CN2915592Y - DC busbar voltage active control type electric machine drive system for pure electric automobile - Google Patents
DC busbar voltage active control type electric machine drive system for pure electric automobile Download PDFInfo
- Publication number
- CN2915592Y CN2915592Y CNU2006200398645U CN200620039864U CN2915592Y CN 2915592 Y CN2915592 Y CN 2915592Y CN U2006200398645 U CNU2006200398645 U CN U2006200398645U CN 200620039864 U CN200620039864 U CN 200620039864U CN 2915592 Y CN2915592 Y CN 2915592Y
- Authority
- CN
- China
- Prior art keywords
- energy
- storage units
- voltage
- bus
- active control
- 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.)
- Expired - Fee Related
Links
Images
Classifications
-
- 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
Abstract
The utility model discloses a DC bus voltage active control electric motor driving system for electricity-driven vehicle, including a pure electricity source consisting of the a charger and a energy storage unit connected together, wherein, the capacitance connects to the driving inverter to drive the motor. The product also includes a DC/DC conversion unit whose input/output terminals connect to the energy saving unit in parallel connection while the other two terminals of input/output connect to the capacitance in parallel connection. The utility model increases and controls the voltage of the DC bus by means of adding DC/DC conversion unit to realize the optimum voltage operation mode of the inverter and the driving motor and a small current under nominal voltage of the current on controllable power switch comparing with energy saving unit, which reduces the consumption of the power switches, cuts overall cost of the driving system assembly of the electric motor and expands the choice for power modules. In addition, the electromagnetic disturbance and the current impulse are reduced.
Description
Technical field
The utility model relates to the motor driven systems that a kind of pure electric automobile is used, and specifically is to use the pure electric automobile DC bus-bar voltage ACTIVE CONTROL formula motor driven systems of battery-operated automobile.
Background technology
The motor driven systems that present pure electric automobile is used as shown in Figure 1, wherein connect and constitute pure electric power source by charger or 2 one-tenth circuit of fuel cell 1 and energy-storage units, it is used for providing the driving electric source to drive motor 4, energy-storage units 2 can be energy-storage units or ultracapacitor, generally usually the working power battery is as energy-storage units, and the nominal voltage that it provides is generally about 300v.In the car acceleration stage, energy-storage units works in discharge regime, and the control of process inverter provides electric power source to electrical motor, and at this moment the energy-storage units terminal voltage reduces, as being low to moderate 250V.In the car deceleration stage, electrical motor works in the brake power generating state, and the kinetic energy that the control by inverter discharges when the energy-storage units charging makes car deceleration is reclaimed, so this system has energy-saving advantages.But the energy-storage units terminal voltage raises when brake power generating, as can be up to 450V.The major defect of such system is:
1. in order to satisfy the dynamic property requirement of automobile, the motor designs operating voltage should be selected minimum normal working voltage, and for example 250V causes motor working current to increase.Cause power switch current capacity, the motor power cross-section of cable thus, the increase of inverter current busbar size etc., thus increase the cost of motor driven systems and the encapsulation difficulty that connects up;
2. in order to satisfy the requirement of inverter voltage withstand reliability, the voltage class of device for power switching should be selected according to the energy-storage units maximum voltage, as 450V, the cost of inverter is further raise.
Summary of the invention
As mentioned above, how prior art is maximized favourable factors and minimized unfavourable ones, can control the optimum voltage running state that bus voltage obtains drive motor is the technical matters that the utility model needs to be resolved hurrily.Therefore, the purpose of this utility model is to provide a kind of pure electric automobile DC bus-bar voltage ACTIVE CONTROL formula motor driven systems.
The technical scheme that realizes above-mentioned purpose is: a kind of pure electric automobile DC bus-bar voltage ACTIVE CONTROL formula motor driven systems, comprise that charger and energy-storage units connect and compose pure electric power source with circuit, it is through electric capacity and drive inverter connection drive motor, also comprise a DC unit, one I/O two ends, described DC unit are in parallel with energy-storage units, and another I/O two ends are in parallel with electric capacity.
Above-mentioned pure electric automobile is with DC bus-bar voltage ACTIVE CONTROL formula motor driven systems, and wherein, described DC unit and energy-storage units bonded assembly two ends are low voltage I/O end, with electric capacity bonded assembly two ends be high potential I/O end.
Above-mentioned pure electric automobile DC bus-bar voltage ACTIVE CONTROL formula motor driven systems, wherein, the voltage of the low voltage I/O end of described DC unit changes with the energy-storage units terminal voltage, high potential I/O terminal voltage is a continuous controllable, and its magnitude of voltage can be below or above the energy-storage units terminal voltage.
Above-mentioned pure electric automobile DC bus-bar voltage ACTIVE CONTROL formula motor driven systems, wherein, one of described DC block construction is made of a direct current reactor and first and second device for power switching, wherein direct current reactor L one end is connected with the energy-storage units positive terminal, the mid point of the other end and first device for power switching and second device for power switching links, and the other end of first device for power switching is connected with the positive terminal of capacitor C; Second device for power switching connects the negative pole end of capacitor C and connects the energy-storage units negative pole end.
Above-mentioned pure electric automobile DC bus-bar voltage ACTIVE CONTROL formula motor driven systems, wherein, the magnitude of voltage of the high potential I/O end of described DC unit can be equal to or higher than the energy-storage units terminal voltage.
Above-mentioned pure electric automobile DC bus-bar voltage ACTIVE CONTROL formula motor driven systems, wherein, described energy-storage units can be electrokinetic cell or ultracapacitor.
The utility model has the advantages that: energy-conservation characteristics with prior art, and make the voltage on the dc bus raise also controlled by setting up a DC unit, to obtain the optimum voltage running state of drive motor and inverter, make drive motor when slow running or brake power generating, the inverter dc bus is controlled as low voltage, drive motor is when high speed or high-power electric work, and the inverter dc bus is controlled as high potential; The design effort voltage of inverter and motor is consistent and is chosen as higher voltage, thereby make the electrical motor working current with respect to reducing when the low voltage designs, make inverter controlled power switch required current capacity reduce relatively, and the cross-section of cable that connects drive motor can reduce, and the busbar size that connects power model on the inverter can reduce.Even above-mentioned advantage makes the motor driven systems total cost still can reduce after having increased the DC unit.Because during automotive operation, particularly under urban traffic situation, do not need long-time running under maximum speed or big moment accelerating mode, thereby the inverter DC bus-bar voltage can be in the optimum value that is lower than electrical motor and inverter design voltage under the control of DC unit, such result has not only reduced power switch losses, also can reduce electromagnetic interference in addition, reduce pulsation of current.
Description of drawings
Fig. 1 is the motor driven systems schematic circuit diagram that existing pure electric automobile is used;
Fig. 2 is pure electric automobile of the present utility model DC bus-bar voltage ACTIVE CONTROL formula motor driven systems schematic circuit diagram;
Fig. 3 is the circuit structure diagram of pure electric automobile of the present utility model with a kind of DC unit that adopts in the DC bus-bar voltage ACTIVE CONTROL formula motor driven systems.
The specific embodiment
Provide better embodiment of the utility model according to Fig. 2 below, and described in detail, enable architectural feature of the present invention and functional characteristics are described better, rather than be used for limiting scope of the present invention.
See also Fig. 2, wherein, a kind of pure electric automobile comprises charger 1, energy-storage units 2, drives inverter 3, drive motor 4 and DC unit 5 with DC bus-bar voltage ACTIVE CONTROL formula motor driven systems.At first consider not comprise DC unit 5, as shown in Figure 1, wherein (charger generally places outside the car the pure electric power source of charger or fuel cell 1 and energy-storage units 2 one-tenth circuit connections formation, only when charging, be connected with circuit) with energy-storage units 2 or other types energy-storage units, it is used for providing the driving electric source to drive motor 4, the nominal voltage that energy-storage units 2 provides is 300v, energy-storage units 2 can be electrokinetic cell or ultracapacitor, generally usually the working power battery as energy-storage units 2, it is through filter capacitor C and drive inverter 3 connection drive motor 4, above-mentionedly constitute pure electric motor drive system by parts 1～4, its result can cause the voltage on the dc bus to be limited under the level voltage of energy-storage units 2 with prior art like that, also just limited the voltage design and the operating range of drive motor 4, made drive motor 4 can not get best running state.
Above-mentioned situation is the situation that does not comprise the described motor driven systems of DC unit 5.After packing in described DC unit 5, it is in parallel with energy-storage units 2 that two ends are imported/gone out to one, and another input/go out two ends is in parallel with capacitor C, as shown in Figure 2.Wherein, with energy-storage units 2 bonded assembly two ends be that end is imported/gone out to low voltage, voltage range is generally 250v～380v, with capacitor C bonded assembly two ends be high-voltage output terminal, the voltage controlled scope can be 250v～650v.
In preferred embodiment, a kind of DC unit 5 that the utility model adopts constitutes (as shown in Figure 3) by direct current reactor L and two device for power switching K1, K2, energy-storage units 2 is an electrokinetic cell, promptly wherein direct current reactor L one end is connected with energy-storage units 2 positive terminals, the mid point of the other end and the first device for power switching K1 and the second device for power switching K2 links, and the other end of the first device for power switching K1 is connected with the positive terminal of capacitor C; The second device for power switching K2 connects the negative pole end of capacitor C and connects energy-storage units 2 negative pole ends.Adopt the magnitude of voltage of high potential I/O end of the DC unit of this kind structure can be equal to or higher than the energy-storage units terminal voltage.This DC unit 5 belongs to the BUCK-BOOST type, energy-storage units 2 voltage transitions can be become be higher than inverter 3 DC bus-bar voltage of this voltage, and inverter 3 DC bus-bar voltage can be adjusted to the required optimum value of drive motor 4 present operating points, for example the level voltage 250v～380v of energy-storage units 2 can be elevated to controlled 250v～650v.The bidirectional energy current control can be realized in this DC unit 5, and promptly when drive motor 4 worked in motoring condition, DC unit 5 was transported to drive motor 4 to the electric energy that energy-storage units 2 stores by inverter 3; When drive motor 4 worked in the dynamic brake state, DC unit 5 sends drive motor 4 under inverter 3 controls electric energy sent back to energy-storage units 2 through step-down and stores.The design effort voltage of drive motor 4 and inverter 3 is chosen as 650V in the present embodiment.Design effort voltage with respect to drive motor 4 when not having DC unit 5 should be 250V, and the working current of drive motor 4 can reduce 2 to 3 times under same power and moment, thereby can reduce system cost and improve system effectiveness.In addition because the existence of DC unit 5, the real work voltage of drive motor 4 can be set and realizes by the device for power switching K1 in the control DC unit 5, the switch of K2 according to drive motor 4 current speed, moment, generating/electronic operating modes etc.For example when drive motor 4 is operated in low speed or middle constant speed, can drive motor 4 operating voltages be controlled near and a little more than energy-storage units 2 voltages, with the switching loss of power semiconductor and the electromagnetic interference of generation in the reduction inverter 3, and reduce current harmonics to reduce the high-frequency loss of electrical motor, further improve the work efficiency of electric motor system.When drive motor 4 is operated at a high speed or when exporting big power simultaneously at a high speed, can be controlled at design effort voltage to drive motor 4 operating voltages and can satisfies the requirement of automotive operation to guarantee exerting oneself of drive motor 4.And be operated at a high speed and during at the dynamic brake state when drive motor 4, can be controlled at drive motor 4 operating voltages below the design effort voltage with exert oneself ability and satisfy the requirement of inverter 3 voltage securities of the braking that guarantees drive motor 4.
Claims (4)
1. a pure electric automobile is with DC bus-bar voltage ACTIVE CONTROL formula motor driven systems, comprise that charger and energy-storage units connect and compose pure electric power source with circuit, it is through electric capacity and drive inverter connection drive motor, it is characterized in that, also comprise a DC unit, one I/O two ends, described DC unit are in parallel with energy-storage units, and another I/O two ends are in parallel with electric capacity.
2. pure electric automobile according to claim 1 DC bus-bar voltage ACTIVE CONTROL formula motor driven systems, it is characterized in that, described DC unit and energy-storage units bonded assembly two ends are low voltage I/O end, with electric capacity bonded assembly two ends be high potential I/O end.
3. pure electric automobile according to claim 1 DC bus-bar voltage ACTIVE CONTROL formula motor driven systems, it is characterized in that, one of described DC block construction is made of a direct current reactor L and first and second device for power switching K1, K2, wherein direct current reactor L one end is connected with the energy-storage units positive terminal, the mid point of the other end and first device for power switching and second device for power switching links, and the other end of first device for power switching is connected with the positive terminal of capacitor C; Second device for power switching connects the negative pole end of capacitor C and connects the energy-storage units negative pole end.
4. pure electric automobile according to claim 1 is characterized in that with DC bus-bar voltage ACTIVE CONTROL formula motor driven systems described energy-storage units can be electrokinetic cell or ultracapacitor.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CNU2006200398645U CN2915592Y (en) | 2006-03-01 | 2006-03-01 | DC busbar voltage active control type electric machine drive system for pure electric automobile |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CNU2006200398645U CN2915592Y (en) | 2006-03-01 | 2006-03-01 | DC busbar voltage active control type electric machine drive system for pure electric automobile |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CN2915592Y true CN2915592Y (en) | 2007-06-27 |
Family
ID=38186500
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CNU2006200398645U Expired - Fee Related CN2915592Y (en) | 2006-03-01 | 2006-03-01 | DC busbar voltage active control type electric machine drive system for pure electric automobile |
Country Status (1)
| Country | Link |
|---|---|
| CN (1) | CN2915592Y (en) |
Cited By (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN103858195A (en) * | 2011-10-12 | 2014-06-11 | 住友电气工业株式会社 | Lithium ion capacitor, power storage device, power storage system |
| CN104635089A (en) * | 2015-02-10 | 2015-05-20 | 北京理工大学 | Conduction electromagnetic interference experimental platform for electric automobile motor driving system |
| CN104698860A (en) * | 2015-02-05 | 2015-06-10 | 北京理工大学 | Conduction electromagnetic interference simulation system for alternating-current motor inverter power circuit of electric car |
-
2006
- 2006-03-01 CN CNU2006200398645U patent/CN2915592Y/en not_active Expired - Fee Related
Cited By (4)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN103858195A (en) * | 2011-10-12 | 2014-06-11 | 住友电气工业株式会社 | Lithium ion capacitor, power storage device, power storage system |
| CN104698860A (en) * | 2015-02-05 | 2015-06-10 | 北京理工大学 | Conduction electromagnetic interference simulation system for alternating-current motor inverter power circuit of electric car |
| CN104698860B (en) * | 2015-02-05 | 2020-05-12 | 北京理工大学 | Conducted electromagnetic interference simulation system of power loop of alternating current motor inverter of electric automobile |
| CN104635089A (en) * | 2015-02-10 | 2015-05-20 | 北京理工大学 | Conduction electromagnetic interference experimental platform for electric automobile motor driving system |
Similar Documents
| Publication | Publication Date | Title |
|---|---|---|
| CN107804326B (en) | Traction motor power supply system and electric locomotive power supply equipment | |
| CN101425771A (en) | Control circuit, braking method, energy production method and device for DC motor | |
| CN1877952A (en) | Electric automobile charging station | |
| CN204726251U (en) | Furl cell engine and power system thereof | |
| CN105253028A (en) | Control method and device for hybrid power supply stroke-adding type electric vehicle | |
| CN1490193A (en) | Supercapacitance assistant power supply system of electric vehicle | |
| CN2871284Y (en) | Push motor driving system of double inverter | |
| CN104786856A (en) | Electric drive control system of electric automobile with solar charging function | |
| CN201800715U (en) | Tandem type hybrid power control system of plug-in hybrid electric vehicle | |
| CN106427616A (en) | Composite power source based on charge pump and switching method thereof under different work conditions | |
| CN205097969U (en) | Electricity mixes electric automobile power battery and super capacitor driving system | |
| CN104859478A (en) | Fuel cell locomotive and power system thereof | |
| CN102700428B (en) | Control system and control method for electric automobile with lithium battery and super capacitor | |
| CN204055403U (en) | A kind of redundant circuit structure of accessory feed of electric-vehicle-mounted DC/DC device | |
| CN1199813C (en) | Auxiliary energy regenertion power system for electric automobile | |
| CN2915592Y (en) | DC busbar voltage active control type electric machine drive system for pure electric automobile | |
| CN2915591Y (en) | DC busbar voltage active control type electric machine drive system for hybrid powered automobile | |
| CN108667297B (en) | Composite power supply device for electric vehicle and working method thereof | |
| CN106143168A (en) | The multi-channel parallel of a kind of electric automobile interlocks output type mixed energy storage system and method | |
| CN1634725A (en) | Vehicle-mounted combined power supply device of hybrid power automobile | |
| CN2851005Y (en) | High low voltage power controller of mixing power electric vehicle | |
| CN201663488U (en) | Supercapacitor control device for hybrid electric vehicle | |
| CN103683457A (en) | Hybrid power public transport super-capacitor and lithium battery parallel circuit | |
| CN104859464A (en) | Method and device for power compensation and energy recovery for electric vehicle | |
| CN202574067U (en) | Automotive idling stop and start system and composite power supply |
Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| C14 | Grant of patent or utility model | ||
| GR01 | Patent grant | ||
| ASS | Succession or assignment of patent right |
Owner name: SHANGHAI DAJUN AUTOMATION SYSTEM ENGINEERING CORP Free format text: FORMER OWNER: SHANGHAI KINWAY TECHNOLOGIES LNC. Effective date: 20070706 |
|
| C41 | Transfer of patent application or patent right or utility model | ||
| TR01 | Transfer of patent right |
Effective date of registration: 20070706 Address after: 201107 Shanghai City, Minhang District No. 2 Building 1 Ji He Lu A17 Patentee after: Shanghai Kinway Technologies lnc. Address before: 200120 Shanghai Guo Shou Jing Road, Zhangjiang High Tech Park of Pudong New Area No. 351 Building No. 2 room 690-18 Patentee before: Shanghai Kinway Technologies lnc. |
|
| C56 | Change in the name or address of the patentee |
Owner name: SHANGHAI DAJUN POWER CONTROL TECHNOLOGY CO., LTD. Free format text: FORMER NAME: SHANGHAI DAJUN AUTOMATIC SYSTEM PROJECT CO., LTD. |
|
| CP03 | Change of name, title or address |
Address after: 201114, C105, building 189, building 188, building 2, No. 1, Chun Chun Road, Shanghai, Minhang District Patentee after: Shanghai Dajun Technologies, Inc. Address before: 201107 Shanghai City, Minhang District No. 2 Building 1 -A17 Ji He Lu Patentee before: Shanghai Kinway Technologies lnc. |
|
| CF01 | Termination of patent right due to non-payment of annual fee |
Granted publication date: 20070627 Termination date: 20140301 |