CN219382216U - Brake resistor system for new energy automobile - Google Patents

Brake resistor system for new energy automobile Download PDF

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Publication number
CN219382216U
CN219382216U CN202321013954.7U CN202321013954U CN219382216U CN 219382216 U CN219382216 U CN 219382216U CN 202321013954 U CN202321013954 U CN 202321013954U CN 219382216 U CN219382216 U CN 219382216U
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module
driving
brake resistor
power
new energy
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CN202321013954.7U
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Inventor
林汉坤
陈晓冰
骆俊勇
叶伟宏
黄国坪
林庆刘
欧晟杰
周明娜
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Xiamen Jinlong Automobile New Energy Technology Co ltd
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Xiamen Jinlong Automobile New Energy Technology Co ltd
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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
    • Y02T10/70—Energy storage systems for electromobility, e.g. batteries

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  • Electric Propulsion And Braking For Vehicles (AREA)

Abstract

The utility model discloses a brake resistor system for a new energy automobile, which relates to the technical field of electric automobiles and comprises a control module, a driving module and a power module which are mutually connected; the power module is arranged between the power battery and the driving system and comprises an IGBT tube and a brake resistor which are mutually connected in series; the driving module amplifies the control signal of the control module and controls the IGBT to be opened or closed, so that the braking resistor is controlled to realize energy consumption between the power battery and the driving system. The braking resistor control system integrates the control module, the driving module and the power module, and the IGBT tube can be subjected to high-efficiency PWM control through the mutual matching of the control module and the driving module, so that the braking resistor intelligently balances the energy between the power battery and the driving system in real time, and the SOC safety and the voltage safety of the battery are ensured.

Description

Brake resistor system for new energy automobile
Technical Field
The utility model relates to the technical field of electric automobiles, in particular to a brake resistor system for a new energy automobile.
Background
Compared with a conventional fuel vehicle, the new energy vehicle can convert the kinetic energy of the whole vehicle into electric energy through the driving system and store the electric energy in the battery. However, in some special cases, for example, if the vehicle is in a state that the battery power is saturated, such as high SOC, long downhill power return, abnormal overcharging, etc., and if the kinetic energy of the whole vehicle is still converted into electric energy, the battery will be overcharged, so that the whole vehicle is caused to fail to run, and even the whole vehicle is caused to be safe; however, if the kinetic energy of the whole vehicle is not converted into electric energy in time, the braking effect of the whole vehicle is softened, and the driving safety is also affected.
In order to solve the above problems, chinese patent application No. 20161090436. X discloses a brake resistor system for an electric vehicle and a control method thereof, where the brake system is composed of a brake resistor and an IGBT tube connected in series, and is connected in parallel to two ends of a dc bus of a power battery, and the brake resistor consumes redundant brake energy. However, the scheme does not refine the control circuit of the IGBT tube and the brake resistor, so that the scheme needs to be further perfected.
Disclosure of Invention
The utility model provides a brake resistor system for a new energy automobile, which mainly aims to solve the problems existing in the prior art.
The utility model adopts the following technical scheme:
a brake resistor system for a new energy automobile comprises a control module, a driving module and a power module which are connected with each other; the power module is arranged between the power battery and the driving system and comprises an IGBT tube and a brake resistor which are mutually connected in series; the driving module amplifies the control signal of the control module and controls the IGBT to be opened or closed, so that the braking resistor is controlled to realize energy consumption between the power battery and the driving system.
Further, the driving module comprises a driving chip circuit, a push-pull circuit, a gate-level resistor and a clamping diode which are sequentially connected.
Still further, the push-pull circuit includes a first push-pull circuit, a second push-pull circuit, and a third push-pull circuit that are connected to each other.
Further, the driving chip circuit adopts a chip model of IED020I12FA2.
Further, a pre-charging loop is arranged between the power battery and the driving system, and the power module is arranged at the rear end of the pre-charging loop.
Further, the control module is a DSP control board.
Further, the control module is connected to the CAN bus.
Compared with the prior art, the utility model has the beneficial effects that:
the braking resistor control system integrates the control module, the driving module and the power module, and the IGBT tube can be subjected to high-efficiency PWM control through the mutual matching of the control module and the driving module, so that the braking resistor intelligently balances the energy between the power battery and the driving system in real time, and the SOC safety and the voltage safety of the battery are ensured.
Drawings
Fig. 1 is a functional block diagram of the present utility model.
Fig. 2 is a circuit configuration diagram of the present utility model.
Fig. 3 is a high voltage topology of the present utility model.
Fig. 4 is a schematic cycle diagram of an IGBT tube according to the present utility model.
FIG. 5 shows the present utility modelMiddle trigger threshold voltage U 1 Sum hysteresis threshold U 2 Is a schematic diagram of (a).
Fig. 6 is a control schematic diagram for implementing dc side voltage reduction and energy recovery balance in the present utility model.
Fig. 7 is a control schematic diagram for realizing active discharge in the present utility model.
Detailed Description
Specific embodiments of the present utility model will be described below with reference to the accompanying drawings. Numerous details are set forth in the following description in order to provide a thorough understanding of the present utility model, but it will be apparent to one skilled in the art that the present utility model may be practiced without these details.
As shown in fig. 1, 2 and 3, a brake resistor system for a new energy automobile comprises a control module, a driving module and a power module which are connected with each other; the power module is arranged between the power battery and the driving system and comprises an IGBT tube and a brake resistor which are mutually connected in series; the driving module amplifies the control signal of the control module and controls the IGBT to be opened or closed, so that the braking resistor is controlled to realize energy consumption between the power battery and the driving system. Because the output current and the output voltage of the control module generally cannot meet the driving requirement of the power module, the driving signal needs to be amplified by the driving module so as to meet the driving requirement of the power module. The braking resistor control system integrates the control module, the driving module and the power module, and the IGBT tube can be subjected to high-efficiency PWM control through the mutual matching of the control module and the driving module, so that the braking resistor intelligently balances the energy between the power battery and the driving system in real time, and the SOC safety and the voltage safety of the battery are ensured.
As shown in fig. 1, 2 and 3, the driving module includes a driving chip circuit, a push-pull circuit, a gate-level resistor and a clamp diode, which are sequentially connected. Therefore, the driving module also has the characteristics of protection function, fault feedback, driving signal interlocking, miller clamping, driving isolation and the like. The control process of the driving module is as follows: the control module sends out control pulses, and the driving current is amplified through a driving chip of the driving module; the output signal of the driving chip increases the load carrying capacity of the circuit through a push-pull loop; the voltage peak and the switching loss caused by the high-current rapid switch are optimized through the gate resistance selection configuration; the voltage safety from the miller capacitance is turned off through a diode clamping protection gate; the control signal controls the power module to realize the switch of the high-power end.
As shown in fig. 1, 2 and 3, the push-pull circuit includes a first push-pull circuit, a second push-pull circuit and a third push-pull circuit which are connected with each other, and the driving current can be increased by dividing the first push-pull circuit into three push-pull circuits, so that the heat dissipation during loading is ensured, and the loading capacity is increased.
As shown in fig. 1, 2 and 3, a pre-charging loop is arranged between the power battery and the driving system, and the power module is arranged at the rear end of the pre-charging loop. Compared with the topology that the power module is positioned at the front end of the pre-charging loop, the utility model reduces the number of high-voltage devices for recovering energy to the braking resistor, thereby having fewer fault points and shorter high-voltage loop. Meanwhile, the power module is arranged at the rear end of the pre-charging loop, so that the active discharging function of the brake resistor can be realized.
As shown in fig. 1, 2 and 3, the control module is connected to the CAN bus, so that the running state of the whole vehicle, such as the real-time state of the battery, the running state of the driving system, the safety state of the high-voltage loop and the like, CAN be obtained in real time through the CAN bus.
As shown in fig. 1, 2 and 3, as a preferred embodiment: the driving chip circuit adopts a chip model of IED020I12FA2.
As shown in fig. 1, 2 and 3, as a preferred embodiment: the control module is a DSP control board.
The braking resistor system provided by the utility model not only can realize voltage reduction and energy balance adjustment of the direct-current end, but also can realize active discharge of the direct-current end supporting capacitor. As shown in fig. 6, when the dc-side voltage reduction and the energy balance adjustment are performed, a specific control method of the brake resistor system includes the following steps:
s11, setting the switching frequency f and the period T of the IGBT tube according to the minimum energy consumption principle. Specifically, the switching frequency is calculated based on key parameters such as a power battery, a driving system and a braking resistor, and is set on the premise of meeting the low power consumption requirement of a power module, the power consumption of the braking resistor in the minimum period and the like. More specifically, parameters such as the capacitance of the direct-current end supporting capacitor C1, the power specification of the brake resistor, the switching loss of the power module and the like can be comprehensively considered in application, and the switching frequency f is determined in combination with practical application, so that the period T is determined.
In the prior art, the hysteresis control method is generally directly adopted to consume the redundant recovered energy of the driving system, namely if the direct-current terminal voltage is detected to exceed the hysteresis voltage, the brake resistor is controlled to work, so that the redundant energy is consumed once. The method can ensure that the switching frequency of the IGBT tube can not be generally fixed along with the variation of the difference value of the redundant energy, and is very likely to lead the direct-current terminal voltage to be mixed with harmonic waves with wider frequency range and lead the whole high-voltage environment to be abnormal. Therefore, the embodiment adjusts the conduction time T of the IGBT tube based on the duty ratio in a single period by setting a fixed switching frequency on Off time T off Thereby effectively ensuring the voltage stability, safety and reliability of the direct current terminal.
As can be seen from fig. 4, the turn-on time T of the IGBT tube in a single period on Off time T off The value relation of (2) is as follows: t=t on +T off . It can be seen that in the following steps, the on time T for the IGBT tube is required on Off time T off And carrying out detailed solving.
S12, acquiring the direct-current terminal voltage U (namely the voltage of the supporting capacitor terminal) in the period in real time, and combining the direct-current terminal voltage U with the set trigger threshold voltage U 1 Sum hysteresis threshold U 2 Comparing to judge whether overvoltage exists or not, and calculating the conduction time t required by the realization of the direct-current end voltage reduction IGBT according to the formula (1) 1 ：
Wherein: c is the capacitance value of the bus supporting capacitor, and R is the resistance value of the brake resistor.
In the running process of the vehicle, the high-voltage component of the whole vehicle can be in short time due to unexpected factorsIn case of overvoltage, the utility model introduces a control method for reducing the voltage of the direct current end through a brake resistor to protect the electrical elements of the system from damage in order to ensure the voltage safety. Specifically, the voltage safety is the minimum value of the maximum working voltages allowed by the high-voltage components of the whole vehicle, and the trigger threshold U can be set by combining the system robustness setting 1 Sum hysteresis threshold U 2 Specific values of (2). Threshold voltage U 1 Sum hysteresis threshold U 2 A schematic diagram of (2) is shown in figure 5. Therefore, the DC end voltage U acquired in real time is compared with the set trigger threshold U 1 Sum hysteresis threshold U 2 By comparison, the on-time t is configured based on the voltage abnormality deviation state 1 The voltage reduction at the direct current end can be realized.
S13, acquiring torque T, rotation speed n and battery allowable charging power P in the period in real time B And static power P 0 Judging whether the whole vehicle enters an energy recovery state or not according to whether the directions of the rotating speed T and the torque n are consistent, and calculating at least the conduction time T required by the energy balance IGBT tube according to a formula (2) 2 ：
Wherein: p (P) c Is the feedback power of the driving system.
In particular, in the energy recovery of the drive system, at least the battery permissible charging power P should be satisfied in order to ensure the energy balance of the vehicle B Static power P 0 The brake resistor consumes energy P r The sum of the three is equal to the feedback power P of the driving system c The method comprises the following steps:
P B +P 0 +P r ＝P c (2.1)
in equation (2.1), the battery allows the charging power P B The data CAN be obtained in real time through a CAN bus; static power P 0 When the vehicle is stationary, the power consumption of the high-low voltage component of the whole vehicle can be identified through the static power consumption of the direct current end in the stationary stable state of the vehicle; and combined with the fixing set in step S11The fixed frequency is known, and the braking resistor consumes energy P in a single period r The calculation formula of (2) is as follows:
then, the above equation (2) can be obtained by combining the calculation equations (2.1) and (2.2).
Based on the rotation speed n, the torque T judges the vehicle energy flow state, and the feedback power P of the driving system is considered by considering the conversion efficiency eta of the driving system c The calculation formula of (2) is as follows:
thus, the simultaneous equations (2) and (2.3) can further yield the on-time t of the braking resistor when it consumes the recovered energy of the drive system 2 Is calculated according to the formula:
s14, combining the set period T and the conduction time T 1 And t 2 The conduction time T of the IGBT tube in the period is configured on Off time T off Thereby controlling the effective switch of the IGBT tube, and thus controlling the brake resistor to realize energy consumption.
Normally, for on time t 1 And t 2 The effective accumulation is carried out to obtain the conduction time T of the IGBT tube in the period on T, i.e on ＝t 1 +t 2 The method comprises the steps of carrying out a first treatment on the surface of the Meanwhile, the turn-off time T of the IGBT tube in the period can be calculated by matching with the set period T off T, i.e off ＝T-T on 。
However, consider the conduction time t required by the realization of the direct-current-end step-down IGBT in the actual calculation process 1 And/or the on-time t required for realizing the energy balance IGBT tube 2 Larger cases, leading to a singleOff time T of IGBT tube in each period off And 0, thereby affecting the set switching frequency f. Therefore, the utility model sets the minimum off-time based on the actual engineering applicationAnd maximum on-time->Actual on time T of IGBT tube in single period on Off time T off Should be based on t 1 +t 2 The size of (3) is taken as a value. And if t occurs 1 +t 2 In the case of =0, it indicates that no overvoltage condition occurs at the dc end, and the energy of the whole vehicle remains in a balanced state, so that the power module does not need to operate in this period. From this, it can be seen that the on time T of the IGBT tube on Off time T off The values of (2) should follow the following rules:
(a) If it isThen->
(b) If it isThen->
(c) If t 1 +t 2 =0, then T on ＝0，T off ＝T。
And S15, repeating the steps S12 to S14, and carrying out data acquisition, conduction time calculation and energy consumption in the next period until the whole vehicle is stopped and shut down, and stopping working.
As can be seen from steps S11 to S15, the design concept of the utility model is to output PWM signals through the control strategy of the control module, and to realize dc end voltage reduction and energy balance adjustment through the brake resistor, thereby ensuring battery SOC safety and voltage safety, improving driving experience, and protecting battery and whole vehicle safety.
As shown in fig. 7, when active discharging of the dc side supporting capacitor is performed, the control method of the braking resistor system includes the following steps:
s21, when the high-voltage down of the whole vehicle is detected, acquiring the direct-current end voltage U in the period in real time, and calculating the conduction time t required by the IGBT tube when the active discharge is realized according to the formula (3) 3 ：
Wherein: t is the discharge time of the support capacitor required by national standards. According to the requirements of GBT 18488.1-2015: when the driving motor controller is powered off, the capacitance of the driving motor controller discharges to below 60V. When the active discharge requirement is met, the discharge time of the supporting capacitor of the driving motor controller is not more than 3s. Active discharge time is generally controlled to be around 1s based on market application requirements.
Specifically, the control module determines whether the entire vehicle completes the high-voltage down operation according to the states of the main relay SW1 and the pre-charge relay SW2 in the pre-charge loop. When the main relay SW1 and the pre-charge relay SW2 are in the off state, the high-voltage power down of the whole vehicle is indicated, and the condition of starting the active discharge is met.
Under the condition that the active discharge is started, the control module firstly acquires the voltage U of the direct current end, thereby calculating the energy storage capacity of the direct current end capacitor, and further calculating the conduction time t required by the IGBT tube when the active discharge is realized 3 . In order to improve the calculation efficiency, the utility model has summarized and refined the steps, so the on-time t can be calculated rapidly only according to the formula (3) 3 。
S22, combining the set period T and the conduction time T 3 The conduction time T of the IGBT tube in the period is configured on Off time T off . Likewise, in order to maintain a fixed switching frequency f, the active discharge processIn the turn-on time T of IGBT tube on Off time T off The values of (2) should follow the following rules:
(a) If it isThen->
(b) If it isThen T is on ＝t 3 ，T off ＝T-T on ；
(c) If t 3 =0, then T on ＝0，T off ＝T。
S23, repeating the steps S21 and S22, carrying out data acquisition, conduction time calculation and active discharge in the next period until the whole vehicle is stopped and shut down, and stopping working.
According to the steps S21 to S23, the design concept of the utility model is to output PWM signals through the control strategy of the control module and consume the energy stored in the capacitor through the brake resistor, thereby realizing a safer active discharge method, simultaneously realizing timely safe control of active discharge based on voltage detection feedback closed loop, saving the passive discharge resistor of the high-voltage loop of the motor controller and effectively optimizing the control cost.
The foregoing is merely illustrative of specific embodiments of the present utility model, but the design concept of the present utility model is not limited thereto, and any insubstantial modification of the present utility model by using the design concept shall fall within the scope of the present utility model.

Claims (7)

1. A brake resistor system for a new energy automobile is characterized in that: comprises a control module, a driving module and a power module which are connected with each other; the power module is arranged between the power battery and the driving system and comprises an IGBT tube and a brake resistor which are mutually connected in series; the driving module amplifies the control signal of the control module and controls the IGBT to be opened or closed, so that the braking resistor is controlled to realize energy consumption between the power battery and the driving system.
2. The brake resistor system for a new energy automobile as claimed in claim 1, wherein: the driving module comprises a driving chip circuit, a push-pull circuit, a gate-level resistor and a clamping diode which are sequentially connected.
3. The brake resistor system for a new energy automobile as claimed in claim 2, wherein: the push-pull circuit comprises a first push-pull circuit, a second push-pull circuit and a third push-pull circuit which are connected with each other.
4. The brake resistor system for a new energy automobile as claimed in claim 2, wherein: the driving chip circuit adopts a chip model of IED020I12FA2.
5. The brake resistor system for a new energy automobile as claimed in claim 1, wherein: and a pre-charging loop is arranged between the power battery and the driving system, and the power module is arranged at the rear end of the pre-charging loop.
6. The brake resistor system for a new energy automobile as claimed in claim 1, wherein: the control module is a DSP control board.
7. The brake resistor system for a new energy automobile as claimed in claim 1, wherein: and the control module is connected to the CAN bus.
CN202321013954.7U 2023-04-28 2023-04-28 Brake resistor system for new energy automobile Active CN219382216U (en)

Priority Applications (1)

Application Number Priority Date Filing Date Title
CN202321013954.7U CN219382216U (en) 2023-04-28 2023-04-28 Brake resistor system for new energy automobile

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
CN202321013954.7U CN219382216U (en) 2023-04-28 2023-04-28 Brake resistor system for new energy automobile

Publications (1)

Publication Number Publication Date
CN219382216U true CN219382216U (en) 2023-07-21

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ID=87190068

Family Applications (1)

Application Number Title Priority Date Filing Date
CN202321013954.7U Active CN219382216U (en) 2023-04-28 2023-04-28 Brake resistor system for new energy automobile

Country Status (1)

Country Link
CN (1) CN219382216U (en)

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