US20210313793A1 - System and method for protecting inverter in vehicle from overvoltage - Google Patents
System and method for protecting inverter in vehicle from overvoltage Download PDFInfo
- Publication number
- US20210313793A1 US20210313793A1 US17/037,029 US202017037029A US2021313793A1 US 20210313793 A1 US20210313793 A1 US 20210313793A1 US 202017037029 A US202017037029 A US 202017037029A US 2021313793 A1 US2021313793 A1 US 2021313793A1
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- Prior art keywords
- voltage
- motor
- switching element
- inverter
- capacitor
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Classifications
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- H—ELECTRICITY
- H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
- H02M—APPARATUS FOR CONVERSION BETWEEN AC AND AC, BETWEEN AC AND DC, OR BETWEEN DC AND DC, AND FOR USE WITH MAINS OR SIMILAR POWER SUPPLY SYSTEMS; CONVERSION OF DC OR AC INPUT POWER INTO SURGE OUTPUT POWER; CONTROL OR REGULATION THEREOF
- H02M1/00—Details of apparatus for conversion
- H02M1/32—Means for protecting converters other than automatic disconnection
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L3/00—Electric devices on electrically-propelled vehicles for safety purposes; Monitoring operating variables, e.g. speed, deceleration or energy consumption
- B60L3/0023—Detecting, eliminating, remedying or compensating for drive train abnormalities, e.g. failures within the drive train
- B60L3/003—Detecting, eliminating, remedying or compensating for drive train abnormalities, e.g. failures within the drive train relating to inverters
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L15/00—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles
- B60L15/007—Physical arrangements or structures of drive train converters specially adapted for the propulsion motors of electric vehicles
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L3/00—Electric devices on electrically-propelled vehicles for safety purposes; Monitoring operating variables, e.g. speed, deceleration or energy consumption
- B60L3/0023—Detecting, eliminating, remedying or compensating for drive train abnormalities, e.g. failures within the drive train
- B60L3/0046—Detecting, eliminating, remedying or compensating for drive train abnormalities, e.g. failures within the drive train relating to electric energy storage systems, e.g. batteries or capacitors
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L3/00—Electric devices on electrically-propelled vehicles for safety purposes; Monitoring operating variables, e.g. speed, deceleration or energy consumption
- B60L3/04—Cutting off the power supply under fault conditions
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L50/00—Electric propulsion with power supplied within the vehicle
- B60L50/40—Electric propulsion with power supplied within the vehicle using propulsion power supplied by capacitors
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L50/00—Electric propulsion with power supplied within the vehicle
- B60L50/50—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells
- B60L50/51—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells characterised by AC-motors
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L50/00—Electric propulsion with power supplied within the vehicle
- B60L50/50—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells
- B60L50/60—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells using power supplied by batteries
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L7/00—Electrodynamic brake systems for vehicles in general
- B60L7/10—Dynamic electric regenerative braking
- B60L7/14—Dynamic electric regenerative braking for vehicles propelled by ac motors
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L7/00—Electrodynamic brake systems for vehicles in general
- B60L7/10—Dynamic electric regenerative braking
- B60L7/16—Dynamic electric regenerative braking for vehicles comprising converters between the power source and the motor
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- H—ELECTRICITY
- H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
- H02H—EMERGENCY PROTECTIVE CIRCUIT ARRANGEMENTS
- H02H1/00—Details of emergency protective circuit arrangements
- H02H1/0007—Details of emergency protective circuit arrangements concerning the detecting means
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- H—ELECTRICITY
- H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
- H02H—EMERGENCY PROTECTIVE CIRCUIT ARRANGEMENTS
- H02H3/00—Emergency protective circuit arrangements for automatic disconnection directly responsive to an undesired change from normal electric working condition with or without subsequent reconnection ; integrated protection
- H02H3/20—Emergency protective circuit arrangements for automatic disconnection directly responsive to an undesired change from normal electric working condition with or without subsequent reconnection ; integrated protection responsive to excess voltage
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- H—ELECTRICITY
- H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
- H02H—EMERGENCY PROTECTIVE CIRCUIT ARRANGEMENTS
- H02H7/00—Emergency protective circuit arrangements specially adapted for specific types of electric machines or apparatus or for sectionalised protection of cable or line systems, and effecting automatic switching in the event of an undesired change from normal working conditions
- H02H7/10—Emergency protective circuit arrangements specially adapted for specific types of electric machines or apparatus or for sectionalised protection of cable or line systems, and effecting automatic switching in the event of an undesired change from normal working conditions for converters; for rectifiers
- H02H7/12—Emergency protective circuit arrangements specially adapted for specific types of electric machines or apparatus or for sectionalised protection of cable or line systems, and effecting automatic switching in the event of an undesired change from normal working conditions for converters; for rectifiers for static converters or rectifiers
- H02H7/122—Emergency protective circuit arrangements specially adapted for specific types of electric machines or apparatus or for sectionalised protection of cable or line systems, and effecting automatic switching in the event of an undesired change from normal working conditions for converters; for rectifiers for static converters or rectifiers for inverters, i.e. dc/ac converters
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- H—ELECTRICITY
- H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
- H02H—EMERGENCY PROTECTIVE CIRCUIT ARRANGEMENTS
- H02H7/00—Emergency protective circuit arrangements specially adapted for specific types of electric machines or apparatus or for sectionalised protection of cable or line systems, and effecting automatic switching in the event of an undesired change from normal working conditions
- H02H7/10—Emergency protective circuit arrangements specially adapted for specific types of electric machines or apparatus or for sectionalised protection of cable or line systems, and effecting automatic switching in the event of an undesired change from normal working conditions for converters; for rectifiers
- H02H7/12—Emergency protective circuit arrangements specially adapted for specific types of electric machines or apparatus or for sectionalised protection of cable or line systems, and effecting automatic switching in the event of an undesired change from normal working conditions for converters; for rectifiers for static converters or rectifiers
- H02H7/122—Emergency protective circuit arrangements specially adapted for specific types of electric machines or apparatus or for sectionalised protection of cable or line systems, and effecting automatic switching in the event of an undesired change from normal working conditions for converters; for rectifiers for static converters or rectifiers for inverters, i.e. dc/ac converters
- H02H7/1222—Emergency protective circuit arrangements specially adapted for specific types of electric machines or apparatus or for sectionalised protection of cable or line systems, and effecting automatic switching in the event of an undesired change from normal working conditions for converters; for rectifiers for static converters or rectifiers for inverters, i.e. dc/ac converters responsive to abnormalities in the input circuit, e.g. transients in the DC input
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- H—ELECTRICITY
- H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
- H02H—EMERGENCY PROTECTIVE CIRCUIT ARRANGEMENTS
- H02H7/00—Emergency protective circuit arrangements specially adapted for specific types of electric machines or apparatus or for sectionalised protection of cable or line systems, and effecting automatic switching in the event of an undesired change from normal working conditions
- H02H7/10—Emergency protective circuit arrangements specially adapted for specific types of electric machines or apparatus or for sectionalised protection of cable or line systems, and effecting automatic switching in the event of an undesired change from normal working conditions for converters; for rectifiers
- H02H7/12—Emergency protective circuit arrangements specially adapted for specific types of electric machines or apparatus or for sectionalised protection of cable or line systems, and effecting automatic switching in the event of an undesired change from normal working conditions for converters; for rectifiers for static converters or rectifiers
- H02H7/122—Emergency protective circuit arrangements specially adapted for specific types of electric machines or apparatus or for sectionalised protection of cable or line systems, and effecting automatic switching in the event of an undesired change from normal working conditions for converters; for rectifiers for static converters or rectifiers for inverters, i.e. dc/ac converters
- H02H7/1227—Emergency protective circuit arrangements specially adapted for specific types of electric machines or apparatus or for sectionalised protection of cable or line systems, and effecting automatic switching in the event of an undesired change from normal working conditions for converters; for rectifiers for static converters or rectifiers for inverters, i.e. dc/ac converters responsive to abnormalities in the output circuit, e.g. short circuit
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- H—ELECTRICITY
- H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
- H02M—APPARATUS FOR CONVERSION BETWEEN AC AND AC, BETWEEN AC AND DC, OR BETWEEN DC AND DC, AND FOR USE WITH MAINS OR SIMILAR POWER SUPPLY SYSTEMS; CONVERSION OF DC OR AC INPUT POWER INTO SURGE OUTPUT POWER; CONTROL OR REGULATION THEREOF
- H02M7/00—Conversion of ac power input into dc power output; Conversion of dc power input into ac power output
- H02M7/02—Conversion of ac power input into dc power output without possibility of reversal
- H02M7/04—Conversion of ac power input into dc power output without possibility of reversal by static converters
- H02M7/06—Conversion of ac power input into dc power output without possibility of reversal by static converters using discharge tubes without control electrode or semiconductor devices without control electrode
- H02M7/08—Conversion of ac power input into dc power output without possibility of reversal by static converters using discharge tubes without control electrode or semiconductor devices without control electrode arranged for operation in parallel
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- H—ELECTRICITY
- H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
- H02M—APPARATUS FOR CONVERSION BETWEEN AC AND AC, BETWEEN AC AND DC, OR BETWEEN DC AND DC, AND FOR USE WITH MAINS OR SIMILAR POWER SUPPLY SYSTEMS; CONVERSION OF DC OR AC INPUT POWER INTO SURGE OUTPUT POWER; CONTROL OR REGULATION THEREOF
- H02M7/00—Conversion of ac power input into dc power output; Conversion of dc power input into ac power output
- H02M7/42—Conversion of dc power input into ac power output without possibility of reversal
- H02M7/44—Conversion of dc power input into ac power output without possibility of reversal by static converters
- H02M7/48—Conversion of dc power input into ac power output without possibility of reversal by static converters using discharge tubes with control electrode or semiconductor devices with control electrode
- H02M7/53—Conversion of dc power input into ac power output without possibility of reversal by static converters using discharge tubes with control electrode or semiconductor devices with control electrode using devices of a triode or transistor type requiring continuous application of a control signal
- H02M7/537—Conversion of dc power input into ac power output without possibility of reversal by static converters using discharge tubes with control electrode or semiconductor devices with control electrode using devices of a triode or transistor type requiring continuous application of a control signal using semiconductor devices only, e.g. single switched pulse inverters
- H02M7/5387—Conversion of dc power input into ac power output without possibility of reversal by static converters using discharge tubes with control electrode or semiconductor devices with control electrode using devices of a triode or transistor type requiring continuous application of a control signal using semiconductor devices only, e.g. single switched pulse inverters in a bridge configuration
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- H—ELECTRICITY
- H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
- H02M—APPARATUS FOR CONVERSION BETWEEN AC AND AC, BETWEEN AC AND DC, OR BETWEEN DC AND DC, AND FOR USE WITH MAINS OR SIMILAR POWER SUPPLY SYSTEMS; CONVERSION OF DC OR AC INPUT POWER INTO SURGE OUTPUT POWER; CONTROL OR REGULATION THEREOF
- H02M7/00—Conversion of ac power input into dc power output; Conversion of dc power input into ac power output
- H02M7/42—Conversion of dc power input into ac power output without possibility of reversal
- H02M7/44—Conversion of dc power input into ac power output without possibility of reversal by static converters
- H02M7/48—Conversion of dc power input into ac power output without possibility of reversal by static converters using discharge tubes with control electrode or semiconductor devices with control electrode
- H02M7/53—Conversion of dc power input into ac power output without possibility of reversal by static converters using discharge tubes with control electrode or semiconductor devices with control electrode using devices of a triode or transistor type requiring continuous application of a control signal
- H02M7/537—Conversion of dc power input into ac power output without possibility of reversal by static converters using discharge tubes with control electrode or semiconductor devices with control electrode using devices of a triode or transistor type requiring continuous application of a control signal using semiconductor devices only, e.g. single switched pulse inverters
- H02M7/539—Conversion of dc power input into ac power output without possibility of reversal by static converters using discharge tubes with control electrode or semiconductor devices with control electrode using devices of a triode or transistor type requiring continuous application of a control signal using semiconductor devices only, e.g. single switched pulse inverters with automatic control of output wave form or frequency
- H02M7/5395—Conversion of dc power input into ac power output without possibility of reversal by static converters using discharge tubes with control electrode or semiconductor devices with control electrode using devices of a triode or transistor type requiring continuous application of a control signal using semiconductor devices only, e.g. single switched pulse inverters with automatic control of output wave form or frequency by pulse-width modulation
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- H—ELECTRICITY
- H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
- H02M—APPARATUS FOR CONVERSION BETWEEN AC AND AC, BETWEEN AC AND DC, OR BETWEEN DC AND DC, AND FOR USE WITH MAINS OR SIMILAR POWER SUPPLY SYSTEMS; CONVERSION OF DC OR AC INPUT POWER INTO SURGE OUTPUT POWER; CONTROL OR REGULATION THEREOF
- H02M7/00—Conversion of ac power input into dc power output; Conversion of dc power input into ac power output
- H02M7/66—Conversion of ac power input into dc power output; Conversion of dc power input into ac power output with possibility of reversal
- H02M7/68—Conversion of ac power input into dc power output; Conversion of dc power input into ac power output with possibility of reversal by static converters
- H02M7/72—Conversion of ac power input into dc power output; Conversion of dc power input into ac power output with possibility of reversal by static converters using discharge tubes with control electrode or semiconductor devices with control electrode
- H02M7/79—Conversion of ac power input into dc power output; Conversion of dc power input into ac power output with possibility of reversal by static converters using discharge tubes with control electrode or semiconductor devices with control electrode using devices of a triode or transistor type requiring continuous application of a control signal
- H02M7/797—Conversion of ac power input into dc power output; Conversion of dc power input into ac power output with possibility of reversal by static converters using discharge tubes with control electrode or semiconductor devices with control electrode using devices of a triode or transistor type requiring continuous application of a control signal using semiconductor devices only
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L2210/00—Converter types
- B60L2210/40—DC to AC converters
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L2220/00—Electrical machine types; Structures or applications thereof
- B60L2220/40—Electrical machine applications
- B60L2220/42—Electrical machine applications with use of more than one motor
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L2240/00—Control parameters of input or output; Target parameters
- B60L2240/40—Drive Train control parameters
- B60L2240/52—Drive Train control parameters related to converters
- B60L2240/527—Voltage
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60Y—INDEXING SCHEME RELATING TO ASPECTS CROSS-CUTTING VEHICLE TECHNOLOGY
- B60Y2200/00—Type of vehicle
- B60Y2200/90—Vehicles comprising electric prime movers
- B60Y2200/91—Electric vehicles
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60Y—INDEXING SCHEME RELATING TO ASPECTS CROSS-CUTTING VEHICLE TECHNOLOGY
- B60Y2400/00—Special features of vehicle units
- B60Y2400/30—Sensors
- B60Y2400/308—Electric sensors
- B60Y2400/3086—Electric voltages sensors
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- H—ELECTRICITY
- H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
- H02M—APPARATUS FOR CONVERSION BETWEEN AC AND AC, BETWEEN AC AND DC, OR BETWEEN DC AND DC, AND FOR USE WITH MAINS OR SIMILAR POWER SUPPLY SYSTEMS; CONVERSION OF DC OR AC INPUT POWER INTO SURGE OUTPUT POWER; CONTROL OR REGULATION THEREOF
- H02M1/00—Details of apparatus for conversion
- H02M1/0067—Converter structures employing plural converter units, other than for parallel operation of the units on a single load
- H02M1/008—Plural converter units for generating at two or more independent and non-parallel outputs, e.g. systems with plural point of load switching regulators
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- H—ELECTRICITY
- H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
- H02M—APPARATUS FOR CONVERSION BETWEEN AC AND AC, BETWEEN AC AND DC, OR BETWEEN DC AND DC, AND FOR USE WITH MAINS OR SIMILAR POWER SUPPLY SYSTEMS; CONVERSION OF DC OR AC INPUT POWER INTO SURGE OUTPUT POWER; CONTROL OR REGULATION THEREOF
- H02M7/00—Conversion of ac power input into dc power output; Conversion of dc power input into ac power output
- H02M7/66—Conversion of ac power input into dc power output; Conversion of dc power input into ac power output with possibility of reversal
- H02M7/68—Conversion of ac power input into dc power output; Conversion of dc power input into ac power output with possibility of reversal by static converters
- H02M7/72—Conversion of ac power input into dc power output; Conversion of dc power input into ac power output with possibility of reversal by static converters using discharge tubes with control electrode or semiconductor devices with control electrode
- H02M7/79—Conversion of ac power input into dc power output; Conversion of dc power input into ac power output with possibility of reversal by static converters using discharge tubes with control electrode or semiconductor devices with control electrode using devices of a triode or transistor type requiring continuous application of a control signal
- H02M7/81—Conversion of ac power input into dc power output; Conversion of dc power input into ac power output with possibility of reversal by static converters using discharge tubes with control electrode or semiconductor devices with control electrode using devices of a triode or transistor type requiring continuous application of a control signal arranged for operation in parallel
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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
- Y02T10/64—Electric machine technologies in electromobility
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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
Definitions
- the present disclosure relates to a system and method for protecting an inverter in a vehicle from overvoltage.
- Eco-friendly vehicles include hybrid electric vehicles, fuel cell electric vehicles, and electric vehicles.
- an electric vehicle having a disconnector on the front wheel and two driving motors includes two inverter systems for driving the two motors.
- a connection between the motor and a driving system is released, and a front wheel motor is in a no-load state.
- the electric energy of the front wheel motor generated as the front wheel motor diverges excessively flows toward a capacitor (not shown) connected in parallel with a front wheel inverter and thus, a direct current (DC) link voltage across the both ends of a capacitor designed in a front wheel inverter system rapidly increases.
- DC direct current
- the present disclosure provides a system and method for protecting an inverter in a vehicle from overvoltage, which prevent the inverter in the vehicle from being damaged by the overvoltage.
- a system for protecting an inverter in a vehicle from overvoltage may include: a first inverter having a plurality of switching elements and configured to convert energy provided from an energy storage device into alternating current (AC) power; a first motor configured to be driven by receiving the AC power converted by the first inverter; a second inverter connected in parallel with the first inverter, to include a plurality of switching elements, and configured to convert energy provided from the energy storage device into AC power; a second motor configured to be driven by receiving the AC power converted by the second inverter; a first capacitor connected in parallel between the first inverter and the energy storage device and configured to store electric energy of the first motor during regenerative braking; and a controller configured to turn off a relay connecting the energy storage device and the motor when a voltage of the first capacitor measured by a voltage sensor is equal to or greater than a predetermined first voltage and to operate the switching elements in the first inverter and the second inverter in response to first current commands 1_I
- the controller may be configured to turn off the relay connecting the energy storage device and the first motor when the voltage of the first capacitor measured by the voltage sensor is equal to or greater than the predetermined first voltage, may operate the switching element in the first inverter in response to the first current commands 1_Id* and 1_Iq*, and may operate the switching element in the second inverter in response to the second current commands 2_Id* and 2_Iq*.
- the system may further include: a second capacitor connected in parallel between the second inverter and the energy storage device and configured to store electric energy of the second motor during regenerative braking.
- the controller may be configured to tum off the relay connecting the energy storage device and the second motor when the voltage of the second capacitor measured by the voltage sensor is equal to or greater than a predetermined first voltage, operate the switching element in the first inverter in response to the second current commands 2_Id* and 2_Iq*, and operate the switching element in the second inverter in response to the first current commands 1_Id* and 1_Iq*.
- the first inverter may include: a first leg having a first switching element and a second switching element positioned at a lower end of the first switching element; a second leg having a third switching element and a fourth switching element positioned at a lower end of the third switching element; and a third leg having a fifth switching element and a sixth switching element positioned at a lower end of the fifth switching element, and output ends of the first leg, the second leg, and the third leg may be connected to each phase of the first motor.
- the second inverter may include: a fourth leg having a seventh switching element and an eighth switching element positioned at a lower end of the seventh switching element; a fifth leg having a ninth switching element and a tenth switching element positioned at a lower end of the ninth switching element; and a sixth leg having an eleventh switching element and a twelfth switching element positioned at a lower end of the eleventh switching element, and output ends of the fourth leg the fifth leg and the sixth leg may be connected to each phase of the second motor.
- the first current commands 1_Id* and 1_Iq* may cause the first switching element, the third switching element, and the fifth switching element, or the seventh switching element, the ninth switching element, and the eleventh switching element to be turned on, and thus, a zero vector may be applied to the first motor or the second motor during driving of the first motor or the second motor, thereby causing a negative torque to be generated in the first motor or the second motor.
- the second current commands 2_Id* and 2_Iq* may cause a zero torque to be generated in the first motor or the second motor.
- the controller may include: a memory configured to store a first current command (1_Id* or 1_Iq*) map causing a zero vector to be applied to each motor during driving of each motor to enable a negative torque to be generated in each motor and a second current command (2_Id* or 2_Iq*) map causing a zero torque to be generated in each motor; an overvoltage detector configured to determine whether a voltage across both ends of each capacitor measured by the voltage sensor is equal to or greater than the first voltage; a current controller configured to generate first voltage commands 1_Vd* and 1_Vq* and second voltage commands 2_Vd* and 2_Vq* to enable a d-axis current Id and a q-axis current Iq fed back from each motor to follow a first d-axis current command 1_Id*, a first q-axis current command 1_Iq*, a second d-axis current command 2_Id*, and a second q-axis current command 2_Iq* which
- the controller may be configured to turn off the relay, cause a current provided from the first inverter to the first motor to follow the first current command and a current provided from the second inverter to the second motor to follow the second current command, or cause the current provided from the first inverter to the first motor to follow the second current command and the current provided from the second inverter to the second motor to follow the first current command.
- the controller may be configured to tum off the relay, discharge the voltage of the first capacitor up to a predetermined second voltage, and then maintain the voltage of the first capacitor within an error range with respect to the second voltage.
- the controller may be configured to increase the voltage of the first capacitor through regenerative braking when the measured voltage across both ends of the first capacitor decreases below the error range with respect to the second voltage, and may be configured to discharge the voltage of the first capacitor through driving of the first motor when the voltage across both ends of the first capacitor exceeds the error range with respect to the second voltage.
- the controller may be configured to tum on the first switching element, the third switching element, and the fifth switching element, or tum on the second switching element, the fourth switching element, and the sixth switching element while turning off the relay connecting the energy storage device and the first motor, and may be configured to operate the switching element in the second inverter in response to the second current commands 2_Id* and 2_Iq*.
- the controller may be configured to tum on the seventh switching element, the ninth switching element, and the eleventh switching element, or turn on the eighth switching element, the tenth switching element, and the twelfth switching element while turning off the relay connecting the energy storage device and the motor, and may be configured to operate the switching element in the first inverter in response to the first current commands 1_Id* and 1_Iq*.
- a method for protecting an inverter in a vehicle from overvoltage may include: determining whether a voltage across both ends of a first capacitor measured by a voltage sensor is equal to or greater than a first voltage; turning off a relay connecting an energy storage device and a motor when the voltage across both ends of the first capacitor is equal to or greater than the first voltage; and operating switching elements in a first inverter and a second inverter in response to first current commands 1_Id* and 1_Iq* causing a zero vector to be applied to each motor and second current commands 2_Id* and 2_Iq* causing a zero torque to be generated in each motor.
- the method may include: storing, in a memory, a first current command (1_Id* or 1_Iq*) map causing a zero vector to be applied to each motor and a second current command (2_Id* or 2_Iq*) map causing a zero torque to be generated in each motor.
- the operating switching elements in a first inverter and a second inverter in response to first current commands 1_Id* and 1_Iq* causing a zero vector to be applied to each motor and second current commands 2_Id* and 2_Iq* causing a zero torque to be generated in each motor may include: generating first voltage commands 1_Vd* and 1_Vq* and second voltage commands 2_Vd* and 2_Vq* to enable a d-axis current Id and a q-axis current Iq fed back from each motor in a current controller to follow a first d-axis current command 1_Id*, a first q-axis current command 1_Iq*, a second d-axis current command 2_Id*, and a second q-axis current command 2_Iq* which are stored in the memory; and operating the switching elements in the first inverter and the second inverter in response to the generated first voltage commands and second voltage commands.
- the method may include: discharging the voltage of the first capacitor up to a predetermined second voltage; and maintaining, by a switching element controller, the voltage of the first capacitor within an error range with respect to the second voltage.
- the controller may be configured to increase the voltage of the first capacitor through regenerative braking when the voltage across both ends of the first capacitor decreases below the error range with respect to the second voltage, and discharge the voltage of the first capacitor through driving of the first motor and the second motor when the voltage across both ends of the first capacitor exceeds the error range with respect to the second voltage.
- the method may include: turning on, by the controller, the first switching element, the third switching element, and the fifth switching element, or turning on the second switching element, the fourth switching element, and the sixth switching element; and operating the switching element in the second inverter in response to the second current commands 2_Id* and 2_Iq*.
- an inverter in a vehicle may be prevented from overvoltage. Further, it may be possible to increase the driving time of other electrical components by maintaining a DC link terminal voltage (e.g., voltage across both ends of the capacitor) in an inverter system at a constant voltage and providing the corresponding voltage to other electrical components in the vehicle.
- a DC link terminal voltage e.g., voltage across both ends of the capacitor
- FIG. 1 is a view schematically showing an electric vehicle including two driving motors according to the related art
- FIG. 2 is a view schematically showing a system for protecting an inverter in a vehicle from overvoltage according to an exemplary embodiment of the present disclosure
- FIG. 3 is a view showing a system for protecting an inverter in a vehicle from overvoltage according to an exemplary embodiment of the present disclosure before a failure occurs;
- FIG. 4 is a view showing a situation in which a relay is turned off when a failure occurs in a system for protecting an inverter in a vehicle from overvoltage according to an exemplary embodiment of the present disclosure
- FIG. 5 is a view showing a situation in which a voltage of a first capacitor is discharged after a failure occurs in a system for protecting an inverter in a vehicle from overvoltage according to an exemplary embodiment of the present disclosure
- FIG. 6 is a view showing a situation in which a voltage across both ends of a first capacitor is maintained at a constant voltage in a system for protecting an inverter in a vehicle from overvoltage according to an embodiment of the present disclosure
- FIG. 7 is a view showing the operation of a system for protecting an inverter in a vehicle from overvoltage according to an exemplary embodiment of the present disclosure
- FIG. 8 is a flowchart showing a method of protecting an inverter in a vehicle from overvoltage according to an exemplary embodiment of the present disclosure.
- FIG. 9 is a detailed flowchart showing a method for protecting an inverter in a vehicle from overvoltage according to an exemplary embodiment of the present disclosure.
- vehicle or “vehicular” or other similar term as used herein is inclusive of motor vehicles in general such as passenger automobiles including sports utility vehicles (SUV), buses, trucks, various commercial vehicles, watercraft including a variety of boats and ships, aircraft, and the like, and includes hybrid vehicles, electric vehicles, plug-in hybrid electric vehicles, hydrogen-powered vehicles and other alternative fuel vehicles (e.g. fuels derived from resources other than petroleum).
- a hybrid vehicle is a vehicle that has two or more sources of power, for example both gasoline-powered and electric-powered vehicles.
- controller/control unit refers to a hardware device that includes a memory and a processor and is specifically programmed to execute the processes described herein.
- the memory is configured to store the modules and the processor is specifically configured to execute said modules to perform one or more processes which are described further below.
- the term “about” is understood as within a range of normal tolerance in the art, for example within 2 standard deviations of the mean. “About” can be understood as within 10%, 9%, 8%, 7%, 6%, 5%, 4%, 3%, 2%, 1%, 0.5%, 0.1%, 0.05%, or 0.01% of the stated value. Unless otherwise clear from the context, all numerical values provided herein are modified by the term “about.”
- a system for protecting an inverter in a vehicle from overvoltage may include a disconnector on a front wheel and two driving motors, and may protect an inverter in an electric vehicle including two inverter systems for driving the two motors from overvoltage.
- the system for protecting an inverter in a vehicle from overvoltage according to the present disclosure may include an energy storage device 100 , a first inverter 200 , a second inverter 300 , a controller 400 , a first capacitor 500 , a second capacitor 600 , a first motor 700 , a second motor 800 , a relay 900 , a voltage sensor 910 , a rotation angle sensor 920 , and a current sensor 930 .
- the energy storage device 100 may be configured to output direct current power as an element that stores electric energy for driving the first motor 700 and the second motor 800 in the form of direct current, such as a battery.
- the first capacitor 500 may be connected to both ends of the energy storage device 100 and may be connected in parallel between the first inverter 200 and the energy storage device 100 to be described later.
- the electric energy of the first motor 700 may be stored in the first capacitor 500 during regenerative braking to form a DC link voltage DC.
- the DC link voltage may be an input voltage of the first inverter 200 .
- the second capacitor 600 may be connected to both ends of the energy storage device 100 and may be connected in parallel between the second inverter 300 and the energy storage device 100 to be described later.
- the electric energy of the second motor 800 may be stored in the second capacitor 600 during regenerative braking to form a DC link voltage Vdc.
- the DC link voltage may be the input voltage of the second inverter 300 .
- the first inverter 200 may include a plurality of switching elements in which the on/off state may be adjusted by a pulse width modulated signal provided from the controller 400 , and convert DC power provided from the energy storage device 100 into AC power for driving the first motor 700 .
- the first inverter 200 may include a first leg 210 having a first switching element S 1 and a second switching element S 2 disposed at the lower end of the first switching element S 1 , a second leg 220 having a third switching element S 3 and a fourth switching element S 4 disposed at the lower end of the third switching element S 3 , and a third leg 230 having a fifth switching element S 5 and a sixth switching element S 6 disposed at the lower end of the fifth switching element.
- the switching of the inverter 200 may be understood to refer to switching of a three-phase voltage output from the inverter.
- the output ends of the first leg 210 , the second leg 220 , and the third leg 230 may be connected to each phase of the first motor 700 .
- the second inverter 300 may include a plurality of switching elements in which the on/off state may be adjusted by a pulse width modulated signal provided from the controller 400 , and may be configured to covert DC power provided from the energy storage device 100 into AC power for driving the second motor 800 .
- the second inverter 300 may include a fourth leg 310 having a seventh switching element S 7 and an eighth switching element S 8 disposed at the lower end of the seventh switching element S 7 , a fifth leg 320 having a ninth switching element S 9 and a tenth switching element S 10 disposed at the lower end of the ninth switching element S 9 , and a sixth leg 330 having an eleventh switching element S 11 and a twelfth switching element S 12 disposed at the lower end of the eleventh switching element S 11 .
- the output ends of the fourth leg 310 , the fifth leg 320 , and the sixth leg 330 may be connected to each phase of the second motor 800 .
- the first motor 700 may be driven by receiving the AC power converted through the first inverter 200 , and various types of motors known in the art may be employed as the first motor 700 .
- a motor may be referred to as a driving motor that provides rotational force to a driving wheel of the vehicle.
- the second motor 800 may be driven by receiving the AC power converted through the second inverter 300 , and various types of motors known in the art may be employed as the second motor 800 .
- the voltage sensor 910 may be configured to measure a both-end voltage (e.g., a DC link voltage: Vdc) of the first capacitor 500 or the second capacitor 600 , and information regarding the measured voltage across both ends of the capacitor may be transmitted to the controller 400 and may be used to determine whether overvoltage has occurred.
- a both-end voltage e.g., a DC link voltage: Vdc
- the rotation angle sensor 920 may be configured to detect the position of the rotor of each of the first motor 700 and the second motor 800 , that is, the rotation angle of the rotor of each motor, and detect the angle of the rotor of each motor and continuously output a rotation angle detection signal including information on the detected rotation angle of the rotor.
- the rotation angle sensor 920 may be implemented as a resolver or the like.
- the current sensor 930 may be configured to measure a current input from the first inverter 200 to the phase of the first motor 700 and a current input from the second inverter 300 to the phase of the second motor 800 .
- two or more current sensors 930 may be provided to measure the current input to at least two of the a, b, and c phases.
- the controller 400 may be configured to perform control of a pulse width modulation method to appropriately adjust the duty cycle (e.g., duty ratio) of the switching elements S 1 to S 12 of the first inverter 200 and the second inverter 300 to adjust the torque of each of the first motor 700 and the second motor 800 to a desired value (e.g., torque command).
- a pulse width modulation method to appropriately adjust the duty cycle (e.g., duty ratio) of the switching elements S 1 to S 12 of the first inverter 200 and the second inverter 300 to adjust the torque of each of the first motor 700 and the second motor 800 to a desired value (e.g., torque command).
- the controller 400 may be configured to operate the switching elements S 1 -S 12 in the first inverter 200 and the second inverter 300 , so that each of the first motor 700 and the second motor 800 may output a value corresponding to a torque command value (e.g., a torque target value to be obtained through each motor) for each motor input from the outside.
- a torque command value e.g., a torque target value to be obtained through each motor
- the controller 400 may include: a memory 410 configured to store a first current command (1_Id* or 1_Iq*) map causing a zero vector to be applied to each motor during the driving of each motor to enable a negative torque to be generated in each motor, and a second current command (2_Id* or 2_Iq*) map causing a zero torque to be generated in each motor; an overvoltage detector 420 configured to determine whether the voltage across both ends of each capacitor measured by the voltage sensor is equal to or greater than a first voltage; a current controller 430 configured to generate first voltage commands 1_Vd* and 1_Vq* and second voltage commands 2_Vd* and 2_Vq* to enable a d-axis current Id and a q-axis current Iq fed back from each motor to follow a first d-axis current command 1_Id*, a first q-axis current command 1_Iq*, a second d-axis current command 2_Id*, and a second q
- the first current commands 1_Id* and 1_Iq* stored in the memory 410 are current command values in which a zero vector is applied to the first motor 700 or the second motor 800 during the driving of the first motor 700 or the second motor 800 to enable a negative torque to be generated in the first motor 700 or the second motor 800 by turning on the first switching element 51 , the third switching element S 3 , and the fifth switching element S 5 or the seventh switching element S 7 , the ninth switching element S 9 , and the eleventh switching element S 11 when the plurality of switching elements are driven by the controller 400 .
- the first current command may be a characteristic current value to enable a zero vector to be applied to each motor during the driving of each motor, and the current command value may have a different value for each motor.
- first current commands 1_Id* and 1_Iq* may be current commands in which a zero vector is applied to the first motor 700 or the second motor 800 during the driving of the first motor 700 or the second motor 800 to enable a negative torque to be generated in the first motor 700 or the second motor 800 by turning on the second switching element S 2 , the fourth switching element S 4 , and the sixth switching element S 6 or the eighth switching element S 8 , the tenth switching element S 10 , and the twelfth switching element S 12 when the plurality of switching elements are driven by the controller 400 .
- the first current commands 1_Id* and 1_Iq* stored in the memory 410 are command values in which a zero vector is applied to the motor during the driving of the motor to enable a negative torque to be generated in the motor.
- a negative torque may be generated in the motor during the driving of the motor.
- the second current commands 2_Id* and 2_Iq* stored in the memory 410 are current command values that cause a zero torque to be generated in the first motor 700 or the second motor 800 when the switching elements in the first inverter 200 or the second inverter 300 are driven by the controller 400 .
- a second d-axis current command 2_Id* may be ⁇ 10 A
- a second q-axis current command 2_Iq* may be 0 A.
- a zero torque may be generated in the first motor 700 or the second motor 800 as the switching elements in the first inverter 200 or the second inverter 300 may be driven.
- the second current commands 2_Id* and 2_Iq* stored in the memory 410 are command values that cause a zero torque to be generated in the motor.
- the controller 400 may further include a coordinate conversion unit configured to convert 2-phase coordinates to 3-phase coordinates or converts 3-phase coordinates to 2-phase coordinates.
- the coordinate conversion unit may be configured to convert a d-axis current Id and a q-axis current Iq into three-phase currents 1 a , 1 b , and 1 c of a, b, and c, or may be configured to convert the three-phase currents 1 a , 1 b , and 1 c of a, b, and c into the d-axis current Id and the q-axis current Iq.
- the converting the two-phase coordinates into the three-phase coordinates or converting the three-phase coordinates into the two-phase coordinates is a well-known technique, and detailed description thereof will be omitted.
- the electric energy of the first motor 700 may be charged in the first capacitor 500 during regenerative braking, to increase the voltage of the first capacitor 500 .
- the voltage sensor 910 may be configured to measure the voltage across both ends of the first capacitor 500 and transmit the measured voltage across both ends of the first capacitor 500 to the controller 400 , and the controller 400 may be configured to determine whether the voltage of the first capacitor 500 is equal to or greater than a predetermined first voltage.
- the first voltage is a value extracted by an experimental value and may be a voltage having a size capable of destroying the switching element included in the inverter.
- the first motor 700 , the first inverter 200 , and the first capacitor 500 have been mainly described, but the present disclosure may also be driven through the second motor 800 , the second inverter 300 , and the second capacitor 600 .
- the electric energy of the second motor 800 may be charged in the second capacitor 600 during regenerative braking, to increase the voltage of the second capacitor 600 .
- the voltage sensor 910 may be configured to measure the voltage across both ends of the second capacitor 600 and transmit the measured voltage across both ends of the second capacitor 600 to the controller 400 , and the controller 400 may be configured to determine whether the voltage of the second capacitor 600 is equal to or greater than a predetermined first voltage.
- the controller 400 may be configured to tum off the relay 900 connecting the energy storage device 100 and the first motor 700 as shown in FIG. 4 . Meanwhile, after turning off the relay 900 connecting the energy storage device 100 and the first motor 700 as shown in FIG. 4 , the voltage of the first capacitor 500 should be discharged by the controller 400 to prevent damage to the switching element in the first inverter 200 .
- the voltage of the first capacitor 500 may be discharged by the controller 400 according to the present disclosure by operating the switching elements in the first inverter 200 and the second inverter 300 in response to the first current commands 1_Id* and 1_Iq* to enable a zero vector to be applied to each motor previously stored in the memory and the second current commands 2_Id* and 2_Iq* to enable a zero torque to be generated in each motor.
- the controller 400 may be configured to discharge the voltage of the first capacitor 500 by turning off the relay 900 connecting the energy storage device 100 and the first motor 700 , operating the switching element in the first inverter in response to the first current commands 1_Id* and 1_Iq*, and operating the switching element in the second inverter in response to the second current commands 2_Id* and 2_Iq*.
- the voltage of the first capacitor 500 may increase rapidly due to the counter-electromotive force of the first motor 700 , whereby the inverter may be damaged due to the resulting overvoltage. Accordingly, it is necessary to suppress the emission of the counter-electromotive force of the motor during driving on a coast or downhill while the voltage of the first capacitor 500 is discharged.
- a zero vector may be applied to the first motor 700 to generate a negative torque in the first motor 700 . Accordingly, it may be possible to prevent the counter-electromotive force of the first motor 700 from emitting by driving the switching element in the first inverter in response to the first current commands 1_Id* and 1_Iq* capable of preventing the counter-electromotive force from being generated in the first motor 700 . In addition, it may be possible to enable the voltage of the first capacitor 500 to be discharged by driving the switching element in the second inverter in response to the second current commands 2_Id* and 2_Iq* capable of causing a zero torque to be generated in the second motor 800 .
- the controller 400 may be configured to turn off the relay 900 , cause a current provided from the first inverter 200 to the first motor 700 to follow the first current command, and cause a current provided from the second inverter 200 to the second motor 800 to follow the second current command, thereby suppressing the emission of the counter-electromotive force of the motor while discharging the voltage of the first capacitor.
- the controller 400 may be configured to turn off the relay connecting the energy storage device 100 and the second motor 800 , operate the switching element in the first inverter 200 in response to the second current commands 2_Id* and 2_Iq*, and operate the switching element in the second inverter in response to the first current commands 1_Id* and 1_Iq*.
- the controller 400 may be configured to tum off the relay 900 , cause the current provided from the first inverter 200 to the first motor 700 to follow the first current command and the current provided from the second inverter 300 to the second motor 700 to follow the second current command, or cause the current provided from the first inverter 200 to the first motor 700 to follow the second current command and the current provided from the second inverter 300 to the second motor 800 to follow the first current command, thereby suppressing the emission of the counter-electromotive force of the motor while discharging the voltage of the capacitor which is in overvoltage condition.
- the controller 400 may be configured to turn off the relay 900 and cause the current provided from the first inverter 200 to the first motor 700 to follow the first current command and the current provided from the second inverter 300 to the second motor 800 to follow the second current command, thereby discharging the voltage of the first capacitor 500 up to a predetermined second voltage, and allow the voltage of the first capacitor 500 to discharge to the second voltage.
- the voltage of the first capacitor 500 may be discharged up to the second voltage, and then the controller 400 may be configured to maintain the voltage of the first capacitor 500 within an error range with respect to a second reference voltage as shown in FIG. 6 .
- the controller 400 may be configured to increase the voltage of the first capacitor 500 through regenerative braking, and in response to determining that the voltage across both ends of the first capacitor 500 exceeds the error range with respect to the second voltage, the controller 400 may be configured to discharge the voltage of the first capacitor 500 through driving of the first motor 700 and the second motor 800 , thereby maintaining the voltage of the first capacitor within the error range with respect to the second voltage.
- the controller 400 may be configured to tum on the first switching element S 1 , the third switching element S 3 , and the fifth switching element S 5 while turning off the relay 900 connecting the energy storage device 100 and the first motor 700 , or may be configured to operate the switching element in the second inverter in response to the second current command while turning on the second switching element S 2 , the fourth switching element s 4 , and the sixth switching element S 6 .
- the controller 400 may be configured to turn on the first switching element S 1 , the third switching element S 3 , and the fifth switching element S 5 or may be configured to turn on the second switching element S 2 , the fourth switching element S 4 , and the sixth switching element S 6 , so that a zero vector may be applied to the first motor 700 during the driving of the first motor 700 to enable a negative torque to be generated in the first motor 700 , thereby preventing the emission of the counter-electromotive force in the first motor 700 , and discharging the voltage of the first capacitor 500 by driving the switching element in the second inverter in response to the second current command to enable a zero torque to be generated in the second motor 800 .
- the controller 400 may be configured to tum on the seventh switching element S 7 , the ninth switching element S 9 , and the eleventh switching element s 11 or may be configured to turn on the eighth switching element S 8 , the tenth switching element s 10 , and the twelfth switching element S 12 while turning off the relay 900 , and may be configured to operate the switching element in the first inverter 200 in response to the first current command.
- a plurality of electrical components included in the vehicle may be connected to the energy storage device 100 in a circuit manner, and the electrical components may be driven by receiving power from the energy storage device 100 .
- the plurality of electrical components has a problem in that a circuit connection with the energy storage device 100 is cut off and thus, power is unable to be supplied thus increasing the risk of a safety accident.
- the controller 400 may be configured to maintain the voltage of the first capacitor 500 within the error range with respect to the second voltage according to the above-described method while discharging the voltage of the first capacitor 500 up to the second voltage, thereby increasing the driving time of the corresponding electrical components by supplying the energy stored in the first capacitor 500 to the plurality of electrical components in the vehicle, and preventing the occurrence of a safety accident.
- the controller when the voltage of the first capacitor rises and becomes equal to or greater than the first voltage as in section A, the controller may be configured to tum off the relay connecting the energy storage device and the motor, may be configured to drive the first motor by operating the switching element in the first inverter in response to the first current command, and may be configured to drive the second motor by operating the switching element in the second inverter in response to the second current command, thereby discharging the voltage of the first capacitor as in section B.
- the controller 400 may be configured to discharge the voltage of the first capacitor, but when the voltage of the first capacitor reaches the second voltage, the controller 400 may be configured to maintain the voltage of the first capacitor within the error range with respect to the second voltage as in section C.
- FIG. 8 is a flowchart showing a method of protecting an inverter in a vehicle from overvoltage according to an exemplary embodiment of the present disclosure
- FIG. 9 is a detailed flowchart showing a method for protecting an inverter in a vehicle from overvoltage according to an exemplary embodiment of the present disclosure.
- a method for protecting an inverter in a vehicle from overvoltage may include: determining whether a voltage across both ends of a first capacitor measured by a voltage sensor is equal to or greater than a first voltage; turning off a relay connecting an energy storage device and a motor when the voltage across both ends of the first capacitor is equal to or greater than the first voltage; and operating switching elements in a first inverter and a second inverter in response to first current commands 1_Id* and 1_Iq* causing a zero vector to be applied to each motor and second current commands 2_Id* and 2_Iq* causing a zero torque to be generated in each motor.
- the method may further include storing, in a memory, a first current command (1_Id* or 1_Iq*) map causing a zero vector to be applied to each motor and a second current command (2_Id* or 2_Iq*) map causing a zero torque to be generated in each motor.
- the operating of the switching elements in the first inverter and the second inverter in response to the first current commands 1_Id* and 1_Iq* causing the zero vector to be applied to each motor and the second current commands 2_Id* and 2_Iq* causing the zero torque to be generated in each motor may include: generating first voltage commands 1_Vd* and 1_Vq* and second voltage commands 2_Vd* and 2_Vq* for causing a d-axis current Id and a q-axis current Iq fed back from each motor in a current controller to follow a first d-axis current command 1_Id* and a first q-axis current command Iq, a second d-axis current command 2_Id*, and a second q-axis current command which are stored in the memory; and operating the switching elements in the first inverter and the second inverter in response to the generated first voltage command and second voltage command in the switching element controller, as shown in FIG. 9 .
- the method may further include: discharging the voltage of the first capacitor up to a predetermined second voltage; and maintaining the voltage of the first capacitor within an error range with respect to the second voltage.
- the controller may be configured to increase the voltage of the first capacitor through regenerative braking when the voltage across both ends of the first capacitor decreases below the error range with respect to the second voltage, and discharge the voltage of the first capacitor through driving of the first motor and the second motor when the voltage across both ends of the first capacitor exceeds the error range with respect to the second voltage.
- the method may further include: turning on, by the controller, a first switching element, a third switching element, and a fifth switching element, or turning on a second switching element, a fourth switching element, and a sixth switching element, and operating the switching element in the second inverter in response to the second current commands 2_Id* and 2_Iq*.
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- Inverter Devices (AREA)
Abstract
A system for protecting a vehicle inverter from overvoltage includes a first inverter having switching elements and converting energy from an energy storage device into AC power. A first motor is driven by receiving the converted AC power. A second inverter is connected in parallel with the first inverter, includes a switching elements, and converts energy from the energy storage device into AC power. A second motor is driven by receiving the converted AC power. A first capacitor is connected in parallel between the first inverter and the energy storage device and stores electric energy of the first motor during regenerative braking. A controller turns off a relay connecting the energy storage device and the motor when a voltage of the first capacitor is equal to or greater than a predetermined voltage and operates the switching elements in the inverters in response to first and second current commands.
Description
- This application claims the priority benefit of Korean Patent Application No. 10-2020-0040624, filed on Apr. 3, 2020 in the Korean Intellectual Property Office, the disclosure of which is incorporated herein by reference.
- The present disclosure relates to a system and method for protecting an inverter in a vehicle from overvoltage.
- In response to the recent crisis of air pollution and oil depletion, technologies related to eco-friendly vehicles that use electric energy as power for vehicles are actively being developed. Eco-friendly vehicles include hybrid electric vehicles, fuel cell electric vehicles, and electric vehicles.
- As shown in
FIG. 1 of the related art, an electric vehicle having a disconnector on the front wheel and two driving motors includes two inverter systems for driving the two motors. In such an electric vehicle, as the disconnector is released, a connection between the motor and a driving system is released, and a front wheel motor is in a no-load state. In particular, the electric energy of the front wheel motor generated as the front wheel motor diverges excessively flows toward a capacitor (not shown) connected in parallel with a front wheel inverter and thus, a direct current (DC) link voltage across the both ends of a capacitor designed in a front wheel inverter system rapidly increases. As a result, damage to the inverter occurs due to overvoltage. Accordingly, there is a need to develop a technology capable of preventing damage to the inverter due to the overvoltage. - The above descriptions as background art are merely for improving understanding of the background of the present disclosure, and should not be accepted as acknowledging that they correspond to the prior arts already known to those skilled in the art.
- The present disclosure provides a system and method for protecting an inverter in a vehicle from overvoltage, which prevent the inverter in the vehicle from being damaged by the overvoltage.
- In accordance with an aspect of the present disclosure, a system for protecting an inverter in a vehicle from overvoltage may include: a first inverter having a plurality of switching elements and configured to convert energy provided from an energy storage device into alternating current (AC) power; a first motor configured to be driven by receiving the AC power converted by the first inverter; a second inverter connected in parallel with the first inverter, to include a plurality of switching elements, and configured to convert energy provided from the energy storage device into AC power; a second motor configured to be driven by receiving the AC power converted by the second inverter; a first capacitor connected in parallel between the first inverter and the energy storage device and configured to store electric energy of the first motor during regenerative braking; and a controller configured to turn off a relay connecting the energy storage device and the motor when a voltage of the first capacitor measured by a voltage sensor is equal to or greater than a predetermined first voltage and to operate the switching elements in the first inverter and the second inverter in response to first current commands 1_Id* and 1_Iq* causing a zero vector to be applied to each motor and second current commands 2_Id* and 2_Iq* causing a zero torque to be generated in each motor, the current commands being previously stored.
- The controller may be configured to turn off the relay connecting the energy storage device and the first motor when the voltage of the first capacitor measured by the voltage sensor is equal to or greater than the predetermined first voltage, may operate the switching element in the first inverter in response to the first current commands 1_Id* and 1_Iq*, and may operate the switching element in the second inverter in response to the second current commands 2_Id* and 2_Iq*.
- The system may further include: a second capacitor connected in parallel between the second inverter and the energy storage device and configured to store electric energy of the second motor during regenerative braking. The controller may be configured to tum off the relay connecting the energy storage device and the second motor when the voltage of the second capacitor measured by the voltage sensor is equal to or greater than a predetermined first voltage, operate the switching element in the first inverter in response to the second current commands 2_Id* and 2_Iq*, and operate the switching element in the second inverter in response to the first current commands 1_Id* and 1_Iq*.
- The first inverter may include: a first leg having a first switching element and a second switching element positioned at a lower end of the first switching element; a second leg having a third switching element and a fourth switching element positioned at a lower end of the third switching element; and a third leg having a fifth switching element and a sixth switching element positioned at a lower end of the fifth switching element, and output ends of the first leg, the second leg, and the third leg may be connected to each phase of the first motor. The second inverter may include: a fourth leg having a seventh switching element and an eighth switching element positioned at a lower end of the seventh switching element; a fifth leg having a ninth switching element and a tenth switching element positioned at a lower end of the ninth switching element; and a sixth leg having an eleventh switching element and a twelfth switching element positioned at a lower end of the eleventh switching element, and output ends of the fourth leg the fifth leg and the sixth leg may be connected to each phase of the second motor.
- When the plurality of switching elements are driven, the first current commands 1_Id* and 1_Iq* may cause the first switching element, the third switching element, and the fifth switching element, or the seventh switching element, the ninth switching element, and the eleventh switching element to be turned on, and thus, a zero vector may be applied to the first motor or the second motor during driving of the first motor or the second motor, thereby causing a negative torque to be generated in the first motor or the second motor. When the plurality of switching elements are driven in the first inverter and the second inverter, the second current commands 2_Id* and 2_Iq* may cause a zero torque to be generated in the first motor or the second motor.
- The controller may include: a memory configured to store a first current command (1_Id* or 1_Iq*) map causing a zero vector to be applied to each motor during driving of each motor to enable a negative torque to be generated in each motor and a second current command (2_Id* or 2_Iq*) map causing a zero torque to be generated in each motor; an overvoltage detector configured to determine whether a voltage across both ends of each capacitor measured by the voltage sensor is equal to or greater than the first voltage; a current controller configured to generate first voltage commands 1_Vd* and 1_Vq* and second voltage commands 2_Vd* and 2_Vq* to enable a d-axis current Id and a q-axis current Iq fed back from each motor to follow a first d-axis current command 1_Id*, a first q-axis current command 1_Iq*, a second d-axis current command 2_Id*, and a second q-axis current command 2_Iq* which are stored in the memory; and a switching element controller configured to operate the switching elements in the first inverter and the second inverter in response to the generated first voltage commands and second voltage commands.
- When a measured voltage across both ends of the first capacitor is equal to or greater than the first voltage, the controller may be configured to turn off the relay, cause a current provided from the first inverter to the first motor to follow the first current command and a current provided from the second inverter to the second motor to follow the second current command, or cause the current provided from the first inverter to the first motor to follow the second current command and the current provided from the second inverter to the second motor to follow the first current command.
- When a measured voltage across both ends of the first capacitor is equal to or greater than the first voltage, the controller may be configured to tum off the relay, discharge the voltage of the first capacitor up to a predetermined second voltage, and then maintain the voltage of the first capacitor within an error range with respect to the second voltage. The controller may be configured to increase the voltage of the first capacitor through regenerative braking when the measured voltage across both ends of the first capacitor decreases below the error range with respect to the second voltage, and may be configured to discharge the voltage of the first capacitor through driving of the first motor when the voltage across both ends of the first capacitor exceeds the error range with respect to the second voltage.
- In response to determining that the voltage of the first capacitor measured by the voltage sensor is equal to or greater than the predetermined first voltage, the controller may be configured to tum on the first switching element, the third switching element, and the fifth switching element, or tum on the second switching element, the fourth switching element, and the sixth switching element while turning off the relay connecting the energy storage device and the first motor, and may be configured to operate the switching element in the second inverter in response to the second current commands 2_Id* and 2_Iq*.
- In response to determining that the voltage of the second capacitor measured by the voltage sensor is equal to or greater than the predetermined first voltage, the controller may be configured to tum on the seventh switching element, the ninth switching element, and the eleventh switching element, or turn on the eighth switching element, the tenth switching element, and the twelfth switching element while turning off the relay connecting the energy storage device and the motor, and may be configured to operate the switching element in the first inverter in response to the first current commands 1_Id* and 1_Iq*.
- In accordance with an aspect of the present disclosure, a method for protecting an inverter in a vehicle from overvoltage may include: determining whether a voltage across both ends of a first capacitor measured by a voltage sensor is equal to or greater than a first voltage; turning off a relay connecting an energy storage device and a motor when the voltage across both ends of the first capacitor is equal to or greater than the first voltage; and operating switching elements in a first inverter and a second inverter in response to first current commands 1_Id* and 1_Iq* causing a zero vector to be applied to each motor and second current commands 2_Id* and 2_Iq* causing a zero torque to be generated in each motor.
- Before determining whether a voltage across both ends of a first capacitor measured by a voltage sensor is equal to or greater than a first voltage, the method may include: storing, in a memory, a first current command (1_Id* or 1_Iq*) map causing a zero vector to be applied to each motor and a second current command (2_Id* or 2_Iq*) map causing a zero torque to be generated in each motor.
- The operating switching elements in a first inverter and a second inverter in response to first current commands 1_Id* and 1_Iq* causing a zero vector to be applied to each motor and second current commands 2_Id* and 2_Iq* causing a zero torque to be generated in each motor may include: generating first voltage commands 1_Vd* and 1_Vq* and second voltage commands 2_Vd* and 2_Vq* to enable a d-axis current Id and a q-axis current Iq fed back from each motor in a current controller to follow a first d-axis current command 1_Id*, a first q-axis current command 1_Iq*, a second d-axis current command 2_Id*, and a second q-axis current command 2_Iq* which are stored in the memory; and operating the switching elements in the first inverter and the second inverter in response to the generated first voltage commands and second voltage commands.
- After turning off of a relay connecting an energy storage device and a motor when the voltage across both ends of the first capacitor is equal to or greater than the first voltage, the method may include: discharging the voltage of the first capacitor up to a predetermined second voltage; and maintaining, by a switching element controller, the voltage of the first capacitor within an error range with respect to the second voltage.
- In the maintaining the voltage of the first capacitor within an error range with respect to the second voltage, the controller may be configured to increase the voltage of the first capacitor through regenerative braking when the voltage across both ends of the first capacitor decreases below the error range with respect to the second voltage, and discharge the voltage of the first capacitor through driving of the first motor and the second motor when the voltage across both ends of the first capacitor exceeds the error range with respect to the second voltage.
- After turning off of a relay connecting an energy storage device and a motor when the voltage across both ends of the first capacitor is equal to or greater than the first voltage, the method may include: turning on, by the controller, the first switching element, the third switching element, and the fifth switching element, or turning on the second switching element, the fourth switching element, and the sixth switching element; and operating the switching element in the second inverter in response to the second current commands 2_Id* and 2_Iq*.
- According to the present disclosure, it may be possible to prevent an inverter in a vehicle from overvoltage. Further, it may be possible to increase the driving time of other electrical components by maintaining a DC link terminal voltage (e.g., voltage across both ends of the capacitor) in an inverter system at a constant voltage and providing the corresponding voltage to other electrical components in the vehicle.
- The above and other aspects, features, and advantages of the present disclosure will be more apparent from the following detailed description taken in conjunction with the accompanying drawings, in which:
-
FIG. 1 is a view schematically showing an electric vehicle including two driving motors according to the related art; -
FIG. 2 is a view schematically showing a system for protecting an inverter in a vehicle from overvoltage according to an exemplary embodiment of the present disclosure; -
FIG. 3 is a view showing a system for protecting an inverter in a vehicle from overvoltage according to an exemplary embodiment of the present disclosure before a failure occurs; -
FIG. 4 is a view showing a situation in which a relay is turned off when a failure occurs in a system for protecting an inverter in a vehicle from overvoltage according to an exemplary embodiment of the present disclosure; -
FIG. 5 is a view showing a situation in which a voltage of a first capacitor is discharged after a failure occurs in a system for protecting an inverter in a vehicle from overvoltage according to an exemplary embodiment of the present disclosure; -
FIG. 6 is a view showing a situation in which a voltage across both ends of a first capacitor is maintained at a constant voltage in a system for protecting an inverter in a vehicle from overvoltage according to an embodiment of the present disclosure; -
FIG. 7 is a view showing the operation of a system for protecting an inverter in a vehicle from overvoltage according to an exemplary embodiment of the present disclosure; -
FIG. 8 is a flowchart showing a method of protecting an inverter in a vehicle from overvoltage according to an exemplary embodiment of the present disclosure; and -
FIG. 9 is a detailed flowchart showing a method for protecting an inverter in a vehicle from overvoltage according to an exemplary embodiment of the present disclosure. - It is understood that the term “vehicle” or “vehicular” or other similar term as used herein is inclusive of motor vehicles in general such as passenger automobiles including sports utility vehicles (SUV), buses, trucks, various commercial vehicles, watercraft including a variety of boats and ships, aircraft, and the like, and includes hybrid vehicles, electric vehicles, plug-in hybrid electric vehicles, hydrogen-powered vehicles and other alternative fuel vehicles (e.g. fuels derived from resources other than petroleum). As referred to herein, a hybrid vehicle is a vehicle that has two or more sources of power, for example both gasoline-powered and electric-powered vehicles.
- Although exemplary embodiment is described as using a plurality of units to perform the exemplary process, it is understood that the exemplary processes may also be performed by one or plurality of modules. Additionally, it is understood that the term controller/control unit refers to a hardware device that includes a memory and a processor and is specifically programmed to execute the processes described herein. The memory is configured to store the modules and the processor is specifically configured to execute said modules to perform one or more processes which are described further below.
- The terminology used herein is for the purpose of describing particular embodiments only and is not intended to be limiting of the disclosure. As used herein, the singular forms “a”, “an” and “the” are intended to include the plural forms as well, unless the context clearly indicates otherwise. It will be further understood that the terms “comprises” and/or “comprising,” when used in this specification, specify the presence of stated features, integers, steps, operations, elements, and/or components, but do not preclude the presence or addition of one or more other features, integers, steps, operations, elements, components, and/or groups thereof. As used herein, the term “and/or” includes any and all combinations of one or more of the associated listed items.
- Unless specifically stated or obvious from context, as used herein, the term “about” is understood as within a range of normal tolerance in the art, for example within 2 standard deviations of the mean. “About” can be understood as within 10%, 9%, 8%, 7%, 6%, 5%, 4%, 3%, 2%, 1%, 0.5%, 0.1%, 0.05%, or 0.01% of the stated value. Unless otherwise clear from the context, all numerical values provided herein are modified by the term “about.”
- Hereinafter, a system and method for protecting an inverter in a vehicle from overvoltage according to an exemplary embodiment of the present disclosure will be described with reference to the accompanying drawings.
- A system for protecting an inverter in a vehicle from overvoltage according to the present disclosure may include a disconnector on a front wheel and two driving motors, and may protect an inverter in an electric vehicle including two inverter systems for driving the two motors from overvoltage. As shown in
FIG. 2 , the system for protecting an inverter in a vehicle from overvoltage according to the present disclosure may include anenergy storage device 100, afirst inverter 200, asecond inverter 300, acontroller 400, afirst capacitor 500, asecond capacitor 600, afirst motor 700, asecond motor 800, arelay 900, avoltage sensor 910, arotation angle sensor 920, and acurrent sensor 930. - The
energy storage device 100 may be configured to output direct current power as an element that stores electric energy for driving thefirst motor 700 and thesecond motor 800 in the form of direct current, such as a battery. Thefirst capacitor 500 may be connected to both ends of theenergy storage device 100 and may be connected in parallel between thefirst inverter 200 and theenergy storage device 100 to be described later. In particular, the electric energy of thefirst motor 700 may be stored in thefirst capacitor 500 during regenerative braking to form a DC link voltage DC. The DC link voltage may be an input voltage of thefirst inverter 200. - The
second capacitor 600 may be connected to both ends of theenergy storage device 100 and may be connected in parallel between thesecond inverter 300 and theenergy storage device 100 to be described later. In particular, the electric energy of thesecond motor 800 may be stored in thesecond capacitor 600 during regenerative braking to form a DC link voltage Vdc. The DC link voltage may be the input voltage of thesecond inverter 300. - The
first inverter 200 may include a plurality of switching elements in which the on/off state may be adjusted by a pulse width modulated signal provided from thecontroller 400, and convert DC power provided from theenergy storage device 100 into AC power for driving thefirst motor 700. Specifically, thefirst inverter 200 may include afirst leg 210 having a first switching element S1 and a second switching element S2 disposed at the lower end of the first switching element S1, asecond leg 220 having a third switching element S3 and a fourth switching element S4 disposed at the lower end of the third switching element S3, and athird leg 230 having a fifth switching element S5 and a sixth switching element S6 disposed at the lower end of the fifth switching element. The switching of theinverter 200 may be understood to refer to switching of a three-phase voltage output from the inverter. In addition, the output ends of thefirst leg 210, thesecond leg 220, and thethird leg 230 may be connected to each phase of thefirst motor 700. - The
second inverter 300 may include a plurality of switching elements in which the on/off state may be adjusted by a pulse width modulated signal provided from thecontroller 400, and may be configured to covert DC power provided from theenergy storage device 100 into AC power for driving thesecond motor 800. Thesecond inverter 300 may include afourth leg 310 having a seventh switching element S7 and an eighth switching element S8 disposed at the lower end of the seventh switching element S7, afifth leg 320 having a ninth switching element S9 and a tenth switching element S10 disposed at the lower end of the ninth switching element S9, and asixth leg 330 having an eleventh switching element S11 and a twelfth switching element S12 disposed at the lower end of the eleventh switching element S11. In particular, the output ends of thefourth leg 310, thefifth leg 320, and thesixth leg 330 may be connected to each phase of thesecond motor 800. - The
first motor 700 may be driven by receiving the AC power converted through thefirst inverter 200, and various types of motors known in the art may be employed as thefirst motor 700. In an eco-friendly vehicle, a motor may be referred to as a driving motor that provides rotational force to a driving wheel of the vehicle. In addition, thesecond motor 800 may be driven by receiving the AC power converted through thesecond inverter 300, and various types of motors known in the art may be employed as thesecond motor 800. - The
voltage sensor 910 may be configured to measure a both-end voltage (e.g., a DC link voltage: Vdc) of thefirst capacitor 500 or thesecond capacitor 600, and information regarding the measured voltage across both ends of the capacitor may be transmitted to thecontroller 400 and may be used to determine whether overvoltage has occurred. - The
rotation angle sensor 920 may be configured to detect the position of the rotor of each of thefirst motor 700 and thesecond motor 800, that is, the rotation angle of the rotor of each motor, and detect the angle of the rotor of each motor and continuously output a rotation angle detection signal including information on the detected rotation angle of the rotor. According to an exemplary embodiment, therotation angle sensor 920 may be implemented as a resolver or the like. - The
current sensor 930 may be configured to measure a current input from thefirst inverter 200 to the phase of thefirst motor 700 and a current input from thesecond inverter 300 to the phase of thesecond motor 800. According to an exemplary embodiment, when each of thefirst motor 700 and thesecond motor 800 is a three-phase motor having a, b, and c phases, two or morecurrent sensors 930 may be provided to measure the current input to at least two of the a, b, and c phases. - The
controller 400 may be configured to perform control of a pulse width modulation method to appropriately adjust the duty cycle (e.g., duty ratio) of the switching elements S1 to S12 of thefirst inverter 200 and thesecond inverter 300 to adjust the torque of each of thefirst motor 700 and thesecond motor 800 to a desired value (e.g., torque command). For this control, when the voltage across both ends of thefirst capacitor 500 measured by thevoltage sensor 910 is equal to or greater than a predetermined first voltage, thecontroller 400 may be configured to operate the switching elements S1-S12 in thefirst inverter 200 and thesecond inverter 300, so that each of thefirst motor 700 and thesecond motor 800 may output a value corresponding to a torque command value (e.g., a torque target value to be obtained through each motor) for each motor input from the outside. - Specifically, the
controller 400 may include: amemory 410 configured to store a first current command (1_Id* or 1_Iq*) map causing a zero vector to be applied to each motor during the driving of each motor to enable a negative torque to be generated in each motor, and a second current command (2_Id* or 2_Iq*) map causing a zero torque to be generated in each motor; anovervoltage detector 420 configured to determine whether the voltage across both ends of each capacitor measured by the voltage sensor is equal to or greater than a first voltage; acurrent controller 430 configured to generate first voltage commands 1_Vd* and 1_Vq* and second voltage commands 2_Vd* and 2_Vq* to enable a d-axis current Id and a q-axis current Iq fed back from each motor to follow a first d-axis current command 1_Id*, a first q-axis current command 1_Iq*, a second d-axis current command 2_Id*, and a second q-axis current command 2_Iq* which are stored in thememory 410; and aswitching element controller 440 configured to operate the switching elements in the first inverter and the second inverter in response to the generated first voltage commands and second voltage commands. - In particular, the first current commands 1_Id* and 1_Iq* stored in the
memory 410 are current command values in which a zero vector is applied to thefirst motor 700 or thesecond motor 800 during the driving of thefirst motor 700 or thesecond motor 800 to enable a negative torque to be generated in thefirst motor 700 or thesecond motor 800 by turning on the first switching element 51, the third switching element S3, and the fifth switching element S5 or the seventh switching element S7, the ninth switching element S9, and the eleventh switching element S11 when the plurality of switching elements are driven by thecontroller 400. The first current command may be a characteristic current value to enable a zero vector to be applied to each motor during the driving of each motor, and the current command value may have a different value for each motor. - In addition, the first current commands 1_Id* and 1_Iq* may be current commands in which a zero vector is applied to the
first motor 700 or thesecond motor 800 during the driving of thefirst motor 700 or thesecond motor 800 to enable a negative torque to be generated in thefirst motor 700 or thesecond motor 800 by turning on the second switching element S2, the fourth switching element S4, and the sixth switching element S6 or the eighth switching element S8, the tenth switching element S10, and the twelfth switching element S12 when the plurality of switching elements are driven by thecontroller 400. - In other words, the first current commands 1_Id* and 1_Iq* stored in the
memory 410 are command values in which a zero vector is applied to the motor during the driving of the motor to enable a negative torque to be generated in the motor. When the switching elements of the inverter are operated to enable a current input to the motor to follow the corresponding current command, a negative torque may be generated in the motor during the driving of the motor. - In addition, the second current commands 2_Id* and 2_Iq* stored in the
memory 410 are current command values that cause a zero torque to be generated in thefirst motor 700 or thesecond motor 800 when the switching elements in thefirst inverter 200 or thesecond inverter 300 are driven by thecontroller 400. According to an exemplary embodiment, a second d-axis current command 2_Id* may be −10 A, and a second q-axis current command 2_Iq* may be 0 A. In this manner, in response to a command in which the second d-axis current command 2_Id* is −10 A and the second q-axis current command 2_Iq* is 0 A, a zero torque may be generated in thefirst motor 700 or thesecond motor 800 as the switching elements in thefirst inverter 200 or thesecond inverter 300 may be driven. - In other words, the second current commands 2_Id* and 2_Iq* stored in the
memory 410 are command values that cause a zero torque to be generated in the motor. When the switching elements of the inverter are operated to enable a current input to the motor to follow the second current command, a zero torque may be generated in the motor. In addition, thecontroller 400 may further include a coordinate conversion unit configured to convert 2-phase coordinates to 3-phase coordinates or converts 3-phase coordinates to 2-phase coordinates. According to an exemplary embodiment, when thefirst motor 700 and thesecond motor 800 are three-phase motors having a, b, and c phases, the coordinate conversion unit may be configured to convert a d-axis current Id and a q-axis current Iq into three-phase currents 1 a, 1 b, and 1 c of a, b, and c, or may be configured to convert the three-phase currents 1 a, 1 b, and 1 c of a, b, and c into the d-axis current Id and the q-axis current Iq. The converting the two-phase coordinates into the three-phase coordinates or converting the three-phase coordinates into the two-phase coordinates is a well-known technique, and detailed description thereof will be omitted. - Hereinafter, an operating principle of a system for protecting an inverter in a vehicle from overvoltage according to the present disclosure will be described with reference to
FIGS. 3 to 7 . In a normal state in which no failure has occurred as shown inFIG. 3 , the electric energy of thefirst motor 700 may be charged in thefirst capacitor 500 during regenerative braking, to increase the voltage of thefirst capacitor 500. At this time, thevoltage sensor 910 may be configured to measure the voltage across both ends of thefirst capacitor 500 and transmit the measured voltage across both ends of thefirst capacitor 500 to thecontroller 400, and thecontroller 400 may be configured to determine whether the voltage of thefirst capacitor 500 is equal to or greater than a predetermined first voltage. In particular, the first voltage is a value extracted by an experimental value and may be a voltage having a size capable of destroying the switching element included in the inverter. - Meanwhile, in
FIG. 3 and the previous description, thefirst motor 700, thefirst inverter 200, and thefirst capacitor 500 have been mainly described, but the present disclosure may also be driven through thesecond motor 800, thesecond inverter 300, and thesecond capacitor 600. In other words, in a normal state in which no failure has occurred, the electric energy of thesecond motor 800 may be charged in thesecond capacitor 600 during regenerative braking, to increase the voltage of thesecond capacitor 600. At this time, thevoltage sensor 910 may be configured to measure the voltage across both ends of thesecond capacitor 600 and transmit the measured voltage across both ends of thesecond capacitor 600 to thecontroller 400, and thecontroller 400 may be configured to determine whether the voltage of thesecond capacitor 600 is equal to or greater than a predetermined first voltage. - In response to determining that the voltage of the
first capacitor 500 measured by thevoltage sensor 910 is determined to be equal to or greater than the first voltage, thecontroller 400 may be configured to tum off therelay 900 connecting theenergy storage device 100 and thefirst motor 700 as shown inFIG. 4 . Meanwhile, after turning off therelay 900 connecting theenergy storage device 100 and thefirst motor 700 as shown inFIG. 4 , the voltage of thefirst capacitor 500 should be discharged by thecontroller 400 to prevent damage to the switching element in thefirst inverter 200. However, the voltage of thefirst capacitor 500 may be discharged by thecontroller 400 according to the present disclosure by operating the switching elements in thefirst inverter 200 and thesecond inverter 300 in response to the first current commands 1_Id* and 1_Iq* to enable a zero vector to be applied to each motor previously stored in the memory and the second current commands 2_Id* and 2_Iq* to enable a zero torque to be generated in each motor. - Specifically, when the voltage of the
first capacitor 500 measured by thevoltage sensor 910 is equal to or greater than the predetermined first voltage, thecontroller 400 may be configured to discharge the voltage of thefirst capacitor 500 by turning off therelay 900 connecting theenergy storage device 100 and thefirst motor 700, operating the switching element in the first inverter in response to the first current commands 1_Id* and 1_Iq*, and operating the switching element in the second inverter in response to the second current commands 2_Id* and 2_Iq*. - Meanwhile, in a process in which the
relay 900 is turned off and the voltage of thefirst capacitor 500 is discharged as shown inFIG. 4 , during driving on a coast or downhill, the voltage of thefirst capacitor 500 may increase rapidly due to the counter-electromotive force of thefirst motor 700, whereby the inverter may be damaged due to the resulting overvoltage. Accordingly, it is necessary to suppress the emission of the counter-electromotive force of the motor during driving on a coast or downhill while the voltage of thefirst capacitor 500 is discharged. - In the present disclosure, during the driving of the
first motor 700, a zero vector may be applied to thefirst motor 700 to generate a negative torque in thefirst motor 700. Accordingly, it may be possible to prevent the counter-electromotive force of thefirst motor 700 from emitting by driving the switching element in the first inverter in response to the first current commands 1_Id* and 1_Iq* capable of preventing the counter-electromotive force from being generated in thefirst motor 700. In addition, it may be possible to enable the voltage of thefirst capacitor 500 to be discharged by driving the switching element in the second inverter in response to the second current commands 2_Id* and 2_Iq* capable of causing a zero torque to be generated in thesecond motor 800. - In other words, when the voltage across both ends of the
first capacitor 500 measured by thevoltage sensor 910 is equal to or greater than the first voltage, thecontroller 400 may be configured to turn off therelay 900, cause a current provided from thefirst inverter 200 to thefirst motor 700 to follow the first current command, and cause a current provided from thesecond inverter 200 to thesecond motor 800 to follow the second current command, thereby suppressing the emission of the counter-electromotive force of the motor while discharging the voltage of the first capacitor. - According to another exemplary embodiment, when the voltage of the
second capacitor 600 measured by thevoltage sensor 910 is equal to or greater than the predetermined first voltage, thecontroller 400 may be configured to turn off the relay connecting theenergy storage device 100 and thesecond motor 800, operate the switching element in thefirst inverter 200 in response to the second current commands 2_Id* and 2_Iq*, and operate the switching element in the second inverter in response to the first current commands 1_Id* and 1_Iq*. - In summary, when the measured voltage across both ends of the
first capacitor 500 is equal to or greater than the first voltage, as shown inFIG. 4 , thecontroller 400 may be configured to tum off therelay 900, cause the current provided from thefirst inverter 200 to thefirst motor 700 to follow the first current command and the current provided from thesecond inverter 300 to thesecond motor 700 to follow the second current command, or cause the current provided from thefirst inverter 200 to thefirst motor 700 to follow the second current command and the current provided from thesecond inverter 300 to thesecond motor 800 to follow the first current command, thereby suppressing the emission of the counter-electromotive force of the motor while discharging the voltage of the capacitor which is in overvoltage condition. - Meanwhile, when the voltage across both ends of the
first capacitor 500 measured by thevoltage sensor 910 is equal to or greater than the first voltage, as shown inFIG. 4 , thecontroller 400 may be configured to turn off therelay 900 and cause the current provided from thefirst inverter 200 to thefirst motor 700 to follow the first current command and the current provided from thesecond inverter 300 to thesecond motor 800 to follow the second current command, thereby discharging the voltage of thefirst capacitor 500 up to a predetermined second voltage, and allow the voltage of thefirst capacitor 500 to discharge to the second voltage. Next, the voltage of thefirst capacitor 500 may be discharged up to the second voltage, and then thecontroller 400 may be configured to maintain the voltage of thefirst capacitor 500 within an error range with respect to a second reference voltage as shown inFIG. 6 . - Specifically, in response to determining that the measured voltage across both ends of the
first capacitor 500 decreases below the error range with respect to the second voltage, thecontroller 400 may be configured to increase the voltage of thefirst capacitor 500 through regenerative braking, and in response to determining that the voltage across both ends of thefirst capacitor 500 exceeds the error range with respect to the second voltage, thecontroller 400 may be configured to discharge the voltage of thefirst capacitor 500 through driving of thefirst motor 700 and thesecond motor 800, thereby maintaining the voltage of the first capacitor within the error range with respect to the second voltage. - Meanwhile, according to another exemplary embodiment, when the voltage of the
first capacitor 500 measured by thevoltage sensor 910 is equal to or greater than the first voltage, thecontroller 400 may be configured to tum on the first switching element S1, the third switching element S3, and the fifth switching element S5 while turning off therelay 900 connecting theenergy storage device 100 and thefirst motor 700, or may be configured to operate the switching element in the second inverter in response to the second current command while turning on the second switching element S2, the fourth switching element s4, and the sixth switching element S6. - As described above, in the present disclosure, the
controller 400 may be configured to turn on the first switching element S1, the third switching element S3, and the fifth switching element S5 or may be configured to turn on the second switching element S2, the fourth switching element S4, and the sixth switching element S6, so that a zero vector may be applied to thefirst motor 700 during the driving of thefirst motor 700 to enable a negative torque to be generated in thefirst motor 700, thereby preventing the emission of the counter-electromotive force in thefirst motor 700, and discharging the voltage of thefirst capacitor 500 by driving the switching element in the second inverter in response to the second current command to enable a zero torque to be generated in thesecond motor 800. - Conversely, when the voltage of the
second capacitor 600 measured by thevoltage sensor 910 is equal to or greater than a predetermined first voltage, thecontroller 400 may be configured to tum on the seventh switching element S7, the ninth switching element S9, and the eleventh switching element s11 or may be configured to turn on the eighth switching element S8, the tenth switching element s10, and the twelfth switching element S12 while turning off therelay 900, and may be configured to operate the switching element in thefirst inverter 200 in response to the first current command. - Meanwhile, although not shown in detail in the drawings, a plurality of electrical components included in the vehicle may be connected to the
energy storage device 100 in a circuit manner, and the electrical components may be driven by receiving power from theenergy storage device 100. As shown inFIG. 4 , in a situation in which therelay 900 is turned off, the plurality of electrical components has a problem in that a circuit connection with theenergy storage device 100 is cut off and thus, power is unable to be supplied thus increasing the risk of a safety accident. - In the present disclosure, in order to solve the above-described problem, in the situation in which the relay is turned off as shown in
FIG. 4 , thecontroller 400 may be configured to maintain the voltage of thefirst capacitor 500 within the error range with respect to the second voltage according to the above-described method while discharging the voltage of thefirst capacitor 500 up to the second voltage, thereby increasing the driving time of the corresponding electrical components by supplying the energy stored in thefirst capacitor 500 to the plurality of electrical components in the vehicle, and preventing the occurrence of a safety accident. - In the description of the system for protecting an inverter in a vehicle from overvoltage according to an exemplary embodiment of the present disclosure, which is made with reference to
FIG. 7 , when the voltage of the first capacitor rises and becomes equal to or greater than the first voltage as in section A, the controller may be configured to tum off the relay connecting the energy storage device and the motor, may be configured to drive the first motor by operating the switching element in the first inverter in response to the first current command, and may be configured to drive the second motor by operating the switching element in the second inverter in response to the second current command, thereby discharging the voltage of the first capacitor as in section B. In addition, thecontroller 400 may be configured to discharge the voltage of the first capacitor, but when the voltage of the first capacitor reaches the second voltage, thecontroller 400 may be configured to maintain the voltage of the first capacitor within the error range with respect to the second voltage as in section C. -
FIG. 8 is a flowchart showing a method of protecting an inverter in a vehicle from overvoltage according to an exemplary embodiment of the present disclosure, andFIG. 9 is a detailed flowchart showing a method for protecting an inverter in a vehicle from overvoltage according to an exemplary embodiment of the present disclosure. - As shown in
FIG. 8 , a method for protecting an inverter in a vehicle from overvoltage according to an exemplary embodiment of the present disclosure may include: determining whether a voltage across both ends of a first capacitor measured by a voltage sensor is equal to or greater than a first voltage; turning off a relay connecting an energy storage device and a motor when the voltage across both ends of the first capacitor is equal to or greater than the first voltage; and operating switching elements in a first inverter and a second inverter in response to first current commands 1_Id* and 1_Iq* causing a zero vector to be applied to each motor and second current commands 2_Id* and 2_Iq* causing a zero torque to be generated in each motor. - In addition, before the determining of whether the voltage across both ends of the first capacitor measured by the voltage sensor is equal to or greater than the first voltage, the method may further include storing, in a memory, a first current command (1_Id* or 1_Iq*) map causing a zero vector to be applied to each motor and a second current command (2_Id* or 2_Iq*) map causing a zero torque to be generated in each motor.
- Meanwhile, the operating of the switching elements in the first inverter and the second inverter in response to the first current commands 1_Id* and 1_Iq* causing the zero vector to be applied to each motor and the second current commands 2_Id* and 2_Iq* causing the zero torque to be generated in each motor may include: generating first voltage commands 1_Vd* and 1_Vq* and second voltage commands 2_Vd* and 2_Vq* for causing a d-axis current Id and a q-axis current Iq fed back from each motor in a current controller to follow a first d-axis current command 1_Id* and a first q-axis current command Iq, a second d-axis current command 2_Id*, and a second q-axis current command which are stored in the memory; and operating the switching elements in the first inverter and the second inverter in response to the generated first voltage command and second voltage command in the switching element controller, as shown in
FIG. 9 . - Meanwhile, after the turning off of the relay connecting the energy storage device and the motor when the voltage across both ends of the first capacitor is equal to or greater than the first voltage, the method may further include: discharging the voltage of the first capacitor up to a predetermined second voltage; and maintaining the voltage of the first capacitor within an error range with respect to the second voltage.
- Specifically, in the maintaining of the voltage of the first capacitor within the error range with respect to the second voltage, the controller may be configured to increase the voltage of the first capacitor through regenerative braking when the voltage across both ends of the first capacitor decreases below the error range with respect to the second voltage, and discharge the voltage of the first capacitor through driving of the first motor and the second motor when the voltage across both ends of the first capacitor exceeds the error range with respect to the second voltage.
- Meanwhile, according to another exemplary embodiment, after the turning off of the relay connecting the energy storage device and the motor when the voltage across both ends of the first capacitor is equal to or greater than the first voltage, the method may further include: turning on, by the controller, a first switching element, a third switching element, and a fifth switching element, or turning on a second switching element, a fourth switching element, and a sixth switching element, and operating the switching element in the second inverter in response to the second current commands 2_Id* and 2_Iq*.
- Meanwhile, the detailed technical features of each operation of the method for protecting the inverter in the vehicle from the overvoltage are the same as the technical features of the detailed configuration of the system for protecting the inverter in the vehicle from the overvoltage described above, and thus a detailed description thereof will be omitted.
Claims (18)
1. A system for protecting an inverter in a vehicle from overvoltage, comprising:
a first inverter including a plurality of switching elements and configured to convert energy provided from an energy storage device into alternating current (AC) power;
a first motor configured to be driven by receiving the AC power converted by the first inverter;
a second inverter connected in parallel with the first inverter, including a plurality of switching elements, and configured to convert energy provided from the energy storage device into AC power;
a second motor configured to be driven by receiving the AC power converted by the second inverter;
a first capacitor connected in parallel between the first inverter and the energy storage device and configured to store electric energy of the first motor during regenerative braking; and
a controller configured to tum off a relay connecting the energy storage device and the motor in response to determining that a voltage of the first capacitor measured by a voltage sensor is equal to or greater than a predetermined first voltage and configured to operate the switching elements in the first inverter and the second inverter in response to first current commands 1_Id* and 1_Iq* causing a zero vector to be applied to each motor and second current commands 2_Id* and 2_Iq* causing a zero torque to be generated in each motor, the current commands being previously stored.
2. The system of claim 1 , wherein the controller is configured to tum off the relay connecting the energy storage device and the first motor when the voltage of the first capacitor measured by the voltage sensor is equal to or greater than the predetermined first voltage, operate the switching element in the first inverter in response to the first current commands 1_Id* and 1_Iq*, and operate the switching element in the second inverter in response to the second current commands 2_Id* and 2_Iq*.
3. The system of claim 1 , further comprising:
a second capacitor connected in parallel between the second inverter and the energy storage device and configured to store electric energy of the second motor during regenerative braking,
wherein the controller is configured to turn off the relay connecting the energy storage device and the second motor in response to determining that the voltage of the second capacitor measured by the voltage sensor is equal to or greater than a predetermined first voltage, operate the switching element in the first inverter in response to the second current commands 2_Id* and 2_Iq*, and operate the switching element in the second inverter in response to the first current commands 1_Id* and 1_Iq*.
4. The system of claim 3 , wherein the first inverter comprises:
a first leg including a first switching element and a second switching element positioned at a lower end of the first switching element; a second leg including a third switching element and a fourth switching element positioned at a lower end of the third switching element; and a third leg including a fifth switching element and a sixth switching element positioned at a lower end of the fifth switching element, and output ends of the first leg, the second leg, and the third leg are connected to each phase of the first motor, and
wherein the second inverter comprises:
a fourth leg including a seventh switching element and an eighth switching element positioned at a lower end of the seventh switching element; a fifth leg including a ninth switching element and a tenth switching element positioned at a lower end of the ninth switching element; and a sixth leg including an eleventh switching element and a twelfth switching element positioned at a lower end of the eleventh switching element, and output ends of the fourth leg, the fifth leg, and the sixth leg are connected to each phase of the second motor.
5. The system of claim 4 , wherein, when the plurality of switching elements are driven, the first current commands 1_Id* and 1_Iq* cause the first switching element, the third switching element, and the fifth switching element, or the seventh switching element, the ninth switching element, and the eleventh switching element to be turned on, to apply a zero vector to the first motor or the second motor during driving of the first motor or the second motor and to generate a negative torque in the first motor or the second motor.
6. The system of claim 4 , wherein, when the plurality of switching elements in the first inverter or the second inverter are driven, the second current commands 2_Id* and 2_Iq* cause a zero torque to be generated in the first motor or the second motor.
7. The system of claim 1 , wherein the controller includes:
a memory configured to store a first current command (1_Id* or 1_Iq*) map causing a zero vector to be applied to each motor during driving of each motor to enable a negative torque to be generated in each motor and a second current command (2_Id* or 2_Iq*) map causing a zero torque to be generated in each motor;
an overvoltage detector configured to determine whether a voltage across both ends of each capacitor measured by the voltage sensor is equal to or greater than the first voltage;
a current controller configured to generate first voltage commands 1_Vd* and 1_Vq* and second voltage commands 2_Vd* and 2_Vq* to enable a d-axis current Id and a q-axis current Iq fed back from each motor to follow a first d-axis current command 1_Id*, a first q-axis current command 1_Iq*, a second d-axis current command 2_Id*, and a second q-axis current command 2_Iq* which are stored in the memory; and
a switching element controller configured to operate the switching elements in the first inverter and the second inverter in response to the generated first voltage commands and second voltage commands.
8. The system of claim 1 , wherein, when a measured voltage across both ends of the first capacitor is equal to or greater than the first voltage, the controller is configured to tum off the relay, cause a current provided from the first inverter to the first motor to follow the first current command and a current provided from the second inverter to the second motor to follow the second current command, or cause the current provided from the first inverter to the first motor to follow the second current command and the current provided from the second inverter to the second motor to follow the first current command.
9. The system of claim 1 , wherein, when a measured voltage across both ends of the first capacitor is equal to or greater than the first voltage, the controller is configured to tum off the relay, discharge the voltage of the first capacitor up to a predetermined second voltage, and maintain the voltage of the first capacitor within an error range with respect to the second voltage.
10. The system of claim 9 , wherein the controller is configured to increase the voltage of the first capacitor through regenerative braking when the measured voltage across both ends of the first capacitor decreases below the error range with respect to the second voltage, and discharge the voltage of the first capacitor through driving of the first motor when the voltage across both ends of the first capacitor exceeds the error range with respect to the second voltage.
11. The system of claim 4 , wherein, when the voltage of the first capacitor measured by the voltage sensor is equal to or greater than the predetermined first voltage, the controller is configured to:
turn on the first switching element, the third switching element, and the fifth switching element, or tum on the second switching element, the fourth switching element, and the sixth switching element while turning off the relay connecting the energy storage device and the first motor, and
operate the switching element in the second inverter in response to the second current commands 2_Id* and 2_Iq*.
12. The system of claim 4 , wherein, when the voltage of the second capacitor measured by the voltage sensor is equal to or greater than the predetermined first voltage, the controller is configured to:
turn on the seventh switching element, the ninth switching element, and the eleventh switching element, or tum on the eighth switching element, the tenth switching element, and the twelfth switching element while turning off the relay connecting the energy storage device and the motor, and
operate the switching element in the first inverter in response to the first current commands 1_Id* and 1_Iq*.
13. A method for protecting an inverter in a vehicle from overvoltage, comprising:
determining, by a controller, whether a voltage across both ends of a first capacitor measured by a voltage sensor is equal to or greater than a first voltage;
turning off, by the controller, a relay connecting an energy storage device and a motor in response to determining that the voltage across both ends of the first capacitor is equal to or greater than the first voltage; and
operating, by the controller, switching elements in a first inverter and a second inverter in response to first current commands 1_Id* and 1_Iq* causing a zero vector to be applied to each motor and second current commands 2_Id* and 2_Iq* causing a zero torque to be generated in each motor.
14. The method of claim 13 , wherein before determining of whether a voltage across both ends of a first capacitor measured by a voltage sensor is equal to or greater than a first voltage, the method includes:
storing in a memory, a first current command (1_Id* or 1_Iq*) map causing a zero vector to be applied to each motor and a second current command (2_Id* or 2_Iq*) map causing a zero torque to be generated in each motor.
15. The method of claim 14 , wherein the operating of switching elements in a first inverter and a second inverter in response to first current commands 1_Id* and 1_Iq* causing a zero vector to be applied to each motor and second current commands 2_Id* and 2_Iq* causing a zero torque to be generated in each motor includes:
generating by a current controller, first voltage commands 1_Vd* and 1_Vq* and second voltage commands 2_Vd* and 2_Vq* to enable a d-axis current Id and a q-axis current Iq fed back from each motor to follow a first d-axis current command 1_Id*, a first q-axis current command 1_Iq*, a second d-axis current command 2_Id*, and a second q-axis current command 2_Iq* which are stored in the memory; and
operating, by a switching element controller, the switching elements in the first inverter and the second inverter in response to the generated first voltage commands and second voltage commands.
16. The method of claim 13 , after turning off of a relay connecting an energy storage device and a motor when the voltage across both ends of the first capacitor is equal to or greater than the first voltage, the method includes:
discharging, by the controller, the voltage of the first capacitor up to a predetermined second voltage; and
maintaining, by the controller, the voltage of the first capacitor within an error range with respect to the second voltage.
17. The method of claim 16 , wherein, in the maintaining of the voltage of the first capacitor within an error range with respect to the second voltage, the method includes:
increasing, by the controller, the voltage of the first capacitor through regenerative braking when the voltage across both ends of the first capacitor decreases below the error range with respect to the second voltage; and
discharging, by the controller, the voltage of the first capacitor through driving of the first motor and the second motor when the voltage across both ends of the first capacitor exceeds the error range with respect to the second voltage.
18. The method of claim 13 , after turning off of a relay connecting an energy storage device and a motor when the voltage across both ends of the first capacitor is equal to or greater than the first voltage, the method includes:
turning on, by the controller, the first switching element, the third switching element, and the fifth switching element, or turns on the second switching element, the fourth switching element, and the sixth switching element; and
operating, by the controller, the switching element in the second inverter in response to the second current commands 2_Id* and 2_Iq*.
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KR1020200040624A KR20210123475A (en) | 2020-04-03 | 2020-04-03 | System and method for protecting inverter in vehicle from overvoltage |
KR10-2020-0040624 | 2020-04-03 |
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US17/037,029 Abandoned US20210313793A1 (en) | 2020-04-03 | 2020-09-29 | System and method for protecting inverter in vehicle from overvoltage |
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CN113978256B (en) * | 2021-11-10 | 2023-10-20 | 华人运通(江苏)技术有限公司 | Control method, device and equipment for double DCDC of electric automobile and storage medium |
FR3136202A1 (en) * | 2022-06-07 | 2023-12-08 | Psa Automobiles Sa | MONITORING OVERVOLTAGES AT THE TERMINALS OF AN ELECTRIC MOTOR MACHINE OF A VEHICLE |
CN115071450A (en) * | 2022-08-03 | 2022-09-20 | 盐城工学院 | Closed-loop control parallel composite power supply braking energy recovery control system and working method thereof |
KR20240066707A (en) | 2022-11-08 | 2024-05-16 | 현대자동차주식회사 | Fuel cell vehicle and fuel cell vehicle control method |
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US10250124B2 (en) * | 2015-01-29 | 2019-04-02 | Mitsubishi Electric Corporation | Power converter for controlling switching elements during regenerative control of an inverter |
JP6330782B2 (en) * | 2015-10-27 | 2018-05-30 | トヨタ自動車株式会社 | Hybrid vehicle |
CN110418742B (en) * | 2017-03-22 | 2022-06-28 | 株式会社爱信 | Drive control device for vehicle |
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- 2020-09-29 US US17/037,235 patent/US11626723B2/en active Active
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US11626723B2 (en) | 2023-04-11 |
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