CN117246141A - Motor drive system, vehicle power assembly comprising same and vehicle - Google Patents

Motor drive system, vehicle power assembly comprising same and vehicle Download PDF

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Publication number
CN117246141A
CN117246141A CN202210651158.XA CN202210651158A CN117246141A CN 117246141 A CN117246141 A CN 117246141A CN 202210651158 A CN202210651158 A CN 202210651158A CN 117246141 A CN117246141 A CN 117246141A
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CN
China
Prior art keywords
motor
switch assembly
motor drive
drive system
connection state
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Pending
Application number
CN202210651158.XA
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Chinese (zh)
Inventor
刘洋
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Vitesco Automotive Tianjin Co Ltd
Original Assignee
Vitesco Automotive Tianjin Co Ltd
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Vitesco Automotive Tianjin Co Ltd filed Critical Vitesco Automotive Tianjin Co Ltd
Priority to CN202210651158.XA priority Critical patent/CN117246141A/en
Publication of CN117246141A publication Critical patent/CN117246141A/en
Pending legal-status Critical Current

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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
    • B60L15/00—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles
    • B60L15/20—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L50/00—Electric propulsion with power supplied within the vehicle
    • B60L50/50—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells
    • B60L50/51—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells characterised by AC-motors
    • 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
    • B60L50/00—Electric propulsion with power supplied within the vehicle
    • B60L50/50—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells
    • B60L50/60—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells using power supplied by batteries
    • B60L50/64—Constructional details of batteries specially adapted for electric vehicles
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L53/00—Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles
    • B60L53/20—Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles characterised by converters located in the vehicle
    • B60L53/24—Using the vehicle's propulsion converter for charging
    • 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

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  • Engineering & Computer Science (AREA)
  • Power Engineering (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Life Sciences & Earth Sciences (AREA)
  • Sustainable Development (AREA)
  • Sustainable Energy (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)

Abstract

The invention relates to a motor drive system, comprising: a motor including a rotor coil and a three-phase stator coil; a high voltage battery pack; a three-phase inverter, the ac end of which is connected to the first end of the three-phase stator coil, and the dc end of which is connected to the high-voltage battery pack; an excitation device for supplying power to a rotor coil of the motor; a first switch assembly capable of forming a first connection state and a second connection state and configured to connect the second end of the three-phase stator coil to a neutral point in the first connection state and to connect the second end of the three-phase stator coil to an external power grid in the second connection state; a second switching assembly connected between the excitation device and a rotor coil of the motor; and a controller configured to selectively control the connection states of the first and second switch assemblies to operate the system in different modes. The invention also relates to a vehicle powertrain and a vehicle comprising the system.

Description

Motor drive system, vehicle power assembly comprising same and vehicle
Technical Field
The invention relates to the technical field of vehicles, in particular to a motor driving system, a vehicle power assembly comprising the motor driving system and a vehicle.
Background
Rechargeable high-voltage batteries are the most important source of power in electric vehicles (and/or hybrid vehicles) that deliver electrical energy to an electric machine through a three-phase inverter to drive the electric machine in rotation. When the remaining power (SOC) in the high-voltage battery is too low, an external single-phase/three-phase alternating current is required to charge the high-voltage battery.
However, the performance of the high-voltage battery may be adversely affected, for example, the endurance is lowered, and further, the life and capacity of the battery may be reduced by charging the battery in a low-temperature environment. Therefore, when the battery is used in a low-temperature environment, the battery needs to be heated to restore its charging ability to normal.
Disclosure of Invention
The invention provides a motor driving system, which can integrate a battery charging function, a battery heating function and a motor driving function into a whole in a simple mode by multiplexing components and circuits in a vehicle, can realize a three-phase alternating current charging function and a battery self-heating function without increasing circuit components (such as inductance and capacitance), and remarkably reduces the structural complexity, the volume and the manufacturing cost of the system.
According to a first aspect of the present invention, there is provided a motor drive system comprising:
a motor including a rotor coil and a three-phase stator coil;
a high voltage battery pack configured to power the motor;
a three-phase inverter having an ac end connected to the first end of the three-phase stator coil and a dc end connected to the high-voltage battery pack;
an excitation device for supplying power to a rotor coil of the motor;
a first switch assembly capable of forming a first connection state and a second connection state, wherein the first switch assembly is configured to connect the second end of the three-phase stator coil to a neutral point in the first connection state and to connect the second end of the three-phase stator coil to an external power grid in the second connection state;
a second switch assembly connected between the excitation device and a rotor coil of the motor; and
a controller configured to selectively control the connection state of the first and second switch assemblies to cause the system to operate in different modes.
Wherein the different modes include a battery charging mode, a battery self-heating mode, and a motor driving mode.
The first switch assembly is composed of a single-pole double-throw switch, the moving end of the single-pole double-throw switch is connected to the second end of the three-phase stator coil, the first static end of the single-pole double-throw switch is connected to the neutral point, and the second static end of the single-pole double-throw switch is connected to the external power grid.
Wherein the controller is configured to open the second switch assembly and connect the active end of the first switch assembly to the second stationary end to operate the system in a charging mode.
Wherein the controller is configured to open the second switch assembly and connect the active end of the first switch assembly to the first stationary end to operate the system in a self-heating mode.
Wherein the controller is configured to close the second switch assembly and connect the active end of the first switch assembly to the first stationary end to operate the system in a drive mode.
Wherein the motor is a separately excited synchronous motor.
The system further comprises a rectifying loop connected between the second static end of the first switch assembly and an external power grid.
According to a second aspect of the present invention there is provided a vehicle powertrain comprising a motor drive system as described above.
According to a first aspect of the present invention there is provided a vehicle comprising a vehicle powertrain as described above.
The motor drive system according to the invention has at least one of the following advantages:
in the battery self-heating mode, a rotor excitation loop of the separately excited synchronous motor is disconnected, the stator inductance of the motor is used as an energy storage load for pulse self-heating, the battery self-heating function can be realized without adding energy storage elements such as inductance, capacitance and the like, heating noise is remarkably reduced, and the structural complexity, volume and manufacturing cost of the system are reduced;
the adoption of a separately excited synchronous motor, the excitation loop of the rotor is cut off through a switching element during charging, so that unexpected torque or rotor heating and other problems are not generated during charging of a battery by using a motor inductor;
the 800V high-voltage platform can be directly adopted, so that three-phase high-power charging can be realized without increasing the number of circuit components and the size of a driver, a bidirectional direct current conversion loop is omitted, and meanwhile, the charging power is improved; and
the use of a separately excited synchronous machine, while guaranteeing the above advantages, does not reduce the driving performance of the system.
Drawings
Other features and advantages of the apparatus of the present invention will be apparent from, or may be learned by the practice of the invention as set forth hereinafter, the figures being incorporated in and as set forth hereinafter with the drawings. Wherein:
fig. 1 shows a circuit schematic of a motor drive system according to a first embodiment of the present invention.
Detailed Description
A motor driving system according to the present invention will be described below by way of embodiments with reference to the accompanying drawings. In the following description, numerous specific details are set forth in order to provide a thorough understanding of the present invention to those skilled in the art. It will be apparent, however, to one skilled in the art that the present invention may be practiced without some of these specific details. Rather, the invention can be considered to be implemented with any combination of the following features and elements, whether or not they relate to different embodiments. Thus, the various aspects, features, embodiments and advantages below are for illustration only and should not be considered as elements or limitations of the claims unless explicitly set forth in the claims.
In order to heat the vehicle battery, in the existing solutions, a PTC (Positive Temperature Coefficient ) heating scheme is generally adopted, that is, the heat is transferred to the battery through a PTC heating waterway, and then the temperature of the battery module is raised through waterway circulation. However, such conventional indirect heating schemes have poor heat exchange efficiency and require long heating times. In addition, there are also solutions for self-heating with battery pulses, which however also require the provision of additional energy storage devices, such as inductances and capacitances, which further lead to increased costs and increased volume.
Moreover, in the existing electric vehicle, the battery charging function, the battery heating function, and the motor driving function are mostly implemented independently of each other, for example, a separate heater is required for the battery heating function, which results in a low degree of reuse of components in the vehicle, high requirements for vehicle system integration, and increased complexity of the circuit and manufacturing cost of the vehicle.
Therefore, the existing automobile manufacturers consider integrating the functions of motor driving, high-power battery charging and battery heating, but the current electric vehicle mainly uses an asynchronous motor and a permanent magnet synchronous motor, so that a plurality of sets of filter inductors are needed to be additionally arranged on an integrated system in order to avoid unexpected torque of the permanent magnet synchronous motor caused by charging and noise generated by self-heating of the battery, and the system has a complex structure, a huge volume and high cost. In addition, the conventional battery charging technology adopts an OBC (on-board charger) or direct current fast charging mode, and the charging rate is low.
In order to solve one or more of the above technical problems, the present invention proposes a motor driving system capable of integrating a battery charging function, a battery heating function, and a motor driving function in a simple manner by multiplexing components and circuits inside a vehicle, and capable of implementing a three-phase alternating current charging function and a battery self-heating function without increasing circuit components (e.g., inductance and capacitance), which significantly reduces the structural complexity, volume, and manufacturing cost of the system.
Fig. 1 shows a circuit schematic of a motor drive system according to a first embodiment of the present invention. As shown in fig. 1, the system mainly includes a high-voltage battery pack, a three-phase inverter, and a motor. The function of the individual components of the system and the connection between them will be described in detail below.
Wherein the high voltage battery pack is configured to supply power to the motor to cause it to rotate the wheels, the high voltage battery is also referred to as a "power battery". The term "vehicle" as referred to herein includes electric vehicles and hybrid vehicles. The motor includes a rotor coil and a three-phase stator coil.
The three-phase inverter is arranged between the high-voltage battery pack and the motor and is used for driving the motor to rotate by means of the electric power provided by the high-voltage battery pack. Specifically, the ac terminals of the three-phase inverter are connected to the first terminals of the three-phase stator coils of the motor, and the dc terminals of the three-phase inverter are connected to the high-voltage battery pack.
According to a preferred embodiment of the invention, the motor here is preferably a separately excited synchronous motor, the stator and rotor coils of which are supplied with different power sources, respectively. The system thus also comprises an excitation device for supplying the rotor coils of the motor with electric power.
According to a preferred embodiment of the present invention, the motor driving system further comprises a first switch assembly K1, a second switch assembly K2, and a controller. Wherein, the second switch assembly K2 is connected between the exciting device and the rotor coil of the motor and is used for switching on or switching off the exciting power supply of the rotor coil under the control of the controller.
The first switching assembly K1 is capable of forming a first connection state in which the first switching assembly can connect the second end of the three-phase stator coil of the motor to a neutral point and a second connection state in which the first switching assembly can connect the second end of the three-phase stator coil of the motor to an external power grid under the control of the controller.
As an example, the first switch assembly K1 may be constituted by a single pole double throw switch comprising one movable end and two static ends, the movable end of the single pole double throw switch being connected to the second end of the three phase stator coil of the motor, the first static end 1 of the single pole double throw switch being connected to the neutral point, the second static end 2 of the single pole double throw switch being connected to the external grid.
As another example, the first switching assembly K1 may be constituted by two switching elements, one of which is connected between the three-phase stator coil of the motor and the neutral point, and the other of which is connected between the three-phase stator coil of the motor and the external power grid.
The system may further comprise a rectifying circuit connected between the second static end 2 of the first switching assembly K1 and the external power grid for rectifying the alternating current of the external power grid.
Furthermore, it will be appreciated by those skilled in the art that at least one of a pre-charge circuit, an EMI module and an interface module may also be provided between the motor and the external power grid, which will not be described in detail herein since these modules are not an inventive focus of the present invention.
Wherein the controller is configured to selectively control the connection state of the first and second switch assemblies K1 and K2 to operate the motor driving system in different modes, such as a battery charging mode, a battery self-heating mode, and a motor driving mode. The controller is pre-stored with corresponding motor control program, battery self-heating control program, rectification program and battery charging program.
The switching states of the first and second switching assemblies K1 and K2 in different operation modes of the system are described in detail below.
1) Battery charging mode
K2 is disconnected, K1 is connected to the second static end 2, and current from the three-phase power grid sequentially flows through the rectification loop, the stator coil of the separately excited synchronous motor and the three-phase inverter, and finally reaches the high-voltage battery pack to charge the high-voltage battery pack;
2) Battery self-heating mode
In a low temperature environment, K2 is disconnected to shut off the rotor excitation circuit, K1 is connected to the first stationary end 1, i.e. the three-phase stator coils of the motor are connected to the neutral point.
At the moment, the stator coil of the separately excited synchronous motor forms a three-phase inductor, and the three-phase inverter is controlled by the controller to work so as to generate three-phase alternating current, so that an 800V direct current bus generates alternating current, and the alternating current can be used for rapid charge and discharge of a high-voltage battery pack. In this case, self-heating may be performed by means of the internal resistance of the battery cells in the battery pack.
3) Motor drive mode
K2 is closed and K1 is connected to the first dead end 1, at which time the rectifying circuit is shorted by K1 and fails. In this case, the controller alternately keeps one of the six legs of the three-phase inverter bridge on and the other one off, thereby switching the current flow through the windings of the motor phases, so that the motor is driven to operate normally by means of the high-voltage battery pack.
The invention furthermore relates to a vehicle powertrain comprising the motor drive system shown in fig. 1. The vehicle powertrain may be a powertrain that integrates a motor, a motor drive system, a battery pack, or a powertrain that integrates a motor, a motor drive system, a battery pack, and a battery management system, by way of example only, and not limitation, and thus does not limit the scope of the present invention.
As shown in the embodiment referring to fig. 1, the motor driving system according to the present invention can integrate a battery charging function, a battery heating function, and a motor driving function in a simple manner by multiplexing components and circuits inside a vehicle. The motor drive system has at least one of the following advantages:
in the battery self-heating mode, a rotor excitation loop of the separately excited synchronous motor is disconnected, the stator inductance of the motor is used as an energy storage load for pulse self-heating, the battery self-heating function can be realized without adding energy storage elements such as inductance, capacitance and the like, heating noise is remarkably reduced, and the structural complexity, volume and manufacturing cost of the system are reduced;
the adoption of a separately excited synchronous motor, the excitation loop of the rotor is cut off through a switching element during charging, so that unexpected torque or rotor heating and other problems are not generated during charging of a battery by using a motor inductor;
the 800V high-voltage platform can be directly adopted, so that three-phase high-power charging can be realized without increasing the number of circuit components and the size of a driver, a bidirectional direct current conversion loop is omitted, and meanwhile, the charging power is improved; and
the use of a separately excited synchronous machine, while guaranteeing the above advantages, does not reduce the driving performance of the system.
In the present invention, the term "connected" may optionally refer to "electrically connected". Furthermore, the term "comprising" means that the technical solution of the present application does not exclude the case of having other units not directly or explicitly stated, besides having units directly or explicitly stated in the description and the claims. Moreover, terms such as "first," "second," and the like, do not denote a sequential order of components or values in terms of time, space, size, or the like, but rather are merely used to distinguish one component or value from another.
In the present invention, it will be appreciated by those of ordinary skill in the art that the disclosed system may be implemented in other ways. The system embodiments described above are merely illustrative, for example, the division of the modules is merely a logical division of functions, and there may be other divisions of the actual implementation, for example, functions of multiple modules may be combined or functions of a module may be further split. The modules in the embodiments of the present invention may be integrated into one processing unit, or each module may exist alone physically, or two or more modules may be integrated into one unit.
While the invention has been described in terms of preferred embodiments, the invention is not limited thereto. Various changes and modifications can be made without departing from the spirit and scope of the invention, and the scope of the invention is therefore to be determined by the appended claims.

Claims (10)

1. A motor drive system, the system comprising:
a motor including a rotor coil and a three-phase stator coil;
a high voltage battery pack configured to power the motor;
a three-phase inverter having an ac end connected to the first end of the three-phase stator coil and a dc end connected to the high-voltage battery pack;
an excitation device for supplying power to a rotor coil of the motor;
a first switch assembly (K1) capable of forming a first connection state and a second connection state, wherein the first switch assembly is configured to connect the second end of the three-phase stator coil to a neutral point in the first connection state and to connect the second end of the three-phase stator coil to an external grid in the second connection state;
a second switching assembly (K2) connected between the excitation device and a rotor coil of the motor; and
a controller configured to selectively control the connection state of the first switch assembly (K1) and the second switch assembly (K2) to cause the system to operate in different modes.
2. The motor drive system of claim 1, wherein the different modes include a battery charging mode, a battery self-heating mode, and a motor drive mode.
3. Motor drive system according to claim 1 or 2, characterized in that the first switch assembly (K1) is constituted by a single pole double throw switch, the active end of which is connected to the second end of the three-phase stator coil, the first stationary end (1) of which is connected to the neutral point, and the second stationary end (2) of which is connected to the external power grid.
4. A motor drive system according to claim 3, characterized in that the controller is configured to disconnect the second switch assembly (K2) and connect the active end of the first switch assembly (K1) to the second stationary end (2) to operate the system in a charging mode.
5. A motor drive system according to claim 3, characterized in that the controller is configured to disconnect the second switch assembly (K2) and connect the moving end of the first switch assembly (K1) to the first stationary end (1) to operate the system in self-heating mode.
6. A motor drive system according to claim 3, characterized in that the controller is configured to close the second switch assembly (K2) and connect the moving end of the first switch assembly (K1) to the first stationary end (1) to operate the system in a drive mode.
7. A motor drive system according to claim 1 or 2, wherein the motor is a separately excited synchronous motor.
8. A motor drive system according to claim 3, characterized in that the system further comprises a rectifying circuit connected between the second stationary end (2) of the first switching assembly (K1) and an external power grid.
9. A vehicle powertrain comprising a motor drive system according to any one of claims 1 to 8.
10. A vehicle comprising a vehicle powertrain according to claim 9.
CN202210651158.XA 2022-06-09 2022-06-09 Motor drive system, vehicle power assembly comprising same and vehicle Pending CN117246141A (en)

Priority Applications (1)

Application Number Priority Date Filing Date Title
CN202210651158.XA CN117246141A (en) 2022-06-09 2022-06-09 Motor drive system, vehicle power assembly comprising same and vehicle

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
CN202210651158.XA CN117246141A (en) 2022-06-09 2022-06-09 Motor drive system, vehicle power assembly comprising same and vehicle

Publications (1)

Publication Number Publication Date
CN117246141A true CN117246141A (en) 2023-12-19

Family

ID=89128125

Family Applications (1)

Application Number Title Priority Date Filing Date
CN202210651158.XA Pending CN117246141A (en) 2022-06-09 2022-06-09 Motor drive system, vehicle power assembly comprising same and vehicle

Country Status (1)

Country Link
CN (1) CN117246141A (en)

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