CN114701402B - Electric automobile battery self-heating system and electric automobile - Google Patents

Electric automobile battery self-heating system and electric automobile Download PDF

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Publication number
CN114701402B
CN114701402B CN202111447447.XA CN202111447447A CN114701402B CN 114701402 B CN114701402 B CN 114701402B CN 202111447447 A CN202111447447 A CN 202111447447A CN 114701402 B CN114701402 B CN 114701402B
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China
Prior art keywords
switching tube
inductor
battery
motor
inverter
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CN202111447447.XA
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Chinese (zh)
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CN114701402A (en
Inventor
倪攀
王健
王东萃
武四辈
唐自强
王鹏
姚海超
种喆仪
刘强
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SAIC Motor Corp Ltd
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SAIC Motor Corp Ltd
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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
    • B60L58/00—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles
    • B60L58/10—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries
    • B60L58/24—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries for controlling the temperature of batteries
    • B60L58/27—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries for controlling the temperature of batteries by heating
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60R—VEHICLES, VEHICLE FITTINGS, OR VEHICLE PARTS, NOT OTHERWISE PROVIDED FOR
    • B60R16/00—Electric or fluid circuits specially adapted for vehicles and not otherwise provided for; Arrangement of elements of electric or fluid circuits specially adapted for vehicles and not otherwise provided for
    • B60R16/02—Electric or fluid circuits specially adapted for vehicles and not otherwise provided for; Arrangement of elements of electric or fluid circuits specially adapted for vehicles and not otherwise provided for electric constitutive elements
    • 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

Abstract

The application discloses electric automobile battery self-heating system and electric automobile, this system includes: a motor inductance and a motor controller; the motor controller comprises an inverter, a capacitor and a control unit; the input end of the motor inductor is used for being connected with the first end of the battery, and the output end of the motor inductor is connected with the input end of the inverter; the capacitor is connected between a first output end and a second output end of the inverter, and the second output end of the inverter is used for being connected with a second end of the battery; and the control unit is used for controlling the switching of the switching tube in the inverter so that the inverter outputs pulse current to heat the battery. From the above, the embodiment of the application provides an electric vehicle charging system, which can utilize the original motor of the electric vehicle to rapidly heat the battery without additionally increasing a heater, thereby reducing the cost of the electric vehicle and improving the heating efficiency of the battery of the electric vehicle.

Description

Electric automobile battery self-heating system and electric automobile
Technical Field
The application relates to the field of electric automobiles, in particular to an electric automobile battery self-heating system and an electric automobile.
Background
With the development of new energy, the application of electric automobiles is also becoming more and more widespread. However, under low temperature conditions, the use of batteries in electric vehicles is limited, for example, the battery is discharged under low temperature conditions, the capacity of the battery is reduced, and even the battery is damaged irrecoverably.
Currently, in order to use a battery in a low temperature environment, it is common to provide a special thermal circulation container outside the battery, and heat is conducted to the battery by heating the thermal circulation container so that the temperature of the battery increases. However, this method takes a long time to heat the battery, has low heating efficiency, and requires a special heat cycle container, which brings additional cost to the electric vehicle.
Disclosure of Invention
In order to solve the technical problem, the application provides an electric automobile battery self-heating system and an electric automobile, which are used for rapidly heating a battery under the condition of lower cost.
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 battery self-heating system, include: a motor inductance and a motor controller; the motor controller comprises an inverter, a capacitor and a control unit;
the input end of the motor inductor is used for being connected with the first end of the battery, and the output end of the motor inductor is connected with the input end of the inverter; the capacitor is connected between a first output end and a second output end of the inverter, and the second output end of the inverter is used for being connected with a second end of the battery;
and the control unit is used for controlling the switching of the switching tube in the inverter so that the inverter outputs pulse current to heat the battery.
As one possible embodiment, the inverter includes 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, 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 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 the second end of the battery; the first end of the capacitor is connected with the first end of the first switching tube, and the second end of the capacitor is connected with the second end of the fourth switching tube;
the control unit is specifically used for controlling the opening and closing of the first switching tube, the second switching tube and the third switching tube and outputting negative pulse current to the battery; and controlling the fourth switching tube, the fifth switching tube and the sixth switching tube to output forward pulse current to the battery.
As a possible implementation manner, the first output end of the motor inductor is connected with the second end of the first switching tube, the second output end of the motor inductor is connected with the second end of the second switching tube, and the third output end of the motor inductor is connected with the second end of the third switching tube.
As one possible implementation, the motor inductance includes: a first inductor, a second inductor and a third inductor;
the first end of the first inductor, the first end of the second inductor and the first end of the third inductor are all used for being connected with the first end of the battery, the second end of the first inductor is connected with the second end of the first switching tube, the second end of the second inductor is connected with the second end of the second switching tube, and the second end of the third inductor is connected with the second end of the third switching tube.
As one possible implementation, the motor inductance includes: a first inductor, a second inductor and a third inductor; the first end of the first inductor is connected with the second end of the second inductor, the first end of the second inductor is connected with the second end of the third inductor, and the first end of the third inductor is connected with the second end of the first inductor;
the first end of the first inductor is also used for being connected with the first end of the battery, the first end of the first inductor is connected with the second end of the first switching tube, the first end of the second inductor is connected with the second end of the second switching tube, and the first end of the third inductor is connected with the second end of the third switching tube.
As a possible embodiment, the method further includes: a first switch;
the first end of the first switch is connected with the first output end of the inverter, and the second end of the first switch is connected with the first end of the battery;
and the control unit is also used for controlling the first switch to be disconnected.
As a possible embodiment, the method further includes: a second switch;
the first end of the second switch is connected with the first end of the battery, and the second end of the second switch is connected with the input end of the motor inductor;
and the control unit is also used for controlling the second switch to be closed.
The application also provides an electric automobile, including: a motor inductance, a motor controller and a battery; the motor controller comprises an inverter, a capacitor and a control unit;
the input end of the motor inductor is connected with the first end of the battery, and the output end of the motor inductor is connected with the input end of the inverter; the capacitor is connected between a first output end and a second output end of the inverter, and the second output end of the inverter is connected with the second end of the battery;
and the control unit is used for controlling the switching of the switching tube in the inverter so that the inverter outputs pulse current to heat the battery.
As one possible embodiment, the inverter includes 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, 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 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 connected with the second end of the battery; the first end of the capacitor is connected with the first end of the first switching tube, and the second end of the capacitor is connected with the second end of the fourth switching tube.
As a possible embodiment, the method further includes: a first switch;
the first end of the first switch is connected with the first output end of the inverter, and the second end of the first switch is connected with the first end of the battery;
and the control unit is also used for controlling the first switch to be disconnected.
According to the technical scheme, the application has the following beneficial effects:
the embodiment of the application provides an electric automobile charging system, including: a motor inductance and a motor controller; the motor controller comprises an inverter, a capacitor and a control unit; the input end of the motor inductor is used for being connected with the first end of the battery, and the output end of the motor inductor is connected with the input end of the inverter; the capacitor is connected between a first output end and a second output end of the inverter, and the second output end of the inverter is used for being connected with a second end of the battery; and the control unit is used for controlling the switching of the switching tube in the inverter so that the inverter outputs pulse current to heat the battery.
From the above, in the electric vehicle charging system provided by the embodiment of the application, through multiplexing the motor inductance in the electric vehicle motor, the inverter and the capacitor in the motor controller, pulse voltages are generated at two ends of the battery, so that the battery is rapidly heated. So, this application embodiment provides electric automobile charging system, can utilize electric automobile to originally the motor under the condition that does not additionally increase the heater, carries out rapid heating to the battery, has improved the heating efficiency of electric automobile battery when having reduced electric automobile's cost.
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 a battery self-heating system of an electric vehicle according to an embodiment of the present application;
fig. 2 is a schematic diagram of another self-heating system for a battery of an electric vehicle according to an embodiment of the present application;
fig. 3 is a schematic diagram of a battery self-heating system of an electric vehicle according to an embodiment of the present application;
fig. 4 is a schematic diagram of another self-heating system for a battery of an electric vehicle according to an embodiment of the present disclosure;
fig. 5 is a schematic diagram of a battery self-heating system of an electric vehicle according to an embodiment of the present application;
fig. 6 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. However, under low temperature conditions, the use of batteries in electric vehicles is limited, for example, the battery is discharged under low temperature conditions, the capacity of the battery is reduced, and even the battery is damaged irrecoverably.
Currently, in order to use a battery in a low temperature environment, it is common to provide a special thermal circulation container outside the battery, and heat is conducted to the battery by heating the thermal circulation container so that the temperature of the battery increases. However, this method takes a long time to heat the battery, has low heating efficiency, and requires a special heat cycle container, which brings additional cost to the electric vehicle.
In order to solve the above technical problem, an embodiment of the present application provides an electric vehicle charging system, including: a motor inductance and a motor controller; the motor controller comprises an inverter, a capacitor and a control unit; the input end of the motor inductor is used for being connected with the first end of the battery, and the output end of the motor inductor is connected with the input end of the inverter; the capacitor is connected between a first output end and a second output end of the inverter, and the second output end of the inverter is used for being connected with a second end of the battery; and the control unit is used for controlling the switching of the switching tube in the inverter so that the inverter outputs pulse current to heat the battery.
From the above, in the electric vehicle charging system provided by the embodiment of the application, through multiplexing the motor inductance in the electric vehicle motor, the inverter and the capacitor in the motor controller, pulse voltages are generated at two ends of the battery, so that the battery is rapidly heated. So, this application embodiment provides electric automobile charging system, can utilize electric automobile to originally the motor under the condition that does not additionally increase the heater, carries out rapid heating to the battery, has improved the heating efficiency of electric automobile battery when having reduced electric automobile's cost.
In order to make the above objects, features and advantages of the present application more comprehensible, embodiments accompanied with figures and detailed description are described in further detail below.
Referring to fig. 1, the schematic diagram of a battery self-heating system of an electric vehicle according to an embodiment of the present application is shown.
As shown in fig. 1, the electric vehicle battery self-heating system provided in the embodiment of the present application includes: motor inductance 100, capacitance C, and motor controller 100. Wherein the motor controller 100 includes an inverter 200 and a control unit 300.
The input end of the motor inductor 100 is used for being connected with the first end of the battery 400, and the output end of the motor inductor 100 is connected with the input end of the inverter 1000; the capacitor C is connected between the first output terminal and the second output terminal of the inverter 200, and the second output terminal of the inverter 200 is connected to the second terminal of the battery 400.
The control unit 300 controls the switching of the switching tube in the inverter 200 so that the inverter 200 outputs a pulse current to heat the battery 400.
It should be understood that, in the self-heating system for an electric vehicle battery provided in the embodiment of the present application, a Boost circuit may be formed by the inverter 200, the motor inductor 100 and the capacitor C, and when the battery is self-heated, the control unit 300 may control the on/off condition of the switching tube in the inverter 200, so that the battery 400 and the capacitor C are mutually charged and discharged, thereby generating pulse current at two ends of the battery 400, and raising the temperature of the battery relatively quickly.
The inverter provided in the embodiment of the present application will be described in detail below by taking the drawings as examples.
Referring to fig. 2, a schematic diagram of another self-heating system for a battery of an electric vehicle according to an embodiment of the present application is shown.
As shown in fig. 2, an inverter 200 in an electric vehicle self-heating system provided in an embodiment of the present application includes: the switching device comprises 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, 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 end of the battery; 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 being connected with the second end of the battery 400; the first end of the capacitor C is connected to the first end of the first switching tube K1, and the second end of the capacitor C is connected to the second end of the fourth switching tube K4.
The first output end 1 of the motor inductor 100 is connected with the second end of the first switching tube K1, the second output end 2 of the motor inductor 100 is connected with the second end of the second switching tube K2, and the third output end 3 of the motor inductor 100 is connected with the second end of the third switching tube K3.
It should be noted that the first to sixth switching transistors K1 to K6 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 control unit is specifically used for controlling the opening and closing of the first switching tube K1, the second switching tube K2 and the third switching tube K3 and outputting negative pulse current to the battery; and controlling the fourth switching tube K4, the fifth switching tube K5 and the sixth switching tube K6 to output forward pulse current to the battery.
The above embodiments describe the inverter provided in the embodiments of the present application, and two connection modes of the motor inductor provided in the embodiments of the present application will be described next.
Referring to fig. 3, the schematic diagram of a self-heating system of an electric vehicle battery according to an embodiment of the present application is shown.
As shown in fig. 3, the motor inductor provided in the embodiment of the present application includes: a first inductance L1, a second inductance L2, and a third inductance L3.
The first end of the first inductor L1, the first end of the second inductor L2 and the first end of the third inductor L3 are all used for being connected with the first end of the battery, the second end of the first inductor L1 is connected with the second end of the first switching tube K1, the second end of the second inductor L2 is connected with the second end of the second switching tube K2, and the second end of the third inductor L3 is connected with the second end of the third switching tube K3.
It should be noted that, in this embodiment of the application, since the neutral line that draws the motor inductance is connected to the battery, when the electric automobile self-heating is heating the battery, the direction size of the current on the first inductance, the second inductance and the third inductance is the same, that is, the three-phase current vector sum of the motor inductance is zero, thereby avoiding the pulse current to generate larger torque on the motor, avoiding the electric automobile to generate displacement and avoiding larger noise.
As a possible implementation manner, the motor inductor provided in the embodiment of the present application may further include: a first inductance L1, a second inductance L2, and a third inductance L3; the first end of the first inductor L1 is connected with the second end of the second inductor L2, the first end of the second inductor L2 is connected with the second end of the third inductor L3, and the first end of the third inductor L3 is connected with the second end of the first inductor L1. The first end of the first inductor L1 is further used for connecting the first end of the battery 400, the first end of the first inductor L1 is connected with the second end of the first switching tube K1, the first end of the second inductor L2 is connected with the second end of the second switching tube K2, and the first end of the third inductor L3 is connected with the second end of the third switching tube K3.
Referring to fig. 4, a schematic diagram of another self-heating system for an electric vehicle battery according to an embodiment of the present application is shown.
As shown in fig. 4, the battery provided in the embodiment of the present application is connected to the first output end of the motor inductor, that is, the input end of the motor inductor and the first output end of the motor inductor are the same end, so that the method avoids leading out the center line of the motor inductor, reduces the modification of the motor inductor, and saves the cost. But this approach results in a vector sum of the three phase currents of the motor inductance that is not zero, resulting in a certain torque being produced by the motor. In practical applications, the electric vehicle may be held stationary by fixing the rotor of the motor or disengaging the rotor of the motor from the electric shaft, but these methods may cause some noise to be generated by the electric vehicle.
In practical application, because the embodiment of the application multiplexes the inside original motor inductance of electric automobile, still included the original first switch of motor inductance in the motor inductance. The first switch in the embodiments of the present application is described below with reference to the accompanying drawings.
Referring to fig. 5, the schematic diagram of a self-heating system of an electric vehicle battery according to an embodiment of the present application is shown.
As shown in fig. 5, the electric vehicle battery self-heating system provided in the embodiment of the present application further includes: a first switch Q1. A first end of the first switch Q1 is connected to a first output end of the inverter 200, and a second end of the first switch Q1 is connected to a first end of the battery 400; the control unit 300 is further configured to control the first switch Q1 to be turned off. It should be understood that the first switch Q1 is an original control switch of the motor of the electric vehicle, and the first switch Q1 is turned off when the motor controller 1000 and the motor inductor 100 are used to charge the battery 400. When the motor inductance and motor controller are used to drive the motor, the first switch Q1 is closed.
As shown in fig. 5, the embodiment of the present application provides an electric vehicle battery self-heating system further including: and a second switch Q2. A first end of the second switch Q2 is connected with a first end of the battery 400, and a second end of the second switch Q2 is connected with an input end of the motor inductor 100; the control unit 300 is further configured to control the second switch Q2 to be closed. It should be understood that the second switch is a switch added to the self-heating system of the battery of the electric vehicle provided in the embodiment of the present application, and the second switch Q2 is closed when the motor controller 1000 and the motor inductor 100 are used to charge the battery 400. When the motor inductance and the motor controller are used to drive the motor, the second switch Q2 is turned off.
In the motor controller of the electric vehicle, a bus capacitor, that is, a capacitor C, is typically present at both ends of the inverter 200. If the scheme provided in the embodiment of the present application is to connect the battery 400, the motor inductor 100 and the inverter 200 by closing the first switch Q1, a pulse current is generated to heat the battery. This will result in the capacitor C and the battery being connected in parallel, and the pulse current across the battery will be partially absorbed by the capacitor C, resulting in a lower battery charging efficiency. According to the electric automobile charging system, the circuit communicated with the battery is additionally led out from the motor inductor, meanwhile, the first switch Q1 is disconnected, and the capacitor C and the battery 400 are prevented from being connected in parallel, so that the capacitor C in the motor controller 100 can be prevented from absorbing pulse current when the battery 400 is heated through the pulse capacitor, and the self-heating efficiency of the battery is improved.
In summary, in the electric vehicle charging system provided by the embodiment of the application, through multiplexing the motor inductance in the electric vehicle motor, the inverter and the capacitor in the motor controller, pulse voltages are generated at two ends of the battery, so that the battery is rapidly heated. So, this application embodiment provides electric automobile charging system, can utilize electric automobile to originally the motor under the condition that does not additionally increase the heater, carries out rapid heating to the battery, has improved the heating efficiency of electric automobile battery when having reduced electric automobile's cost.
According to the electric automobile battery self-heating system provided by the embodiment, the embodiment of the application also provides an electric automobile.
Referring to fig. 6, the schematic diagram of an electric automobile is provided in an embodiment of the present application.
As shown in fig. 6, an electric vehicle provided in an embodiment of the present application includes: motor inductance 100, motor controller 1000, and battery 400; the motor controller includes an inverter, a capacitor, and a control unit. Wherein, the input end of the motor inductor 100 is connected with the first end of the battery 400, and the output end of the motor inductor 100 is connected with the input end of the inverter; the capacitor is connected between a first output terminal and a second output terminal of the inverter, the second output terminal of the inverter being connected to the second terminal of the battery 400. And a control unit for controlling the switching of the switching tube in the inverter so that the inverter outputs a pulse current to heat the battery 400.
As one possible embodiment, the inverter includes 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, 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 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 connected with the second end of the battery; the first end of the capacitor is connected with the first end of the first switching tube, and the second end of the capacitor is connected with the second end of the fourth switching tube.
As a possible implementation manner, the electric automobile provided in the embodiment of the application further includes: a first switch; the first end of the first switch is connected with the first output end of the inverter, and the second end of the first switch is connected with the first end of the battery; and the control unit is also used for controlling the first switch to be disconnected.
In summary, in the electric vehicle provided by the embodiment of the application, through multiplexing the motor inductance in the motor of the electric vehicle, the inverter and the capacitor in the motor controller, pulse voltages are generated at two ends of the battery, so that the battery is rapidly heated. So, this application embodiment provides electric automobile, can utilize electric automobile to originally the motor, carries out rapid heating to the battery under the condition that does not additionally increase the heater, has improved electric automobile battery's heating efficiency when having reduced electric automobile's cost.
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 (6)

1. An electric vehicle battery self-heating system, comprising: a motor inductance and a motor controller; the motor controller comprises an inverter, a capacitor 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, 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 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 the second end of the battery; the first end of the capacitor is connected with the first end of the first switch tube, and the second end of the capacitor is connected with the second end of the fourth switch tube;
the first output end of the motor inductor is connected with the second end of the first switching tube, the second output end of the motor inductor is connected with the second end of the second switching tube, and the third output end of the motor inductor is connected with the second end of the third switching tube; the first output end of the motor inductor is connected with the first end of the battery;
the control unit is used for controlling the opening and closing of the first switching tube, the second switching tube and the third switching tube and outputting negative pulse current to the battery; controlling the fourth switching tube, the fifth switching tube and the sixth switching tube to output forward pulse current to the battery;
the control unit is also used for controlling the motor rotor to be fixed or controlling the motor rotor to be disconnected from the electric shaft;
the motor inductance includes: a first inductor, a second inductor and a third inductor; the second end of the first inductor is connected with the second end of the second inductor, the second end of the second inductor is connected with the second end of the third inductor, and the second end of the third inductor is connected with the second end of the first inductor;
the first end of the first inductor is also used for being connected with the first end of the battery, the first end of the first inductor is connected with the second end of the first switching tube, the first end of the second inductor is connected with the second end of the second switching tube, and the first end of the third inductor is connected with the second end of the third switching tube.
2. The system of claim 1, wherein the system further comprises a controller configured to control the controller,
the first end of the first inductor, the first end of the second inductor and the first end of the third inductor are all used for being connected with the first end of the battery, the second end of the first inductor is connected with the second end of the first switching tube, the second end of the second inductor is connected with the second end of the second switching tube, and the second end of the third inductor is connected with the second end of the third switching tube.
3. The system of claim 1, further comprising: a first switch;
the first end of the first switch is connected with the first end of the first switch tube, and the second end of the first switch is connected with the first end of the battery;
the control unit is also used for controlling the first switch to be disconnected.
4. The system of claim 1, further comprising: a second switch;
the first end of the second switch is connected with the first end of the battery, and the second end of the second switch is connected with the input end of the motor inductor;
the control unit is also used for controlling the second switch to be closed.
5. An electric automobile, characterized by comprising: a motor inductance, a motor controller and a battery; the motor controller comprises an inverter, a capacitor 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, the first end of the second switching tube and the first end of the third switching tube are connected with the first 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 connected with the second end of the battery; the first end of the capacitor is connected with the first end of the first switch tube, and the second end of the capacitor is connected with the second end of the fourth switch tube;
the first output end of the motor inductor is connected with the second end of the first switching tube, the second output end of the motor inductor is connected with the second end of the second switching tube, and the third output end of the motor inductor is connected with the second end of the third switching tube; the first output end of the motor inductor is connected with the first end of the battery;
the control unit is used for controlling the opening and closing of the first switching tube, the second switching tube and the third switching tube and outputting negative pulse current to the battery; controlling the fourth switching tube, the fifth switching tube and the sixth switching tube to output forward pulse current to the battery;
the control unit is also used for controlling the motor rotor to be fixed or controlling the motor rotor to be disconnected from the electric shaft;
the motor inductance includes: a first inductor, a second inductor and a third inductor; the second end of the first inductor is connected with the second end of the second inductor, the second end of the second inductor is connected with the second end of the third inductor, and the second end of the third inductor is connected with the second end of the first inductor;
the first end of the first inductor is also used for being connected with the first end of the battery, the first end of the first inductor is connected with the second end of the first switching tube, the first end of the second inductor is connected with the second end of the second switching tube, and the first end of the third inductor is connected with the second end of the third switching tube.
6. The electric vehicle of claim 5, further comprising: a first switch;
a first end of the first switch is connected with a first output end of the inverter, and a second end of the first switch is connected with a first end of the battery;
the control unit is also used for controlling the first switch to be disconnected.
CN202111447447.XA 2021-11-30 2021-11-30 Electric automobile battery self-heating system and electric automobile Active CN114701402B (en)

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