CN202911578U - Electric drive system of new energy coach - Google Patents
Electric drive system of new energy coach Download PDFInfo
- Publication number
- CN202911578U CN202911578U CN2012204756620U CN201220475662U CN202911578U CN 202911578 U CN202911578 U CN 202911578U CN 2012204756620 U CN2012204756620 U CN 2012204756620U CN 201220475662 U CN201220475662 U CN 201220475662U CN 202911578 U CN202911578 U CN 202911578U
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- voltage
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- inv1
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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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Abstract
The utility model discloses an electric drive system of a new energy coach. The system comprises a supercapacitor (C1), power modules (V1-V4), an energy storage inductor (L1), a thin-film capacitor (C2), a drive motor control circuit (INV1-C), an inverter (INV1), a drive motor (M1), a generator control circuit (INV2-C), an inverter (INV2), a generator (M2) and a voltage adjusting control circuit (VC1). According to the virtual value of the motor line voltage in the drive motor operation process, the voltage value of the direct current bus of the inverter is adjusted in real time, the ripple current of the motor, the wave motion of the motor output torque, the iron loss of the motor and the switching loss of the inverters are reduced, and the performance of the electric drive system is effectively improved.
Description
Technical field
The utility model relates to a kind of integral new-energy passenger power drive system.
Background technology
Because oil crises and emission pollution problem that traditional fuel-engined vehicle brings are day by day serious, country and enterprise place hope on by the new-energy automobile technology and effectively overcome the above problems.As the power drive system of one of new-energy automobile core component, the advance of its technology, reliability have directly determined the vehicle performance of new-energy automobile.Present stage, the new-energy automobile power drive system is comprised of direct supply (such as vehicle-mounted lithium ion battery, Ni-MH battery etc.), inverter, motor substantially, and direct supply is used for providing the required electric energy of Vehicle Driving Cycle or store electrical energy; Inverter is used for the AC/DC conversion, the running state of control motor; Motor is used for driving Vehicle Driving Cycle, electric braking etc.In the new-energy automobile power drive system, the fixedly type of drive of DC bus-bar voltage that adopt more, namely DC power output voltage remains unchanged.Because direct supply self-characteristic in the system, bus voltage be within the specific limits fluctuation in system's real work.The changeless type of drive of dc bus causes the problems such as inverter dc bus degree of utilization is low, the current ripples of drive motor large, the motor iron loss is large, the inverter switching device loss is large, directly affects power drive system efficient and performance.
The utility model content
The utility model purpose: the utility model provides a kind of integral new-energy passenger power drive system, can move according to drive motor the effective value of neutral voltage, adjust in real time the magnitude of voltage of dc bus, immobilize and cause the not good problem of system effectiveness and performance in order to solve in the common electrical drive system DC bus-bar voltage.
Technical scheme: a kind of integral new-energy passenger power drive system mainly is comprised of super capacitor C1, the first power model V1, the second power model V2, the 3rd power model V3, the 4th power model V4, energy storage inductor L1, thin-film capacitor C2, drive motor control circuit INV1-C, the first inverter INV1, drive motor M1, generator control circuit INV2-C, the second inverter INV2, electrical generator M2 and voltage-regulation control circuit VC1; Described the first power model V1, the second power model V2, the 3rd power model V3, the 4th power model V4 and energy storage inductor L1 form voltage regulator circuit; Described voltage-regulation control circuit VC1 and generator control circuit INV2-C gather the first voltage U of super capacitor C1 simultaneously
DC1With the first electric current I
DC1, voltage-regulation control circuit VC1 and drive motor control circuit INV1-C gather the second voltage U of thin-film capacitor C2 simultaneously
DC2With the second electric current I
DC2, voltage-regulation control circuit VC1 and drive motor control circuit INV1-C receive the drive motor control signal simultaneously.
Described super capacitor C1 is used for the required direct current energy of stocking system, can be undertaken also, is composed in series by low withstand voltage, the high-capacity super capacitor of polylith.
The effective value of line voltage when described drive motor control circuit INV1-C moves according to drive motor M1 provides drive motor M1 operation required DC bus-bar voltage U to voltage-regulation control circuit VC1
NEED
Described the second inverter INV2 is according to the first voltage U of generator control signal and super capacitor C1
DC1Value, control electrical generator M2 generating.
There are interlocking signal in described voltage-regulation control circuit VC1 and drive motor control circuit INV1-C, when voltage-regulation control circuit VC1 or drive motor control circuit INV1-C break down, all quit work.
The first power model V1, the second power model V2, the 3rd power model V3, the 4th power model V4 in the described voltage regulator circuit are according to the driving signal work of voltage-regulation control circuit.
DC bus-bar voltage and electric current to system in the described voltage regulator circuit possess the defencive function of transfiniting.
Beneficial effect: compared with prior art, integral new-energy passenger power drive system provided by the utility model, by the effective value of voltage regulator circuit according to drive motor operation neutral voltage, adjust in real time the d-c bus voltage value of drive motor inverter, make the dc bus degree of utilization of inverter remain higher level, effectively solution causes the problems such as the motor ripple current is large, the motor iron loss is large, the inverter switching device loss is large owing to the inverter DC bus-bar voltage is constant, has improved the operating efficiency of integral new-energy passenger power drive system; The mode of operation of variable DC bus-bar voltage effectively reduces the fluctuation that drive motor is exported torque, improves the mechanical service life of motor, has reduced the vibration noise of new forms of energy car loads.
Description of drawings
Fig. 1 is the systematic schematic diagram of the utility model embodiment.
The specific embodiment
Below in conjunction with the drawings and specific embodiments, further illustrate the utility model.
As shown in Figure 1: the integral new-energy passenger power drive system comprises super capacitor C1, power model V1-V4, energy storage inductor L1, thin-film capacitor C2, drive motor control circuit INV1-C, the first inverter INV1, drive motor M1, generator control circuit INV2-C, the second inverter INV2, electrical generator M2 and voltage-regulation control circuit VC1; Power model V1-V4 and energy storage inductor L1 form voltage regulator circuit; Voltage-regulation control circuit VC1 and generator control circuit INV2-C gather the voltage U of super capacitor C1 simultaneously
DC1And electric current I
DC1Voltage-regulation control circuit VC1 and drive motor control circuit INV1-C gather the voltage U of thin-film capacitor C2 simultaneously
DC2And electric current I
DC2Voltage-regulation control circuit VC1 and drive motor control circuit INV1-C receive the drive motor control signal simultaneously.
Drive motor control circuit INV1-C moves with given torque value according to the drive motor control signal control drive motor M1 that entire car controller sends; Drive motor control circuit INV1-C is by the line voltage effective value U of the Current calculation electrical generator M2 of collection drive motor M1
M2, and utilize U
M2=U
NEED/ 1.414 calculate the required DC bus-bar voltage U of drive motor M1 operation
NEED
Voltage-regulation control circuit VC1 obtains DC bus-bar voltage requirements U
NEED, and the voltage U of combining super capacitor C1
DC1Size and System Dependent parameter, the copped wave dutycycle σ of power model V1, V2, V3, V4 in the calculating voltage regulating circuit, and driving power module work.
Voltage U as super capacitor C1
DC1Value is lower than U
DC1-MINDuring value, entire car controller sends the generator control signal, and generator control circuit INV2-C generates electricity with given torque according to control signal control electrical generator M2, namely charges to super capacitor C1; Voltage U as super capacitor C1
DC1Value is higher than U
DC1-MAXDuring value, electrical generator M2 quits work.
Voltage U as super capacitor C1
DC1Greater than U
DC1-MAX2During value, voltage-regulation control circuit VC1 sends super capacitor overvoltage signal to drive motor control circuit INV1-C, and drive motor control circuit INV1-C control drive motor M1 stops energy feedback; Voltage U as super capacitor C1
DC1Greater than U
DC1-MAX3During value, voltage-regulation control circuit VC1 output overvoltage signal, system quits work.
Electric current I as super capacitor C1
DC1Greater than I
DC1-MAXDuring value, voltage-regulation control circuit VC1 output super capacitor over-current signal, system quits work; Electric current I as thin-film capacitor C2
DC2Greater than I
DC2-MAXDuring value, voltage-regulation control circuit VC1 output film electric capacity over-current signal, system quits work.
The above only is preferred implementation of the present utility model; should be pointed out that for those skilled in the art, under the prerequisite that does not break away from the utility model principle; can also make some improvement, these improvement also should be considered as protection domain of the present utility model.
Claims (6)
1. an integral new-energy passenger power drive system is characterized in that: comprise super capacitor (C1), the first power model (V1), the second power model (V2), the 3rd power model (V3), the 4th power model (V4), energy storage inductor (L1), thin-film capacitor (C2), drive motor control circuit (INV1-C), the first inverter (INV1), drive motor (M1), generator control circuit (INV2-C), the second inverter (INV2), electrical generator (M2) and voltage-regulation control circuit (VC1); Described the first power model (V1), the second power model (V2), the 3rd power model (V3), the 4th power model (V4) and energy storage inductor (L1) form voltage regulator circuit; Described voltage-regulation control circuit (VC1) and generator control circuit (INV2-C) gather the first voltage (U of super capacitor (C1) simultaneously
DC1) and the first electric current (I
DC1), voltage-regulation control circuit (VC1) and drive motor control circuit (INV1-C) gather the second voltage (U of thin-film capacitor (C2) simultaneously
DC2) and the second electric current (I
DC2), voltage-regulation control circuit (VC1) and drive motor control circuit (INV1-C) receive the drive motor control signal simultaneously.
2. integral new-energy passenger power drive system according to claim 1 is characterized in that: described super capacitor (C1) is used for the required direct current energy of stocking system, by polylith electric capacity through also, be composed in series.
3. integral new-energy passenger power drive system according to claim 1 is characterized in that: described voltage-regulation control circuit (VC1) is according to the required DC bus-bar voltage (U of drive motor (M1) operation
NEED), the voltage first (U of super capacitor (C1)
DC1) and the second voltage (U of thin-film capacitor (C2)
DC2) these three parameters, the work of control voltage regulator circuit.
4. integral new-energy passenger power drive system according to claim 1, it is characterized in that: the effective value of line voltage when described drive motor control circuit (INV1-C) moves according to drive motor (M1) provides drive motor (M1) operation required DC bus-bar voltage (U to voltage-regulation control circuit (VC1)
NEED).
5. integral new-energy passenger power drive system according to claim 1, it is characterized in that: described the second inverter (INV2) is according to the first voltage (U of generator control signal and super capacitor (C1)
DC1) value, control electrical generator (M2) generating.
6. described integral new-energy passenger power drive system according to claim 1, it is characterized in that: there is interlocking signal in described voltage-regulation control circuit (VC1) with drive motor control circuit (INV1-C), when voltage-regulation control circuit (VC1) or drive motor control circuit (INV1-C) when breaking down, all quit work.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN2012204756620U CN202911578U (en) | 2012-09-18 | 2012-09-18 | Electric drive system of new energy coach |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN2012204756620U CN202911578U (en) | 2012-09-18 | 2012-09-18 | Electric drive system of new energy coach |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CN202911578U true CN202911578U (en) | 2013-05-01 |
Family
ID=48159912
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN2012204756620U Expired - Fee Related CN202911578U (en) | 2012-09-18 | 2012-09-18 | Electric drive system of new energy coach |
Country Status (1)
| Country | Link |
|---|---|
| CN (1) | CN202911578U (en) |
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN103192725A (en) * | 2013-04-24 | 2013-07-10 | 河海大学 | Passenger car electric drive system and drive method |
-
2012
- 2012-09-18 CN CN2012204756620U patent/CN202911578U/en not_active Expired - Fee Related
Cited By (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN103192725A (en) * | 2013-04-24 | 2013-07-10 | 河海大学 | Passenger car electric drive system and drive method |
| CN103192725B (en) * | 2013-04-24 | 2015-04-29 | 河海大学 | Drive method for passenger car electric drive system |
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Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| C14 | Grant of patent or utility model | ||
| GR01 | Patent grant | ||
| CF01 | Termination of patent right due to non-payment of annual fee |
Granted publication date: 20130501 Termination date: 20150918 |
|
| EXPY | Termination of patent right or utility model |