bridge arms, the number of the bridge arms is the same as the number of phases of the inverter, and the PWM rectifier has a characteristic that electric energy can flow bidirectionally due to a characteristic that the current of the two-level or three-level bridge arms can flow bidirectionally.
Further, the vehicle-mounted charger further comprises a resonance unit formed by an inductor and a capacitor, wherein the resonance unit is located on the primary side of the high-frequency transformer, and the resonance unit has resonance characteristics at fixed frequency, so that the two groups of H-bridge circuits can work in a soft switching state.
Furthermore, the number of the elements of the alternating current side filter element is consistent with that of the bridge arms of the PWM rectifier, and each element is an L-type or LCL-type filter formed by an inductor and an optional capacitor.
Has the advantages that: according to the invention, the vehicle-mounted charger and the inverter are connected in parallel to supply power to the motor together, so that a current larger than that of the inverter can be provided, and the instantaneous peak power of the electric drive system is improved; the power distribution between the vehicle-mounted charger and the inverter can be optimized, and the overall efficiency of the electric drive system under different driving working conditions is improved.
The invention provides a control method of an electric control device based on a vehicle-mounted charger and an inverter, and the control method is used for controlling the working modes of the device under the motor driving working condition and the grid-connected charging working condition respectively.
Under the working condition of motor driving, the circuit breaker is closed, an alternating current filter inductor of the vehicle-mounted charger is connected with an alternating current side interface of the inverter in parallel, a PWM rectifier of the vehicle-mounted charger implements an inductive current control algorithm and a modulation algorithm, an H bridge circuit of the vehicle-mounted charger implements a voltage control algorithm and a modulation algorithm, the inverter implements a motor control algorithm and a modulation algorithm, and the vehicle-mounted charger and the inverter output current to the driving motor together to complete the control of the torque and the rotating speed of the motor; the method specifically comprises the following steps:
s1, calculating a rotating speed error between a rotating speed instruction and an acquired rotating speed signal, and calculating to obtain a torque instruction according to the rotating speed error;
s2, calculating to obtain a dq axis current instruction of the motor according to a constraint relation among the torque instruction, the rotating speed signal, the direct current bus voltage and the dq axis current of the motor;
s3, calculating a dq axis current error between the dq axis current instruction and the dq axis current component to obtain a dq axis regulating voltage instruction and a dq axis control voltage instruction, performing inverse Park conversion to obtain an alpha beta axis control voltage instruction, and outputting a driving signal of the inverter power switch to the inverter according to a vector relation between the alpha beta axis control voltage instruction and an inverter voltage vector;
s4, weighting the dq axis current instruction, calculating to obtain the regulated voltage of the PWM rectifier, adding the alpha beta axis control voltage instruction to the corresponding component of the regulated voltage of the PWM rectifier to obtain the control voltage of the PWM rectifier, and outputting a driving signal of the PWM rectifier to the PWM rectifier;
s5, collecting voltages at two ends of a filter capacitor in the secondary side H-bridge circuit, and calculating to obtain driving signals of two groups of H-bridge circuits;
s6, according to a driving signal of a PWM rectifier of the vehicle-mounted charger, a driving signal of an H-bridge circuit of the vehicle-mounted charger and a driving signal of an inverter, the vehicle-mounted charger and the inverter output current to a driving motor together to complete control of torque and rotating speed of the motor;
under the working condition of grid-connected charging, the circuit breaker is disconnected, the vehicle-mounted charger and the inverter are decoupled on the alternating current side, the circuit breaker in the power grid interface is operated to enable the alternating current side filter inductor of the vehicle-mounted charger to be connected with a power grid, a PWM rectifier of the vehicle-mounted charger implements a grid-connected current control algorithm and a modulation algorithm, and an H-bridge circuit of the vehicle-mounted charger implements a voltage control algorithm and a modulation algorithm to complete electric energy conversion from the power grid to a battery; all power switches of the inverter are blocked.
Has the advantages that: the on-off mode of the circuit breaker is reasonably selected to match the working condition requirements of the device, and under the working condition of motor driving, the vehicle-mounted charger and the inverter drive the motor together; under the grid-connected charging working condition, the inverter and the driving motor are effectively decoupled from the power grid, and the charging process cannot generate negative effects on the driving motor.
According to a third aspect of the invention, a control system of an electric control device based on a vehicle-mounted charger and an inverter is provided, and comprises a motor rotating speed regulator, a motor dq axis current instruction generation module, an inverter current control module, a PWM rectifier current control module of the vehicle-mounted charger, and an isolation DC/DC converter voltage control module of the vehicle-mounted charger;
the motor rotating speed regulator receives a rotating speed instruction from an upper controller by acquiring a rotating speed signal and a rotor position signal of a driving motor, calculates a rotating speed error between the rotating speed instruction and the rotating speed signal, inputs the rotating speed error to the rotating speed PID regulator to calculate to obtain a torque instruction, outputs the torque instruction and the rotating speed signal to the motor dq shaft current instruction generation module, and outputs the rotor position signal and the rotating speed signal to the inverter current control module and the PWM rectifier current control module of the vehicle-mounted charger;
the motor dq axis current instruction generation module receives a torque instruction and a rotating speed signal from the motor rotating speed regulator, acquires the DC bus voltage of the inverter, calculates the dq axis current instruction of the motor according to the constraint relation among the torque instruction, the rotating speed signal, the DC bus voltage and the dq axis current of the motor, and outputs the dq axis current instruction to the inverter current control module and the PWM rectifier current control module of the vehicle-mounted charger; the constraint relation among the torque command, the rotating speed signal, the direct current bus voltage and the motor dq axis current is obtained by looking up a table, the table is obtained by off-line measurement and stored in a controller hardware carrier in the form of a data table, the table is also called as an MTPA & weak magnetic control lookup table in the industry, and the MTPA is a maximum torque current ratio;
the inverter current control module comprises a Park conversion unit, a dq-axis current regulator, a dq-axis back electromotive force feedforward calculation unit, an inverse Park conversion unit and an inverter space vector modulation unit;
the Park transformation unit receives a rotor position signal from the motor rotating speed regulator, acquires phase current of the driving motor, performs Park transformation calculation on the phase current, calculates a d-axis position angle of the rotor provided by the rotor position signal to obtain a dq-axis current component of the driving motor, and outputs the dq-axis current component to the dq-axis current regulator and the dq-axis back electromotive force feedforward calculation unit;
the dq-axis current regulator receives the dq-axis current component from the Park conversion unit and a dq-axis current instruction of a motor dq-axis current instruction generation module, calculates a dq-axis current error between the dq-axis current instruction and the dq-axis current component, inputs the dq-axis current error into the PID current regulator of the dq-axis respectively for calculation to obtain a dq-axis regulation voltage instruction, and outputs the dq-axis regulation voltage instruction to the dq-axis back electromotive force feedforward calculation unit;
the dq axis counter electromotive force feedforward calculation unit receives a rotating speed signal from the motor rotating speed regulator, a dq axis current component of the Park conversion unit and a dq axis regulating voltage instruction of the dq axis current regulator, calculates to obtain a dq axis feedforward voltage instruction according to a motor dq axis voltage equation, adds the dq axis feedforward voltage instruction to a corresponding dq axis regulating voltage instruction to obtain a dq axis control voltage instruction, and outputs the dq axis control voltage instruction to the inverse Park conversion unit;
the inverse Park conversion unit receives a dq axis control voltage instruction from the dq axis back electromotive force feedforward calculation unit and a rotor position signal of a motor speed regulator, carries out inverse Park coordinate conversion operation on the dq axis control voltage instruction, calculates an angle used in calculation as a rotor d axis position angle provided by the rotor position signal to obtain an alpha beta axis control voltage instruction, and outputs the alpha beta axis control voltage instruction to the inverter space vector modulation unit;
the inverter space vector modulation unit receives an alpha and beta axis control voltage command from the inverse Park conversion unit, selects two effective vectors and a zero vector to synthesize a required control voltage command according to a vector relation between the alpha and beta axis control voltage command and 8 voltage vectors of the inverter, calculates a driving signal of a power switch of the inverter and outputs the driving signal to the inverter;
the control system comprises a PWM rectifier current control module of a vehicle-mounted charger, a motor speed regulator, a motor dq axis current instruction generation module, an alpha beta axis control voltage instruction of an inverter current control module, a PWM rectifier driving module and a power switch, wherein the PWM rectifier current control module receives a rotor position signal from the motor speed regulator, specially weights the dq axis current instruction to obtain a weighted current instruction, then executes an output current control algorithm of the PWM rectifier to calculate the regulated voltage of the PWM rectifier, then adds the alpha beta axis control voltage instruction of the inverter current control module to a corresponding component of the regulated voltage of the PWM rectifier to obtain the control voltage of the PWM rectifier, and finally executes a modulation algorithm of the PWM rectifier according to the PWM control voltage of the rectifier to output a driving signal of the PWM rectifier to the power switch in the PWM rectifier;
and an isolation DC/DC converter voltage control module of the vehicle-mounted charger collects the voltages at two ends of a filter capacitor in an auxiliary H-bridge circuit of the isolation DC/DC converter and executes a capacitor voltage control algorithm to obtain driving signals of power switches in two groups of H-bridge circuits.
Further, the PWM rectifier current control module of the vehicle-mounted charger comprises a dq axis current instruction weighting calculation unit, a rectifier Park conversion unit, a rectifier dq axis current control unit, a rectifier inverse Park conversion unit, an alpha beta axis voltage feedforward calculation unit and a PWM rectifier modulation unit;
the dq-axis current instruction weighting calculation unit is used for receiving a dq-axis current instruction from the motor dq-axis current instruction generation module, performing special weighting processing on the instruction to obtain a rectifier dq-axis current instruction, and outputting the rectifier dq-axis current instruction to the rectifier dq-axis current control unit;
the rectifier Park conversion unit receives a rotor position signal from the motor rotating speed regulator, acquires a current signal on a filter inductor of the rectifier, performs Park coordinate conversion calculation on the current signal, calculates an angle used in the calculation as a rotor d-axis position angle provided by the rotor position signal to obtain a rectifier dq-axis current signal, and outputs the rectifier dq-axis current signal to the rectifier dq-axis current control unit;
the rectifier dq axis current control unit receives a rectifier dq axis current instruction from the dq axis current instruction weighting calculation unit and a rectifier dq axis current signal of the rectifier Park conversion unit, calculates an error value of the instruction and the signal, inputs the error value into the PID regulator to calculate a rectifier dq axis regulating voltage instruction, and outputs the rectifier dq axis regulating voltage instruction to the rectifier inverse Park conversion unit;
the rectifier inverse Park conversion unit receives a rotor position signal from the motor rotating speed regulator and a rectifier dq axis regulating voltage instruction of the rectifier dq axis current control unit, performs inverse Park coordinate conversion calculation on the regulating voltage instruction, calculates an angle used in calculation as a rotor d axis position angle provided by the rotor position signal to obtain a rectifier alpha beta axis regulating voltage instruction, and outputs the rectifier alpha beta axis regulating voltage instruction to the alpha beta axis voltage feedforward calculation unit;
the alpha and beta axis voltage feedforward calculation unit is used for receiving a rectifier alpha and beta axis regulating voltage instruction from the rectifier inverse Park conversion unit and an alpha and beta axis control voltage instruction from the inverter current control module, adding the alpha and beta axis control voltage instruction from the inverter current control module to the corresponding rectifier alpha and beta axis regulating voltage instruction to obtain a rectifier alpha and beta axis control voltage, and outputting the rectifier alpha and beta axis control voltage to the PWM rectifier modulation unit;
and the PWM rectifier modulation unit receives the rectifier alpha and beta axis control voltage from the alpha and beta axis voltage feedforward calculation unit, calculates a driving signal of the rectifier power switch according to the vector relation between the alpha and beta axis control voltage and the rectifier voltage vector, and outputs the driving signal to the power switch of the PWM rectifier.
Further, a dq axis current instruction weighting calculation unit in a PWM rectifier current control module of the vehicle-mounted charger comprises a dq axis current instruction weighting coefficient lookup table;
the dq axis current instruction weighting coefficient query table is used for receiving a dq axis current instruction from the motor dq axis current instruction generating module, calculating a rectifier dq axis current instruction which can enable system loss and efficiency to achieve the optimal effect according to the motor dq axis current instruction, the inverter efficiency table and the vehicle-mounted charger efficiency table, and outputting the rectifier dq axis current instruction to the rectifier dq axis current control unit;
the inverter efficiency table is a data relation table among the efficiency of the inverter, the power factor, the modulation coefficient and the output power of the inverter, is obtained by offline measurement, and is loaded in a controller hardware carrier in a data table mode;
the vehicle-mounted charger efficiency table is a data relation table among the efficiency of the vehicle-mounted charger, the power factor, the modulation factor and the output power of a PWM rectifier of the vehicle-mounted charger, is obtained through off-line measurement, and is stored in a controller hardware carrier in a data table mode.
Has the advantages that: according to the invention, the current distribution of the vehicle-mounted charger and the inverter under the motor driving working condition is changed by controlling the output current of the vehicle-mounted charger, and the bidirectional vehicle-mounted charger is used as an auxiliary driving motor controller, namely, a part of the electric control device, so that the efficiency of the electric control device during motor driving is optimized and improved under the same driving working condition, the driving capability of the electric control device is enhanced, and the electric control device has higher efficiency in a very wide operating range compared with a single-inverter power supply device.
Drawings
Fig. 1 is a hardware schematic diagram of an electric control device according to an embodiment of the present invention;
fig. 2 is a working schematic diagram of an electric control device provided by the embodiment of the invention under a motor driving condition;
fig. 3 is a working schematic diagram of the electric control device provided by the embodiment of the invention under a grid-connected charging condition;
fig. 4 is a block diagram of a control system of the electric control device provided in the embodiment of the present invention under a motor driving condition.
Detailed Description
In order to make the objects, technical solutions and advantages of the present invention more apparent, the present invention is described in further detail below with reference to the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are merely illustrative of the invention and are not intended to limit the invention. In addition, the technical features involved in the embodiments of the present invention described below may be combined with each other as long as they do not conflict with each other.
The invention provides an electric control device based on a vehicle-mounted charger and an inverter, which comprises the vehicle-mounted charger, the inverter, a plurality of circuit breakers and electrical connection relations among the components, wherein the vehicle-mounted charger can bidirectionally flow electric energy;
the vehicle-mounted charger with bidirectional electric energy flow comprises a high-frequency transformerThe transformer, two groups of H-bridge circuits, the PWM rectifier and the alternating current side filter element; the two groups of H-bridge circuits are respectively positioned on the primary side and the secondary side of the high-frequency transformer, so that the electric energy of the vehicle-mounted charger can flow in two directions; the positive and negative electrode ports of the filter capacitor in the H-bridge circuit at the primary side of the high-frequency transformer are led out to form a direct current side interface I of the vehicle-mounted chargerDC-OBC(ii) a One end of each AC filter element is connected to a corresponding bridge arm in the PWM rectifier, and an AC side interface I forming a vehicle-mounted charger is led out from the other end of each AC filter elementAC-OBC；
The positive and negative poles of the DC side support capacitor of the inverter are led out to form a DC side interface I of the inverterDC-INV(ii) a The number of phases of the inverter is consistent with that of the driving motor, and the neutral point of each bridge arm of the inverter is led out to form an alternating current side interface I of the inverterAC-INV；
The positive and negative poles of the DC side support capacitor of the inverter are led out to form a DC side interface I of the inverterDC-INV(ii) a The neutral point of each bridge arm of the inverter is led out to form an alternating current side interface I of the inverterAC-INV；
The number of the circuit breakers is the same as the number of phases of the inverter, each circuit breaker comprises a mechanical or solid-state switch and two wiring ports IS1And IS2；
The power grid interface comprises a voltage sensor and a circuit breaker, wherein the voltage sensor is used for detecting a power grid voltage signal, and the circuit breaker is used for connecting the inductor of the vehicle-mounted charger with a power grid; the grid interface has two groups of terminals IG1And IG2；
The electrical connection between the above components is as follows: DC side interface I of inverterDC-INVDC side interface I with vehicle-mounted chargerDC-OBCParallel inverter DC side interface IDC-INVThe high-voltage battery is led out to form a high-voltage battery wiring port; AC side interface I of vehicle-mounted chargerAC-OBCConnection port I with circuit breakerS1AC side interface I of vehicle-mounted chargerAC-OBCI interface to the gridG1Connecting; i of the grid interfaceG2Connecting the power grid with a three-phase power grid or a single-phase power grid; connection port I of circuit breakerS2And inversionAC side interface I of deviceAC-INVConnecting; AC side interface I of inverterAC-INVAnd the lead-out part is led out to form a wiring port of the driving motor.
Specifically, the PWM rectifier is composed of two-level or three-level bridge arms, the number of the bridge arms is the same as the number of phases of the inverter, and the PWM rectifier has a characteristic that electric energy can flow in both directions due to a characteristic that the current of the two-level or three-level bridge arms can flow in both directions.
Specifically, the vehicle-mounted charger further comprises a resonance unit formed by an inductor and a capacitor, wherein the resonance unit is located on the primary side of the high-frequency transformer, and the resonance unit has resonance characteristics at fixed frequency, so that the two groups of H-bridge circuits can work in a soft switching state.
Specifically, the number of elements of the ac-side filter element is the same as the number of arms of the PWM rectifier, and each element is an L-type or LCL-type filter formed by an inductor and an optional capacitor.
The invention also provides a control method of the electric control device based on the vehicle-mounted charger and the inverter, and the working modes of the device are respectively under the motor driving working condition and the grid-connected charging working condition.
Under the working condition of motor driving, the circuit breaker is closed, an alternating current filter inductor of the vehicle-mounted charger is connected with an alternating current side interface of the inverter in parallel, a PWM rectifier of the vehicle-mounted charger implements an inductive current control algorithm and a modulation algorithm, an H bridge circuit of the vehicle-mounted charger implements a voltage control algorithm and a modulation algorithm, the inverter implements a motor control algorithm and a modulation algorithm, and the vehicle-mounted charger and the inverter output current to the driving motor together to complete the control of the torque and the rotating speed of the motor; the method specifically comprises the following steps:
s1, calculating a rotating speed error between a rotating speed instruction and an acquired rotating speed signal, and calculating to obtain a torque instruction according to the rotating speed error;
s2, calculating to obtain a dq axis current instruction of the motor according to a constraint relation among the torque instruction, the rotating speed signal, the direct current bus voltage and the dq axis current of the motor;
s3, calculating a dq axis current error between the dq axis current instruction and the dq axis current component to obtain a dq axis regulating voltage instruction and a dq axis control voltage instruction, performing inverse Park conversion to obtain an alpha beta axis control voltage instruction, and outputting a driving signal of the inverter power switch to the inverter according to a vector relation between the alpha beta axis control voltage instruction and an inverter voltage vector;
s4, weighting the dq axis current instruction, calculating to obtain the regulated voltage of the PWM rectifier, adding the alpha beta axis control voltage instruction to the corresponding component of the regulated voltage of the PWM rectifier to obtain the control voltage of the PWM rectifier, and outputting a driving signal of the PWM rectifier to the PWM rectifier;
s5, collecting voltages at two ends of a filter capacitor in the secondary side H-bridge circuit, and calculating to obtain driving signals of two groups of H-bridge circuits;
s6, according to a driving signal of a PWM rectifier of the vehicle-mounted charger, a driving signal of an H-bridge circuit of the vehicle-mounted charger and a driving signal of an inverter, the vehicle-mounted charger and the inverter output current to a driving motor together to complete control of torque and rotating speed of the motor;
under the working condition of grid-connected charging, the circuit breaker is disconnected, the vehicle-mounted charger and the inverter are decoupled on the alternating current side, the circuit breaker in the power grid interface is operated to enable the alternating current side filter inductor of the vehicle-mounted charger to be connected with a power grid, a PWM rectifier of the vehicle-mounted charger implements a grid-connected current control algorithm and a modulation algorithm, and an H-bridge circuit of the vehicle-mounted charger implements a voltage control algorithm and a modulation algorithm to complete electric energy conversion from the power grid to a battery; all power switches of the inverter are blocked.
The on-off mode of the circuit breaker is reasonably selected to match the working condition requirements of the device, and under the working condition of motor driving, the vehicle-mounted charger and the inverter drive the motor together; under the grid-connected charging working condition, the inverter and the driving motor are effectively decoupled from the power grid, and the charging process cannot generate negative effects on the driving motor.
The invention also provides a control system of the electric control device based on the vehicle-mounted charger and the inverter, which comprises a motor rotating speed regulator, a motor dq shaft current instruction generation module, an inverter current control module, a PWM rectifier current control module of the vehicle-mounted charger and an isolation DC/DC converter voltage control module of the vehicle-mounted charger;
the motor rotating speed regulator receives a rotating speed instruction from an upper controller by acquiring a rotating speed signal and a rotor position signal of a driving motor, calculates a rotating speed error between the rotating speed instruction and the rotating speed signal, inputs the rotating speed error to the rotating speed PID regulator to calculate to obtain a torque instruction, outputs the torque instruction and the rotating speed signal to the motor dq shaft current instruction generation module, and outputs the rotor position signal and the rotating speed signal to the inverter current control module and the PWM rectifier current control module of the vehicle-mounted charger;
the motor dq axis current instruction generation module receives a torque instruction and a rotating speed signal from the motor rotating speed regulator, acquires the DC bus voltage of the inverter, calculates the dq axis current instruction of the motor according to the constraint relation among the torque instruction, the rotating speed signal, the DC bus voltage and the dq axis current of the motor, and outputs the dq axis current instruction to the inverter current control module and the PWM rectifier current control module of the vehicle-mounted charger; the constraint relation among the torque command, the rotating speed signal, the direct current bus voltage and the motor dq axis current is obtained by looking up a table, the table is obtained by off-line measurement and stored in a controller hardware carrier in the form of a data table, the table is also called as an MTPA & weak magnetic control lookup table in the industry, and the MTPA is a maximum torque current ratio;
the inverter current control module comprises a Park conversion unit, a dq-axis current regulator, a dq-axis back electromotive force feedforward calculation unit, an inverse Park conversion unit and an inverter space vector modulation unit;
the Park transformation unit receives a rotor position signal from the motor rotating speed regulator, acquires phase current of the driving motor, performs Park transformation calculation on the phase current, calculates a d-axis position angle of the rotor provided by the rotor position signal to obtain a dq-axis current component of the driving motor, and outputs the dq-axis current component to the dq-axis current regulator and the dq-axis back electromotive force feedforward calculation unit;
the dq-axis current regulator receives the dq-axis current component from the Park conversion unit and a dq-axis current instruction of a motor dq-axis current instruction generation module, calculates a dq-axis current error between the dq-axis current instruction and the dq-axis current component, inputs the dq-axis current error into the PID current regulator of the dq-axis respectively for calculation to obtain a dq-axis regulation voltage instruction, and outputs the dq-axis regulation voltage instruction to the dq-axis back electromotive force feedforward calculation unit;
the dq axis counter electromotive force feedforward calculation unit receives a rotating speed signal from the motor rotating speed regulator, a dq axis current component of the Park conversion unit and a dq axis regulating voltage instruction of the dq axis current regulator, calculates to obtain a dq axis feedforward voltage instruction according to a motor dq axis voltage equation, adds the dq axis feedforward voltage instruction to a corresponding dq axis regulating voltage instruction to obtain a dq axis control voltage instruction, and outputs the dq axis control voltage instruction to the inverse Park conversion unit;
the inverse Park conversion unit receives a dq axis control voltage instruction from the dq axis back electromotive force feedforward calculation unit and a rotor position signal of a motor speed regulator, carries out inverse Park coordinate conversion operation on the dq axis control voltage instruction, calculates an angle used in calculation as a rotor d axis position angle provided by the rotor position signal to obtain an alpha beta axis control voltage instruction, and outputs the alpha beta axis control voltage instruction to the inverter space vector modulation unit;
the inverter space vector modulation unit receives an alpha and beta axis control voltage command from the inverse Park conversion unit, selects two effective vectors and a zero vector to synthesize a required control voltage command according to a vector relation between the alpha and beta axis control voltage command and 8 voltage vectors of the inverter, calculates a driving signal of a power switch of the inverter and outputs the driving signal to the inverter;
the control system comprises a PWM rectifier current control module of a vehicle-mounted charger, a motor speed regulator, a motor dq axis current instruction generation module, an alpha beta axis control voltage instruction of an inverter current control module, a PWM rectifier driving module and a power switch, wherein the PWM rectifier current control module receives a rotor position signal from the motor speed regulator, specially weights the dq axis current instruction to obtain a weighted current instruction, then executes an output current control algorithm of the PWM rectifier to calculate the regulated voltage of the PWM rectifier, then adds the alpha beta axis control voltage instruction of the inverter current control module to a corresponding component of the regulated voltage of the PWM rectifier to obtain the control voltage of the PWM rectifier, and finally executes a modulation algorithm of the PWM rectifier according to the PWM control voltage of the rectifier to output a driving signal of the PWM rectifier to the power switch in the PWM rectifier;
and an isolation DC/DC converter voltage control module of the vehicle-mounted charger collects the voltages at two ends of a filter capacitor in an auxiliary H-bridge circuit of the isolation DC/DC converter and executes a capacitor voltage control algorithm to obtain driving signals of power switches in two groups of H-bridge circuits.
Further, the PWM rectifier current control module of the vehicle-mounted charger comprises a dq axis current instruction weighting calculation unit, a rectifier Park conversion unit, a rectifier dq axis current control unit, a rectifier inverse Park conversion unit, an alpha beta axis voltage feedforward calculation unit and a PWM rectifier modulation unit;
the dq-axis current instruction weighting calculation unit is used for receiving a dq-axis current instruction from the motor dq-axis current instruction generation module, performing special weighting processing on the instruction to obtain a rectifier dq-axis current instruction, and outputting the rectifier dq-axis current instruction to the rectifier dq-axis current control unit;
the rectifier Park conversion unit receives a rotor position signal from the motor rotating speed regulator, acquires a current signal on a filter inductor of the rectifier, performs Park coordinate conversion calculation on the current signal, calculates an angle used in the calculation as a rotor d-axis position angle provided by the rotor position signal to obtain a rectifier dq-axis current signal, and outputs the rectifier dq-axis current signal to the rectifier dq-axis current control unit;
the rectifier dq axis current control unit receives a rectifier dq axis current instruction from the dq axis current instruction weighting calculation unit and a rectifier dq axis current signal of the rectifier Park conversion unit, calculates an error value of the instruction and the signal, inputs the error value into the PID regulator to calculate a rectifier dq axis regulating voltage instruction, and outputs the rectifier dq axis regulating voltage instruction to the rectifier inverse Park conversion unit;
the rectifier inverse Park conversion unit receives a rotor position signal from the motor rotating speed regulator and a rectifier dq axis regulating voltage instruction of the rectifier dq axis current control unit, performs inverse Park coordinate conversion calculation on the regulating voltage instruction, calculates an angle used in calculation as a rotor d axis position angle provided by the rotor position signal to obtain a rectifier alpha beta axis regulating voltage instruction, and outputs the rectifier alpha beta axis regulating voltage instruction to the alpha beta axis voltage feedforward calculation unit;
the alpha and beta axis voltage feedforward calculation unit is used for receiving a rectifier alpha and beta axis regulating voltage instruction from the rectifier inverse Park conversion unit and an alpha and beta axis control voltage instruction from the inverter current control module, adding the alpha and beta axis control voltage instruction from the inverter current control module to the corresponding rectifier alpha and beta axis regulating voltage instruction to obtain a rectifier alpha and beta axis control voltage, and outputting the rectifier alpha and beta axis control voltage to the PWM rectifier modulation unit;
and the PWM rectifier modulation unit receives the rectifier alpha and beta axis control voltage from the alpha and beta axis voltage feedforward calculation unit, calculates a driving signal of the rectifier power switch according to the vector relation between the alpha and beta axis control voltage and the rectifier voltage vector, and outputs the driving signal to the power switch of the PWM rectifier.
Further, a dq axis current instruction weighting calculation unit in a PWM rectifier current control module of the vehicle-mounted charger comprises a dq axis current instruction weighting coefficient lookup table;
the dq axis current instruction weighting coefficient query table is used for receiving a dq axis current instruction from the motor dq axis current instruction generating module, calculating a rectifier dq axis current instruction which can enable system loss and efficiency to achieve the optimal effect according to the motor dq axis current instruction, the inverter efficiency table and the vehicle-mounted charger efficiency table, and outputting the rectifier dq axis current instruction to the rectifier dq axis current control unit;
the inverter efficiency table is a data relation table among the efficiency of the inverter, the power factor, the modulation coefficient and the output power of the inverter, is obtained by offline measurement, and is loaded in a controller hardware carrier in a data table mode;
the vehicle-mounted charger efficiency table is a data relation table among the efficiency of the vehicle-mounted charger, the power factor, the modulation factor and the output power of a PWM rectifier of the vehicle-mounted charger, is obtained through off-line measurement, and is stored in a controller hardware carrier in a data table mode.
Fig. 1 shows a hardware schematic diagram of an electric control device based on a vehicle-mounted charger and an inverter, which includes an inverter, two groups of H-bridge circuits, a high-frequency transformer, a PWM rectifier based on a two-level or three-level bridge arm, a rectifier ac filter inductor, a driving motor, a circuit breaker combination K1, and a power grid interface;
the two groups of H-bridge circuits are respectively positioned on the primary side and the secondary side of the high-frequency transformer, and the primary H-bridge circuit and the inverter can share a direct-current supporting capacitor, a radiator and a direct-current bus bar, so that the cost is reduced and the integration level of the device is improved;
the power grid interface comprises a power grid voltage sensor and a breaker switch, wherein the power grid voltage sensor is used for detecting the instantaneous value of the power grid voltage and outputting the instantaneous value to the grid-connected controller; the breaker switch is used for connecting or disconnecting the alternating current filter inductor with a power grid.
Fig. 2 shows a working schematic diagram of the electric control device under the motor driving condition, all circuit breakers in the circuit breaker combination K1 are closed, and the power grid interface disconnects all ports on the alternating current inductors, so that the three alternating current inductors are not directly electrically connected at the power grid interface; at this time, the vehicle-mounted charging and the inverter supply power to the driving motor together.
Fig. 3 shows a working principle diagram of the electric control device under the grid-connected charging condition, all circuit breakers in the circuit breaker combination K1 are disconnected, and the alternating current inductor is connected with a three-phase power grid by a power grid interface; the inverter and the driving motor do not participate in grid-connected operation; the PWM rectifier executes three-phase grid-connected current control, and a bidirectional active bridge circuit composed of two groups of H-bridge circuits and a high-frequency transformer executes a voltage control algorithm, namely, the voltage at two ends of a filter capacitor in the secondary side H-bridge circuit is regulated to be stabilized at a certain voltage value, such as 650V; the PWM rectifier and the bidirectional active bridge circuit cooperate to convert the electric energy of the power grid into the electric energy of the high-voltage battery.
Fig. 4 shows a block diagram of a control system of an inverter and a rectifier of the electric control device under a motor driving condition, which includes a rotation speed regulator, a maximum torque-to-current ratio and flux weakening control lookup table MTPA, an inverter current control loop, a vehicle-mounted charger current instruction weighting coefficient table WIT, and a rectifier current control loop.
The rotation speed regulator firstly collects the rotation speed signal omega of the driving motorrAnd a rotational speed command
Figure BDA0003261645260000151
Obtaining a rotation speed error by difference making, inputting the error into a rotation speed PID regulator ASR, and obtaining a torque instruction by calculation
Figure BDA0003261645260000152
The calculation formula is as follows:
Figure BDA0003261645260000153
wherein Kp_ASR、Ki_ASRAnd Kd_ASRRespectively the proportional, integral and differential coefficients of the ASR.
Torque command
Figure BDA0003261645260000154
Output to a look-up table MTPA, the look-up table is based on omegar、
Figure BDA0003261645260000155
And the measured DC bus voltage udcOutputting a d-axis current command of the motor
Figure BDA0003261645260000156
And q-axis current command
Figure BDA0003261645260000157
The lookup table MTPA is obtained by performing offline measurement on the motor, and specific offline measurement methods have been proposed in relevant documents and are not described in excess here.
The inverter current control loop receives the d-axis current instruction of the motor
Figure BDA0003261645260000158
And q-axis current command
Figure BDA0003261645260000159
And to motor phase current ia，ib，icMaking Park coordinate transformation to obtain id，iqThen calculate
Figure BDA00032616452600001510
And id，iqInputting the error term into the inverter current PID regulator ACR1 to obtain the inverter regulation voltage ud，uqThe calculation formula is asThe following:
Figure BDA0003261645260000161
Figure BDA0003261645260000162
wherein Kp_ACR1_d、Ki_ACR1_dAnd Kd_ACR1_dProportional, integral and differential coefficients of the d-axis current regulator of ACR1, respectively; kp_ACR1_q、Ki_ACR1_qAnd Kd_ACR1_qProportional, integral and differential coefficients of the q-axis current regulator of ACR1, respectively.
Inverter regulated voltage ud，uqSeparately applying feed forward voltages
Figure BDA0003261645260000163
Obtaining inverter control voltage
Figure BDA0003261645260000164
Wherein L isd，LqRespectively a d-axis inductor and a q-axis inductor of the motor,
Figure BDA0003261645260000165
is a permanent magnet flux linkage.
Control voltage to inverter
Figure BDA0003261645260000166
Is subjected to inverse Park transformation to obtain
Figure BDA0003261645260000167
Then according to
Figure BDA0003261645260000168
And executing a space vector modulation algorithm according to a vector relation between the voltage vector of the inverter and the voltage vector of the inverter, and calculating to obtain driving signals of each power switch of the inverter.
On the other hand, the current instruction weighting coefficient table of the vehicle-mounted chargerWIT receives data from look-up table MTPA
Figure BDA0003261645260000169
According to
Figure BDA00032616452600001610
The inverter efficiency table and the vehicle-mounted charger efficiency table are used for calculating a current instruction of a dq axis of the rectifier, which can enable system loss and efficiency to achieve the optimal effect
Figure BDA00032616452600001611
The inverter efficiency table is a data relation table among the efficiency of the inverter, the power factor, the modulation coefficient and the output power of the inverter, is obtained by offline measurement of the inverter and is stored in a controller hardware carrier in a data table form;
the vehicle-mounted charger efficiency table is a data relation table among efficiency of the vehicle-mounted charger, a power factor, a modulation coefficient and output power of a PWM rectifier of the vehicle-mounted charger, is obtained through off-line measurement of the vehicle-mounted charger, and is stored in a controller hardware carrier in a data table mode.
The rectifier current control loop receives a current instruction weighting coefficient table WIT from an on-board charger
Figure BDA00032616452600001612
Collecting phase current i on AC filter inductoraL，ibL，icLAnd carrying out Park conversion on the obtained data to obtain idL，iqLThen calculate
Figure BDA0003261645260000171
And idL，iqLInputting the error term into a rectifier current PID regulator ACR2 to obtain a rectifier regulating voltage u by calculationdL，uqLThe calculation formula is as follows:
Figure BDA0003261645260000172
Figure BDA0003261645260000173
Figure BDA0003261645260000174
wherein Kp_ACR2_d、Ki_ACR2_dAnd Kd_ACR2_dProportional, integral and differential coefficients of the d-axis current regulator of ACR2, respectively; kp_ACR2_q、Ki_ACR2_qAnd Kd_ACR2_qProportional, integral and differential coefficients of the q-axis current regulator of ACR2, respectively.
Rectifier regulating voltage udL，uqLBy adding the feedforward voltages-omega separatelyrLiq，ωrLidObtaining a rectified control voltage
Figure BDA0003261645260000175
Wherein L is an alternating current side filter inductor; to pair
Figure BDA0003261645260000176
Is subjected to inverse Park transformation to obtain
Figure BDA0003261645260000177
Then the inverter
Figure BDA0003261645260000178
Are respectively added to
Figure BDA0003261645260000179
To obtain the output voltage u of the rectifierαL，uβLFinally according to uαL，uβLAnd executing a space vector modulation algorithm by using a vector relation between the voltage vector of the rectifier and the voltage vector of the rectifier, and calculating to obtain driving signals of each power switch of the rectifier.
Under the condition that the electric control device is driven by a motor, the voltage at two ends of the secondary side filter capacitor is controlled to be constant by a double-active-bridge circuit consisting of two groups of H-bridge circuits and a high-frequency transformer, and a specific control strategy can refer to other documents and is omitted.
It will be understood by those skilled in the art that the foregoing is only a preferred embodiment of the present invention, and is not intended to limit the invention, and that any modification, equivalent replacement, or improvement made within the spirit and principle of the present invention should be included in the scope of the present invention.

Claims (9)

1. The electric control device is characterized by comprising a vehicle-mounted charger with bidirectional electric energy flow, an inverter, a plurality of circuit breakers and electrical connection relations among the components;
the vehicle-mounted charger comprises a high-frequency transformer, two groups of H-bridge circuits, a PWM rectifier and a plurality of alternating current side filter elements; the two groups of H-bridge circuits are respectively positioned on the primary side and the secondary side of the high-frequency transformer; the positive and negative electrode ports of the filter capacitor in the primary side H-bridge circuit are led out to form a direct current side interface I of the vehicle-mounted chargerDC-OBC(ii) a One end of each AC side filter element is connected to a corresponding bridge arm in the PWM rectifier, and an AC side interface I forming a vehicle-mounted charger is led out from the other end of each AC side filter elementAC-OBC；
The positive and negative poles of the DC side support capacitor of the inverter are led out to form a DC side interface I of the inverterDC-INV(ii) a The neutral point of each bridge arm of the inverter is led out to form an alternating current side interface I of the inverterAC-INV；
The number of the circuit breakers is consistent with the number of bridge arms of the inverter, and each circuit breaker comprises a mechanical switch or a solid-state switch and two wiring ports IS1And IS2；
The electrical connection relationship is as follows: DC side interface I of inverterDC-INVDC side interface I with vehicle-mounted chargerDC-OBCParallel inverter DC side interface IDC-INVThe high-voltage battery is led out to form a high-voltage battery wiring port; AC side interface I of vehicle-mounted chargerAC-OBCConnection port I with circuit breakerS1Alternating current of connected vehicle-mounted chargerSide interface IAC-OBCIs connected with a power grid interface; connection port I of circuit breakerS2AC side interface I with inverterAC-INVConnecting; AC side interface I of inverterAC-INVAnd the lead-out part is led out to form a wiring port of the driving motor.
2. The electric control device according to claim 1, wherein the PWM rectifier comprises two-level or three-level bridge arms, the number of the bridge arms is the same as the number of phases of the inverter, and the bridge arms comprise fully-controlled switching devices, so that bidirectional flow of electric energy is realized.
3. The electric control device according to claim 1, characterized in that the vehicle-mounted charger further comprises a resonance unit formed by an inductor and a capacitor, which is located on the primary side of the high-frequency transformer and is used for enabling the two sets of H-bridge circuits to work in a soft switching state due to the resonance characteristic at a fixed frequency point.
4. The electric control device according to claim 1, wherein the number of the ac-side filter elements is equal to the number of the legs of the PWM rectifier, and each element is an L-type filter formed by an inductor or an LCL-type filter formed by an inductor and a capacitor.
5. The control method of the electric control device according to any one of claims 1 to 4, characterized by comprising a working mode under a motor drive condition and a working mode under a grid-connected charging condition;
working mode under motor driving working condition
The vehicle-mounted charger and the inverter are connected in parallel at the alternating current side by closing the circuit breaker;
s1, calculating a rotating speed error between a rotating speed instruction and an acquired rotating speed signal, and calculating to obtain a torque instruction according to the rotating speed error;
s2, calculating to obtain a dq axis current instruction of the motor according to a constraint relation among the torque instruction, the rotating speed signal, the direct current bus voltage and the dq axis current of the motor;
s3, calculating a dq axis current error between the dq axis current instruction and the dq axis current component to obtain a dq axis regulating voltage instruction and a dq axis control voltage instruction, performing inverse Park conversion to obtain an alpha beta axis control voltage instruction, and outputting a driving signal of the inverter power switch to the inverter according to a vector relation between the alpha beta axis control voltage instruction and an inverter voltage vector;
s4, weighting the dq axis current instruction, calculating to obtain the regulated voltage of the PWM rectifier, adding the alpha beta axis control voltage instruction to the corresponding component of the regulated voltage of the PWM rectifier to obtain the control voltage of the PWM rectifier, and outputting a driving signal of the PWM rectifier to the PWM rectifier;
s5, collecting voltages at two ends of a filter capacitor in the secondary side H-bridge circuit, and calculating to obtain driving signals of two groups of H-bridge circuits;
s6, according to a driving signal of a PWM rectifier of the vehicle-mounted charger, a driving signal of an H-bridge circuit of the vehicle-mounted charger and a driving signal of an inverter, the vehicle-mounted charger and the inverter output current to a driving motor together to complete control of torque and rotating speed of the motor;
working mode under grid-connected charging working condition
The circuit breaker is disconnected, so that the vehicle-mounted charger and the inverter are decoupled on the alternating current side, the inductor of the vehicle-mounted charger is connected with a power grid, a PWM rectifier of the vehicle-mounted charger performs grid-connected current control, and an H-bridge circuit of the vehicle-mounted charger performs voltage control to complete electric energy conversion from the power grid to a battery; all power switches of the inverter are blocked.
6. The control system of the electric control device according to any one of claims 1 to 4, comprising a motor speed regulator, a motor dq-axis current instruction generation module, an inverter current control module, a PWM rectifier current control module of a vehicle-mounted charger, and an isolation DC/DC converter voltage control module of the vehicle-mounted charger;
the motor rotating speed regulator is used for calculating a rotating speed error between the rotating speed instruction and the collected rotating speed signal and calculating to obtain a torque instruction according to the rotating speed error;
the motor dq axis current instruction generating module is used for receiving the torque instruction and the rotating speed signal, acquiring the direct current bus voltage of the inverter, and calculating to obtain the dq axis current instruction of the motor according to the torque instruction, the rotating speed signal, the direct current bus voltage and the constraint relation among the motor dq axis currents;
the inverter current control module is used for calculating a dq axis current error between a dq axis current instruction and a dq axis current component, obtaining a dq axis regulating voltage instruction and a dq axis control voltage instruction, carrying out inverse Park conversion to obtain an alpha beta axis control voltage instruction, and outputting a driving signal of an inverter power switch to an inverter according to a vector relation between the alpha beta axis control voltage instruction and an inverter voltage vector;
the PWM rectifier current control module of the vehicle-mounted charger is used for receiving a rotor position signal, a dq axis current instruction and an alpha beta axis control voltage instruction, weighting the dq axis current instruction, executing an output current control algorithm of the PWM rectifier after obtaining the weighted current instruction, calculating to obtain an adjusting voltage of the PWM rectifier, adding the alpha beta axis control voltage instruction of the inverter current control module to a corresponding component of the adjusting voltage of the PWM rectifier to obtain a control voltage of the PWM rectifier, and outputting a driving signal of the PWM rectifier to the PWM rectifier through SVPWM modulation;
and the voltage control module of the isolation DC/DC converter of the vehicle-mounted charger is used for acquiring the voltages at two ends of a filter capacitor in the secondary H-bridge circuit and calculating to obtain the driving signals of the power switches in the two groups of H-bridge circuits.
7. The control system of claim 6, wherein the inverter current control module comprises a Park transform unit, a dq-axis current regulator, a dq-axis back emf feedforward computation unit, an inverse Park transform unit, and an inverter space vector modulation unit;
the Park transformation unit is used for receiving the rotor position signal, acquiring phase current of the driving motor, performing Park transformation calculation on the phase current, calculating a d-axis position angle of the rotor, which is provided by the rotor position signal, of the angle used in the calculation, and calculating a dq-axis current component of the driving motor;
the dq-axis current regulator is used for receiving the dq-axis current component and a dq-axis current instruction of the motor dq-axis current instruction generating module, calculating a dq-axis current error between the dq-axis current instruction and the dq-axis current component, and obtaining a dq-axis regulating voltage instruction according to the dq-axis current error;
the dq axis counter electromotive force feedforward calculation unit is used for receiving the rotating speed signal, the dq axis current component and the dq axis regulating voltage instruction, calculating to obtain the dq axis feedforward voltage instruction according to a motor dq axis voltage equation, and adding the dq axis feedforward voltage instruction to the corresponding dq axis regulating voltage instruction to obtain a dq axis control voltage instruction;
the inverse Park conversion unit is used for receiving the dq axis control voltage command and the rotor position signal, carrying out inverse Park conversion operation on the dq axis control voltage command, calculating a used angle as a rotor d axis position angle provided by the rotor position signal, and calculating to obtain an alpha beta axis control voltage command;
the inverter space vector modulation unit is used for receiving the alpha beta axis control voltage command, calculating to obtain a driving signal of the inverter power switch according to the vector relation between the alpha beta axis control voltage command and the inverter voltage vector, and outputting the driving signal to the inverter.
8. The control system of claim 6, wherein the PWM rectifier current control module of the on-board charger includes a dq-axis current command weighting calculation unit, a rectifier Park conversion unit, a rectifier dq-axis current control unit, a rectifier inverse Park conversion unit, an α β -axis voltage feedforward calculation unit, and a PWM rectifier modulation unit;
the dq-axis current instruction weighting calculation unit is used for receiving the dq-axis current instruction and carrying out weighting processing on the instruction to obtain a rectifier dq-axis current instruction;
the rectifier Park conversion unit is used for receiving the rotor position signal, collecting a current signal on a filter inductor of the rectifier, performing Park coordinate conversion calculation on the current signal, and calculating to obtain a dq axis current signal of the rectifier by using a rotor d axis position angle provided by the rotor position signal during calculation;
the rectifier dq axis current control unit is used for receiving a rectifier dq axis current instruction from the dq axis current instruction weighting calculation unit and a rectifier dq axis current signal of the rectifier Park conversion unit, calculating an error value of the instruction and the signal, and inputting the error value into the PID regulator to calculate to obtain a rectifier dq axis regulating voltage instruction;
the rectifier inverse Park conversion unit is used for receiving a rotor position signal from the motor rotating speed regulator and a rectifier dq axis regulating voltage instruction of the rectifier dq axis current control unit, performing inverse Park coordinate conversion calculation on the regulating voltage instruction, and calculating an angle used in calculation to obtain a rectifier alpha beta axis regulating voltage instruction, wherein the angle is a rotor d axis position angle provided by the rotor position signal;
the alpha and beta axis voltage feedforward calculation unit is used for receiving a rectifier alpha and beta axis adjusting voltage instruction from the rectifier inverse Park conversion unit and an alpha and beta axis control voltage instruction of the inverter current control module, and adding the alpha and beta axis control voltage instruction of the inverter current control module to the corresponding rectifier alpha and beta axis adjusting voltage instruction to obtain a rectifier alpha and beta axis control voltage;
the PWM rectifier modulation unit is used for receiving rectifier alpha and beta axis control voltage from the alpha and beta axis voltage feedforward calculation unit and calculating a driving signal of the rectifier power switch according to a vector relation between the alpha and beta axis control voltage and a rectifier voltage vector.
9. The control system of claim 8 wherein said dq-axis current command weighting calculation unit includes a dq-axis current command weighting coefficient look-up table;
the dq axis current instruction weighting coefficient lookup table receives a dq axis current instruction from the motor dq axis current instruction generating module, calculates a rectifier dq axis current instruction which can enable system loss and efficiency to achieve the optimal effect according to the motor dq axis current instruction, the inverter efficiency table and the vehicle-mounted charger efficiency table, and outputs the rectifier dq axis current instruction to the rectifier dq axis current control unit; the efficiency table of the vehicle-mounted charger is a data relation table containing the efficiency of the vehicle-mounted charger and the power factor, the modulation factor and the output power of a PWM rectifier of the vehicle-mounted charger.
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