CN116316435A - Three-phase active short-circuit protection system and method for motor controller of electric automobile - Google Patents
Three-phase active short-circuit protection system and method for motor controller of electric automobile Download PDFInfo
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- CN116316435A CN116316435A CN202211499796.0A CN202211499796A CN116316435A CN 116316435 A CN116316435 A CN 116316435A CN 202211499796 A CN202211499796 A CN 202211499796A CN 116316435 A CN116316435 A CN 116316435A
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- H—ELECTRICITY
- H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
- H02H—EMERGENCY PROTECTIVE CIRCUIT ARRANGEMENTS
- H02H7/00—Emergency protective circuit arrangements specially adapted for specific types of electric machines or apparatus or for sectionalised protection of cable or line systems, and effecting automatic switching in the event of an undesired change from normal working conditions
- H02H7/08—Emergency protective circuit arrangements specially adapted for specific types of electric machines or apparatus or for sectionalised protection of cable or line systems, and effecting automatic switching in the event of an undesired change from normal working conditions for dynamo-electric motors
- H02H7/085—Emergency protective circuit arrangements specially adapted for specific types of electric machines or apparatus or for sectionalised protection of cable or line systems, and effecting automatic switching in the event of an undesired change from normal working conditions for dynamo-electric motors against excessive load
- H02H7/0854—Emergency protective circuit arrangements specially adapted for specific types of electric machines or apparatus or for sectionalised protection of cable or line systems, and effecting automatic switching in the event of an undesired change from normal working conditions for dynamo-electric motors against excessive load responsive to rate of change of current, couple or speed, e.g. anti-kickback protection
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- 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
- B60L3/00—Electric devices on electrically-propelled vehicles for safety purposes; Monitoring operating variables, e.g. speed, deceleration or energy consumption
- B60L3/0023—Detecting, eliminating, remedying or compensating for drive train abnormalities, e.g. failures within the drive train
- B60L3/0061—Detecting, eliminating, remedying or compensating for drive train abnormalities, e.g. failures within the drive train relating to electrical machines
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- H—ELECTRICITY
- H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
- H02H—EMERGENCY PROTECTIVE CIRCUIT ARRANGEMENTS
- H02H3/00—Emergency protective circuit arrangements for automatic disconnection directly responsive to an undesired change from normal electric working condition with or without subsequent reconnection ; integrated protection
- H02H3/08—Emergency protective circuit arrangements for automatic disconnection directly responsive to an undesired change from normal electric working condition with or without subsequent reconnection ; integrated protection responsive to excess current
- H02H3/083—Emergency protective circuit arrangements for automatic disconnection directly responsive to an undesired change from normal electric working condition with or without subsequent reconnection ; integrated protection responsive to excess current for three-phase systems
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- H—ELECTRICITY
- H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
- H02M—APPARATUS FOR CONVERSION BETWEEN AC AND AC, BETWEEN AC AND DC, OR BETWEEN DC AND DC, AND FOR USE WITH MAINS OR SIMILAR POWER SUPPLY SYSTEMS; CONVERSION OF DC OR AC INPUT POWER INTO SURGE OUTPUT POWER; CONTROL OR REGULATION THEREOF
- H02M1/00—Details of apparatus for conversion
- H02M1/08—Circuits specially adapted for the generation of control voltages for semiconductor devices incorporated in static converters
- H02M1/088—Circuits specially adapted for the generation of control voltages for semiconductor devices incorporated in static converters for the simultaneous control of series or parallel connected semiconductor devices
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- H—ELECTRICITY
- H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
- H02M—APPARATUS FOR CONVERSION BETWEEN AC AND AC, BETWEEN AC AND DC, OR BETWEEN DC AND DC, AND FOR USE WITH MAINS OR SIMILAR POWER SUPPLY SYSTEMS; CONVERSION OF DC OR AC INPUT POWER INTO SURGE OUTPUT POWER; CONTROL OR REGULATION THEREOF
- H02M7/00—Conversion of ac power input into dc power output; Conversion of dc power input into ac power output
- H02M7/42—Conversion of dc power input into ac power output without possibility of reversal
- H02M7/44—Conversion of dc power input into ac power output without possibility of reversal by static converters
- H02M7/48—Conversion of dc power input into ac power output without possibility of reversal by static converters using discharge tubes with control electrode or semiconductor devices with control electrode
- H02M7/53—Conversion of dc power input into ac power output without possibility of reversal by static converters using discharge tubes with control electrode or semiconductor devices with control electrode using devices of a triode or transistor type requiring continuous application of a control signal
- H02M7/537—Conversion of dc power input into ac power output without possibility of reversal by static converters using discharge tubes with control electrode or semiconductor devices with control electrode using devices of a triode or transistor type requiring continuous application of a control signal using semiconductor devices only, e.g. single switched pulse inverters
- H02M7/5387—Conversion of dc power input into ac power output without possibility of reversal by static converters using discharge tubes with control electrode or semiconductor devices with control electrode using devices of a triode or transistor type requiring continuous application of a control signal using semiconductor devices only, e.g. single switched pulse inverters in a bridge configuration
- H02M7/53871—Conversion of dc power input into ac power output without possibility of reversal by static converters using discharge tubes with control electrode or semiconductor devices with control electrode using devices of a triode or transistor type requiring continuous application of a control signal using semiconductor devices only, e.g. single switched pulse inverters in a bridge configuration with automatic control of output voltage or current
- H02M7/53875—Conversion of dc power input into ac power output without possibility of reversal by static converters using discharge tubes with control electrode or semiconductor devices with control electrode using devices of a triode or transistor type requiring continuous application of a control signal using semiconductor devices only, e.g. single switched pulse inverters in a bridge configuration with automatic control of output voltage or current with analogue control of three-phase output
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- H—ELECTRICITY
- H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
- H02P—CONTROL OR REGULATION OF ELECTRIC MOTORS, ELECTRIC GENERATORS OR DYNAMO-ELECTRIC CONVERTERS; CONTROLLING TRANSFORMERS, REACTORS OR CHOKE COILS
- H02P25/00—Arrangements or methods for the control of AC motors characterised by the kind of AC motor or by structural details
- H02P25/02—Arrangements or methods for the control of AC motors characterised by the kind of AC motor or by structural details characterised by the kind of motor
- H02P25/022—Synchronous motors
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- H—ELECTRICITY
- H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
- H02P—CONTROL OR REGULATION OF ELECTRIC MOTORS, ELECTRIC GENERATORS OR DYNAMO-ELECTRIC CONVERTERS; CONTROLLING TRANSFORMERS, REACTORS OR CHOKE COILS
- H02P27/00—Arrangements or methods for the control of AC motors characterised by the kind of supply voltage
- H02P27/04—Arrangements or methods for the control of AC motors characterised by the kind of supply voltage using variable-frequency supply voltage, e.g. inverter or converter supply voltage
- H02P27/06—Arrangements or methods for the control of AC motors characterised by the kind of supply voltage using variable-frequency supply voltage, e.g. inverter or converter supply voltage using dc to ac converters or inverters
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- H—ELECTRICITY
- H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
- H02P—CONTROL OR REGULATION OF ELECTRIC MOTORS, ELECTRIC GENERATORS OR DYNAMO-ELECTRIC CONVERTERS; CONTROLLING TRANSFORMERS, REACTORS OR CHOKE COILS
- H02P2207/00—Indexing scheme relating to controlling arrangements characterised by the type of motor
- H02P2207/05—Synchronous machines, e.g. with permanent magnets or DC excitation
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/60—Other road transportation technologies with climate change mitigation effect
- Y02T10/72—Electric energy management in electromobility
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- Engineering & Computer Science (AREA)
- Power Engineering (AREA)
- Life Sciences & Earth Sciences (AREA)
- Sustainable Development (AREA)
- Sustainable Energy (AREA)
- Transportation (AREA)
- Mechanical Engineering (AREA)
- Inverter Devices (AREA)
Abstract
The invention discloses a three-phase active short-circuit protection system of an electric automobile motor controller, when a main control chip fails, an FS control chip judges that a motor power module needs to enter an ASC mode, an enabling signal is output to enable a first control power module and a driving power module to stop working, the main control chip is powered down due to the fact that the first control power module stops working, the primary side of the driving chip is powered down due to the fact that the first control power module stops working, a secondary side bridge arm driving signal generating module and a secondary side lower bridge arm driving signal generating module of the driving chip are powered down due to the fact that the driving power module stops working, and an upper bridge arm or a lower bridge arm driving signal of a three-phase inverter bridge output by the FS control chip controls an upper bridge arm or a lower bridge arm switching tube of the three-phase inverter bridge in the motor power module to be turned on. When the main control chip of the motor controller fails, the invention realizes the controlled parking of the permanent magnet synchronous motor.
Description
Technical Field
The invention relates to the technical field of motor controllers of electric vehicles, in particular to a three-phase active short-circuit protection system and method for a motor controller of an electric vehicle.
Background
In the electric automobile driving motor selection, the permanent magnet synchronous motor is widely applied due to the advantages of high power density, small volume, high efficiency and the like. However, when the rotor of the permanent magnet synchronous motor is a permanent magnet and the motor controller needs to stop working urgently to turn off the IGBT (Insulated Gate Bipolar Transistor ) under the high-speed working condition, the frequency of the motor stator is directly reduced to 0Hz, and the rotor permanent magnet can rapidly cut the stator coil to enable the motor to work under the power generation feedback working condition, so that huge braking torque is generated.
The uncontrolled large braking torque can lead the whole car to be rapidly decelerated, and accidents such as rear-end collision of the rear car and collision of personnel in the car are easy to cause. And the vehicle is decelerated too fast, so that a driver cannot slide the vehicle to a safe area for parking, and traffic accidents are easy to cause. And if the back electromotive force is greater than the battery bus voltage, the battery pack is damaged.
The motor controller therefore generally employs a three-phase active short protection method (ASC) to avoid the aforementioned problems when an emergency shutdown is required.
The ASC action is to simultaneously conduct three switching tubes of an upper bridge arm of a three-phase inverter bridge of the motor controller and close three switching tubes of a lower bridge arm; or simultaneously turn on three switching tubes of the lower bridge arm and turn off three switching tubes of the upper bridge arm (fig. 2 and 3). The latter approach will generally be employed to effect ASC actions. Therefore, the three-phase output voltage vector of the motor controller is zero vector, the direct-current end and alternating-current end circuits do not form a loop any more, and the line current of the motor circulates between the inside of the three-phase inverter bridge of the motor controller and the motor, and cannot be fed back to the high-voltage battery pack to damage the battery.
Reasonable utilization of the ASC mode may yield several advantages:
1. when the whole car is out of control, the braking moment generated by ASC action is far smaller than the braking moment generated by the direct stop of the motor controller, so that a driver can have enough time to slide the car to a safety area;
2. when the power battery fails, the ASC is implemented to isolate the motor, the motor controller and the power battery, so that the safety of the high-voltage part of the whole vehicle is ensured.
3. When the motor rotation speed is too high or abnormal in the running process of the automobile, the ASC can be implemented to avoid damage to a power battery, a bus capacitor or other elements caused by too high reverse electromotive force.
4. When the power module fails in the inversion process of the motor controller, the ASC can be implemented to avoid damage to the power battery or other elements caused by uncontrollable rectification.
When the motor controller performs ASC action due to internal or external faults, if the faults are not failure of the main control chip, the ASC action is controlled by the main control chip. If the failure is failure of the main control chip, the ASC action is controlled by the FS (Functional Safety) control chip, but the control loop cannot be the same as the main control chip, otherwise, the failure of the main control chip is forwarded to the FS control chip. In order to cooperate with the FS control chip to realize the control of the driving chip, the driving chip needs to select a product with ASC function pins.
If the ASC action is completed by the main control chip, the main control chip outputs the 3-path PWM signals of the upper bridge arm to the 6-path PWM signals of the 6-path driving chip, the 3-path PWM signals of the lower bridge arm are low level, and the 3-path PWM signals of the lower bridge arm are high level, so that the driving chip simultaneously conducts three switching tubes of the lower bridge arm and closes the three switching tubes of the upper bridge arm.
If the ASC action is finished by the FS control chip, the ASC pin of the 3-way driving chip of the upper bridge arm is controlled to be at a low level, and the ASC pin of the 3-way driving chip of the lower bridge arm is controlled to be at a high level, so that the driving chip simultaneously conducts three switching tubes of the lower bridge arm and closes the three switching tubes of the upper bridge arm.
However, the existing ASC protection circuit method also has several disadvantages:
1. when the driving chip fails, the motor controller cannot enter an ASC mode;
2. the driving chip with ASC function is needed to be selected, the circuit cost is high, and the existing mature circuit is not easy to borrow;
3. according to ASC function characteristics of the driving chip, most ASC pins with ASC functions are on a strong current side of the driving chip, such AS STGAP1AS of ST company, and a small part of ASC pins of the driving chip are on a weak current side and a strong current side, such AS UCC5870-Q1 (figure 4). When the weak current side of the driving chip is powered down, the ASC pin of the driving chip on the weak current side cannot be used, and the ASC pin of the driving chip on the strong current side can still be used due to the fact that the emergency backup power supply is used for supplying power to the strong current side of the driving chip. Therefore, ASC pins on the strong current side of the driving chip are mostly used in practical applications. This requires the addition of 6 digital isolation devices to pass the control signals of the FS control chip to the heavy side.
Disclosure of Invention
The invention aims to provide a three-phase active short-circuit protection system and method for a motor controller of an electric automobile.
In order to achieve the aim, the three-phase active short-circuit protection system of the electric automobile motor controller comprises a main control chip, a first control power supply module, a driving chip, a driving module, a motor power module and an FS control chip, wherein when the main control chip fails, the FS control chip samples bus voltage and three-phase current, judges the working mode required by the motor power module according to the results of the bus voltage sampling and the three-phase current sampling, when the judging result is that the motor power module needs to enter an ASC mode, the FS control chip outputs an enabling signal to enable the first control power supply module and the driving power supply module to stop working, the main control chip stops working due to the first control power supply module to power down, the driving signal generating module on the secondary side bridge arm of the driving chip and the driving signal generating module on the secondary side bridge arm of the driving chip stop working to power down due to the driving power supply module, and the upper bridge arm or the lower bridge arm of the three-phase inverter bridge output by the FS control chip control signal passes through the driving module to control the upper bridge arm or the lower bridge arm of the inverter bridge in the three-phase inverter bridge in the motor power module, and the ASC controller enters an on mode.
The invention has the beneficial effects that:
in the ASC mode, the motor suddenly generates a strong braking torque in the low speed region (as shown in fig. 5), so that it is necessary to switch the motor controller from the ASC mode to the free-stop mode (as shown in fig. 6) after the motor back emf is less than the bus voltage. Therefore, the FS control chip collects bus voltage of the motor controller and three-phase current of the motor. The current motor speed can be calculated by the frequency of the three-phase current. The current counter potential voltage of the motor can be calculated according to the rotating speed and the counter electromotive force coefficient of the motor. When the counter potential voltage is greater than or equal to the bus voltage, the motor controller works in an ASC mode, so that the motor energy is prevented from being fed back to the battery pack, and the motor outputs slight braking torque; when the counter potential voltage is smaller than the bus voltage, the motor controller works in a shutdown mode, and all switching tubes of the three-phase inverter bridge are in a cut-off state. Because the anti-parallel diode of the three-phase inverter bridge is in a cut-off state at the moment, the three-phase wireless current of the motor is free to stop without output moment, and the energy cannot be fed back to the battery pack, so that the high voltage of the motor cannot damage the battery pack.
By adding the redundant drive control circuit, ASC action can still be realized when the drive chip fails. Meanwhile, the use of digital isolation devices can be reduced by controlling the enabling of each power supply circuit, and stronger functions can be realized under the condition of reducing the overall cost.
Drawings
FIG. 1 is a schematic diagram of the structure of the present invention;
fig. 2 is a schematic diagram of a three-phase inverter bridge and motor.
Fig. 3 is a schematic diagram of a power module state in ASC mode.
Fig. 4 is a schematic diagram of a driving chip UCC 5870-Q1.
Fig. 5 is a schematic diagram showing the relationship between the torque output by the driving motor and the rotational speed in the ASC mode.
FIG. 6 is a schematic diagram of ASC mode and free-stop mode switching.
In fig. 3, 6 bridge arms of the power module are all closed in the shutdown mode, S1 is a U-phase upper bridge arm, and S4 is a U-phase lower bridge arm; s2 is a V-phase upper bridge arm, and S5 is a V-phase lower bridge arm; s3 is a W-phase upper bridge arm, and S6 is a W-phase lower bridge arm. VDC is the voltage output by the battery pack. The left diagram in fig. 3 is an ASC mode in which the three-phase upper arm is all closed and the three-phase lower arm is all open. The right graph shows an ASC mode in which all three-phase upper bridge arms are opened and all three-phase lower bridge arms are closed.
The device comprises a 1-main control chip, a 2-first control power supply module, a 3-driving power supply module, a 4-driving chip, a 5-driving module, a 6-motor power module, a 7-FS control chip, an 8-second control power supply module, a 9-electrical isolation device, a 10-buffer and an 11-backup power supply module.
Detailed Description
The invention is described in further detail below with reference to the attached drawings and specific examples:
the three-phase active short-circuit protection system of the motor controller of the electric automobile as shown in fig. 1 comprises a main control chip 1, a first control power supply module 2, a driving power supply module 3, a driving chip 4, a driving module 5, a motor power module 6 and an FS control chip 7, wherein when the main control chip 1 fails, the FS control chip 7 samples bus voltage and three-phase current of the motor, judges the required working mode of the motor power module 6 according to the results of the bus voltage sampling and the three-phase current sampling, when the judging result is that the motor power module 6 needs to enter an ASC mode, the FS control chip 7 outputs an enabling signal to stop working of the first control power supply module 2 and the driving power supply module 3, and the main control chip 1 is powered down due to the stop of the first control power supply module 2, the PWM signal of the main control chip 1 is pulled down to a low level by the external pull-down resistor (after the PWM module of the main control chip 1 has no output, the PWM signal becomes a low level due to the existence of the pull-down resistor), the primary side of the driving chip 4 is powered down due to the stop of the first control power module 2, the secondary side arm driving signal generating module and the secondary side lower arm driving signal generating module of the driving chip 4 are powered down due to the stop of the driving power module 3, the output of the driving chip 4 becomes a high resistance, the upper arm or the lower arm driving signal (in this embodiment, the lower arm driving signal) of the three-phase inverter bridge output by the FS control chip 7 is controlled by the driving module 5 to turn on three switching tubes (such as S4, S5 and S6 in fig. 2) of the upper arm or the lower arm of the three-phase inverter bridge in the motor power module 6 (in this embodiment, the lower arm is turned on, the upper bridge arm is closed), the motor controller enters an ASC mode, and after entering the ASC mode, the motor outputs slight braking torque, so that a driver can have enough time to slide the automobile to a safety area, and when the counter potential voltage is smaller than the bus voltage, the motor controller works in a shutdown mode, and the motor is free to shutdown. The motor power module 6 is an IGBT for inverting the dc voltage into an ac with adjustable frequency, and the dc and ac inversion is implemented by switching on or off the control electrode to control the on and off between the cathode and the anode, so as to supply power to the motor.
There are two methods for entering ASC mode: the first is that three upper bridge arms of the three phases are all closed, three lower bridge arms of the three phases are all conducted, the second is that three upper bridge arms of the three phases are all conducted, and the three lower bridge arms of the three phases are all closed, as the 3 driving circuits of the lower bridge arms are commonly grounded, only 1 primary side ASC signal is needed to control 3 switching tubes of the lower bridge arms of the power module, and only 1 electric isolation device is needed, so that the first ASC mode adopted by the embodiment is adopted. When abnormal faults are found, the three switching tubes of the upper bridge arm of the motor power module 6 are closed, and meanwhile, the three switching tubes of the lower bridge arm of the motor power module 6 are opened.
When one or more failures occur in the 6 driving chips, the FS control chip can still take over the control right of the 3 switching tubes of the lower bridge arm through the electric isolation device, so that the motor controller enters an ASC mode. When the motor controller loses the 12V voltage source, the entire control system will not work due to power failure, and at this time, the motor controller also needs to be put into ASC mode. Because entering ASC mode is only related to FS control chip circuit and 3 drive circuits of lower bridge arm, emergency power supply at strong current side can provide 1 path of low power voltage to supply power for FS control chip circuit, and need not to supply power for control system at whole low voltage side like existing circuit.
In the above technical scheme, the power module is turned on when the signal is at a high level in the PWM signal, and is turned off when the signal is at a low level. The pull-down resistor described in this embodiment is used to give the circuit a low state when no signal is received. If the whole circuit is not powered, no signal is definitely generated at the moment, and only the main control chip 1 is powered off at the moment, so that a pull-down resistor is required to be added to ensure the state of the circuit, and false triggering is prevented.
In the above technical scheme, the FS control chip 7 calculates the current motor rotation speed according to the motor current frequency obtained by three-phase current sampling, obtains the current counter-potential voltage of the motor according to the motor rotation speed and the motor counter-potential coefficient, when the counter-potential voltage of the motor is greater than or equal to the bus voltage obtained by bus voltage sampling, the motor power module 6 needs to work in ASC mode, and the motor outputs a slight braking torque; when the back electromotive force voltage of the motor is smaller than the bus voltage, the motor power module 6 needs to work in a shutdown mode, all switching tubes of the three-phase inverter bridge in the motor power module 6 are in a cut-off state, and the motor is stopped freely. In this way, the motor can be prevented from being braked severely in a high-speed stage due to direct turn-off of the motor power module 6 and braked severely in a low-speed stage due to ASC mode; the invention can calculate the current motor rotating speed through the sampled current frequency, can calculate the current counter potential voltage of the motor through the rotating speed and the counter electromotive force coefficient, determines whether the controller enters an ASC mode through the comparison of the counter electromotive force and the bus voltage, and then the FS control chip generates a corresponding primary side ASC signal according to the requirement.
In the above technical solution, when the motor power module 6 needs to operate in the ASC mode, the FS control chip 7 outputs an upper arm or a lower arm driving signal (in this embodiment, a lower arm driving signal) of the three-phase inverter bridge to control the motor power module 6 to operate in the ASC mode, and when the motor power module 6 needs to operate in the shutdown mode, the FS control chip 7 outputs a shutdown control signal to control the motor power module 6 to operate in the shutdown mode.
In the above technical solution, the motor power module further includes an electrical isolation device 9 and a buffer 10, where the electrical isolation device 9 (magnetic devices or optical devices are selected for isolation, for example, optical couplers) is used to electrically isolate an upper bridge arm or a lower bridge arm driving signal (in this embodiment, a lower bridge arm driving signal) of the three-phase inverter bridge output by the FS control chip 7 and then send the signals to the buffer 10, the buffer 10 is used to enhance the driving capability of the electrically isolated upper bridge arm or lower bridge arm driving signal by using an internal totem pole push-pull circuit, and the upper bridge arm or the lower bridge arm driving signal with enhanced driving capability controls the upper bridge arm or the lower bridge arm switching tube of the three-phase inverter bridge in the motor power module 6 to be turned on (in this embodiment, the lower bridge arm is turned on, and the upper bridge arm is turned off) through the driving module 5, and the motor controller enters the ASC mode. The secondary side ASC signal obtained after the primary side ASC signal (lower bridge arm driving signal) passes through the electrical isolation device is not sent to the driving chip 4, but the driving capability is enhanced through the buffer memory 10, and then the driving module 5 is controlled, so that the on/off of the upper bridge arm or the lower bridge arm of the three-phase inverter bridge in the motor power module 6 is controlled. Therefore, the driving chip 4 does not need to select a product with ASC function pins. The level logic of the primary side ASC signal is the same as that of the secondary side ASC signal, when the primary side ASC signal is high, the secondary side ASC signal is also high, and the 3-path driving signal of the lower bridge arm after the buffer memory enhances the driving capability is also high.
In the above technical scheme, the power supply system further comprises a second control power supply module 8 and a backup power supply module 11, wherein the second control power supply module 8 is used for supplying power to the FS control chip 7, the backup power supply module 11 is used for supplying power to the lower bridge arm of the driving module 5 and the second control power supply module 8, and the backup power supply module 11 is no longer used for supplying power to the whole control system.
In the above technical solution, when the motor power module 6 fails, the motor controller loses power, and the vehicle is free to slide and stop, and at this time, ASC control is not required.
In the above technical solution, when the motor, the battery and/or the electric control fault (the fault device includes a motor, a battery pack, a BMS, a structural component, etc.) is external to the motor controller, the fault includes that the whole motor is out of control, the power battery is faulty, the motor speed is too high or abnormal, and the main control chip 1 works normally, the main control chip 1 sets the 3-path PWM signal of the upper bridge arm to be low in the 6-path PWM signal of the primary side of the driving chip 3, the 3-path PWM signal of the lower bridge arm to be high in the 3-path PWM signal of the lower bridge arm, the driving chip 3 transfers the PWM signal of the upper bridge arm to the secondary side to obtain the 6-path driving signal of the inverter bridge, the 6-path driving signal of the inverter bridge is amplified by the driving module 5 to obtain the 6-path driving signal of the inverter bridge after push-pull power amplification to drive the corresponding 6-path switching tubes of the motor power module 6, thereby realizing that the three switching tubes (the upper bridge arm of the U-phase upper bridge arm, the upper bridge arm of the V-phase and the upper bridge arm of the W-phase) of the inverter bridge in the motor power module 6 are simultaneously turned on, and the three switching tubes of the upper bridge arm of the inverter bridge in the motor power module 6 (e.g. S1, S2 and the lower bridge arm of the motor and the lower bridge arm of the controller of the U-phase and the ASC phase of the motor power controller are turned).
Under the condition that no fault exists inside or outside the motor controller: the U-phase upper bridge, the V-phase lower bridge, the W-phase lower bridge is conducted, and other bridge arms are closed; v-phase upper bridge, U-phase lower bridge, W-phase lower bridge is conducted, and other bridge arms are closed; w phase upper bridge, U phase lower bridge, V phase lower bridge is conducted, and other bridge arms are closed. The three modes are cycled in sequence.
The motor controller comprises a control board, a driving board, a power module IGBT, a bus capacitor and a structural component, and fig. 1 is a control circuit in an ASC mode on the control board.
In the above technical scheme, when the motor controller has an external motor, a battery and/or an electric control fault and the main control chip 1 works normally, the first control power module 2 is used for supplying power to the primary sides of the main control chip 1 and the driving chip 4, and the driving power module 3 is used for supplying power to the secondary side upper bridge arm driving signal generating module and the secondary side lower bridge arm driving signal generating module of the driving chip 4.
The invention does not need driving chip 4 to take ASC function pin any more, the number of electric isolation devices 9 is reduced from 4 to 6 to only 1, because the driving chip with ASC function pin generally uses ASC pin function of high-voltage side, so that the main control chip or FS control chip can not directly drive driving chip, 6 isolators are needed, the new circuit does not need driving chip with ASC function, 6 isolators are not needed, and 1 buffer is directly used to drive three lower bridge arms. The backup power supply module 11 is used for supplying power to the driving module 5 and the second control power supply module 8, and can also enter an ASC mode (because the primary circuit main control chip is bad and cannot enter the ASC mode, the backup power supply only supplies power to the secondary side of the driving module and the second control power supply module 8, and can also enter the ASC mode), so the volume and the cost of the backup power supply circuit 11 are also reduced. More importantly, even if the driving chip 4 fails, the FS control chip 7 can realize an ASC mode by means of an ASC signal.
In the above technical scheme, the main control chip 1 and the FS control chip 7 can monitor the working state of the other party in real time through safety monitoring communication.
The three-phase active short-circuit protection method for the motor controller of the electric automobile based on the system comprises the following steps:
step 1: the main control chip 1 and the FS control chip 7 monitor the working state of the other party in real time through safety monitoring communication;
step 2: when the main control chip 1 fails, the FS control chip 7 samples bus voltage and three-phase current of the motor, and judges the required working mode of the motor power module 6 according to the results of bus voltage sampling and three-phase current sampling, when the judging result shows that the motor power module 6 needs to enter an ASC mode, the FS control chip 7 outputs an enabling signal to enable the first control power module 2 and the driving power module 3 to stop working, the main control chip 1 is powered down due to the stopping of the first control power module 2, the primary side of the driving chip 4 is powered down due to the stopping of the first control power module 2, the secondary side bridge arm driving signal generating module and the secondary side lower bridge arm driving signal generating module of the driving chip 4 are powered down due to the stopping of the driving power module 3, the lower bridge arm driving signals of the three-phase inverter bridge outputted by the FS control chip 7 are switched on through the lower bridge arm three switching tubes of the three-phase inverter bridge in the driving module 5 control motor power module 6, the motor controller enters the ASC mode, the upper bridge is S1, S2 and S3 in FIG. 3, and the lower bridge arm is S4, S6 in FIG. 3. I.e. 6 switching tubes inside the IGBT module. They are used to realize the driving of the motor;
when an external motor, a battery and/or an electric control fault of a motor controller exist, and a main control chip 1 works normally, the main control chip 1 sets 3 paths of PWM signals of an upper bridge arm of 6 paths of PWM signals which are output to a primary side of a driving chip 3 to be low level, 3 paths of PWM signals of a lower bridge arm to be high level, the driving chip 3 transmits the PWM signals of the upper bridge arm to be low level and the lower bridge arm to be high level to a secondary side to obtain 6 paths of driving signals of an inverter bridge, the 6 paths of driving signals of the inverter bridge are subjected to push-pull power amplification by a driving module 5 to obtain 6 paths of driving signals of the inverter bridge after power amplification to drive corresponding 6 switching tubes of the motor power module 6, so that three switching tubes of the lower bridge arm of the inverter bridge in the motor power module 6 are simultaneously conducted, the upper three switching tubes of the inverter bridge in the motor power module 6 are closed, and the motor controller enters an ASC mode;
when the motor power module 6 is powered off, the motor controller loses power, and the vehicle is free-wheeling parked, and ASC control is not required at this time.
What is not described in detail in this specification is prior art known to those skilled in the art.
Claims (10)
1. The three-phase active short-circuit protection system for the motor controller of the electric automobile is characterized by comprising a main control chip (1), a first control power supply module (2), a driving power supply module (3), a driving chip (4), a driving module (5), a motor power module (6) and an FS control chip (7), wherein when the main control chip (1) fails, the FS control chip (7) samples bus voltage and three-phase current of the motor, judges the required working mode of the motor power module (6) according to the results of the bus voltage sampling and the three-phase current sampling, when the judging result is that the motor power module (6) needs to enter an ASC mode, the FS control chip (7) outputs an enabling signal to enable the first control power supply module (2) and the driving power supply module (3) to stop working, the primary side of the driving chip (4) is powered down due to the stop working of the first control power supply module (2), the secondary side driving signal generating module and the secondary side lower driving signal generating module of the driving chip (4) are powered down due to the stop working of the driving power module (3) to control the upper bridge arm of the driving chip (7) or the lower bridge arm of the inverter signal of the three-phase inverter, the upper bridge arm or the lower bridge arm driving signals control the upper bridge arm or the lower bridge arm switching tubes of the three-phase inverter bridge in the motor power module (6) to be turned on through the driving module (5).
2. The electric vehicle motor controller three-phase active short-circuit protection system of claim 1, wherein: the FS control chip (7) calculates the motor rotating speed through the current frequency obtained by three-phase current sampling, obtains the counter potential voltage of the motor according to the motor rotating speed and the counter electromotive force coefficient of the motor, and when the counter potential voltage of the motor is more than or equal to the bus voltage obtained by bus voltage sampling, the motor power module (6) needs to work in an ASC mode; when the back electromotive force voltage of the motor is smaller than the bus voltage, the motor power module (6) needs to work in a shutdown mode, and all switching tubes of the three-phase inverter bridge in the motor power module (6) are in a cut-off state.
3. The electric vehicle motor controller three-phase active short-circuit protection system of claim 2, wherein: the FS control chip (7) outputs driving signals of an upper bridge arm or a lower bridge arm of the three-phase inverter bridge to control the motor power module (6) to work in an ASC mode when the motor power module (6) needs to work in the ASC mode, and the FS control chip (7) outputs shutdown control signals to control the motor power module (6) to work in a shutdown mode when the motor power module (6) needs to work in the shutdown mode.
4. The electric vehicle motor controller three-phase active short-circuit protection system of claim 1, wherein: the motor power module further comprises an electrical isolation device (9) and a buffer (10), wherein the electrical isolation device (9) is used for electrically isolating an upper bridge arm or a lower bridge arm driving signal of the three-phase inverter bridge output by the FS control chip (7) and then transmitting the upper bridge arm or the lower bridge arm driving signal to the buffer (10), the buffer (10) is used for enhancing the driving capability of the electrically isolated upper bridge arm or lower bridge arm driving signal, and the upper bridge arm or the lower bridge arm driving signal for enhancing the driving capability controls the upper bridge arm or the lower bridge arm switching tube of the three-phase inverter bridge in the motor power module (6) to be turned on through the driving module (5), and the motor controller enters an ASC mode.
5. The electric vehicle motor controller three-phase active short-circuit protection system of claim 4, wherein: the novel power supply system further comprises a second control power supply module (8) and a backup power supply module (11), wherein the second control power supply module (8) is used for supplying power to the FS control chip (7), and the backup power supply module (11) is used for supplying power to the driving module (5) and the second control power supply module (8).
6. The electric vehicle motor controller three-phase active short-circuit protection system of claim 1, wherein: when the motor power module (6) fails, the motor controller loses power, and the vehicle is free to slide and stop, so that ASC control is not needed.
7. The electric vehicle motor controller three-phase active short-circuit protection system of claim 4, wherein: when an external motor, a battery and/or an electric control fault of a motor controller exist, and a main control chip (1) works normally, the main control chip (1) sets a PWM signal of an upper bridge arm to be low in a PWM signal of a primary side of a driving chip (3), the PWM signal of a lower bridge arm to be high in a PWM signal of the upper bridge arm, the PWM signal of the upper bridge arm to be low in a level and the PWM signal of the lower bridge arm to be high in a level are transmitted to a secondary side by the driving chip (3) to obtain an inverter bridge driving signal, the inverter bridge driving signal is subjected to push-pull power amplification by a driving module (5) to obtain an inverter bridge driving signal after power amplification to drive a corresponding switching tube of a motor power module (6) to act, so that a lower bridge arm switching tube of the inverter bridge in the motor power module (6) is conducted simultaneously, an upper bridge arm switching tube of the inverter bridge in the motor power module (6) is closed, and the motor controller enters an ASC mode.
8. The electric vehicle motor controller three-phase active short circuit protection system of claim 7, wherein: when the motor controller has an external motor, a battery and/or an electric control fault and the main control chip (1) works normally, the first control power supply module (2) is used for supplying power to the primary sides of the main control chip (1) and the driving chip (4), and the driving power supply module (3) is used for supplying power to the secondary side upper bridge arm driving signal generating module and the secondary side lower bridge arm driving signal generating module of the driving chip (4).
9. The electric vehicle motor controller three-phase active short-circuit protection system of claim 1, wherein: the main control chip (1) and the FS control chip (7) can monitor the working state of the other party in real time through safety monitoring communication.
10. The three-phase active short-circuit protection method for the motor controller of the electric automobile based on the system of claim 1 is characterized by comprising the following steps:
step 1: the main control chip (1) and the FS control chip (7) monitor the working state of the other party in real time through safety monitoring communication;
step 2: when the main control chip (1) fails, the FS control chip (7) samples bus voltage and three-phase current of the motor, judges the required working mode of the motor power module (6) according to the results of the bus voltage sampling and the three-phase current sampling, when the judging result shows that the motor power module (6) needs to enter an ASC mode, the FS control chip (7) outputs an enabling signal to enable the first control power module (2) and the driving power module (3) to stop working, the main control chip (1) stops working due to the first control power module (2) to power down, the primary side of the driving chip (4) stops working due to the first control power module (2) to power down, the secondary side bridge arm driving signal generating module and the secondary side lower bridge arm driving signal generating module of the driving chip (4) stop working to power down, and the upper or lower bridge arm driving signal of the three-phase inverter bridge output by the FS control chip (7) controls the upper or lower bridge arm of the three-phase inverter bridge in the motor power module (6) to enter an ASC mode through the driving module (5);
when an external motor, a battery and/or an electric control fault of a motor controller exist, and a main control chip (1) works normally, the main control chip (1) sets a PWM signal of an upper bridge arm to be low in a PWM signal of a primary side of a driving chip (3), the PWM signal of a lower bridge arm to be high in the PWM signal of the primary side, the driving chip (3) transmits the PWM signal of the upper bridge arm to be low in the PWM signal of the lower bridge arm to a secondary side to obtain an inverter bridge driving signal, the inverter bridge driving signal is subjected to push-pull power amplification by a driving module (5) to obtain a power amplified inverter bridge driving signal to drive a corresponding switching tube of a motor power module (6) to act, so that a lower bridge arm switching tube of the inverter bridge in the motor power module (6) is simultaneously conducted, an upper bridge arm switching tube of the inverter bridge in the motor power module (6) is closed, and the motor controller enters an ASC mode;
when the motor power module (6) is used, the motor controller loses power, and the vehicle is free to slide and stop, so that ASC control is not needed.
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| CN202211499796.0A CN116316435A (en) | 2022-11-28 | 2022-11-28 | Three-phase active short-circuit protection system and method for motor controller of electric automobile |
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| CN202211499796.0A CN116316435A (en) | 2022-11-28 | 2022-11-28 | Three-phase active short-circuit protection system and method for motor controller of electric automobile |
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