CN114683884B - Electric automobile charging system and electric automobile - Google Patents

Electric automobile charging system and electric automobile Download PDF

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Publication number
CN114683884B
CN114683884B CN202111339910.9A CN202111339910A CN114683884B CN 114683884 B CN114683884 B CN 114683884B CN 202111339910 A CN202111339910 A CN 202111339910A CN 114683884 B CN114683884 B CN 114683884B
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CN
China
Prior art keywords
switching tube
motor
rotor
battery
bridge arm
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Active
Application number
CN202111339910.9A
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Chinese (zh)
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CN114683884A (en
Inventor
王东萃
王健
倪攀
陆建国
聂铜
吴万文
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SAIC Motor Corp Ltd
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SAIC Motor Corp Ltd
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Priority to CN202111339910.9A priority Critical patent/CN114683884B/en
Publication of CN114683884A publication Critical patent/CN114683884A/en
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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L53/00—Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles
    • B60L53/10—Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles characterised by the energy transfer between the charging station and the vehicle
    • B60L53/14—Conductive energy transfer
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L53/00—Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles
    • B60L53/10—Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles characterised by the energy transfer between the charging station and the vehicle
    • B60L53/14—Conductive energy transfer
    • B60L53/16—Connectors, e.g. plugs or sockets, specially adapted for charging electric vehicles
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L53/00—Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles
    • B60L53/20—Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles characterised by converters located in the vehicle
    • B60L53/22—Constructional details or arrangements of charging converters specially adapted for charging electric vehicles
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/70—Energy storage systems for electromobility, e.g. batteries
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/7072—Electromobility specific charging systems or methods for batteries, ultracapacitors, supercapacitors or double-layer capacitors
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • 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)
  • Charge And Discharge Circuits For Batteries Or The Like (AREA)

Abstract

The application discloses electric automobile charging system and electric automobile, this system includes: the motor inductance, the motor controller and the bridge arm switch; the motor controller comprises an inverter and a control unit; the inverter comprises a first switching tube, a second switching tube, a third switching tube, a fourth switching tube, a fifth switching tube and a sixth switching tube; the first end of the first switching tube is connected with the first end of the bridge arm switch; the second end of the bridge arm switch is connected with the first end of the second switch tube; the control unit is used for controlling the bridge arm switch and the fourth switching tube to be opened, and the first switching tube is closed; and the fifth switching tube and the sixth switching tube are controlled to be closed or opened, so that the voltage output by the charging pile is increased and then is output to the battery. The electric automobile charging system can enable the electric automobile to be matched with the charging pile with lower output voltage on the premise that the booster circuit is not additionally added, and the cost of the electric automobile charging system is reduced.

Description

Electric automobile charging system and electric automobile
Technical Field
The application relates to the field of electric automobiles, in particular to an electric automobile charging system and an electric automobile.
Background
With the development of new energy, the application of electric automobiles is also becoming more and more widespread. The output voltage of the existing charging pile may be smaller than the rated charging voltage of the battery of the electric vehicle. In order to boost the output voltage of the charging post, thereby charging the battery, a boost circuit may be included in a charging system in the electric vehicle. Through this boost circuit, electric automobile can be with the voltage boost of charging the electric pile output, charges for electric automobile's battery again to make electric automobile can match the lower charging pile of output voltage.
However, adding an additional boost circuit will increase the cost of the electric vehicle and occupy the equipment space inside the electric vehicle, so a battery vehicle charging system with lower cost and smaller occupied space is urgently needed at present.
Disclosure of Invention
In order to solve the technical problem, the application provides an electric automobile charging system and an electric automobile, which are used for reducing the cost and occupied space of the charging system.
In order to achieve the above object, the technical solution provided in the embodiments of the present application is as follows:
the embodiment of the application provides an electric automobile charging system, including: the motor inductance, the motor controller and the bridge arm switch;
the motor controller comprises an inverter and a control unit; the inverter comprises a first switching tube, a second switching tube, a third switching tube, a fourth switching tube, a fifth switching tube and a sixth switching tube;
the first end of the first switching tube is connected with the first end of the bridge arm switch; the second end of the bridge arm switch is connected with the first end of the second switching tube; the first end of the second switching tube and the first end of the third switching tube are used for being connected with the first input end of the battery; the second end of the first switching tube is connected with the first end of the fourth switching tube; the second end of the second switching tube is connected with the first end of the fifth switching tube; the second end of the third switching tube is connected with the first end of the sixth switching tube; the second end of the fourth switching tube, the second end of the fifth switching tube and the second end of the sixth switching tube are used for being connected with a second input end of the battery;
the first end of the motor inductor is connected with the second end of the first switching tube, the second end of the motor inductor is connected with the second end of the second switching tube, and the third end of the motor inductor is connected with the second end of the third switching tube;
the control unit is used for controlling the bridge arm switch and the fourth switching tube to be opened, and the first switching tube is closed; the control unit is further used for controlling the fifth switching tube and the sixth switching tube to be closed or opened, so that the voltage output by the charging pile is increased and then output to the battery.
As a possible implementation manner, the control unit is further configured to close the bridge arm switch when the output voltage of the charging pile is smaller than the charging voltage of the battery.
As a possible embodiment, the method further includes: a capacitor;
the first end of the capacitor is connected with the first output end of the charging pile; and the second end of the capacitor is connected with the second output end of the charging pile.
As a possible implementation manner, the control unit is further configured to control opening and closing of the inverter, so that the battery precharges the capacitor.
As a possible embodiment, the method further includes: a clutch;
and the clutch is used for enabling the rotor of the motor to be disconnected from the electric shaft when the motor controller is connected with the charging pile and the bridge arm switch is disconnected.
As a possible embodiment, the method further includes: a parking device;
the parking device is used for enabling the rotor of the motor to be fixed when the motor controller is connected with the charging pile and the bridge arm switch is disconnected.
As a possible implementation manner, the clutch of the electric automobile is a single-phase clutch, and the motor controller is further configured to control the rotor of the motor to rotate to a position where the magnetic field direction of the rotor is at the same level as the magnetic field direction of the stator when the first switch is closed.
As a possible embodiment, the motor controller is specifically configured to: when the position of the rotor is in a first range, controlling the voltage of the rotor to be a preset voltage so that the rotor of the motor rotates to the position that the magnetic field direction of the rotor and the magnetic field direction of the stator are at the same horizontal position; and when the position of the rotor is in the second range, applying a preset torque to the rotor so as to enable the rotor to rotate to a position corresponding to the first range.
The embodiment of the application also provides an electric automobile, which comprises: the motor inductance, the motor controller and the bridge arm switch;
the motor controller comprises an inverter and a control unit; the inverter comprises a first switching tube, a second switching tube, a third switching tube, a fourth switching tube, a fifth switching tube and a sixth switching tube;
the first end of the first switching tube is connected with the first end of the bridge arm switch; the second end of the bridge arm switch is connected with the first end of the second switching tube; the first end of the second switching tube and the first end of the third switching tube are used for being connected with the first input end of the battery; the second end of the first switching tube is connected with the first end of the fourth switching tube; the second end of the second switching tube is connected with the first end of the fifth switching tube; the second end of the third switching tube is connected with the first end of the sixth switching tube; the second end of the fourth switching tube, the second end of the fifth switching tube and the second end of the sixth switching tube are used for being connected with a second input end of the battery;
the first end of the motor inductor is connected with the second end of the first switching tube, the second end of the motor inductor is connected with the second end of the second switching tube, and the third end of the motor inductor is connected with the second end of the third switching tube;
the control unit is used for controlling the bridge arm switch and the fourth switching tube to be opened, and the first switching tube is closed; the control unit is further used for controlling the fifth switching tube and the sixth switching tube to be closed or opened, so that the voltage output by the charging pile is increased and then output to the battery.
As a possible implementation manner, the control unit is further configured to close the bridge arm switch when the output voltage of the charging pile is smaller than the charging voltage of the battery.
According to the technical scheme, the application has the following beneficial effects:
the embodiment of the application provides an electric automobile charging system, including: the motor inductance, the motor controller and the bridge arm switch; the motor controller comprises an inverter and a control unit; the inverter comprises a first switching tube, a second switching tube, a third switching tube, a fourth switching tube, a fifth switching tube and a sixth switching tube; the first end of the first switching tube is connected with the first end of the bridge arm switch; the second end of the bridge arm switch is connected with the first end of the second switch tube; the first end of the second switching tube and the first end of the third switching tube are used for being connected with the first input end of the battery; the second end of the first switching tube is connected with the first end of the fourth switching tube; the second end of the second switching tube is connected with the first end of the fifth switching tube; the second end of the third switching tube is connected with the first end of the sixth switching tube; the second end of the fourth switching tube, the second end of the fifth switching tube and the second end of the sixth switching tube are used for being connected with a second input end of the battery; the first end of the motor inductor is connected with the second end of the first switching tube, the second end of the motor inductor is connected with the second end of the second switching tube, and the third end of the motor inductor is connected with the second end of the third switching tube; the control unit is used for controlling the bridge arm switch and the fourth switching tube to be opened, and the first switching tube is closed; and the control unit is also used for controlling the fifth switching tube and the sixth switching tube to be closed or opened so as to increase the voltage output by the charging pile and output the voltage to the battery.
From the above, in the electric vehicle charging system provided by the embodiment of the application, the motor inductor is used as the inductor in the boost circuit, and the motor controller is used as the switch and the diode in the boost circuit, so that the original components in the electric vehicle are utilized to form the boost circuit for charging the battery of the electric vehicle, and the voltage output by the charging pile is output to the battery after being increased. So, the electric automobile charging system that this application embodiment provided can be under the prerequisite that does not additionally increase boost circuit for electric automobile can match the lower electric pile that fills of output voltage, has reduced electric automobile charging system's cost, has also reduced the space that charging system occupy in electric automobile.
Drawings
In order to more clearly illustrate the embodiments of the present application or the technical solutions in the prior art, the drawings that are required in the embodiments or the description of the prior art will be briefly described, and it is obvious that the drawings in the following description are some embodiments of the present application, and other drawings may be obtained according to these drawings without inventive effort for a person skilled in the art.
Fig. 1 is a schematic diagram of an electric vehicle charging system according to an embodiment of the present application;
fig. 2 is a schematic diagram of another electric vehicle charging system according to an embodiment of the present disclosure;
fig. 3 is a schematic diagram of a motor rotor control method according to an embodiment of the present disclosure;
fig. 4 is a schematic diagram of an electric vehicle according to an embodiment of the present application.
Detailed Description
In order to better understand the solution provided by the embodiments of the present application, before describing the method provided by the embodiments of the present application, a scenario of application of the solution of the embodiments of the present application is described.
With the development of new energy, the application of electric automobiles is also becoming more and more widespread. The output voltage of the existing charging pile may be smaller than the rated charging voltage of the battery of the electric vehicle. In order to boost the output voltage of the charging post, thereby charging the battery, a boost circuit may be included in a charging system in the electric vehicle. Through this boost circuit, electric automobile can be with the voltage boost of charging the electric pile output, charges for electric automobile's battery again to make electric automobile can match the lower charging pile of output voltage. However, adding an additional boost circuit will increase the cost of the electric vehicle and occupy the equipment space inside the electric vehicle, so a battery vehicle charging system with lower cost and smaller occupied space is urgently needed at present.
In order to solve the technical problem, the embodiment of the application provides an electric automobile charging system, wherein a motor inductor is used as an inductor in a boost circuit, a switching tube in a motor controller is used as a switching tube in the boost circuit, so that an original component in an electric automobile is utilized to form the boost circuit for charging an electric automobile battery, and the voltage output by a charging pile is output to the battery after being increased. So, the electric automobile charging system that this application embodiment provided can be under the prerequisite that does not additionally increase boost circuit for electric automobile can match the lower electric pile that fills of output voltage, has reduced electric automobile charging system's cost, has also reduced the space that charging system occupy in electric automobile.
The first to fifth switching transistors provided in the embodiments of the present application may be insulated gate bipolar transistors (IGBTs, insulated Gate Bipolar Transistor), or Metal-Oxide-Semiconductor Field-Effect Transistor (MOSFETs). The specific structures of the first group of switching tubes and the second group of switching tubes provided in the embodiments of the present application will be specifically described below with reference to the drawings by taking an IGBT as an example.
Referring to fig. 1, the diagram is a schematic diagram of an electric vehicle charging system provided in an embodiment of the present application.
As shown in fig. 1, an electric vehicle charging system provided in an embodiment of the present application includes: motor inductance 100, motor controller 200 and bridge arm switch Q;
the motor controller 200 includes an inverter 201 and a control unit 202; the inverter 201 includes a first switching tube K1, a second switching tube K2, a third switching tube K3, a fourth switching tube K4, a fifth switching tube K5, and a sixth switching tube K6.
The first end of the first switching tube K1 is connected with the first end of the bridge arm switch Q; the second end of the bridge arm switch Q is connected with the first end of the second switching tube K2; the first end of the second switching tube K2 and the first end of the third switching tube K3 are used for being connected with the first input end of the battery 400; the second end of the first switching tube K1 is connected with the first end of the fourth switching tube K4; the second end of the second switching tube K2 is connected with the first end of the fifth switching tube K5; the second end of the third switching tube K3 is connected with the first end of the sixth switching tube K6; the second end of the fourth switching tube K4, the second end of the fifth switching tube K5 and the second end of the sixth switching tube K6 are used for connecting the second input end of the battery 400.
The first end of the motor inductor 100 is connected with the second end of the first switching tube K1, the second end of the motor inductor 100 is connected with the second end of the second switching tube K2, and the third end of the motor inductor 100 is connected with the second end of the third switching tube K3.
The control unit 202 is configured to control the bridge arm switch Q and the fourth switching tube K4 to be opened, and the first switching tube K1 to be closed; the control unit 202 is further configured to control the fifth switching tube K5 and the sixth switching tube K6 to be both closed or both opened, so that the voltage output by the charging pile 300 is output to the battery 400 after being increased.
In order to facilitate description, the scheme provided in the embodiment of the present application is described below by taking the first output end of the charging pile as a positive output end and the first input end of the battery as a positive electrode as an example. It should be understood that when the control unit controls the fifth switching tube K5 and the sixth switching tube K6 to be closed, current flows from the positive output end of the charging pile through the first switching tube K1 and then flows through the motor inductor, and flows through the fifth switching tube K5 and the sixth switching tube K6 respectively and flows into the negative output end of the charging pile. Therefore, the motor inductor is connected between the positive output end and the negative output end of the charging pile in parallel, the charging pile charges the inductor, and the current on the inductor is increased.
When the control unit controls the fifth switching tube K5 and the sixth switching tube K6 to be disconnected, current flows out from the output end of the impact forging through the first switching tube K1 and then flows through the motor inductor, and flows into the positive electrode of the battery and then flows out from the negative electrode of the battery and flows into the negative output end of the charging pile after respectively flowing through the diode in the second switching tube K2 and the diode in the third switching tube K3. Thus, the charging pile and the motor inductor are connected in series to charge the battery, and the current on the motor inductor is reduced. Because the charging pile and the motor inductor are connected in series to charge the battery, the charging voltage at two ends of the battery is greater than the voltage output by the charging pile, so that the voltage output by the charging pile is output to the battery after being increased.
Therefore, the electric vehicle charging system provided by the embodiment of the application can be matched with the charging pile with lower output voltage on the premise that the booster circuit is not additionally increased, so that the cost of the electric vehicle charging system is reduced, and the occupied space of the charging system in the electric vehicle is also reduced.
As a possible implementation manner, the control unit provided in the embodiments of the present application may also be used to close the bridge arm switch when the output voltage of the charging pile is smaller than the charging voltage of the battery. It should be appreciated that when the output voltage of the charging post is less than the charging voltage of the battery, the bridge arm switch is turned off, and the voltage output by the charging post is boosted by the motor inductor and the motor controller and then output to the battery, so that the battery can be matched with the charging post with smaller output voltage. When the output voltage of the charging pile is equal to or greater than the charging voltage of the battery, the bridge arm switch is closed, and the charging pile can directly charge the battery, so that the battery can be matched with the charging pile with larger output voltage. Therefore, the electric automobile can be matched with charging piles with different output voltages.
As one possible implementation, the embodiments of the present application provide a charging system, which may further include a capacitor.
Referring to fig. 2, the schematic diagram of another electric vehicle charging system according to an embodiment of the present application is shown.
As shown in fig. 2, a first end of a capacitor C in the electric vehicle charging system provided by the embodiment of the present application is connected to a positive output end of a charging pile 300; a second terminal of the capacitor C is connected to the negative output terminal of the charging pile 300. It should be appreciated that the capacitor C is connected in parallel between the first output terminal and the second output terminal of the charging pile 300, so as to achieve the effect of stabilizing the output voltage of the charging pile 3000, so that the output voltage of the charging pile 300 is relatively stable. It should be noted that, in practical application, the capacitor provided in the embodiment of the present application may be connected in parallel to two ends of the charging port of the electric vehicle, and before the electric vehicle is docked with the charging pile, the capacitor will simulate the battery to dock with the charging pile at a lower voltage.
As a possible implementation manner, the control unit provided in the embodiments of the present application may also be used to control the opening and closing of the inverter, so that the battery pre-charges the capacitor. It will be appreciated that the battery needs to be pre-charged by the motor controller to the capacitor before the charging post can charge the battery, avoiding damage to the capacitor. When the output voltage of the charging pile is smaller than the charging voltage of the battery, the bridge arm switch is disconnected, the switching of six switching tubes in the motor controller is controlled, the battery is used for precharging the capacitor, then the capacitor is controlled to be connected with the charging pile, and the motor controller is controlled to output the voltage output by the charging pile to the battery in a rising mode. When the output voltage of the charging pile is greater than or equal to the charging voltage of the battery, the bridge arm switch is opened, the opening and closing of six switching tubes in the motor controller are controlled, the battery is used for precharging the capacitor, then the bridge arm switch is closed, then the capacitor is controlled to be connected with the charging pile, and the charging pile is used for directly charging the battery.
It should be noted that, when the motor controller is provided to drive the electric vehicle, the UVW three-phase bridge arm needs to be controlled to drive the battery to output torque, so that the bridge arm switch is always closed when the electric vehicle is driven.
When the charging circuit is used for charging the battery, the applicant finds that the current in the first inductor, the second inductor and the third inductor in the motor inductor may be different, so that the rotor of the motor rotates to drive the electric automobile to generate displacement, and the electric automobile is displaced when being charged, thereby bringing safety risks. To solve this problem, three schemes are provided as examples in the present embodiment, and three schemes provided in the present embodiment will be described below.
As a possible implementation manner, the electric automobile charging system provided in the embodiment of the present application further includes: a clutch. The clutch is used for enabling a rotor of the motor to be disconnected from the electric shaft when the first switch is closed. It will be appreciated that when the first switch is closed, the battery of the electric vehicle is being charged through the motor inductance and the motor controller, and that uneven current will be generated in the motor inductance, so that the rotor of the motor can be disengaged from the electric shaft at this time. Therefore, when the rotor of the motor rotates, the electric shaft is not driven to rotate, and the electric automobile is prevented from generating displacement.
As another possible implementation manner, the electric automobile charging system provided in the embodiment of the present application further includes: parking device. Parking means for fixing the rotor of the motor when the first switch is closed. It should be appreciated that when the first switch is closed, the battery of the electric vehicle is being charged through the motor inductor and the motor controller, and uneven current will be generated on the motor inductor, so that the rotor of the motor can be fixed through the parking device at this time, thereby avoiding displacement of the electric vehicle.
As still another possible implementation manner, the clutch of the electric automobile provided in this embodiment of the present application is a single-phase clutch, and the motor controller is further configured to control the rotor of the motor to rotate to a position where the magnetic field direction of the rotor and the magnetic field direction of the stator are at the same horizontal position when the first switch is closed.
Specifically, the motor controller is specifically configured to: when the position of the rotor is in the first range, controlling the voltage of the stator to be a preset voltage so that the rotor of the motor rotates to the position that the magnetic field direction of the rotor is at the same horizontal position as the magnetic field direction of the stator; when the position of the rotor is in the second range, a preset torque is applied to the rotor so as to enable the rotor to rotate to a position corresponding to the first range. It will be appreciated that when the rotor of the motor rotates to a position where the magnetic field direction of the rotor is at the same level as the magnetic field direction of the stator, the rotor does not produce positive torque. If the rotor rotates to generate negative torque, the clutch of the electric automobile is a single-phase clutch, so that the negative torque can not cause the electric automobile to generate displacement.
Referring to fig. 3, a schematic diagram of a motor rotor control method according to an embodiment of the present application is shown.
As an example, with the rotor of the motor rotating to the magnetic field direction of the rotor at the same horizontal position as the magnetic field direction of the stator at 0 °, when the rotor of the motor is positioned at 45 ° to 180 °, a preset torque is applied to the rotor of the motor, which is a negative torque such that the position of the rotor of the motor is 0 ° to 45 °, and then a preset voltage is applied to the stator such that the position of the rotor is positioned at 5 ° to-5 °, i.e., the magnetic field direction of the rotor of the motor rotating to the rotor is at the same horizontal position as the magnetic field direction of the stator.
When the rotor position of the motor is 225-360 degrees, applying a preset torque to the rotor of the motor, wherein the preset torque is negative torque, so that the rotor position of the motor is 180-225 degrees, and then applying a negative preset voltage to the stator, so that the rotor position is 175-185 degrees, namely the magnetic field direction from the rotor to the rotor of the motor and the magnetic field direction of the stator are in the same horizontal position.
In practical applications, when a negative torque is applied, if the rotor of the motor does not reach a position (45 ° to 180 ° or 180 ° to 225 °) where a preset voltage is applied, the negative torque may be reapplied and the position of the motor rotor may be measured again until the rotor reaches a position where a preset voltage can be applied. When the position of the rotor of the motor is at the position (45 ° to 180 ° or 180 ° to 225 °) where the preset voltage is applied, the preset torque may not be applied to the rotor, and the preset voltage may be directly applied to the stator stage, so that the rotor of the rotor rotating motor rotates to the position where the magnetic field direction of the rotor and the magnetic field direction of the stator are at the same horizontal position.
In summary, in the electric vehicle charging system provided by the embodiment of the application, the motor inductor is used as the inductor in the boost circuit, and the motor controller is used as the switch and the diode in the boost circuit, so that the original components in the electric vehicle are utilized to form the boost circuit for charging the battery of the electric vehicle, and the voltage output by the charging pile is output to the battery after being increased. So, the electric automobile charging system that this application embodiment provided can be under the prerequisite that does not additionally increase boost circuit for electric automobile can match the lower electric pile that fills of output voltage, has reduced electric automobile charging system's cost, has also reduced the space that charging system occupy in electric automobile.
According to the electric automobile charging system provided by the embodiment, the embodiment of the application also provides an electric automobile.
Referring to fig. 4, the schematic diagram of an electric automobile according to an embodiment of the present application is shown.
As shown in fig. 4, an electric vehicle provided in an embodiment of the present application includes: motor inductance 100, motor controller 200, battery 400, and bridge arm switch Q;
the motor controller 200 includes an inverter 201 and a control unit 202; the inverter 201 includes a first switching tube K1, a second switching tube K2, a third switching tube K3, a fourth switching tube K4, a fifth switching tube K5, and a sixth switching tube K6.
The first end of the first switching tube K1 is connected with the first end of the bridge arm switch Q; the second end of the bridge arm switch Q is connected with the first end of the second switching tube K2; the first end of the second switching tube K2 and the first end of the third switching tube K3 are connected with the first input end of the battery 400; the second end of the first switching tube K1 is connected with the first end of the fourth switching tube K4; the second end of the second switching tube K2 is connected with the first end of the fifth switching tube K5; the second end of the third switching tube K3 is connected with the first end of the sixth switching tube K6; the second end of the fourth switching tube K4, the second end of the fifth switching tube K5 and the second end of the sixth switching tube K6 are used for connecting the second input end of the battery 400.
The first end of the motor inductor 100 is connected with the second end of the first switching tube K1, the second end of the motor inductor 100 is connected with the second end of the second switching tube K2, and the third end of the motor inductor 100 is connected with the second end of the third switching tube K3.
The control unit 202 is configured to control the bridge arm switch Q and the fourth switching tube K4 to be opened, and the first switching tube K1 to be closed; the control unit 202 is further configured to control the fifth switching tube K5 and the sixth switching tube K6 to be both closed or both opened, so that the voltage output by the charging pile 300 is output to the battery 400 after being increased.
According to the electric vehicle charging system provided by the embodiment of the application, the motor inductor is utilized as the inductor in the boost circuit, the motor controller is utilized as the switch and the diode in the boost circuit, so that the original component in the electric vehicle is utilized, the boost circuit for charging the battery of the electric vehicle is formed, the voltage output by the charging pile is increased and then is output to the battery, the electric vehicle can be matched with the charging pile with lower output voltage on the premise that the boost circuit is not additionally increased, the cost of the electric vehicle charging system is reduced, and the occupied space of the charging system in the electric vehicle is also reduced.
From the above description of embodiments, it will be apparent to those skilled in the art that all or part of the steps of the above described example methods may be implemented in software plus necessary general purpose hardware platforms. Based on such understanding, the technical solutions of the present application may be embodied essentially or in a part contributing to the prior art in the form of a software product, which may be stored in a storage medium, such as a ROM/RAM, a magnetic disk, an optical disk, etc., including several instructions to cause a computer device (which may be a personal computer, a server, or a network communication device such as a media gateway, etc.) to perform the methods described in the embodiments or some parts of the embodiments of the present application.
It should be noted that, in the present description, each embodiment is described in a progressive manner, and each embodiment is mainly described in a different manner from other embodiments, and identical and similar parts between the embodiments are all enough to refer to each other. For the method disclosed in the embodiment, since it corresponds to the system disclosed in the embodiment, the description is relatively simple, and the relevant points refer to the system part.
It should also be noted that, in this document, the terms "comprises," "comprising," or any other variation thereof, are intended to cover a non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements does not include only those elements but may include other elements not expressly listed or inherent to such process, method, article, or apparatus. Without further limitation, an element defined by the phrase "comprising one … …" does not exclude the presence of other like elements in a process, method, article, or apparatus that comprises the element.
The foregoing description of the disclosed embodiments, as well as many modifications to those embodiments to enable any person skilled in the art to make or use the disclosure, will be readily apparent to those of ordinary skill in the art, and the generic principles defined herein may be applied to other embodiments without departing from the spirit or scope of the disclosure. Thus, the present application is not intended to be limited to the embodiments shown herein but is to be accorded the widest scope consistent with the principles and novel features disclosed herein.

Claims (8)

1. An electric vehicle charging system, comprising: the motor inductance, the motor controller and the bridge arm switch;
the motor controller comprises an inverter and a control unit; the inverter comprises a first switching tube, a second switching tube, a third switching tube, a fourth switching tube, a fifth switching tube and a sixth switching tube;
the first end of the first switching tube is connected with the first end of the bridge arm switch; the second end of the bridge arm switch is connected with the first end of the second switching tube; the first end of the second switching tube and the first end of the third switching tube are used for being connected with a first input end of a battery; the second end of the first switching tube is connected with the first end of the fourth switching tube; the second end of the second switching tube is connected with the first end of the fifth switching tube; the second end of the third switching tube is connected with the first end of the sixth switching tube; the second end of the fourth switching tube, the second end of the fifth switching tube and the second end of the sixth switching tube are used for being connected with a second input end of the battery;
the first end of the motor inductor is connected with the second end of the first switching tube, the second end of the motor inductor is connected with the second end of the second switching tube, and the third end of the motor inductor is connected with the second end of the third switching tube; the first end of the first switching tube is used for being connected with the first input end of the charging pile; the second end of the fourth switching tube is used for being connected with the first end of the charging pile;
the control unit is used for controlling the bridge arm switch and the fourth switching tube to be opened, and the first switching tube is closed; the control unit is further used for controlling the fifth switching tube and the sixth switching tube to be closed or opened so that the voltage output by the charging pile is increased and then output to the battery;
the control unit is also used for switching off the bridge arm switch when the output voltage of the charging pile is smaller than the charging voltage of the battery.
2. The system of claim 1, further comprising: a capacitor;
the first end of the capacitor is connected with the first output end of the charging pile; and the second end of the capacitor is connected with the second output end of the charging pile.
3. The system of claim 2, wherein the control unit is further configured to control switching of the inverter such that the battery pre-charges the capacitor.
4. The system of claim 1, further comprising: a clutch;
and the clutch is used for enabling the rotor of the motor to be disconnected from the electric shaft when the motor controller is connected with the charging pile and the bridge arm switch is disconnected.
5. The system of claim 1, further comprising: a parking device;
the parking device is used for enabling the rotor of the motor to be fixed when the motor controller is connected with the charging pile and the bridge arm switch is disconnected.
6. The system of claim 3, wherein the clutch of the electric vehicle is a single-phase clutch, and the motor controller is further configured to control the rotor of the motor to rotate to a position in which the magnetic field direction of the rotor is at the same level as the magnetic field direction of the stator when the first switch is closed.
7. The system of claim 6, wherein the motor controller is specifically configured to: when the position of the rotor is in a first range, controlling the voltage of the rotor to be a preset voltage so that the rotor of the motor rotates to the position that the magnetic field direction of the rotor and the magnetic field direction of the stator are at the same horizontal position; when the position of the rotor is in a second range, applying a preset torque to the rotor so as to enable the rotor to rotate to a position corresponding to the first range; the first range includes 0 ° to 45 ° or 180 ° to 225 °, and the second range includes 45 ° to 180 ° or 225 ° to 360 °.
8. An electric automobile, characterized by comprising: the motor inductance, the motor controller and the bridge arm switch;
the motor controller comprises an inverter and a control unit; the inverter comprises a first switching tube, a second switching tube, a third switching tube, a fourth switching tube, a fifth switching tube and a sixth switching tube;
the first end of the first switching tube is connected with the first end of the bridge arm switch; the second end of the bridge arm switch is connected with the first end of the second switching tube; the first end of the second switching tube and the first end of the third switching tube are used for being connected with a first input end of a battery; the second end of the first switching tube is connected with the first end of the fourth switching tube; the second end of the second switching tube is connected with the first end of the fifth switching tube; the second end of the third switching tube is connected with the first end of the sixth switching tube; the second end of the fourth switching tube, the second end of the fifth switching tube and the second end of the sixth switching tube are used for being connected with a second input end of the battery;
the first end of the motor inductor is connected with the second end of the first switching tube, the second end of the motor inductor is connected with the second end of the second switching tube, and the third end of the motor inductor is connected with the second end of the third switching tube; the first end of the first switching tube is used for being connected with the first input end of the charging pile; the second end of the fourth switching tube is used for being connected with the first end of the charging pile;
the control unit is used for controlling the bridge arm switch and the fourth switching tube to be opened, and the first switching tube is closed; the control unit is further used for controlling the fifth switching tube and the sixth switching tube to be closed or opened so that the voltage output by the charging pile is increased and then output to the battery;
the control unit is also used for switching off the bridge arm switch when the output voltage of the charging pile is smaller than the charging voltage of the battery.
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