CN203850904U - Motor driver of double-source electric car - Google Patents
Motor driver of double-source electric car Download PDFInfo
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- CN203850904U CN203850904U CN201320717354.9U CN201320717354U CN203850904U CN 203850904 U CN203850904 U CN 203850904U CN 201320717354 U CN201320717354 U CN 201320717354U CN 203850904 U CN203850904 U CN 203850904U
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Abstract
The utility model discloses a motor driver of a double-source electric car. The motor driver comprises an inversion module, connected with a motor, and used for transforming the alternating current energy generated by the motor when the electric car is braking into the direct current energy; a Charging chopper module, with an input terminal connected on the inversion module, and an output terminal directly connected with an anode and cathode, used for transforming a direct voltage output by the inversion module into a direct voltage suitable for a vehicle battery and charging the vehicle battery. The motor driver provided by the utility model is simple in structure and easy for realization, and can charge the vehicle battery set through the braking energy of the electric car, which is in favor of structure optimization and cost control of the electrical system of the electric car.
Description
Technical field
The utility model relates to electric and electronic technical field, specifically, relates to a kind of motor driver for double source electric car.
Background technology
The electric energy that needs long-term overlap joint gauze reception gauze to provide due to single supply electric car moves with drive motors, so the working line of single supply electric car must be along electric car gauze.And double source electric car can use respectively the on-vehicle battery group drive motors operation of gauze power supply or self configuration according to electric car operating mode, there is the good off-line mobility of travelling, so increasing electric car adopts duplicate supply scheme.
The domestic gauze for the power supply of double source trolley bus mostly is rated voltage DC600V direct current supply, and in the situation that there is gauze, double source trolleybus collecting pole rises and overlaps gauze, by gauze, powers to drive the motor of double source trolley bus to move.When double source trolley bus moves to the region that does not have gauze, double source trolleybus collecting pole falls, and now by on-vehicle battery group, drives the motor of double source trolley bus to move.
Existing double source trolley bus adopts AC induction motor more, adopts CAN bus to carry out the data communication between motor, battery management system (Battery Manage System, referred to as BMS), instrument, auxiliary system simultaneously, and monitors each system.When double source trolley bus breaks down, fault can directly be reacted in instrument by CAN bus.
Fig. 1 shows the main circuit diagram of the motor driver of existing double source trolley bus.When double source trolley bus is braked, the AC energy that motor produces is converted to direct current energy by three-phase inverter bridge circuit.Wherein the inverter in three-phase inverter bridge circuit consists of insulated gate bipolar transistor V11, the V12, V21, V22, V31 and the V32 that carry the inverse parallel fly-wheel diode shielding respectively.Effect due to diode VD1 in diode VD2 in gauze output loop and on-vehicle battery group output loop, the direct current energy that during electric car braking, three-phase inverter bridge circuit produces cannot feed back in on-vehicle battery group to be stored, and can only carry out resistance consumption processing by the copped wave loop consisting of transistor V41, V42 and resistance R x.Electric car braking energy cannot be utilized, and causes existing duplicate supply trolley bus operation energy consumption high, is unfavorable for energy-conserving and environment-protective.
The on-vehicle battery group of existing double source trolley bus configuration can only be installed vehicle-mounted high-voltage charging machine and be charged by extra on electric car, and the electric energy that motor produces cannot brake by electric car time charges, and also cannot charge online.The use of on-board high-voltage charger has not only increased scale and the cost of electric car electrical system, has also increased the source of trouble of electric car electrical system, is unfavorable for the Intensive Design of electric car.
According to above-mentioned situation, need a kind of double source electric car motor driver badly, the on-vehicle battery group of electric car can be charged by the electric energy of motor generation in electric car braking procedure, can also charge online, thereby realize the efficient utilization of the energy and the Intensive Design of electric car.
Utility model content
The utility model proposes a kind of double source electric car motor driver, it comprises:
Inversion module, is connected with motor, when electric car is braked described in the AC energy that produces of motor be converted to direct current energy;
Charging copped wave module, its input is connected on described inversion module, output is directly connected on the both positive and negative polarity of on-vehicle battery group, for changing the direct voltage of described inversion module output into described on-vehicle battery group applicable direct voltage, for described on-vehicle battery group, preserves described direct current energy.
According to an embodiment of the present utility model, described inversion module comprises three-phase fully-controlled, half control or uncontrollable inverter circuit, and wherein, every branch road in three-phase fully-controlled inverter circuit comprises an insulated gate bipolar transistor.
According to an embodiment of the present utility model, described charging copped wave module comprises DC-DC transforming circuit, described transforming circuit comprises switch element and PWM unit, and described switch element is controlled input voltage value is converted into the magnitude of voltage of being determined by pwm signal duty ratio by the pwm signal of PWM unit output.
According to an embodiment of the present utility model, described switch element comprises the first and second insulated gate bipolar transistors of cascade, the positive terminal that diode and the inductance in series afterflow branch road of the emitter of described the first insulated gate bipolar transistor by forward conduction is connected to described on-vehicle battery group, the emitter of described the second insulated gate bipolar transistor is connected to the negative pole end of described on-vehicle battery group.
According to an embodiment of the present utility model, described device also comprises control module, its for:
According to the braking energy of motor feedback, calculate target charging voltage and/or electric current;
Target charging voltage based on calculated and/or electric current charge to described on-vehicle battery group by described charging copped wave module.
According to an embodiment of the present utility model, described control module also comprises voltage close loop control unit and/or current closed-loop control unit, voltage described in its Real-time Collection in on-vehicle battery group and/or current signal, adopt PID controller regulate the PWM signal of described PWM unit output and then control the electric energy being filled with to described on-vehicle battery group based on described target charging voltage and/or electric current.
According to an embodiment of the present utility model, described control module also comprises communication unit, described communication unit is for receiving the information of being to and between described control module and battery management system BMS and control unit for vehicle VCU, and before described on-vehicle battery group charging, also based on described information, judge whether to meet braking energy recovering condition or online charge condition controlling described charging copped wave module, and start or forbid the charging of described charging copped wave module to described on-vehicle battery group based on described judgement.
According to an embodiment of the present utility model, described control module also judges based on described information whether gauze power supply state and gauze voltage meet the requirements.
According to an embodiment of the present utility model, described control module also comprises special operation condition treatment mechanism:
While passing through gauze insulation joint under the network operation pattern of making contact, the voltage status of the trolley pole jacking condition being gathered by described control unit for vehicle VCU receiving based on described communication unit and gauze input, judge that whether vehicle is in crossing insulation joint state, if detect, rise under trolley pole state and gauze input voltage falls, stop online charging and braking energy recovery;
While passing through deconcentrator under the network operation pattern of making contact, the effectively undue line traffic control instruction being gathered by described control unit for vehicle VCU receiving based on described communication unit, stops charging online and braking energy reclaims.
According to an embodiment of the present utility model, described communication unit comprises CAN bus transceiver.
The electric energy that when device providing by the utility model can be braked double source electric car, motor produces feeds back in on-vehicle battery group to be stored, can also charge online to on-vehicle battery group, the utility model is simple in structure, be easy to realize, and can realize structure optimization and the cost control of electric car electrical system.
Other features and advantages of the utility model will be set forth in the following description, and, partly from specification, become apparent, or understand by implementing the utility model.The purpose of this utility model and other advantages can be realized and be obtained by specifically noted structure in specification, claims and accompanying drawing.
Accompanying drawing explanation
In order to be illustrated more clearly in the utility model embodiment or technical scheme of the prior art, will do simple introduction to needed accompanying drawing in embodiment or description of the Prior Art below:
Fig. 1 shows the motor driven systems main circuit diagram of existing double source trolley bus;
Fig. 2 shows according to the structure chart of the double source electric car motor driver of an embodiment of the utility model;
Fig. 3 shows according to the partial circuit schematic diagram of the double source electric car motor driver of an embodiment of the utility model;
Fig. 4 shows according to the BUCK circuit theory diagrams of an embodiment of the utility model;
Fig. 5 shows the current closed-loop control circuit schematic diagram according to an embodiment of the utility model;
Fig. 6 shows the voltage close loop control circuit schematic diagram according to an embodiment of the utility model;
Fig. 7 shows according to the control flow chart of control module in the double source electric car running of an embodiment of the utility model;
Fig. 8 shows according to the control flow chart of control module in the braking energy removal process of an embodiment of the utility model;
Fig. 9 shows according to the control flow chart of control module in the online charging process of an embodiment of the utility model.
Embodiment
Below with reference to drawings and Examples, describe execution mode of the present utility model in detail, to the utility model, how application technology means solve technical problem whereby, and the implementation procedure of reaching technique effect can fully understand and implement according to this.It should be noted that, only otherwise form conflict, each embodiment in the utility model and each feature in each embodiment can mutually combine, and formed technical scheme is all within protection range of the present utility model.
Fig. 2 shows the structure chart of a kind of double source electric car motor driver that the utility model provides.
As shown in Figure 2, double source electric car motor driver 201 comprises inversion module 202 and charging copped wave module 203.Inversion module 202 is connected with motor 200, and the AC energy that motor 200 produces when electric car is braked is converted to direct current energy.According in embodiment of the present utility model; inversion module 202 can comprise in three-phase fully-controlled, half control or uncontrollable inverter circuit any one or several; but the utility model is not limited to this, no matter adopt which kind of inverter circuit, it is all within rights protection scope of the present utility model.
The input of charging copped wave module 203 is connected on inversion module 202, output is directly connected on the both positive and negative polarity of on-vehicle battery group 205, for the direct voltage of inversion module 202 outputs is converted to the applicable direct voltage of on-vehicle battery group 205, for on-vehicle battery group 205, preserves above-mentioned direct current energy.
In the present embodiment, charging copped wave module 203 comprises DC-DC transforming circuit 204, and DC-DC transforming circuit 204 comprises switch element 204a and PWM unit 204b, wherein switch element 204a is controlled input voltage is converted into the definite voltage of pwm signal duty ratio by the pwm signal of PWM unit 204b output.
When electric car normally travels, the direct current energy that inversion module 202 provides gauze or on-vehicle battery group 205 is converted to AC energy and exports to motor 200, thereby drive motors 200 normally moves.When electric car is braked, motor 200 can be converted to AC energy by electric car braking energy, and being charged, on-vehicle battery group 205 just need to load direct current energy at on-vehicle battery group 205 positive and negative ends, inversion module 202 can be converted to direct current energy by above-mentioned AC energy when electric car is braked, because the output of charging copped wave module 203 is directly connected on the both positive and negative polarity of on-vehicle battery group 205, so the direct voltage of inversion module 202 outputs is becoming the positive and negative end that is applicable to the voltage of on-vehicle battery group 205 and is carried in on-vehicle battery group 205 after the copped wave module 203 of overcharging is carried out voltage transitions, thereby realizing utilizes electric car braking energy to charge to on-vehicle battery group 205.
In addition, when electric car is not in on-position but still need to charge to on-vehicle battery group 205 time, double source electric car motor driver 201 can utilize the gauze of electric car overlap joint to charge online to on-vehicle battery group 205.When electric car overlap joint gauze, gauze can provide direct voltage for electric car, charging copped wave module 203 receives this direct voltage and is converted into the direct voltage that is applicable to on-vehicle battery group 205, and the output of charging copped wave module 203 is directly connected on the both positive and negative polarity of on-vehicle battery group 205, thereby realize the online charging of on-vehicle battery group 205.
Fig. 3 shows the partial circuit figure of double source electric car motor driver 201.
In the present embodiment, inversion module 202 comprises three-phase fully-controlled inverter circuit and the uncontrollable inverter circuit of three-phase, inversion module 202 can be regarded the inverse parallel of three-phase fully-controlled inverter circuit and the uncontrollable inverter circuit of three-phase as, wherein three-phase fully-controlled inverter circuit is for realizing the mutual conversion of direct current energy and AC energy, and the uncontrollable inverter circuit of three-phase is used to inductive load to provide continuous current circuit to complete afterflow and the feedback of quadergy.In the present embodiment, the inverter in the uncontrollable inverter circuit of the inverter in three-phase fully-controlled inverter circuit and respective three-phase is included in the insulated gate bipolar transistor that carries the inverse parallel fly-wheel diode shielding.It should be noted that, in other embodiment of the present utility model, insulated gate bipolar transistor can also be replaced by elements such as thyristors, but the utility model is not limited to this.
In circuit as shown in Figure 3, insulated gate bipolar transistor V11, V12, V21, V22, V31, V32 are identical with the conducting order in switching process in inversion, be all to carry out conducting according to the order of V11, V32, V21, V12, V31, V22, each transistorized triggering signal is 60 ° of mutual deviations successively.According to each transistorized ON time, can be divided into 180 ° of conducting types and two kinds of working methods of 120 ° of conducting types.In the inverter circuit of 180 ° of conducting types, upper and lower two transistor conductings in turn in same brachium pontis, are called complementary pipe; In the inverter circuit of 120 ° of conducting types, 120 ° of each transistor turns, moment only has out of phase two transistor turns arbitrarily, in same brachium pontis, upper and lower two transistors are not instantaneous complementary conductings, but there is the time interval of 60 °, when certain does not have transistor turns in mutually, its inductance current is diode circulation in mutually through this.
As shown in Figure 3, the switch element 204a of DC-DC transforming circuit 204 comprises the first insulated gate bipolar transistor V1 and the second insulated gate bipolar transistor V2 of cascade, the positive terminal that diode D3 and the inductance L 2 in series afterflow branch road of the emitter of the first insulated gate bipolar transistor V1 by forward conduction is connected to on-vehicle battery group 205, the emitter of the second insulated gate bipolar transistor V2 is connected to the negative pole end of on-vehicle battery group 205.Wherein, in the present embodiment, the first insulated gate bipolar transistor V1 and the second insulated gate bipolar transistor V2 carry the inverse parallel fly-wheel diode shielding.The pwm signal that different duty can be exported in PWM unit is controlled the break-make of the first insulated gate bipolar transistor V1 and the second insulated gate bipolar transistor V2, and then the mean value of adjusting DC-DC transforming circuit 204 output signals, so that it is applicable to on-vehicle battery group 205, thereby realize, on-vehicle battery group 205 is charged.
Switch element 204a can regard a BUCK circuit as, and Fig. 4 shows BUCK circuit theory diagrams.As shown in Figure 4, BUCK circuit comprises load resistance R401, inductance L 402, switching tube K403, Support Capacitor C405 and diode D406.The first insulated gate bipolar transistor in switch element and the second insulated gate bipolar transistor have formed the switching tube K403 in BUCK circuit, switching tube K403 is connected between power supply Uin positive terminal and inductance L 402 break-make connecting between power supply Uin and inductance L 402 to control, and capacitor C 405 is in parallel with load resistance R401 and be serially connected between inductance L 502 and power supply Uin negative pole end.By the break-make of by-pass cock pipe K403, control the direct voltage of output, this direct voltage consists of the adjustable square-wave pulse of duty ratio, and the mean value of square-wave pulse is exactly VD Uo.
As shown in Figure 4, when switching tube K403 conducting, power supply Uin powers by switching tube K403 and 402 couples of load resistance R401 of inductance L, and simultaneously to inductance L 402 chargings, inductance L 402 is equivalent to a constant-current source, plays energy transmission.When switching tube K403 turn-offs, in inductance L 402, the energy of storage has passed through the loop of the diode D406 formation of afterflow effect, load resistance R401 is continued to power supply, thereby guaranteed that load end obtains continuous electric current.
Again as shown in Figure 2, according in another embodiment of the present utility model, double source electric car motor driver also comprises control module 206.Control module 206 can calculate target charging voltage or electric current according to electric car braking energy when electric car is braked, and the copped wave module of charging 203 needs magnitude of voltage or the current value of output.According to the target charging voltage or the electric current that calculate, control module 206 can be to the PWM unit 204b output control signal of charging in copped wave module 203, PWM unit 204b is according to the break-make of this control signal output pwm signal control switch unit 204a, thereby the output signal of the copped wave module 203 that makes to charge is exported according to target charging voltage or electric current, realize and utilize electric car braking energy to charge to on-vehicle battery group 205.
In the present embodiment, control module 206 comprises current closed-loop control unit 206a, current closed-loop control unit 206a can Real-time Collection charging copped wave module 203 to the current signal of on-vehicle battery group 205 outputs, and the target charging current based on calculating adopts PID controller regulate the pwm signal of PWM unit output and then control the electric energy being filled with to on-vehicle battery group.
Being beneficial to BUCK circuit below describes the control principle of 206 pairs of charging copped wave modules 203 of control module.
Fig. 5 shows current closed-loop control circuit schematic diagram.Current closed-loop control unit comprises comparator 503 and PID controller 504.An input of comparator 503 is connected with the current output terminal of BUCK circuit, to receive the electric current I o of BUCK circuit output.Another input of comparator 503 is connected with the impact point of control module stream output, when electric car is during in on-position, control module can calculate target charging current according to the braking energy of motor feedback, and this target charging current is transported to another input of comparator 503 as charging reference current Iref.Comparator 503 arrives PID controller 504 according to BUCK circuit output current Io and charging reference current Iref output current deviation signal.
PID controller 504 receives the current deviation signal of comparators 503 outputs, and according to this current deviation signal according to default rule output regulation signal to PWM unit 204b.The conditioning signal of positive input access PID controller 504 outputs of PWM unit 204b, reverse input end accesses a sawtooth signal.PWM unit 204b is according to above-mentioned conditioning signal and sawtooth signal output pwm signal, and this pwm signal is the adjustable square-wave signal of a duty ratio.
When the output current of BUCK circuit is less than charging reference current, the duty ratio of the square-wave signal of PWM unit 204b output increases, and the ON time of switching tube K403 also increases thereupon, thereby the mean value of the output current of BUCK circuit is increased; When the output current of BUCK circuit is greater than charging reference current, the duty ratio of the square-wave signal of PWM unit 204b output reduces, and the ON time of switching tube K403 also reduces thereupon, thereby the mean value of BUCK circuit output current is reduced.
Current closed-loop control circuit has been realized the output current that regulates in real time charging copped wave module according to electric car braking energy, so that on-vehicle battery group is charged, has improved useful life and the reliability of on-vehicle battery group.
In other embodiment of the present utility model, the control of 206 pairs of charging copped wave modules of control module can also be completed by voltage close loop control unit 206b, voltage close loop control unit 206b can Real-time Collection charging copped wave module 203 to the voltage signal of on-vehicle battery group output, and the target charging voltage based on calculating adopts PID controller 504 regulate the pwm signal of PWM unit 204b output and then control the electric energy being filled with to on-vehicle battery group.Fig. 6 shows the schematic diagram of current closed-loop control circuit, and its control principle is identical with voltage close loop control circuit, does not repeat them here.
It should be noted that; in specific embodiment of the utility model; control module both can adopt separately current closed-loop control unit 206a; also can adopt separately voltage close loop control unit 206b; can also under the prerequisite that adopts current closed-loop control unit 206a to control charging copped wave module output current, adopt voltage close loop control unit 206b; but the utility model is not limited to this, no matter adopt which kind of mode, it is all within rights protection scope of the present utility model.
Again as shown in Figure 2, in the present embodiment, control module 206 can also comprise communication unit 206c, for receiving, be to and from control module 206 and BMS207 and control unit for vehicle (Vehicle Control Unit, referred to as VCU) information between 208, and before 205 chargings of on-vehicle battery group, also based on above-mentioned information, whether meet braking energy recovering condition or online charge condition in control charging copped wave module 203, and start or the charging of 203 pairs of on-vehicle battery groups 205 of copped wave module of forbidding charging based on above-mentioned judgement.Communication unit 206c comprises CAN bus transceiver, can realize between control module 206, BMS207 and VCU208 and connecting by CAN bus, but the utility model is not limited to this, between control module 206, BMS207 and VCU208, can also adopt other connected modes.
Fig. 7 shows the control flow chart of control module in electric car running.
As shown in Figure 7, in step S701, carry out power-on self-test, to confirm that device can normally move.In the present embodiment, mainly complete the operations such as initialization and self check in the process of power-on self-test, wherein initialization operation completes in step S701a, and self check operates in step S701b and completes.Execution step S702a and step S703a after power-on self-test completes.
Control module is sampled to gathering the output signal of inversion module in step S702a, and according to the inversion module output signal collecting, judges whether inversion module exists fault in step S702b.If there is fault in inversion module, perform step S702c and carry out troubleshooting, return to subsequently the inversion module of step S702a after to troubleshooting and carry out signal sampling; If inversion module does not exist fault, perform step S704.
Control module is sampled to the output signal of charging copped wave module in step S703a, and its flow process is identical with inversion module, does not repeat them here.
When inversion module and charging copped wave module are all normal, in step S704, control precharge loop, perform step subsequently S705a and step S706a.
In step S705a, control module communicates to receive by communication unit and VCU the information that VCU sends, control module judges according to this information whether inversion module needs to carry out inversion or the rectification of electric energy, judges whether subsequently to meet the machine that the opens condition of inversion or rectification in step S705b.When meeting while opening machine condition, execution step S705c, the information of sending according to VCU is controlled inversion module.
If VCU sends traction instruction, it is the normal driving instruction of locomotive, the direct current energy inversion that control module is controlled inversion module gauze or on-vehicle battery group are provided according to this traction instruction in step S705c is AC energy, thereby drive motors operation completes traction working condition response; If VCU sends braking instruction, the AC energy rectification that control module produces motor in electric car braking procedure according to this braking instruction control inversion module in step S705c is direct current energy, completes damped condition response.
In step S706a, control module receives by communication unit the instruction that BMS sends, and this instruction comprises information, the online machine that opens instruction and target charging current and/or the voltage charging that can sign charge to on-vehicle battery group.
The data of feeding back under control module reception damped condition in step S706b subsequently the machine that the opens condition that judges whether to meet charging copped wave module.The instruction that control module is sent by the BMS receiving judges that current whether needs charge to on-vehicle battery group, when electric car is during in damped condition, control module can also receive the electrical energy parameter that under damped condition, motor returns, and wherein this electrical energy parameter comprises electric car braking energy and target charging current and/or voltage.When needs charge and judge according to the instruction receiving whether electric car braking energy or gauze power supply state and gauze voltage meet charging requirement when satisfied while opening machine condition, execution step S706c, controls charging copped wave module export target charging current and/or voltage; When not meeting while opening machine condition, return to step S701b self check again.
When receiving the data of damped condition feedback and judge, control module in step S706b currently meets while opening machine condition, control module calculates the braking energy of electric car according to these data, and calculates target charging current and/or voltage according to braking energy.In step S706c, control module to realize the charging to on-vehicle battery group, completes the output signal of the target charging current according to calculating and/or voltage control charging copped wave module braking energy and reclaims operating mode response.
When receiving the data of damped condition feedback and judge, control module in step S706b currently do not meet while opening machine condition, in step S706c, the online charging comprising in the instruction that control module sends according to the BMS receiving is opened the output signal of machine instruction and target charging current and/or voltage control charging copped wave module and is utilized gauze to charge to on-vehicle battery group to realize, and completes online charging operating mode response.
If BMS sends online charging instruction, the gauze overlapping by electric car charges online to on-vehicle battery group, the direct current energy that control module provides gauze according to the target charging voltage comprising in the online charging instruction receiving or Current Control charging copped wave module in step S706c be converted to be suitable for the charging of on-vehicle battery group direct voltage for on-vehicle battery group is charged, complete online charging operating mode response; If BMS sends braking energy recovery command, the electrical energy parameter that control module is returned according to the damped condition response receiving in step S706c is controlled charging copped wave module the direct voltage of inversion module output is converted to the direct voltage that is suitable for the charging of on-vehicle battery group, realization utilizes electric car braking energy to charge for on-vehicle battery group, thereby complete braking energy, reclaims operating mode response.
Fig. 8 shows the control flow chart of control module in braking energy removal process.
First in step S801, carry out power-on self-test, to confirm that device can normally move.In step 801a, carry out self check, and in step S801b, the output signal of inversion module and charging copped wave module is sampled, whether the data that judgement sampling obtains in step S801c are subsequently normal.If data are normal, execution step S802; If data are undesired, perform step S801d and carry out troubleshooting, after fixing a breakdown, return to step S801b.
The information that receives VCU and BMS by CAN bus in step S802 is to obtain respectively braking instruction and energy recovery command, the braking instruction that VCU sends is for making electric car in damped condition responsive state, and the charging instruction that BMS sends is for charging to on-vehicle battery group.
In step S803, judge whether inversion module starts and be operated in damped condition responsive state, if so, execution step S804a; If not, return to step S802 and again receive instruction.
When inversion module normally starts and be operated in damped condition responsive state, in step S804a, control module is calculated the braking energy of electric car in real time, and according to the braking energy obtaining in step S804a, calculate target charging voltage or electric current in step S804b, output voltage or the electric current of copped wave module of making to charge exported according to the target charging voltage or the electric current that calculate, to meet the charging requirement of on-vehicle battery group.
In step S805, judge whether to meet the entry condition that braking energy reclaims, if met, execution step S807; For example, when electric car is when special operation condition (crossing insulation joint operating mode or undue lineman's condition), judge and do not meet the entry condition that braking energy reclaims, current being not suitable for of execution step S806a judgement charged to on-vehicle battery group, the copped wave module of forbidding charging output DC power supply, performs step S806b subsequently.
In step S806b, judge current do not meet braking energy to reclaim entry condition after one scheduled time of time delay, and again determine whether and meet the entry condition that braking energy reclaims, in the present embodiment, the above-mentioned scheduled time is 3 seconds.If meet entry condition, execution step S807; If do not meet, return to step S806a.
When double source electric car crosses gauze insulation joint under overlap joint gauze operational mode, control module is received by VCU and is gathered the vehicle trolley pole jacking condition sending by CAN bus, and the voltage status that detects gauze input double source electric car motor driver is to judge that whether vehicle is in crossing insulation joint filling.If detected, rise double source electric car motor driver input voltage under trolley pole state and fall, force to stop online charge function and braking energy recovering function, and time delay rejudges whether start online charge function or braking energy recovering function after 3 seconds.
While passing through deconcentrator under double source electric car is being made contact network operation pattern, control module is received by VCU and is gathered the undue line traffic control instruction sending by CAN bus, if it is effective undue line to be detected, force to stop online charging and braking energy recovery, and time delay rejudges whether start online charging or braking energy recovery after 3 seconds.
When control module judgement is current, meet after braking energy recovering condition, in step S807, control module is carried out PID control to charging copped wave module makes it according to the target charging voltage obtaining or electric current DC power output in step S804b, thereby realize, utilizes electric car braking energy to charge to on-vehicle battery group.
In step S808, whether judgment means there is fault subsequently, and if there is no fault, continues execution step S807 on-vehicle battery group is charged; If the fault of existence, performs step S809 and carry out troubleshooting, this time charging operations finishes.
The double source electric car motor driver providing by the utility model can also be realized the online charging of on-vehicle battery group, and Fig. 9 shows double source electric car motor driver and on-vehicle battery group carried out to the control flow chart of control module in online process of charging.When electric car is when the state of overlap joint gauze need to charge, double source electric car motor driver can utilize the direct current energy that gauze provides to charge online to on-vehicle battery group.
As shown in Figure 9, first in step S901, carry out power-on self-test, this process is identical with above-mentioned S8011, does not repeat them here.In step S902, by CAN bus, receive the instruction that BMS sends subsequently, wherein in this instruction, comprised the status command, target charging current and/or the voltage that characterize on-vehicle battery group state.
In step S903, judge whether to meet online charge condition, comprising judging whether whether whether electric car meet online charging requirement and electric car not for example, in special operation condition (crossing insulation joint operating mode or undue lineman's condition) in gauze power supply state, gauze voltage.If meet online charge condition, execution step S904; If do not met, perform step 905, current being not suitable for of system judgement charged to vehicle battery packs, and the copped wave module DC power output of forbidding charging performs step subsequently S906b time delay and reappears and judge whether online charge condition afterwards for 3 seconds.
Step S904 and step are subsequently identical with the flow process of the control of control module in above-mentioned braking energy removal process, do not repeat them here.
Although the disclosed execution mode of the utility model as above, the execution mode that described content just adopts for the ease of understanding the utility model, not in order to limit the utility model.Technical staff under any the utility model in technical field; do not departing under the prerequisite of the disclosed spirit and scope of the utility model; can do any modification and variation what implement in form and in details; but scope of patent protection of the present utility model, still must be as the criterion with the scope that appending claims was defined.
Claims (4)
1. a double source electric car motor driver, is characterized in that, comprising:
Inversion module, is connected with motor, when electric car is braked described in the AC energy that produces of motor be converted to direct current energy;
Charging copped wave module, its input is connected on described inversion module, output is directly connected on the both positive and negative polarity of on-vehicle battery group, for changing the direct voltage of described inversion module output into described on-vehicle battery group applicable direct voltage, for described on-vehicle battery group, preserves described direct current energy.
2. device as claimed in claim 1, is characterized in that, described inversion module comprises three-phase fully-controlled, half control or uncontrollable inverter circuit, and wherein, every branch road in three-phase fully-controlled inverter circuit comprises an insulated gate bipolar transistor.
3. device as claimed in claim 1 or 2, it is characterized in that, described charging copped wave module comprises DC-DC transforming circuit, described transforming circuit comprises switch element and PWM unit, and described switch element is controlled input voltage value is converted into the magnitude of voltage of being determined by pwm signal duty ratio by the pwm signal of PWM unit output.
4. device as claimed in claim 3, it is characterized in that, described switch element comprises the first and second insulated gate bipolar transistors of cascade, the positive terminal that diode and the inductance in series afterflow branch road of the emitter of described the first insulated gate bipolar transistor by forward conduction is connected to described on-vehicle battery group, the emitter of described the second insulated gate bipolar transistor is connected to the negative pole end of described on-vehicle battery group.
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| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201320717354.9U CN203850904U (en) | 2013-11-14 | 2013-11-14 | Motor driver of double-source electric car |
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| Application Number | Priority Date | Filing Date | Title |
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| CN201320717354.9U CN203850904U (en) | 2013-11-14 | 2013-11-14 | Motor driver of double-source electric car |
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| CN203850904U true CN203850904U (en) | 2014-09-24 |
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Cited By (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN103633720A (en) * | 2013-11-14 | 2014-03-12 | 湖南南车时代电动汽车股份有限公司 | Motor driving device of double-source electric vehicle |
| CN104859668A (en) * | 2015-02-13 | 2015-08-26 | 株洲南车时代电气股份有限公司 | Energy storage type traction system |
| CN107196360A (en) * | 2017-05-15 | 2017-09-22 | 北京北交新能科技有限公司 | A kind of Brake energy recovery reutilization system for off-network tramcar |
-
2013
- 2013-11-14 CN CN201320717354.9U patent/CN203850904U/en not_active Expired - Lifetime
Cited By (5)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN103633720A (en) * | 2013-11-14 | 2014-03-12 | 湖南南车时代电动汽车股份有限公司 | Motor driving device of double-source electric vehicle |
| CN103633720B (en) * | 2013-11-14 | 2016-08-17 | 湖南南车时代电动汽车股份有限公司 | A kind of double source electric car motor driver |
| CN104859668A (en) * | 2015-02-13 | 2015-08-26 | 株洲南车时代电气股份有限公司 | Energy storage type traction system |
| CN104859668B (en) * | 2015-02-13 | 2017-06-16 | 株洲南车时代电气股份有限公司 | Energy storage type trailer system |
| CN107196360A (en) * | 2017-05-15 | 2017-09-22 | 北京北交新能科技有限公司 | A kind of Brake energy recovery reutilization system for off-network tramcar |
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Address after: Fifty-seven, Zhuzhou Province, China National hi tech Development Zone, Hunan, Li Yu Industrial Park, district 412007 Patentee after: Zhongche Times Electric Vehicle Co.,Ltd. Address before: Fifty-seven, Zhuzhou Province, China National hi tech Development Zone, Hunan, Li Yu Industrial Park, district 412007 Patentee before: HUNAN CRRC TIMES ELECTRIC VEHICLE Co.,Ltd. Address after: Fifty-seven, Zhuzhou Province, China National hi tech Development Zone, Hunan, Li Yu Industrial Park, district 412007 Patentee after: HUNAN CRRC TIMES ELECTRIC VEHICLE Co.,Ltd. Address before: Fifty-seven, Zhuzhou Province, China National hi tech Development Zone, Hunan, Li Yu Industrial Park, district 412007 Patentee before: HUNAN CSR TIMES ELECTRIC VEHICLE Co.,Ltd. |
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Granted publication date: 20140924 |