WO2013097820A1 - 电动汽车及其的充电控制系统 - Google Patents

电动汽车及其的充电控制系统 Download PDF

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Publication number
WO2013097820A1
WO2013097820A1 PCT/CN2012/088074 CN2012088074W WO2013097820A1 WO 2013097820 A1 WO2013097820 A1 WO 2013097820A1 CN 2012088074 W CN2012088074 W CN 2012088074W WO 2013097820 A1 WO2013097820 A1 WO 2013097820A1
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WIPO (PCT)
Prior art keywords
module
charging
control
phase
bidirectional
Prior art date
Application number
PCT/CN2012/088074
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English (en)
French (fr)
Inventor
刘建
喻轶龙
李晓刚
Original Assignee
深圳市比亚迪汽车研发有限公司
比亚迪股份有限公司
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Filing date
Publication date
Priority claimed from CN2011205719323U external-priority patent/CN202455130U/zh
Priority claimed from CN 201220266009 external-priority patent/CN202679006U/zh
Priority claimed from CN201220303636XU external-priority patent/CN202712941U/zh
Application filed by 深圳市比亚迪汽车研发有限公司, 比亚迪股份有限公司 filed Critical 深圳市比亚迪汽车研发有限公司
Publication of WO2013097820A1 publication Critical patent/WO2013097820A1/zh

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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
    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • 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
    • B60L1/00—Supplying electric power to auxiliary equipment of vehicles
    • B60L1/003—Supplying electric power to auxiliary equipment of vehicles to auxiliary motors, e.g. for pumps, compressors
    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • B60L1/00—Supplying electric power to auxiliary equipment of vehicles
    • B60L1/006—Supplying electric power to auxiliary equipment of vehicles to power outlets
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    • 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
    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • 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
    • B60L3/0069—Detecting, eliminating, remedying or compensating for drive train abnormalities, e.g. failures within the drive train relating to the isolation, e.g. ground fault or leak current
    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • 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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    • B60L50/50—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells
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    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • B60L53/11—DC charging controlled by the charging station, e.g. mode 4
    • 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
    • B60L53/00—Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles
    • B60L53/10—Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles characterised by the energy transfer between the charging station and the vehicle
    • B60L53/14—Conductive energy transfer
    • 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
    • B60L53/00—Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles
    • B60L53/10—Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles characterised by the energy transfer between the charging station and the vehicle
    • B60L53/14—Conductive energy transfer
    • B60L53/16—Connectors, e.g. plugs or sockets, specially adapted for charging electric vehicles
    • 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
    • B60L53/00—Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles
    • B60L53/10—Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles characterised by the energy transfer between the charging station and the vehicle
    • B60L53/14—Conductive energy transfer
    • B60L53/18—Cables specially adapted for charging electric vehicles
    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • B60L53/00—Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles
    • B60L53/20—Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles characterised by converters located in the vehicle
    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • B—PERFORMING OPERATIONS; TRANSPORTING
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Definitions

  • the present invention relates to the field of electric vehicle technology, and in particular to a charging control system for an electric vehicle and an electric vehicle having the charging control system. Background technique
  • the general car charger adopts two types of fast charging and slow charging, and one type of gun head can only have one charging mode.
  • the construction of the charging facility requires high cost and large floor space, and the utilization efficiency is low.
  • the vehicle charging and discharging device in this scheme mainly comprises a three-phase power transformer 1', six thyristor components forming a three-phase bridge circuit 2', a constant voltage control device AUR and The constant current control device AC, but this solution seriously wastes space and cost.
  • Solution (2) As shown in Figure 3, the vehicle charging and discharging device in this solution installs two charging sockets 15', 16' for single/three-phase charging, which increases the cost; the motor drive circuit includes the inductance L1' and The filter module composed of capacitor C1', when the motor is driven, the three-phase current is generated by the filter module, which is a waste of battery power; when the program is charged and discharged, the inverter 13' rectifies/inverts the alternating current, rectification/ The voltage after inverter is not adjustable, and the applicable battery operating voltage range is narrow.
  • the motor drive circuit includes the inductance L1' and The filter module composed of capacitor C1', when the motor is driven, the three-phase current is generated by the filter module, which is a waste of battery power; when the program is charged and discharged, the inverter 13' rectifies/inverts the alternating current, rectification/ The voltage after inverter is not adjustable, and the applicable battery operating voltage range is narrow.
  • Another object of the present invention is to provide an electric vehicle.
  • an electric vehicle charging control system includes: a power battery; a charging and discharging socket, the charging and discharging socket being connected to an external power source; a bidirectional DC/AC module, the bidirectional DC/ a first DC end of the AC module is connected to the other end of the drive control switch, and a second DC end of the bidirectional DC/AC module is connected to the other end of the power battery; a charge and discharge control module, the charge and discharge One end of the control module is connected to the AC end of the bidirectional DC/AC module, and the other end of the charge and discharge control module is connected to the charging and discharging socket, wherein the charging and discharging control module includes a three-phase charging branch and a single a phase charging branch to respectively realize three-phase charging and discharging or single-phase charging and discharging; and a controller module, wherein the controller module is connected to the charging and discharging control module, and the controller module is configured to determine the power of the external power source When the electrical
  • the adjustable bidirectional converter can complete the adaptive adjustment of the grid voltages of different voltage levels, and the charging function of the one-way and three-phase commercial grid can be realized.
  • the commercial power single-phase, two-phase and three-phase power sources are converted into DC power by means of a universal charging interface, and the battery is charged by controlling the power conversion device.
  • a charging post can realize a variety of charging methods, that is, the size of the hardware is reduced, the cost of the device is also reduced, and there is a great market advantage.
  • the invention can realize high-power AC charging of the electric vehicle by using the civil or industrial AC grid, so that the user can efficiently and quickly charge at any time and place, save charging time, and eliminate the need for constant voltage control device and constant current control device, saving space and cost. , and the battery operating voltage range is wide.
  • a variety of charging methods can be implemented, which reduces the size of the hardware and reduces the cost of the device.
  • an embodiment of another aspect of the present invention also provides an electric vehicle including the above-described charging control system.
  • the electric car can be charged with high power through three-phase or single-phase electric power, which is convenient for users to use electric power anytime, anywhere. Fast charging of the car saves time and costs and meets people's needs. And it can be charged by a variety of charging methods, which reduces the size of the hardware and reduces the cost of the device.
  • FIG. 1 is a circuit diagram of a conventional vehicle charging and discharging device
  • FIG. 2 is a schematic diagram of control of a conventional vehicle charging and discharging device
  • FIG. 3 is a circuit diagram of another conventional vehicle charging and discharging device
  • FIG. 4 is a general system diagram of a charging device in accordance with one embodiment of the present invention.
  • FIG. 5 is a flow chart showing a control state of a charging system according to an embodiment of the present invention.
  • FIG. 6 is a block schematic diagram of a power system for an electric vehicle according to an embodiment of the present invention
  • FIG. 7 is a top view of a power system for an electric vehicle according to an embodiment of the present invention
  • Figure 8 is a further block schematic diagram of a power system for an electric vehicle in accordance with one embodiment of the present invention
  • Figure 9 is a block schematic diagram of a controller module in accordance with one embodiment of the present invention.
  • FIG. 10 is a schematic diagram of a DSP and peripheral hardware circuit interface in a controller module according to an example of the present invention
  • FIG. 11 is a functional judgment flowchart of a power system for an electric vehicle according to an embodiment of the present invention
  • a block diagram of a motor drive control function for a power system of an electric vehicle according to an embodiment of the present invention
  • Figure 13 is a flow chart showing the start-up determination of the charging and discharging function of the power system for an electric vehicle according to an embodiment of the present invention
  • Figure 14 is a flow chart showing the control of the power system for an electric vehicle in a charging mode of operation in accordance with one embodiment of the present invention
  • Figure 15 is a flow chart showing the control of the power system for an electric vehicle at the end of charging of the electric vehicle according to an embodiment of the present invention
  • FIG. 16 is a circuit diagram showing a connection between an electric vehicle and a power supply apparatus according to an embodiment of the present invention
  • FIG. 17 is a schematic diagram showing charging of an electric vehicle in parallel by using two power systems according to another embodiment of the present invention.
  • Figure 18 is a schematic view showing a charging and discharging socket of an example of the present invention
  • Figure 19 is a schematic illustration of an off-grid loaded discharge plug in accordance with another example of the present invention.
  • FIG. 20 is a structural diagram of a power carrier communication system for an electric vehicle according to still another embodiment of the present invention.
  • FIG. 21 is a block diagram showing a power carrier communication device;
  • 22 is a schematic diagram of communication between eight power carrier communication devices and corresponding control devices
  • 23 is a flow chart of a method for data reception by a power carrier communication system
  • FIG. 24 is a block diagram showing the structure of a power system for an electric vehicle according to still another embodiment of the present invention. detailed description
  • the following disclosure provides many different embodiments or examples for implementing different structures of the present invention.
  • the components and arrangements of the specific examples are described below. Of course, they are merely examples and are not intended to limit the invention.
  • the present invention may repeat reference numerals and/or letters in different examples. This repetition is for the purpose of clarity and clarity and does not in itself indicate the relationship between the various embodiments and/or arrangements discussed.
  • the present invention provides examples of various specific processes and materials, but one of ordinary skill in the art will recognize the applicability of other processes and/or the use of other materials.
  • the structure of the first feature described below "on" the second feature may include embodiments in which the first and second features are formed in direct contact, and may include additional features formed between the first and second features. The embodiment, such that the first and second features may not be in direct contact.
  • the terms “installation”, “connected”, and “connected” are to be understood broadly, and may be, for example, mechanical or electrical, or both.
  • the internal communication of the components may be directly connected or indirectly connected through an intermediate medium.
  • the specific meanings of the above terms may be understood according to specific situations.
  • the overall charging system of one embodiment of the present invention includes a charging circuit module 200 and a vehicle charging connection module 300.
  • the charging circuit module 200 includes an AC pre-charge contactor 210 and an AC contactor 220.
  • the vehicle charging connection module 300 includes a multi-function charging gun 310.
  • the AC pre-charge contactor 210 and the AC contactor 220 are connected in parallel with each other, and the three inputs of the AC pre-charge contactor 210 and the AC contactor 220 respectively pass through the respective matching devices and the multi-function charging gun 310 to the commercial single-phase, two-phase, A three-phase AC grid is connected, wherein the system uses means for completing switching between power buses.
  • the charging device is mainly applied to the charging field of electric vehicles and hybrid electric vehicles.
  • the device can adjust the working state according to different external input voltages, and realize the functions compatible with single-phase, two-phase and three-phase commercial power sources of different voltage standards. .
  • FIG. 5 a flow chart of the control state of the charging system of one embodiment of the present invention.
  • the execution process is: when VI (power battery current voltage), V2 (multi-function charging gun 310 input voltage), SOC input, state determination, and then voltage calculation, power calculation, power calculation according to the above power calculation Adjust, and finally calculate the duty cycle.
  • the device obtains a corresponding state switching signal
  • the system starts detecting the peripheral sensor signal.
  • the system enters a charging state according to an external voltage signal and current.
  • the signal, the charging power is calculated, and the control quantity is converted into a duty ratio.
  • the converted PWM signal is transmitted by the controller module to the switching device (for example, the bidirectional DC/AC module in FIG. 6), and the switching device responds according to the control signal. .
  • a charging control system for an electric vehicle includes a power battery 10, a charging and discharging socket 20, a bidirectional DC/AC module 50, a charging and discharging control module 70, and a controller module 80.
  • the charging and discharging socket 20 is connected to an external power source.
  • the first DC terminal bl of the bidirectional DC/AC module 50 is connected to the other end of the drive control switch 40, and the second DC terminal b2 of the bidirectional DC/AC module 50 is connected to the other end of the power battery 10.
  • One end of the charge and discharge control module 70 is connected to the AC terminal of the bidirectional DC/AC module 50, and the other end of the charge and discharge control module 70 is connected to the charge and discharge socket 20.
  • the charge and discharge control module 70 includes a three-phase charging branch and a single-phase charging branch to respectively realize three-phase charging and discharging or single-phase charging and discharging.
  • the controller module 80 is connected to the charging and discharging control module 70.
  • the controller module 80 is configured to determine the electrical system of the external power source. When the electrical power of the external power source is three-phase, the controller module 80 controls the three-phase charging branch to be turned on. When the electrical power of the external power source is a single phase, the controller module 80 controls the single phase charging branch to be turned on.
  • the controller module 80 determines that the external power source is a single-phase power source or a three-phase power source according to the effective value of the first phase voltage to the third phase voltage of the external power source, and selects a corresponding charging control mode according to the determination result.
  • the controller module 80 determines that the external power source is a three-phase power Source.
  • the controller module 80 determines that the external power source is a single-phase power source, wherein the second pre- Set the value to be less than the first preset value. As shown in FIG.
  • a power system for an electric vehicle includes a power battery 10, a charging and discharging socket 20, a bidirectional DC/DC module 30, a drive control switch 40, a bidirectional DC/AC module 50, and a motor.
  • the switch 60, the charge and discharge control module 70, and the controller module 80 are controlled.
  • the first DC terminal a1 of the bidirectional DC/DC module 30 is connected to the other end of the power battery 10.
  • the second DC terminal a2 of the bidirectional DC/DC module 30 is connected to one end of the power battery 10, and the first DC terminal is connected.
  • Al is the common DC terminal for the input and output of the bidirectional DC/DC module 30.
  • One end of the drive control switch 40 is connected to one end of the power battery 10, and the other end of the drive control switch 40 is connected to the third DC terminal a3 of the bidirectional DC/DC module 30.
  • the first DC terminal bl of the bidirectional DC/AC module 50 is connected to the other end of the drive control switch 40, and the second DC terminal b2 of the bidirectional DC/AC module 50 is connected to the other end of the power battery 10, and one end of the motor control switch 60 Connected to the AC terminal c of the bidirectional DC/AC module 50, the other end of the motor control switch 60 is connected to the motor M.
  • One end of the charge and discharge control module 70 is connected to the AC terminal c of the bidirectional DC/AC module 50, and the other end of the charge and discharge control module 70 is connected to the charge and discharge socket 20.
  • the controller module 80 is connected to the drive control switch 40, the motor control switch 60 and the charge and discharge control module 70.
  • the controller module 80 is configured to drive and control the switch 40, the motor control switch 60, and the charge and discharge according to the current working mode of the power system. Control module 70 performs the control.
  • the operating mode in which the power system is currently located may include a drive mode and a charge and discharge mode.
  • the controller module 80 controls the driving control switch 40 to close to close the bidirectional DC/DC module 30, and controls the motor control switch 60 to close to drive the motor M normally, and to control the charging and discharging.
  • Control module 70 is turned off.
  • the motor control switch 60 of FIG. 5 includes three switches connected to the three-phase input of the motor, it may include two phases with the motor in other embodiments of the present invention. Enter the two connected switches, or even one. As long as the control of the motor can be realized.
  • the controller module 80 controls the driving control switch 40 to open to activate the two-way DC/DC module 30, and controls the motor control switch 60 to open to remove the motor M, and
  • the charge and discharge control module 70 is controlled to be closed so that the external power source can normally charge the power battery 10.
  • the first DC terminal a and the third DC terminal a3 of the bidirectional DC/DC module 30 are connected to the positive and negative terminals of the DC bus.
  • the power system for the electric vehicle further includes a first pre-charge control module 101, and one end of the first pre-charge control module 101 is connected to one end of the power battery 10, The other end of a precharge control module 101 is connected to the second DC terminal a2 of the bidirectional DC/DC module 30, and the first precharge control mode
  • the block 101 is used to pre-charge the capacitor C1 and the bus capacitor CO in the bidirectional DC/DC module 30, wherein the bus capacitor CO is connected to the first DC terminal al and the bidirectional DC/DC module of the bidirectional DC/DC module 30.
  • the first pre-charge control module 101 includes a first resistor R1, a first switch K1, and a second switch K2.
  • One end of the first resistor R1 is connected to one end of the first switch K1, the other end of the first resistor R1 is connected to one end of the power battery 10, and the other end of the first switch K1 is connected to the second DC end a2 of the bidirectional DC/DC module 30.
  • the first resistor R1 and the first switch K1 are connected in series and then connected in parallel with the second switch K2, wherein the controller module 80 controls the first switch K1 to close to the capacitor C1 in the bidirectional DC/DC module 30 when the power system is started.
  • the bus capacitor CO is precharged, and when the voltage of the bus capacitor CO and the voltage of the power battery 10 are at a predetermined multiple, the first switch K1 is controlled to be turned off while the second switch K2 is controlled to be closed.
  • the bidirectional DC/DC module 30 further includes a first switching transistor Q1, a second switching transistor Q2, a first diode D1, a second diode D2, a first inductor L1, and a first capacitor Cl.
  • the first switching transistor Q1 and the second switching transistor Q2 are connected in series with each other, and the first switching transistor Q1 and the second switching transistor Q2 connected in series are connected to the first DC terminal a1 and the third DC of the bidirectional DC/DC module 30.
  • the first switch tube Q1 and the second switch tube Q2 are controlled by the controller module 80, and the first switch tube Q1 and the second switch tube Q2 have a first node A therebetween.
  • the first diode D1 is connected in anti-parallel with the first switching transistor Q1, and the second diode D2 is connected in anti-parallel with the second switching transistor Q2.
  • One end of the first inductor L1 is connected to the first node A, and the first inductor L1 is connected. The other end is connected to one end of the power battery 10.
  • One end of the first capacitor C1 is connected to the other end of the first inductor L1, and the other end of the first capacitor C1 is connected to the other end of the power battery 10.
  • the power system for the electric vehicle further includes a leakage current reduction module 102, and the leakage current reduction module 102 is connected to the first DC of the bidirectional DC/DC module 30.
  • the terminal a is between the third DC terminal a3 of the bidirectional DC/DC module 30.
  • the leakage current reduction module 102 includes a second capacitor C2 and a third capacitor C3.
  • One end of the second capacitor C2 is connected to one end of the third capacitor C3, and the other end of the second capacitor C2 is connected to the bidirectional DC/DC module 30.
  • the other end of the third capacitor C3 is connected to the third DC terminal a3 of the bidirectional DC/DC module 30, wherein the second node C2 and the third capacitor C3 have a second node.
  • the leakage current reduction module 102 includes two capacitors C2 and C3 of the same type, which are installed between the positive and negative terminals of the DC bus and the midpoint potential of the three-phase AC.
  • the generated high-frequency current can be fed back to the DC side. That is to effectively reduce the high-frequency leakage current of the system during operation.
  • the power system for the electric vehicle further includes filtering.
  • the filter module 103 is connected between the bidirectional DC/AC module 50 and the charge and discharge control module 70.
  • the filtering module 103 includes inductors L A , L B , L c and capacitors C4, C5, C6, and the bidirectional DC/AC module 50 may include six IGBTs between the upper and lower IGBTs.
  • the connection points are respectively connected to the filter module 103 and the motor control switch 60 via a power bus.
  • the filter control module 104 is connected between the second node B and the filter module 103, and the filter control module 104 is controlled by the controller module 80.
  • the controller module 80 is driven in the current mode of operation of the power system.
  • the mode control filter control module 104 is turned off during mode.
  • the filter control module 104 can be a capacitor switching relay and is composed of a contactor K10.
  • the EMI module 105 is connected between the charge and discharge socket 20 and the charge and discharge control module 70. It should be noted that the position of the contactor k10 in Fig. 5 is only illustrative. In other embodiments of the present invention, the contactor K10 may be provided at other locations as long as the shutdown of the filtering module 103 can be achieved. For example, in another embodiment of the invention, the contactor K10 can also be coupled between the bidirectional DC/AC module 50 and the filtering module 103.
  • the second pre-charge module 106 is connected in parallel with the charge and discharge control module 70.
  • the second pre-charge control module 106 is configured to pre-charge the capacitors C4, C5, and C6 in the filter module 103.
  • the second pre-charge control module 106 includes three resistors R A , R B , R c and a three-phase pre-charge switch K9 connected in series.
  • the charge and discharge control module 70 further includes a three-phase switch ⁇ 8 and/or a single-phase switch ⁇ 7 for achieving three-phase charge and discharge or single-phase charge and discharge.
  • the controller module 80 controls the first switch K1 to be closed to pre-charge the first capacitor C1 and the bus capacitor CO in the bidirectional DC/DC module 30, And when the voltage of the bus capacitor CO and the voltage of the power battery 10 are at a preset multiple, the first switch K1 is controlled to be turned off while the second switch K2 is controlled to be closed.
  • the main components of the battery low temperature activation technology are realized by the bidirectional DC/DC module 30 and the large-capacity bus capacitor CO directly connected between the power bus, that is, the DC bus, for passing the power of the power battery 10 through the bidirectional DC/DC module.
  • the bidirectional DC/DC module 30 is charged into the large-capacity bus capacitor C0, and then the electric energy stored in the large-capacity bus capacitor C0 is charged back to the power battery 10 through the bidirectional DC/DC module 30 (that is, when the power battery is charged), and the power battery 10 is cyclically charged and discharged.
  • the temperature of the power battery rises to the optimum operating temperature range.
  • the controller module 80 controls the driving control switch 40 to close to close the bidirectional DC/DC module 30, and controls the motor control switch 60 to close to drive the motor M normally, and to control the charging and discharging.
  • Control module 70 is turned off. In this way, the DC power of the power battery 10 is inverted into AC power by the bidirectional DC/AC module 50 and sent to the motor M, and the rotation transformer decoder technology and the space vector pulse width modulation (SVPWM) control algorithm can be used to control the operation of the motor M. .
  • SVPWM space vector pulse width modulation
  • the controller module 80 controls the driving control switch 40 to open to activate the bidirectional DC/DC module 30, and controls the motor control switch 60 to open to remove the motor M, and
  • the control charge and discharge control module 70 is closed, so that the external power source, such as three-phase power or single-phase power, can normally charge the power battery 10 through the charge and discharge socket 20. That is to say, by detecting the charging connection signal, the AC grid power system and the vehicle battery management related information, the bidirectional DC/AC module 50 is used for the controllable rectification function, and combined with the bidirectional DC/DC module 30, the single phase/three can be realized.
  • the phase power charges the power battery 10.
  • the power system for an electric vehicle can realize high-power AC charging of an electric vehicle using a civil or industrial AC grid, so that the user can efficiently and quickly charge at any time and place, saving charging time without constant pressure.
  • the control unit and the constant current control unit save space and cost, and are suitable for a wide range of battery operating voltages.
  • the power system for an electric vehicle may further include a high voltage distribution box 90, a meter 107, a battery manager 108, and a vehicle signal 109.
  • the drive control switch 40, the first switch K1 and the second switch K2 may be disposed in the high voltage distribution box 90.
  • the controller module 80 includes a control board 201 and a drive board 202.
  • the control module on the control board 201 is controlled by two high-speed digital signal processing chips (DSP1 and DSP2).
  • the control module on the control board 201 is connected to the vehicle information interface 203 and exchanges information with each other.
  • the control module on the control board 201 receives the bus voltage sampling signal, the IPM protection signal, and the IGBT temperature sampling signal output from the driving module on the driving board 202, and simultaneously outputs the pulse width modulation PWM signal to the driving module.
  • DSP1 is mainly used for control
  • DSP2 is used for information collection.
  • Sampling unit output throttle signal, bus voltage sampling signal, brake signal, DC side voltage sampling signal, motor current Hall V phase signal, motor current Hall W phase signal, charge control current Hall U phase signal, charging control Current Hall V-phase signal, charge control current Hall W-phase signal, DC current Hall signal, inverter voltage U-phase signal, inverter voltage V-phase signal, inverter voltage W-phase signal, grid voltage U-phase signal, grid Sampling signals such as voltage V-phase signal, grid voltage W-phase signal, inverter U-phase capture signal, grid U-phase capture signal, switch control unit in DSP1 output motor A-phase switching signal, motor B-phase switching signal, grid A-phase switch Signal, grid B-phase switching signal, grid C-phase switching signal, three-phase pre-charge switching signal and capacitor switching relay signal, etc., the driving unit in DSP1 outputs phase PWM1 signal, A-phase PWM2 signal, B-phase PWM1
  • the sampling unit in DSP2 outputs power supply monitoring signal, power supply monitoring signal, throttle 1 signal, brake 2 signal, throttle 2 signal, brake 1 signal, motor analog temperature signal, and leakage sensing.
  • the charge and discharge control unit outputs a charge and discharge switch signal, a sleep signal, a discharge PWM signal, a battery manager BMS signal, a charge and discharge output control signal, a CP signal, and a CC signal, and the DSP 2 also has a CAN communication and serial communication function.
  • the power system for the electric vehicle provided by the embodiment of the present invention integrates the motor driving function, the vehicle control function, the AC charging function, the grid-connecting function, the off-net loading function, and the vehicle-to-vehicle charging function. Moreover, the power system does not integrate the physical modules of various functional modules into one, but on the basis of the motor drive control system, by adding some peripheral devices, the functions of the system are diversified, and the space and cost are maximized. , increase power density.
  • the DC power of the power battery 10 is inverted into AC power by the bidirectional DC/AC module 50 and sent to the motor M, which can be controlled by a rotary transformer decoder technology and a space vector pulse width modulation (SVPWM) control algorithm. The operation of the motor M.
  • SVPWM space vector pulse width modulation
  • the system function judgment process includes the following steps:
  • step S902. Determine a charging connection signal. If there is a charging connection signal, the process goes to step S903, and if not, the process goes to step 904.
  • the throttle, gear and brake signals are also required to be judged.
  • the throttle is 0, the gear position is N, the hand brake, and the charging connection, that is, the CC signal is valid (that is, the charging and discharging socket 20 is connected with the charging connection device), the charging and discharging control flow is entered.
  • the controller module 80 controls the motor control switch 60 to be closed, notifies the battery manager 108 via CAN communication, and the battery manager 108 controls the high voltage distribution box 90 to precharge C1 and CO, the controller module 80 detects the bus voltage 187, determines whether the pre-charge is successful, and successfully informs the battery manager 108 to close the drive control switch 40 after successful, the system enters the drive mode, and the controller module 80 collects the vehicle information, and processes the motor M through comprehensive judgment. Drive.
  • controller module 80 sends a PWM signal to the two-way
  • the DC/AC module 50 performs control to invert the DC power of the power battery 10 into AC power and deliver it to the motor ⁇ .
  • the controller module 80 solves the rotor position through the resolver, and collects the bus voltage and the motor BC phase current to make the motor accurate. Running. That is to say, the controller module 80 adjusts the PWM signal according to the motor BC phase current signal sampled by the current sensor and the feedback information of the resolver, and finally enables the motor to operate accurately.
  • the throttle, brake and gear position information of the vehicle are judged, the current operating conditions are judged, and the acceleration, deceleration and energy feedback functions of the vehicle are realized, so that the whole vehicle can safely and reliably operate under various working conditions, and the vehicle is guaranteed. Safety, power and peace.
  • the charging and discharging connection device that is, the charging and discharging socket is physically connected, and the power supply is normal.
  • the power supply device detects the charging signal.
  • the CC connection is normal. If yes, go to step S1103; if no, go back to step S1102 to continue the detection.
  • the power supply device detects whether the voltage at the CP detection point is 9V. If yes, go to step S1106; if no, return to step S1102 to continue the detection. Among them, 9V is a preset example value.
  • the controller module detects the charging signal whether the CC connection is normal. If yes, go to step S1105; if no, go back to step S1104 to continue the detection.
  • control flow of the power system in the charging mode includes the following steps:
  • step S1202 Determine whether the system is fully started after the system is powered. If yes, go to step S1202; if no, go back to step S1201 to continue the determination.
  • step S1203 Determine whether the CP detection point detects a PWM signal with a fixed duty ratio. If yes, go to step S1204; if no, go to step S1205.
  • step S1206 sending a charging connection to the normal charging ready message, receiving the BMS charging permission, and charging the contactor to pick up the message, and proceeding to step S1206.
  • the controller module pulls in the internal switch.
  • step S1207 Determine whether the external charging device detects no PWM wave transmission within a preset time, for example, 1.5 seconds. If yes, go to step S1208; if no, go to step S1209. 51208, judged as an external national standard charging post, no PWM wave is sent during charging.
  • 51210 Determine whether the AC input is normal within a preset time, for example, within 3 seconds. If yes, go to step S1213; if no, go to step S1211.
  • the capacity of the charging connection device is determined according to the resistance value of the detected CC signal, and the CP signal is detected to determine whether the connection is completely connected, and the charging and discharging connection device is connected. After the connection is confirmed, the charging connection is normal and the charging ready message is sent.
  • the battery manager 108 controls the high voltage distribution box 90 to close the first switch K1 for pre-charging. After the pre-charging is completed, the K1 is disconnected, and the second switch K2 is pulled.
  • the controller module 80 receives the BMS charging permission, the second switch K2 picks up the message, and the charging and discharging are ready, and the instrument setting function can be performed as follows: AC charging function (G to V, grid-to-electric vehicle), off-network belt Load function (V to L, electric vehicle to load), grid connection function (V to G, electric vehicle to grid) and vehicle to vehicle charging function (V to V, electric vehicle to electric vehicle).
  • AC charging function G to V, grid-to-electric vehicle
  • V to L electric vehicle to load
  • grid connection function V to G, electric vehicle to grid
  • vehicle to vehicle charging function V to V, electric vehicle to electric vehicle.
  • the power system receives the meter charging command, and the battery manager 108 allows the maximum charging current, the maximum supply current of the power supply device, and the rated current of the charging and discharging connection device, that is, the charging and discharging socket 20, and the control
  • the module 80 determines the minimum charging current among the three and automatically selects the charging related parameters.
  • the power system samples the alternating current power supplied by the power supply device through the grid voltage sampling 183, and the controller module 80 calculates the effective value of the alternating current voltage through the sampled value, determines the alternating current frequency by capturing, and determines the alternating current electric power system according to the voltage value and the frequency. According to the grid system, the control parameters are selected.
  • the controller module 80 controls the K9 in the second pre-charging module 106 and the contactor K10 in the filter control module 104 to charge, and charges the DC-side bus capacitor C0, and the controller module 80 passes the 187-pair bus capacitor.
  • the voltage is sampled, and when the capacitor voltage reaches a selected control parameter, for example, a predetermined multiple of the voltage of the power battery, the three-phase switch K8 is controlled to be pulled, and K9 is turned off.
  • the power system sends a PWM signal according to the pre-selected parameters
  • the control bi-directional DC/AC module 50 rectifies the alternating current, and then controls the bidirectional DC/DC module 30 to adjust the voltage according to the power battery voltage, and finally
  • the DC power is supplied to the power battery 10, and in the process, the controller module 80 performs a closed loop current loop adjustment on the entire power system according to the phase currents that are previously selected by the target charging current and the current sampling 184, and finally realizes the power battery 10 Charge it.
  • the bidirectional DC/AC module 50 is used for the controllable rectification function, and the bidirectional DC/DC module 30 is combined to realize the single phase/three phase
  • the electric battery 10 is charged.
  • V to L Off-grid load function
  • the power system receives the V to L command from the instrument. First, it determines whether the SOC of the power battery is in the dischargeable range. If the discharge is allowed, select the output according to the command. According to the rated current of the charging and discharging connection device, the maximum output power is intelligently selected and given the control parameters, and the system enters the control flow.
  • the controller module 80 controls the pull-in three-phase switch K8 and the contactor K10, and sends a PWM signal according to the battery voltage and the given output voltage to control the bidirectional DC/DC module 30 to adjust the voltage, and after reaching the target value, the signal is sent to the bidirectional DC.
  • the /AC module 50 inverts the direct current into alternating current, and can directly supply power to the powered device through a dedicated charging socket. During this process, the controller module 80 adjusts according to the feedback of the voltage sample 183 to ensure safe and reliable operation of the load.
  • the system is powered on, when connected to the V to L control command of the instrument and the output electrical system requirements, the charging connection signal and the battery management information of the vehicle are detected, and the DC/DC voltage conversion is performed according to the voltage of the battery, and the bidirectional DC is borrowed.
  • the /AC module 50 performs an AC inverter function to output a stable single-phase/three-phase AC voltage.
  • V to G Grid-connected function
  • the power system receives the V to G command from the instrument. First, it is judged whether the power battery SOC is in the dischargeable range. If the discharge is allowed, the output power system is selected according to the command. The rated current of the device, intelligently selects the output maximum output power and gives the control parameters, and the power system enters the control flow.
  • the controller module 80 controls the pull-in three-phase switch K8 and the contactor K10, and sends a PWM signal according to the battery voltage and the given output voltage to control the bidirectional DC/DC module 30 to adjust the voltage after passing through the bidirectional DC/AC module 50. Inverting the direct current into alternating current, according to the pre-selected discharge current target value and the phase current fed back by the current sampling 184, the closed loop current loop is adjusted to the entire power system to realize grid-connected discharge.
  • the power system is powered on, when connected to the V to G control command of the instrument, detecting the charging connection signal, the AC grid power system and the vehicle battery management information, DC/DC voltage conversion according to the battery voltage, borrowing
  • the bidirectional DC/AC module 50 performs AC inverter to realize single-phase/three-phase vehicle-to-grid discharge function.
  • V to V Vehicle-to-vehicle charging function
  • the V to V function requires a dedicated connection plug.
  • the power system detects that the charging connection signal CC is valid, and detects that its level is confirmed as a VTOV dedicated charging plug, wait Instrument command.
  • the vehicle A charges the vehicle B
  • the vehicle A is set to the discharge state, that is, set to the off-net load function
  • the vehicle B is set to the AC charging state
  • the controller module of the vehicle A transmits the charging connection normal charge ready message to
  • the battery manager controls the charging and discharging circuit pre-charging, and after completion, the charging permission is allowed
  • the charging contactor picks up the message to the controller module
  • the power system performs a discharging function and transmits a PWM signal.
  • the vehicle B detects the CP signal, and determines that the powered vehicle A is ready.
  • the controller module 80 sends a connection normal message to the battery manager, and the battery manager completes the pre-filling process after receiving the command.
  • the controller module is notified that the entire power system is ready for charging, the charging function (G to V) is activated, and the vehicle charging function is finally realized. That is to say, the system is powered on, when connected to the V to V control command of the instrument, detecting the charging connection signal and the relevant information of the vehicle battery management, setting the vehicle to the AC output power state, and simulating the external charging device outputting the CP signal function, Realize interaction with vehicles that need to be recharged.
  • the vehicle performs DC/DC voltage conversion according to the voltage of the battery, and performs AC inversion by using the bidirectional DC/AC module 50 to realize the charging function of the single-phase/three-phase vehicle to the vehicle.
  • control flow of the power system at the end of charging of the electric vehicle includes the following steps:
  • the power supply device disconnects the power supply switch, stops the AC output, and proceeds to step S1305.
  • the controller module controls to stop charging, performs unloading, and proceeds to the next step S 1303.
  • the power supply device 301 is connected to the vehicle plug 303 of the electric vehicle 1000 through the power supply plug 302, thereby realizing charging of the electric vehicle 1000.
  • the power system of the electric vehicle detects the CP signal through the detection point 3 and detects the CC signal through the detection point 4, and the power supply device detects the CP signal through the detection point 1 and detects the CC signal through the detection point 2.
  • the internal switch S2 in the power supply plug 302 and the vehicle plug 303 is controlled to be disconnected.
  • the electric vehicle may also charge the power battery in parallel by using a plurality of power systems, for example, charging the power battery by connecting two power systems in parallel, wherein the two power systems share one controller module.
  • the electric vehicle charging system includes a power battery 10, a first charging branch 401, a second charging branch 402, and a controller module 80.
  • the first charging branch 401 and the second charging branch 402 each include a charging and discharging socket 20, a bidirectional DC/DC module 30, a bus capacitor C0, a bidirectional DC/AC module 50, a filtering module 103, a charging and discharging control module 70, and The second pre-fill module 106.
  • the first charging branch 401 and the second charging branch 402 further include a fuse FU.
  • the power battery 10 is connected to the first charging branch through the first pre-charging control module 101, and the power battery 10 is also connected to the second charging branch through the first pre-charging control module 101, and the controller module 80 and the first charging branch respectively
  • the 401 is connected to the second charging branch 402.
  • the controller module 80 is configured to receive the charging signal
  • the control power grid charges the power battery 10 through the first charging branch 401 and the second charging branch 402, respectively.
  • Still another embodiment of the present invention also provides a charging control method for an electric vehicle, the charging control method comprising the following steps:
  • Step S1 the controller module detects that the first charging branch is connected to the power supply device through the charging and discharging socket, and When the charging branch is connected to the power supply device through the charging and discharging socket, the charging connection signal is sent to the battery manager.
  • Step S2 After receiving the charging connection signal sent by the controller module, the battery manager detects and determines whether the power battery needs to be charged. When the power battery needs to be charged, the next step is performed.
  • Step S3 The battery manager sends a charging signal to the controller module.
  • Step S4 When the controller module receives the charging signal, the control power grid charges the power battery through the first charging branch and the second charging branch respectively.
  • the controller module charges the power battery through the first charging branch and the second charging branch respectively by controlling the power grid, so that the charging power of the electric vehicle is increased, thereby The charging time is greatly shortened, the fast charging is realized, and the time cost is saved.
  • the power system for the electric vehicle described above is compatible with a wide range, has a single-phase three-phase switching function, and is adapted to different national grid electrical standards.
  • the charging and discharging socket 20 has a function of switching between two charging sockets (for example, American standard and European standard).
  • the charging and discharging socket 20 includes a single-phase charging socket 501 such as an American standard, a three-phase charging socket 502 such as an European standard, two high voltage contactors K503, and 504.
  • Single-phase charging socket 501 is shared with CC, CP and PE of three-phase charging socket 502, single-phase charging socket 501! ⁇ , the N phase line is connected to the three-phase charging socket 503 through the contactors K503 and 504.
  • the control contactors ⁇ 503 and ⁇ 504 are closed, so that the ⁇ and ⁇ phases of the three-phase charging socket 502 and the L and N phase lines of the single-phase charging socket 501 are turned on, and the three-phase charging is performed.
  • the socket 502 is not used.
  • the A and B phases of the three-phase charging socket 502 are connected to the charging plugs of the single-phase charging socket 501, and the controller module 80 can normally realize the single-phase charging function.
  • a single-phase switch K7 is added between the N-line and the B-phase line by using a standard 7-pin socket, and the controller module 80 receives a single-phase charge and discharge command, and controls the single-phase switch K7 to be closed.
  • the B phase line and the N line are connected.
  • the A and B phases are used as the L and N phase wires.
  • the connection plug needs to use a dedicated connection plug, or the connection plugs whose B and C phases are not used.
  • the power system will detect the voltage of the power grid according to the controller module 80, determine the frequency of the power grid and the single phase/three phase through calculation, according to the calculation information and after obtaining the electrical system, the controller
  • the module 80 selects different control parameters according to the type of the charging and discharging plug 20 and the grid system, controls the bidirectional DC/AC module 50 to perform controlled rectification of the AC voltage, and the bidirectional DC/DC module 30 regulates the DC voltage according to the battery voltage. Finally, it is delivered to the power battery 10.
  • the off-grid discharge plug is a two-, three-, and four-core socket that is connected to the charging plug and can output single-phase, three-phase, four-phase electrical systems. Electricity.
  • the power carrier communication system 2000 for an electric vehicle includes a plurality of control devices 110, an automotive power line 120, and a plurality of power carrier communication devices 130.
  • the plurality of control devices 110 each have a communication interface, such as but not limited to: a serial communication interface SCI.
  • the automotive power line 120 supplies power to a plurality of control devices 110 and communicates between the plurality of control devices 110 through the automotive power line 120.
  • the plurality of power carrier communication devices 103 are connected to the plurality of control devices 110, and the plurality of control devices 110 are connected to the corresponding power carrier communication device 130 through respective communication interfaces, and the plurality of power carrier communication devices 130 pass the automobile power line.
  • the plurality of power carrier communication devices 130 acquire a carrier signal from the vehicle power line 120 to demodulate the carrier signal and then transmit the signal to the corresponding control device, and receive the information sent by the corresponding control device, and modulate the information and send the information.
  • the plurality of power carrier communication devices 130 acquire a carrier signal from the vehicle power line 120 to demodulate the carrier signal and then transmit the signal to the corresponding control device, and receive the information sent by the corresponding control device, and modulate the information and send the information.
  • the car power line 120 To the car power line 120.
  • a plurality of control devices 110 include control device 1 to control device N (N > 2, N is an integer).
  • a plurality of power carrier communication devices 130 corresponding thereto include power carrier device 1 to power carrier device N.
  • the control device 1 needs to communicate with the control device 2, the power carrier device 1 acquires a carrier signal transmitted from the power carrier device 2 from the vehicle power line 120, the carrier signal is from the control device 2, and is powered by the power carrier device 2. After modulation, it is sent to the car power line 120.
  • each of the power carrier communication devices 130 includes a coupler 131, a filter 133, an amplifier 134, and a modem 132 which are sequentially connected.
  • a plurality of power carrier communication devices are connected to the gateway 300 via the vehicle power harnesses 121, 122, and each power carrier communication device corresponds to one control device.
  • the power carrier communication device 1 corresponds to the transmission control device 11 1
  • the power carrier communication device 2 corresponds to the engine control device 12
  • the power carrier communication device 3 corresponds to the active suspension device
  • the power carrier communication device 5 corresponds to the safety air filter 1 15
  • the power carrier communication device 6 corresponds to the meter display 116
  • the power carrier communication device 7 corresponds to the fault diagnosis 1 17
  • the lighting device 118 corresponds.
  • the method for data reception by the power carrier communication system includes the following steps:
  • the system is powered on, and the system program enters the state of receiving data from the power line.
  • step S2103 if yes, go to step S2103; if no, go to step S2104.
  • S2104 Detect the SCI port, and determine whether the SCI port has data. If yes, proceed to the next step S2105; if no, return to step S2101. S2105, enter the data receiving state.
  • the power carrier communication system for an electric vehicle According to the power carrier communication system for an electric vehicle according to the present embodiment, data transmission and sharing between various control systems in the vehicle can be realized without increasing the wiring harness of the automobile, and power carrier communication using the power line as a communication medium can be realized. Avoid building and investing in new communication networks, reducing manufacturing costs and maintenance.
  • the power system for the electric vehicle adopts a water cooling method.
  • the structure of the box structure is shared by the inductor water channel and the IGBT water channel, which solves the heat dissipation and the heat dissipation. Space problem.
  • the layout of the cabinet structure is divided into two layers.
  • the back of the IGBT cooling water channel heats the filter module.
  • the heat is transmitted from the side of the inductor slot 601, and finally the heat is taken through the water channel 602.
  • the high thermal conductivity of the glue is fixed, increasing the thermal conductivity and mechanical strength of the overall design.
  • the power system in this embodiment adopts water cooling to dissipate heat, and the heat dissipation effect is better than air cooling mode. Under the same power, the volume of the filter module can be reduced, and the volume and weight of the overall power system can be reduced.
  • an embodiment of another aspect of the present invention also provides an electric vehicle including the above-described power system.
  • the electric vehicle can be charged with high power through three-phase or single-phase electric power, which is convenient for users to quickly charge electric vehicles anytime and anywhere, saving time and cost and meeting people's needs.
  • a "computer-readable medium” can be any apparatus that can contain, store, communicate, propagate, or transport the program for use by the instruction execution system, apparatus, or device, or in conjunction with the instruction execution system, apparatus, or device.
  • computer readable media include the following: electrical connections (electronic devices) having one or more wires, portable computer disk cartridges (magnetic devices), random access memory (RAM), Read only memory (ROM), erasable editable read only memory (EPROM or flash memory), fiber optic devices, and portable compact disk read only memory (CDROM).
  • the computer readable medium may even be a paper or other suitable medium on which the program can be printed, as it may be optically scanned, for example by paper or other medium, followed by editing, interpretation or, if appropriate, other suitable Way Processing is to obtain the program electronically and then store it in computer memory.
  • portions of the invention may be implemented in hardware, software, firmware or a combination thereof.
  • multiple steps or methods may be implemented in software or firmware stored in a memory and executed by a suitable instruction execution system.
  • a suitable instruction execution system For example, if implemented in hardware, as in another embodiment, it can be implemented with any one or combination of the following techniques well known in the art: having logic gates for implementing logic functions on data signals Discrete logic circuits, application specific integrated circuits with suitable combinational logic gates, programmable gate arrays (PGAs), field programmable gate arrays (FPGAs), etc.
  • each functional unit in each embodiment of the present invention may be integrated into one processing module, or each unit may exist physically separately, or two or more units may be integrated into one module.
  • the above integrated modules can be implemented in the form of hardware or in the form of software functional modules.
  • the integrated modules, if implemented in the form of software functional modules and sold or used as stand-alone products, may also be stored in a computer readable storage medium.
  • the above-mentioned storage medium may be a read only memory, a magnetic disk or an optical disk or the like.
  • the description of the terms “one embodiment”, “some embodiments”, “example”, “specific example”, or “some examples” and the like means a specific feature described in connection with the embodiment or example.
  • a structure, material or feature is included in at least one embodiment or example of the invention.
  • the schematic representation of the above terms does not necessarily mean the same embodiment or example.
  • the particular features, structures, materials, or characteristics described may be combined in a suitable manner in any one or more embodiments or examples.

Abstract

一种电动汽车及其充电控制系统，充电控制系统包括：动力电池（10）；充放电插座（20），其与外部电源相连；双向DC/AC模块（50），其第一直流端（b1）与驱动控制开关（40）相连，第二直流端（b2）与动力电池相连；充放电控制模块（70），其一端与双向DC/AC模块的交流端（c）相连，另一端与充放电插座相连，包括三相充电支路和单相充电支路以分别实现三相充放电或单相充放电；控制器模块（80），与充放电控制模块相连，用于判断外部电源的电制，当外部电源的电制为三相时，控制三相充电支路开启，当外部电源的电制为单相时，控制单相充电支路开启，从而可以实现单相和三相电网的充电功能以及多种充电方式。

Description

电动汽车及其的充电控制系统 技术领域
本发明涉及电动汽车技术领域， 特别涉及一种电动汽车的充电控制系统以及一种 具有该充电控制系统的电动汽车。 背景技术
随着汽车行业的发展， 环保节能的电动汽车正在扮演着取代燃油车的角色， 然而 电动汽车的普及还面临着一些问题， 其中高的续航里程和快捷的充电技术， 已成为电 动汽车推广的一大难题， 尤其是安全可靠的车载快速充电装置， 渐渐成为业界关心的 主要问题。
目前， 电动汽车大多采用大容量的电池， 虽然可以提高电动汽车的续航能力， 但 同样大容量的电池又带来了充电时间过长的问题。 虽然专业的直流充电站可以快速的 为电池进行充电， 但高额的成本和较大占地面积等问题使得这种基础设施的普及还面 临着一定的难度， 同时又由于车辆的空间有限， 车载充电器受到体积的制约而无法满 足充电功率。
其中， 一般车载充电器采用快充和慢充两种， 而且一种枪头只能有一种充电方式， 建设充电设施需要高成本和较大占地面积， 利用效率低。
现在市场上所采取的充电方案有以下几种：
方案 （ 1 ) : 如图 1和图 2所示， 此方案中的车载充放电装置主要包括三相电源变 压器 1 '、 六个晶闸管元件组成三相桥式电路 2'、 恒压控制装置 AUR和恒流控制装置 AC , 但是该方案严重浪费空间和成本。
方案（2 ) : 如图 3所示， 此方案中的车载充放电装置为适应单 /三相充电而安装两 个充电插座 15 '、 16' , 增加了成本； 电机驱动回路包含电感 L1 '和电容 C1 '组成的滤波 模块， 在电机驱动时， 三相电流经过滤波模块产生损耗， 是对电池电量的浪费； 该方 案充放电工作时逆变器 13 '对交流电进行整流 /逆变， 整流 /逆变后电压不可调节， 适用 电池工作电压范围窄。
综上所述， 目前市场上所采取的交流充电技术大多采用单项充电技术， 该技术存 在充电功率小、 充电时间长、 硬件体积较大、 功能单一、 受限于不同地区电网的电压 等级限制等缺点， 并且， 一种枪头只能有一种充电方式， 建设充电设施需要高成本和 较大占地面积， 利用效率低。 此外， 虽然大容量的电池， 可以提高电动汽车的电动续航能力， 但同样大容量的 电池又带来了充电时间过长的问题。 虽然充电站可以快速的为电池进行充电， 但高额 的成本和较大站地面积等问题使得这种基础设施的普及还面临着一定的难度， 本设计 可以很好的解决上面所面临的问题。 发明内容
本发明的目的旨在至少解决上述的充电方式单一的技术缺陷。
为此， 本发明的一个目的在于提出一种电动汽车的充电控制系统， 可以实现多种 充电方式， 既减小了硬件的体积， 也减小了器件的成本。
本发明的另一个目的还在于提出一种电动汽车。
为达到上述目的， 本发明一方面实施例提出的电动汽车的充电控制系统， 包括： 动力电池； 充放电插座， 所述充放电插座与外部电源相连； 双向 DC/AC模块， 所述双 向 DC/AC模块的第一直流端与所述驱动控制开关的另一端相连， 所述双向 DC/AC模 块的第二直流端与所述动力电池的另一端相连； 充放电控制模块， 所述充放电控制模 块的一端与所述双向 DC/AC模块的交流端相连， 所述充放电控制模块的另一端与所述 充放电插座相连， 其中， 所述充放电控制模块包括三相充电支路和单相充电支路以分 别实现三相充放电或单相充放电； 以及控制器模块， 所述控制器模块与所述充放电控 制模块相连， 所述控制器模块用于判断所述外部电源的电制， 当所述外部电源的电制 为三相时， 所述控制器模块控制所述三相充电支路开启， 当所述外部电源的电制为单 相时， 所述控制器模块控制所述单相充电支路开启。
根据本发明实施例的电动汽车的充电控制系统， 通过可调的双向变换器， 可以完 成对不同电压等级电网电压的适应性调节， 可实现单向和三相商用电网的充电功能。 并且， 借助通用充电接口， 将商用电源单相、 两相和三相电力源， 转化为直流电力， 并通过控制电力转换装置， 利用该直流电力为电池进行充电。 一个充电桩可以实现多 种充电方式， 即减小了硬件的体积， 也减小了器件的成本， 有很大的市场优势。 本发 明能够实现使用民用或工业交流电网对电动汽车进行大功率交流充电， 使用户可以随 时随地高效、 快捷的充电， 节省充电时间， 同时无需恒压控制装置和恒流控制装置， 节省空间和成本， 并且适用电池工作电压范围宽。 此外， 可以实现多种充电方式， 既 减小了硬件的体积， 也减小了器件的成本。
此外， 本发明的另一方面的实施例还提出了一种电动汽车， 包括上述的充电控制 系统。 该电动汽车能够通过三相或单相电进行大功率充电， 方便用户随时随地对电动 汽车进行快速充电， 节约了时间成本， 满足人们的需求。 并且可以通过多种充电方式 进行充电， 既减小了硬件的体积， 也减小了器件的成本。
本发明附加的方面和优点将在下面的描述中部分给出， 部分将从下面的描述中变 得明显， 或通过本发明的实践了解到。 附图说明
本发明上述的和 /或附加的方面和优点从下面结合附图对实施例的描述中将变得明 显和容易理解， 其中：
图 1为现有的一种车载充放电装置的电路图；
图 2为现有的一种车载充放电装置的控制示意图；
图 3为现有的另一种车载充放电装置的电路图；
图 4为根据本发明一个实施例的充电装置总体系统图；
图 5为根据本发明一个实施例的充电系统的控制状态流程图；
图 6为根据本发明一个实施例的用于电动汽车的动力系统的方框示意图； 图 7为根据本发明一个实施例的用于电动汽车的动力系统的拓朴图；
图 8为根据本发明一个实施例的用于电动汽车的动力系统的进一步的方框示意图； 图 9为根据本发明一个实施例的控制器模块的方框示意图；
图 10为根据本发明一个示例的控制器模块中的 DSP与外围硬件电路接口示意图； 图 1 1为根据本发明一个实施例的用于电动汽车的动力系统的功能判断流程图； 图 12为根据本发明一个实施例的用于电动汽车的动力系统进行电机驱动控制功能 的方框示意图；
图 13为根据本发明一个实施例的用于电动汽车的动力系统充放电功能启动判断流 程图；
图 14为根据本发明一个实施例的用于电动汽车的动力系统在充电工作模式下的控 制流程图；
图 15为根据本发明一个实施例的用于电动汽车的动力系统在电动汽车充电结束时 的控制流程图；
图 16为根据本发明一个实施例的电动汽车与供电设备之间连接电路图； 图 17为根据本发明另一个实施例的采用两个动力系统并联对电动汽车进行充电的 示意图；
图 18为 #居本发明一个示例的充放电插座的示意图； 图 19为根据本发明另一个示例的离网带载放电插头的示意图；
图 20为根据本发明再一个实施例的用于电动汽车的电力载波通讯系统的结构图； 图 21为电力载波通讯装置的方框示意图；
图 22为八个电力载波通讯装置与对应的控制装置进行通讯的示意图；
图 23为电力载波通讯系统进行数据接收的方法流程图； 以及
图 24为根据本发明还一个实施例的用于电动汽车的动力系统的箱体结构示意图。 具体实施方式
下面详细描述本发明的实施例， 所述实施例的示例在附图中示出， 其中自始至终 相同或类似的标号表示相同或类似的元件或具有相同或类似功能的元件。 下面通过参 考附图描述的实施例是示例性的， 仅用于解释本发明， 而不能解释为对本发明的限制。
下文的公开提供了许多不同的实施例或例子用来实现本发明的不同结构。 为了筒 化本发明的公开， 下文中对特定例子的部件和设置进行描述。 当然， 它们仅仅为示例， 并且目的不在于限制本发明。此外， 本发明可以在不同例子中重复参考数字和 /或字母。 这种重复是为了筒化和清楚的目的， 其本身不指示所讨论各种实施例和 /或设置之间的 关系。 此外， 本发明提供了的各种特定的工艺和材料的例子， 但是本领域普通技术人 员可以意识到其他工艺的可应用于性和 /或其他材料的使用。 另外， 以下描述的第一特 征在第二特征之"上"的结构可以包括第一和第二特征形成为直接接触的实施例， 也可 以包括另外的特征形成在第一和第二特征之间的实施例， 这样第一和第二特征可能不 是直接接触。
在本发明的描述中， 需要说明的是， 除非另有规定和限定， 术语"安装"、 "相连"、 "连接 "应做广义理解， 例如， 可以是机械连接或电连接， 也可以是两个元件内部的连 通， 可以是直接相连， 也可以通过中间媒介间接相连， 对于本领域的普通技术人员而 言， 可以根据具体情况理解上述术语的具体含义。
参照下面的描述和附图， 将清楚本发明的实施例的这些和其他方面。 在这些描述 和附图中， 具体公开了本发明的实施例中的一些特定实施方式， 来表示实施本发明的 实施例的原理的一些方式， 但是应当理解， 本发明的实施例的范围不受此限制。 相反， 本发明的实施例包括落入所附加权利要求书的精神和内涵范围内的所有变化、 修改和 等同物。
下面参照附图来描述根据本发明实施例提出的电动汽车的充电控制系统以及具有 该充电控制系统的电动汽车。 如图 4所示， 本发明一个实施例的充电装置总体系统包括充电路模块 200与整车 充电连接模块 300。
具体地， 充电路模块 200包括交流预充接触器 210与交流接触器 220。 整车充电连 接模块 300包括多功能充电枪 310。其中， 交流预充接触器 210与交流接触器 220相互 并联， 交流预充接触器 210与交流接触器 220的三个输入分别通过各自匹配装置以及 多功能充电枪 310 与商用单相、 两相、 三相交流电网相连， 其中， 系统中采用完成电 力总线间的切换的装置。
该充电装置主要应用与电动汽车及混合的动力汽车充电领域， 该装置可以根据外 部输入电压的不同， 调整工作状态， 实现和不同电压标准的单相、 两相、 三相商用电 源相兼容的功能。
进一步地， 如图 5 所示， 本发明一个实施例的充电系统的控制状态流程图。 具体 地， 执行过程为： 当 VI (动力电池当前电压） ， V2 (多功能充电枪 310输入电压） ， SOC输入时， 进行状态判断， 继而进行电压计算， 功率计算， 依据上述的功率计算进 行功率调节， 最后进行占空比计算。 进一步地， 控制过程中， 当装置得到相应的状态 切换信号， 系统开始检测外围传感器信号， 当检测到电力总线上的电压大于或等于目 标电压时， 系统进入充电状态， 根据外部的电压信号和电流信号， 计算充电功率， 控 制量转换为占空比， 由控制器模块将转化的 PWM信号传递给开关器件 （例如图 6 中 的双向 DC/AC模块） ， 开关器件根据控制信号做出相应的响应。
如图 6所示，本发明一个实施例提出的电动汽车的充电控制系统包括动力电池 10、 充放电插座 20、 双向 DC/AC模块 50、 充放电控制模块 70和控制器模块 80。
其中， 充放电插座 20与外部电源相连。 双向 DC/AC模块 50的第一直流端 bl与 驱动控制开关 40的另一端相连， 所述双向 DC/AC模块 50的第二直流端 b2与所述动 力电池 10的另一端相连。 充放电控制模块 70的一端与双向 DC/AC模块 50的交流端 相连， 充放电控制模块 70的另一端与充放电插座 20相连。 其中， 充放电控制模块 70 包括三相充电支路和单相充电支路以分别实现三相充放电或单相充放电
控制器模块 80与充放电控制模块 70相连， 控制器模块 80用于判断外部电源的电 制， 当所述外部电源的电制为三相时， 控制器模块 80控制三相充电支路开启， 当外部 电源的电制为单相时， 控制器模块 80控制所述单相充电支路开启。
控制器模块 80根据外部电源的第一相电压至第三相电压的有效值判断外部电源为 单相电源或三相电源， 并根据判断结果选择对应的充电控制模式。 当第一相电压至第 三相电压的有效值均大于第一预设值时， 则控制器模块 80判断所述外部电源为三相电 源。 当第一相电压大于所述第一预设值， 述第二相电压和第三相电压小于第二预设值 时， 则控制器模块 80判断外部电源为单相电源， 其中， 第二预设值小于第一预设值。 如图 6所示，本发明一个实施例提出的用于电动汽车的动力系统包括动力电池 10、 充放电插座 20、 双向 DC/DC模块 30、 驱动控制开关 40、 双向 DC/AC模块 50、 电机 控制开关 60、 充放电控制模块 70和控制器模块 80。
其中， 双向 DC/DC模块 30的第一直流端 al与动力电池 10的另一端相连， 双向 DC/DC模块 30的第二直流端 a2与动力电池 10的一端相连， 并且第一直流端 al为双 向 DC/DC模块 30输入及输出的共用直流端。 驱动控制开关 40的一端与动力电池 10 的一端相连， 驱动控制开关 40的另一端与双向 DC/DC模块 30的第三直流端 a3相连。 双向 DC/AC模块 50的第一直流端 bl与驱动控制开关 40的另一端相连， 双向 DC/AC 模块 50的第二直流端 b2与动力电池 10的另一端相连， 电机控制开关 60的一端与双 向 DC/AC模块 50的交流端 c相连， 电机控制开关 60的另一端与电机 M相连。 充放 电控制模块 70的一端与双向 DC/AC模块 50的交流端 c相连， 充放电控制模块 70的 另一端与充放电插座 20相连。 控制器模块 80与驱动控制开关 40、 电机控制开关 60 和充放电控制模块 70相连， 控制器模块 80用于根据动力系统当前所处的工作模式对 驱动控制开关 40、 电机控制开关 60和充放电控制模块 70进行控制。
进一步地， 在本发明的实施例中， 动力系统当前所处的工作模式可以包括驱动模 式和充放电模式。 当动力系统当前所处的工作模式为驱动模式时， 控制器模块 80控制 驱动控制开关 40闭合以关闭双向 DC/DC模块 30,并控制电机控制开关 60闭合以正常 驱动电机 M, 以及控制充放电控制模块 70断开。需要说明的是，在本发明的实施例中， 虽然图 5中电机控制开关 60包括了与电机三相输入相连的三个开关， 但是在本发明的 其他实施例中也可包括与电机两相输入相连的两个开关， 甚至一个开关。 在此只要能 实现对电机的控制即可。 因此， 其他实施例在此不再赘述。 当动力系统当前所处的工 作模式为充放电模式时， 控制器模块 80控制驱动控制开关 40断开以启动双向 DC/DC 模块 30, 并控制电机控制开关 60断开以将电机 M移出， 以及控制充放电控制模块 70 闭合， 使外部电源可以正常地为动力电池 10进行充电。 双向 DC/DC模块 30的第一直 流端 al和第三直流端 a3与直流母线的正负端相连。
在本发明的一个实施例中， 如图 7所示， 用于电动汽车的动力系统还包括第一预 充控制模块 101 , 第一预充控制模块 101的一端与动力电池 10的一端相连， 第一预充 控制模块 101的另一端与双向 DC/DC模块 30的第二直流端 a2相连， 第一预充控制模 块 101用于在为双向 DC/DC模块 30中的电容 C1及母线电容 CO进行预充电， 其中， 母线电容 CO连接在双向 DC/DC模块 30的第一直流端 al和双向 DC/DC模块 30的第 三直流端 a3之间。 其中， 第一预充控制模块 101包括第一电阻 Rl、 第一开关 K1和第 二开关 K2。 第一电阻 R1的一端与第一开关 K1的一端相连， 第一电阻 R1的另一端与 动力电池 10的一端相连， 第一开关 K1的另一端与双向 DC/DC模块 30的第二直流端 a2相连， 第一电阻 R1和第一开关 K1 串联之后与第二开关 K2并联， 其中， 控制器模 块 80在动力系统启动时控制第一开关 K1 闭合以对双向 DC/DC模块 30中的电容 C1 及母线电容 CO进行预充电，并在母线电容 CO的电压与动力电池 10的电压成预设倍数 时， 控制第一开关 K1断开同时控制第二开关 K2闭合。
如图 7所示， 双向 DC/DC模块 30进一步包括第一开关管 Ql、 第二开关管 Q2、 第一二极管 Dl、 第二二极管 D2、 第一电感 L1和第一电容 Cl。 其中， 第一开关管 Q1 和第二开关管 Q2相互串联连接， 相互串联的第一开关管 Q1和第二开关管 Q2连接在 双向 DC/DC模块 30的第一直流端 al和第三直流端 a3之间，第一开关管 Q1和第二开 关管 Q2受控制器模块 80的控制，并且第一开关管 Q1和第二开关管 Q2之间具有第一 节点 A。 第一二极管 D1与第一开关管 Q1反向并联， 第二二极管 D2与第二开关管 Q2 反向并联， 第一电感 L1的一端与第一节点 A相连， 第一电感 L1的另一端与动力电池 10的一端相连。 第一电容 C1的一端与第一电感 L1的另一端相连， 第一电容 C1的另 一端与动力电池 10的另一端相连。
此外， 在本发明的实施例中， 如图 7所示， 该用于电动汽车的动力系统还包括漏 电流削减模块 102, 漏电流削减模块 102连接在双向 DC/DC模块 30的第一直流端 al 和双向 DC/DC模块 30的第三直流端 a3之间。 具体而言， 漏电流削减模块 102包括第 二电容 C2和第三电容 C3 , 第二电容 C2的一端与第三电容 C3的一端相连， 第二电容 C2的另一端与双向 DC/DC模块 30的第一直流端 al相连， 第三电容 C3的另一端与双 向 DC/DC模块 30的第三直流端 a3相连，其中， 第二电容 C2和第三电容 C3之间具有 第二节点 ^
通常由于无变压器隔离的逆变和并网系统， 普遍存在漏电流大的难点。 因此， 该 动力系统在直流母线正负端增加漏电流削减模块 102 , 能有效减小漏电流。 漏电流削减 模块 102包含两个同类型电容 C2和 C3 , 其安装在直流母线正负端和三相交流中点电 位之间， 在本系统工作时能将产生的高频电流反馈到直流侧， 即能有效降低了系统在 工作时的高频漏电流。
在本发明的一个实施例中， 如图 7所示， 该用于电动汽车的动力系统还包括滤波 模块 103、 滤波控制模块 104、 EMI模块 105和第二预充控制模块 106。
其中， 滤波模块 103连接在双向 DC/ AC模块 50和充放电控制模块 70之间。 具体 而言， 如图 7所示， 滤波模块 103包括电感 LA、 LB、 Lc和电容 C4、 C5、 C6, 而双向 DC/AC模块 50可以包括六个 IGBT, 上下两个 IGBT之间的连接点分别通过电力总线 与滤波模块 103和电机控制开关 60相连接。
如图 7所示， 滤波控制模块 104连接在第二节点 B和滤波模块 103之间， 并且滤 波控制模块 104受控制器模块 80控制， 控制器模块 80在动力系统当前所处的工作模 式为驱动模式时控制滤波控制模块 104断开。 其中， 滤波控制模块 104可以为电容切 换继电器， 由接触器 K10组成。 EMI模块 105连接在充放电插座 20和充放电控制模块 70之间。 需要说明的是， 在图 5中接触器 klO的位置仅是示意性的。 在本发明的其他 实施例中，接触器 K10还可设在其他位置， 只要能够实现对滤波模块 103的关断即可。 例如， 在本发明的另一个实施例中， 该接触器 K10也可以连接在双向 DC/AC模块 50 和滤波模块 103之间。
第二预充模块 106与充放电控制模块 70并联， 第二预充控制模块 106用于对滤波 模块 103中的电容 C4、 C5、 C6进行预充电。 其中， 第二预充控制模块 106包括相互 串联的三个电阻 RA、 RB、 Rc和三相预充开关 K9。
在本发明的一个实施例中， 如图 7所示， 充放电控制模块 70进一步包括三相开关 Κ8和 /或单相开关 Κ7, 用于实现三相充放电或单相充放电。
也就是说， 在本发明的实施例中， 当动力系统启动时， 控制器模块 80控制第一开 关 K1闭合以对双向 DC/DC模块 30中的第一电容 C1及母线电容 CO进行预充电， 并 在母线电容 CO的电压与动力电池 10的电压成预设倍数时， 控制第一开关 K1 断开同 时控制第二开关 K2闭合。 这样， 通过双向 DC/DC模块 30和直接连接在电力总线即直 流母线之间的大容量母线电容 CO组成实现电池低温激活技术的主要部件，用于将动力 电池 10的电能通过双向 DC/DC模块 30充到大容量母线电容 C0中， 再将大容量母线 电容 C0中储存的电能通过双向 DC/DC模块 30充回动力电池 10 (即对动力电池充电 时） ， 对动力电池 10循环充放电使得动力电池的温度上升到最佳工作温度范围。
当动力系统当前所处的工作模式为驱动模式时， 控制器模块 80控制驱动控制开关 40闭合以关闭双向 DC/DC模块 30, 并控制电机控制开关 60闭合以正常驱动电机 M, 以及控制充放电控制模块 70断开。 这样， 通过双向 DC/AC模块 50把动力电池 10的 直流电逆变为交流电并输送给电机 M, 可以利用旋转变压解码器技术和空间矢量脉宽 调制 （ SVPWM )控制算法来控制电机 M的运行。 当动力系统当前所处的工作模式为充放电模式时， 控制器模块 80控制驱动控制开 关 40断开以启动双向 DC/DC模块 30,并控制电机控制开关 60断开以将电机 M移出， 以及控制充放电控制模块 70闭合， 使外部电源例如三相电或者单相电通过充放电插座 20可以正常地为动力电池 10进行充电。 即言， 通过检测充电连接信号、 交流电网电制 和整车电池管理的相关信息， 借用双向 DC/AC模块 50进行可控整流功能， 并结合双 向 DC/DC模块 30, 可实现单相 \三相电对动力电池 10的充电。
根据本发明实施例的用于电动汽车的动力系统， 能够实现使用民用或工业交流电 网对电动汽车进行大功率交流充电， 使用户可以随时随地高效、 快捷的充电， 节省充 电时间， 同时无需恒压控制装置和恒流控制装置， 节省空间和成本， 并且适用电池工 作电压范围宽。
此外， 在本发明的实施例中， 如图 8 所示， 该用于电动汽车的动力系统还可以包 括高压配电箱 90、 仪表 107、 电池管理器 108和整车信号 109。 其中， 驱动控制开关 40、 第一开关 K1和第二开关 K2可以设置在高压配电箱 90内。
在本发明的一个实施例中， 如图 9所示， 控制器模块 80包括控制板 201和驱动板 202。其中，控制板 201上的控制模块采用两个高速数字信号处理芯片（DSP1和 DSP2 ) 进行控制。 控制板 201上的控制模块与整车信息接口 203相连， 并相互进行信息交互。 控制板 201上的控制模块接收驱动板 202上的驱动模块输出的母线电压采样信号、 IPM 保护信号以及 IGBT温度采样信号等， 同时输出脉冲宽度调制 PWM信号至驱动模块。
其中， 如图 10所示， DSP1主要用于控制， DSP2用于信息采集。 DSP1 中的采样 单元输出油门信号、 母线电压采样信号、 刹车信号、 直流侧电压采样信号、 电机电流 霍尔 V相信号、 电机电流霍尔 W相信号、 充电控制电流霍尔 U相信号、 充电控制电 流霍尔 V相信号、 充电控制电流霍尔 W相信号、 直流电流霍尔信号、 逆变电压 U相 信号、 逆变电压 V相信号、 逆变电压 W相信号、 电网电压 U相信号、 电网电压 V相 信号、 电网电压 W相信号、逆变 U相捕获信号、 电网 U相捕获信号等采样信号， DSP1 中的开关控制单元输出电机 A相开关信号、 电机 B相开关信号、 电网 A相开关信号、 电网 B相开关信号、 电网 C相开关信号、三相预充开关信号和电容切换继电器信号等， DSP1中的驱动单元输出 相 PWM1信号、 A相 PWM2信号、 B相 PWM1信号、 B相 PWM2信号、 C相 PWM1信号、 C相 PWM2信号、 DC相 PWM1信号、 DC相 PWM2 信号和 IPM保护信号等， DSP1还具有旋变信号输出控制、 串行通信、 硬件保护、 CAN 通讯和档位控制等功能。 DSP2中的采样单元输出供电电源监测信号、 电源监测信号、 油门 1信号、 刹车 2信号、 油门 2信号、 刹车 1信号、 电机模拟温度信号、 漏电传感 器信号、 散热器温度信号、 直流侧电感温度采样信号、 V相电感温度采样信号、 U相 电感温度采样信号、 W相电感温度采样信号、 放电 PWM 电压采样信号、 倾角传感器 读信号、 倾角传感器片选信号、 IGBT温度采样 W相信号、 IGBT温度采样 U相信号、 IGBT温度采样升降压相信号、 IGBT温度采样 V相信号、 电机温度开关信号、 单 /三相 切换开关信号等， DSP2 中的充放电控制单元输出充放电开关信号、 休眠信号、 放电 PWM信号、 电池管理器 BMS信号、 充放电输出控制信号、 CP信号和 CC信号等， 并 且 DSP2还具有 CAN通讯、 串行通信功能。
综上所述， 在本发明实施例提出的用于电动汽车的动力系统集电机驱动功能、 车 辆控制功能、 交流充电功能、 并网功能、 离网带载功能、 车辆对车辆充电功能于一体。 并且， 该动力系统不是通过把各种功能模块筒单的物理组合为一体， 而是在电机驱动 控制系统的基础上， 通过添加一些外围器件， 实现系统的功能多样化， 最大化节省空 间和成本， 提高功率密度。
具体而言， 用于电动汽车的动力系统的功能筒单介绍如下：
1、 电机驱动功能： 通过双向 DC/AC模块 50把动力电池 10的直流电逆变为交流 电并输送给电机 M, 可以利用旋转变压解码器技术和空间矢量脉宽调制（ SVPWM )控 制算法来控制电机 M的运行。
也就是说， 当本动力系统得电工作时， 如图 1 1所示， 该系统功能判断流程包括以 下步骤：
S901 , 动力系统得电。
S902 , 判断充电连接信号。 如果有充电连接信号， 则转至步骤 S903 , 如果没有则 转至步骤 904。
S903 , 进入充放电控制流程。 在本发明的一个实施例中， 还需要对油门、 档位及 刹车信号进行判断。 当油门为 0、 档位为 N档、 手刹、 充电连接即 CC信号有效时（即 充放电插座 20连接有充电连接装置） ， 则进入充放电控制流程。
S904 , 进入车辆控制流程。
在步骤 S904进入车辆控制流程后， 控制器模块 80控制电机控制开关 60闭合， 通 过 CAN通讯通知电池管理器 108 , 电池管理器 108控制高压配电箱 90对 C1和 CO进 行预充， 控制器模块 80检测母线电压 187, 判断预充是否成功， 成功后通知电池管理 器 108闭合驱动控制开关 40 , 该系统进入驱动模式， 同时控制器模块 80对整车信息进 行采集， 通过综合判断处理对电机 M进行驱动。
进行电机驱动控制功能： 如图 12所示， 控制器模块 80发送 PWM信号， 对双向 DC/AC模块 50进行控制， 把动力电池 10的直流电逆变为交流电并输送给电机 Μ , 控 制器模块 80通过旋转变压器解算转子位置， 并采集母线电压和电机 BC相电流使电机 Μ能精准的运行。 即言， 控制器模块 80根据电流传感器采样的电机 BC相电流信号和 旋转变压器的反馈信息对 PWM信号进行调节， 最终使电机 Μ能精准的运行。
这样， 通过通信模块对整车油门、 刹车以及档位信息， 判断当前运行工况， 实现 车辆的加速、 减速和能量回馈功能， 使得整车在各种工况下下安全可靠运行， 保证车 辆的安全性、 动力性和平顺性。
2、 充放电功能
( 1 ) 充放电功能连接确认和启动： 如图 13 所示， 该动力系统充放电功能启动判 断流程包括如下步骤：
51101, 充放电连接装置即充放电插座物理连接完成， 并且电源正常。
51102, 供电设备检测充电信号 CC连接是否正常。 如果是， 则进入步骤 S1103; 如果否， 则返回步骤 S1102, 继续检测。
51103, 供电设备检测 CP检测点的电压是否为 9V。 如果是， 则进入步骤 S1106; 如果否， 返回步骤 S1102, 继续检测。 其中， 9V是一个预设示例值。
51104, 控制器模块检测充电信号 CC连接是否正常。 如果是， 则进入步骤 S1105; 如果否， 则返回步骤 S1104, 继续检测。
51105, 拉低输出充电连接信号、 充电指示灯信号。
51106, 进入充放电功能。
如图 14所示， 该动力系统在充电工作模式下的控制流程包括如下步骤：
51201, 判断系统得电后是否完全启动工作。 如果是， 则进入步骤 S1202; 如果否， 则返回步骤 S1201, 继续判断。
51202, 检测 CC检测点电阻值， 确定充电连接装置容量。
51203, 判断 CP检测点是否检测到固定占空比的 PWM信号。 如果是， 则进入步 骤 S1204; 如果否， 则进入步骤 S1205。
51204, 发送充电连接正常充电准备就绪报文， 收到 BMS充电允许、 充电接触器 吸合报文， 进入步骤 S1206。
51205, 充电连接故障。
51206, 控制器模块吸合内部开关。
S1207, 判断预设时间例如 1.5秒内检测到外部充电设备是否无 PWM波发送。 如 果是， 则进入步骤 S1208; 如果否， 则进入步骤 S1209。 51208 , 判断为外部国标充电桩， 充电过程中不发送 PWM波。
51209, 向供电设备发送 PWM波。
51210, 判断预设时间例如 3 秒内检测交流输入是否正常。 如果是， 则进入步骤 S1213; 如果否， 则进入步骤 S1211。
S121 1 , 交流外部充电设备故障。
51212, 进行异常处理。
51213 , 进入充电阶段。
也就是说， 如图 13和图 14所示， 供电设备和控制器模块 80 自检无故障后， 根据 检测 CC信号电阻值确定充电连接装置容量， 检测 CP信号确定是否完全连接， 充放电 连接装置完全连接确认后， 发送充电连接正常和充电准备就绪报文， 电池管理器 108 控制高压配电箱 90 闭合第一开关 K1 进行预充， 预充完成后断开 K1 , 吸合第二开关 K2, 控制器模块 80收到 BMS充电允许、 第二开关 K2吸合报文， 充放电准备就绪， 即可通过仪表设置功能， 如下： 交流充电功能（G to V, 电网对电动汽车） 、 离网带载 功能 （V to L, 电动汽车对负载） 、 并网功能 （V to G, 电动汽车对电网） 和车辆对车 辆充电功能 （V to V, 电动汽车对电动汽车） 。
( 2 )交流充电功能（G to V )： 该动力系统接收到仪表充电指令， 电池管理器 108 允许最大充电电流、 供电设备最大供电电流和充放电连接装置即充放电插座 20的额定 电流， 控制器模块 80判断三者中最小的充电电流， 自动选择充电相关参数。 并且， 该 动力系统通过电网电压采样 183对供电设备输送的交流电进行采样， 控制器模块 80通 过采样值计算出交流电电压有效值， 通过捕获来确定交流电频率， 根据电压值和频率 判断出交流电电制， 根据电网电制选取控制参数。 确定控制参数后， 控制器模块 80控 制第二预充模块 106中的 K9和滤波控制模块 104中的接触器 K10吸合， 对直流侧母 线电容 C0进行充电， 控制器模块 80通过 187对母线电容的电压进行采样， 当电容电 压达到选定控制参数例如与动力电池的电压成预设倍数后再控制吸合三相开关 K8 , 同 时断开 K9。 此时该动力系统根据预先选定参数， 控制器模块 80发送 PWM信号， 控制 双向 DC/AC模块 50对交流电进行整流， 再根据动力电池电压， 控制双向 DC/DC模块 30对电压进行调节， 最后把直流电输送给动力电池 10, 在此过程中， 控制器模块 80 根据预先选定目标充电电流和电流采样 184反馈的相电流， 对整个动力系统进行闭环 的电流环调节， 最终实现对动力电池 10进行充电。 由此， 通过检测充电连接信号、 交 流电网电制和整车电池管理的相关信息， 借用双向 DC/AC模块 50进行可控整流功能， 结合双向 DC/DC模块 30, 可实现单相 \三相电对动力电池 10的充电。 ( 3 ) 离网带载功能 （V to L ) ： 该动力系统接收到仪表 V to L指令， 首先判断动 力电池荷电状态 SOC是否在可以放电范围，如果允许放电，再根据指令选择输出电制， 根据充放电连接装置的额定电流， 智能选择输出最大输出功率并给定控制参数， 系统 进入控制流程。 首先控制器模块 80控制吸合三相开关 K8、 接触器 K10 , 根据电池电 压和给定的输出电压， 发送 PWM信号控制双向 DC/DC模块 30对电压进行调节， 达 到目标值后输送给双向 DC/AC模块 50把直流电逆变为交流电， 通过专用的充电插座 即可直接为用电设备供电。 在此过程中， 控制器模块 80根据电压采样 183反馈进行调 节， 保证负载安全可靠的工作。
即言， 系统上电， 当接到仪表的 V to L控制指令以及输出电制要求， 检测充电连 接信号和整车电池管理的相关信息， 根据电池的电压进行 DC/DC电压转换， 借用双向 DC/AC模块 50进行交流逆变功能， 输出稳定单相 \三相交流电压。
( 4 ) 并网功能 （V to G ) ： 该动力系统接收到仪表 V to G指令， 首先判断动力电 池 SOC是否在可以放电范围， 如果允许放电， 再根据指令选择输出电制， 根据充放电 连接装置的额定电流， 智能选择输出最大输出功率并给定控制参数， 动力系统进入控 制流程。 首先控制器模块 80控制吸合三相开关 K8、 接触器 K10, 根据电池电压和给 定的输出电压， 发送 PWM信号控制双向 DC/DC模块 30对电压进行调节， 在经过双 向 DC/AC模块 50把直流电逆变为交流电， 根据预先选定放电电流目标值和电流采样 184反馈的相电流， 对整个动力系统进行闭环的电流环调节， 实现并网放电。
也就是说， 动力系统上电， 当接到仪表的 V to G控制指令， 检测充电连接信号、 交流电网电制和整车电池管理的相关信息， 根据电池的电压进行 DC/DC电压转换， 借 用双向 DC/AC模块 50进行交流逆变， 实现单相\三相车辆对电网放电功能。
( 5 ) 车辆对车辆充电功能 （V to V ) ： V to V功能需要使用专用的连接插头， 当 动力系统检测到充电连接信号 CC有效， 并检测到其电平确认为 VTOV专用充电插头， 等待仪表命令。 例如， 假设车辆 A向车辆 B充电， 则车辆 A设置为放电状态即设置为 离网带载功能， 车辆 B设置为交流充电状态， 车辆 A的控制器模块发送充电连接正常 充电准备就绪报文至电池管理器， 电池管理器控制充放电回路预充， 完成后发送充电 允许、 充电接触器吸合报文至控制器模块， 该动力系统进行放电功能， 并发送 PWM信 号。 车辆 B接收到充电指令后， 其系统检测到 CP信号， 判断为供电车辆 A已准备就 绪， 控制器模块 80发送连接正常报文至电池管理器， 电池管理器接到指令后完成预充 流程， 通知控制器模块， 整个动力系统充电准备就绪， 启动充电功能（ G to V ) , 最后 实现车辆对充功能。 也就是说， 系统上电， 当接到仪表的 V to V控制指令， 检测充电连接信号和整车 电池管理的相关信息， 设置车辆为交流输出电源状态， 同时模拟外部充电设备输出 CP 信号功能， 实现和需要充电的车辆进行交互。 该车辆根据电池的电压进行 DC/DC电压 转换，借用双向 DC/AC模块 50进行交流逆变， 实现单相\三相车辆对车辆的对充功能。
在本发明的一个实施例中， 如图 15所示， 该动力系统在电动汽车充电结束时的控 制流程包括如下步骤：
51301 , 供电设备断开供电开关， 停止交流输出， 进入步骤 S 1305。
51302 , 控制器模块控制停止充电， 进行卸载， 进入下一步骤 S 1303。
51303 , 卸载完成后断开内部开关， 发送充电结束 4艮文。
S 1304 , 发送断电请求。
S 1305 , 充电结束。
其中， 如图 16所示， 供电设备 301通过供电插头 302与电动汽车 1000的车辆插 头 303相连， 从而实现对电动汽车 1000进行充电。 其中， 电动汽车的动力系统通过检 测点 3检测 CP信号和通过检测点 4检测 CC信号， 而供电设备通过检测点 1检测 CP 信号和通过检测点 2检测 CC信号。 并且， 在充电完成后， 均控制断开供电插头 302 和车辆插头 303中的内部开关 S2。
在本发明的另一个实施例中， 电动汽车还可以采用多个动力系统并联对动力电池 进行充电， 例如采用两个动力系统并联后对动力电池充电， 其中两个动力系统共用一 个控制器模块。
在本实施例中， 如图 17所示， 该电动汽车充电系统包括动力电池 10、 第一充电支 路 401、 第二充电支路 402和控制器模块 80。 其中， 第一充电支路 401和第二充电支 路 402均包括充放电插座 20、 双向 DC/DC模块 30、 母线电容 C0、 双向 DC/AC模块 50、 滤波模块 103、 充放电控制模块 70和第二预充模块 106。 并且， 第一充电支路 401 和第二充电支路 402还包括熔断器 FU。 动力电池 10通过第一预充控制模块 101与第 一充电支路相连， 动力电池 10还通过第一预充控制模块 101与第二充电支路相连， 控 制器模块 80分别与第一充电支路 401和第二充电支路 402相连， 其中控制器模块 80 用于接收到充电信号时， 控制电网分别通过第一充电支路 401和第二充电支路 402对 动力电池 10进行充电。
此外， 本发明的又一个实施例还提出了一种电动车辆的充电控制方法， 该充电控 制方法包括以下步骤：
步骤 S 1 , 控制器模块检测到第一充电支路通过充放电插座与供电设备相连， 且第 二充电支路通过充放电插座与供电设备相连时， 向电池管理器发送充电连接信号。 步骤 S2, 电池管理器接收到控制器模块发送的充电连接信号后， 检测并判断动力 电池是否需要充电， 当动力电池需要充电时， 执行下一步骤。
步骤 S3 , 电池管理器向控制器模块发送充电信号。
步骤 S4, 控制器模块接收到充电信号时， 控制电网分别通过第一充电支路和第二 充电支路对动力电池进行充电。
采用上述技术方案的电动汽车充电系统及其充电控制方法， 控制器模块通过控制 电网分别通过第一充电支路和第二充电支路对动力电池进行充电， 使得电动车的充电 功率增大， 从而大大缩短充电时间， 实现快速充电， 节约了时间成本。
在本发明的实施例中， 上述用于电动汽车的动力系统兼容范围广泛， 具有单相三 相切换功能， 并且适应不同国家电网电制标准。
具体地， 如图 18所示， 充放电插座 20具有两个充电插座 （例如美标和欧标） 切 换的功能。 该充放电插座 20包括单相充电插座 501例如美标、 三相充电插座 502例如 欧标、 两个高压接触器 K503、 Κ504组成。 单相充电插座 501与三相充电插座 502的 CC、 CP和 PE共用， 单相充电插座 501的！^、 N相线通过接触器 K503、 Κ504与三相 充电插座 503的 、 Β相连接。 控制器模块 80接收到单相充放电指令时， 控制接触器 Κ503、 Κ504闭合， 使三相充电插座 502的 Α、 Β相与单相充电插座 501的 L、 N相线 导通， 三相充电插座 502不做使用， 由三相充电插座 502的 A、 B相代替单相充电插 座 501的 1^、 N相线与充电插头连接， 控制器模块 80即可正常实现单相充电功能。
或者， 如图 7所示， 利用标准 7芯插座， 在 N线与 B相线之间增加单相开关 K7, 控制器模块 80接收到单相充放电指令，控制单相开关 K7吸合，使 B相线和 N线连接， 由 A、 B相作为 L、 N相线使用， 连接插头需使用专用连接插头， 或其 B、 C相不做使 用的连接插头。
也就是说，在本发明的实施例中，动力系统将根据控制器模块 80检测电网的电压， 通过计算判断电网的频率及单相 /三相， 根据计算信息和得出电制后， 控制器模块 80 根据充放电插头 20的类型和电网电制， 选择不同的控制参数， 控制双向 DC/AC模块 50对交流电压进行可控整流， 双向 DC/DC模块 30根据电池电压对直流电进行调压， 最后输送给动力电池 10。
在本发明的另一个示例中， 如图 19所示， 离网带载放电插头为两芯、 三芯和四芯 的插座， 与充电插头相连， 可以输出单相、 三相、 四相电制的电。
图 20为根据本发明再一个实施例的用于电动汽车的电力载波通讯系统的结构图。 如图 20所示， 该用于电动汽车的电力载波通讯系统 2000包括多个控制装置 110、 汽车电力线 120和多个电力载波通讯装置 130。
具体地， 多个控制装置 110 均具有通讯接口， 通讯接口例如为但不限于： 串行通 信接口 SCI。汽车电力线 120为多个控制装置 110供电且多个控制装置 1 10之间通过汽 车电力线 120进行通讯。 多个电力载波通讯装置 103与多个控制装置 110——对应， 多个控制装置 1 10通过各自的通讯接口与对应的电力载波通讯装置 130相连， 多个电 力载波通讯装置 130之间通过汽车电力线 120相连， 其中， 多个电力载波通讯装置 130 从汽车电力线 120上获取载波信号以便将载波信号解调后发送给对应的控制装置， 并 接收对应的控制装置发送的信息， 并将信息调制后发送至汽车电力线 120上。
结合图 20所示， 多个控制装置 110包括控制装置 1至控制装置 N ( N>2, N为整 数）。与之相对应的多个电力载波通讯装置 130包括电力载波装置 1至电力载波装置N。 例如， 控制装置 1 需要与控制装置 2进行通讯， 则电力载波装置 1从汽车电力线 120 中获取来自于电力载波装置 2发送的载波信号， 该载波信号来自于控制装置 2, 并由电 力载波装置 2调制后发送至汽车电力线 120上。
其中， 如图 21所示， 每个电力载波通讯装置 130包括依次相连的耦合器 131、 滤 波器 133、 放大器 134和调制解调器 132。
进一步地， 如图 22所示， 多个电力载波通讯装置例如八个电力载波通讯装置 1-8 通过汽车电力线束 121、 122与网关 300相连， 每个电力载波通讯装置与一个控制装置 对应。 例如， 电力载波通讯装置 1 与传动控制装置 11 1相对应， 电力载波通讯装置 2 与发动机控制装置 1 12相对应， 电力载波通讯装置 3与主动悬挂装置对应， 电力载波 通讯装置 4与空调控制装置 1 14相对应， 电力载波通讯装置 5与安全气嚢 1 15相对应， 电力载波通讯装置 6与仪表显示 116相对应， 电力载波通讯装置 7与故障诊断 1 17相 对应， 电力载波通讯装置 8与照明装置 118相对应。
在本实施例中， 如图 23所示， 该电力载波通讯系统进行数据接收的方法包括如下 步骤：
52101 , 系统加电启动， 系统程序进入从电力线接收数据的状态。
52102, 检测载波信号的有无及正确与否。 如果是， 则执行步骤 S2103; 如果否， 则执行步骤 S2104。
52103 , 开始接收从电力线上传来的数据， 进入下一步骤 S2105。
S2104, 检测 SCI口， 判断 SCI口是否有数据。 如果是， 则进入下一步骤 S2105; 如果否， 则返回步骤 S2101。 S2105 , 进入数据接收状态。
根据本实施例的用于电动汽车的电力载波通讯系统， 在不增加汽车内线束的基础 上， 可实现车内各个控制系统之间的数据传输和共享， 而利用电力线作为通讯介质的 电力载波通讯， 避免建设和投资新的通讯网络， 降低了制造成本和维护难度。
在本发明的还一个实施例中， 上述的用于电动汽车的动力系统采用采用水冷方式， 如图 24所示， 箱体结构布局为电感水道散热和 IGBT水道共用， 很好的解决了散热和 空间问题。 箱体结构布局分为上下两层， IGBT散热水道背面对滤波模块进行散热， 根 据电感形状制作， 制作成电感槽 601 , 利用电感槽 601的侧面传导热量， 最后通过水道 602带走热量， 电感利用高导热系数的胶进行固定， 增加了热量传导能力和整体设计的 机械强度。 本实施例中的动力系统采用采用水冷方式进行散热， 散热效果优于风冷方 式， 同等功率下可以减小滤波模块体积， 减小整体动力系统的体积和重量。
此外， 本发明的另一方面的实施例还提出了一种电动汽车， 包括上述的动力系统。 该电动汽车能够通过三相或单相电进行大功率充电， 方便用户随时随地对电动汽车进 行快速充电， 节约了时间成本， 满足人们的需求。
流程图中或在此以其他方式描述的任何过程或方法描述可以被理解为， 表示包括 一个或更多个用于实现特定逻辑功能或过程的步骤的可执行指令的代码的模块、 片段 或部分， 并且本发明的优选实施方式的范围包括另外的实现， 其中可以不按所示出或 讨论的顺序， 包括根据所涉及的功能按基本同时的方式或按相反的顺序， 来执行功能， 这应被本发明的实施例所属技术领域的技术人员所理解。
在流程图中表示或在此以其他方式描述的逻辑和 /或步骤， 例如， 可以被认为是用 于实现逻辑功能的可执行指令的定序列表， 可以具体实现在任何计算机可读介质中， 以供指令执行系统、 装置或设备（如基于计算机的系统、 包括处理器的系统或其他可 以从指令执行系统、 装置或设备取指令并执行指令的系统） 使用， 或结合这些指令执 行系统、装置或设备而使用。就本说明书而言， "计算机可读介质"可以是任何可以包含、 存储、 通信、 传播或传输程序以供指令执行系统、 装置或设备或结合这些指令执行系 统、 装置或设备而使用的装置。 计算机可读介质的更具体的示例 （非穷尽性列表） 包 括以下： 具有一个或多个布线的电连接部（电子装置）， 便携式计算机盘盒（磁装置）， 随机存取存储器（RAM ) , 只读存储器（ROM ) , 可擦除可编辑只读存储器（EPROM 或闪速存储器） ， 光纤装置， 以及便携式光盘只读存储器 （CDROM ) 。 另外， 计算机 可读介质甚至可以是可在其上打印所述程序的纸或其他合适的介质， 因为可以例如通 过对纸或其他介质进行光学扫描， 接着进行编辑、 解译或必要时以其他合适方式进行 处理来以电子方式获得所述程序， 然后将其存储在计算机存储器中。
应当理解， 本发明的各部分可以用硬件、 软件、 固件或它们的组合来实现。 在上 述实施方式中， 多个步骤或方法可以用存储在存储器中且由合适的指令执行系统执行 的软件或固件来实现。 例如， 如果用硬件来实现， 和在另一实施方式中一样， 可用本 领域公知的下列技术中的任一项或他们的组合来实现： 具有用于对数据信号实现逻辑 功能的逻辑门电路的离散逻辑电路， 具有合适的组合逻辑门电路的专用集成电路， 可 编程门阵列 （PGA ) , 现场可编程门阵列 （FPGA ) 等。
本技术领域的普通技术人员可以理解实现上述实施例方法携带的全部或部分步骤 是可以通过程序来指令相关的硬件完成， 所述的程序可以存储于一种计算机可读存储 介质中， 该程序在执行时， 包括方法实施例的步骤之一或其组合。
此外， 在本发明各个实施例中的各功能单元可以集成在一个处理模块中， 也可以 是各个单元单独物理存在， 也可以两个或两个以上单元集成在一个模块中。 上述集成 的模块既可以采用硬件的形式实现， 也可以采用软件功能模块的形式实现。 所述集成 的模块如果以软件功能模块的形式实现并作为独立的产品销售或使用时， 也可以存储 在一个计算机可读取存储介质中。
上述提到的存储介质可以是只读存储器， 磁盘或光盘等。
在本说明书的描述中， 参考术语"一个实施例"、 "一些实施例"、 "示例"、 "具体示 例"、 或"一些示例"等的描述意指结合该实施例或示例描述的具体特征、 结构、 材料或 者特点包含于本发明的至少一个实施例或示例中。 在本说明书中， 对上述术语的示意 性表述不一定指的是相同的实施例或示例。 而且， 描述的具体特征、 结构、 材料或者 特点可以在任何的一个或多个实施例或示例中以合适的方式结合。
尽管已经示出和描述了本发明的实施例， 对于本领域的普通技术人员而言， 可以 理解在不脱离本发明的原理和精神的情况下可以对这些实施例进行多种变化、 修改、 替换和变型， 本发明的范围由所附权利要求及其等同限定。

Claims

权利要求书
1、 一种电动汽车的充电控制系统， 其特征在于， 包括：
动力电池；
充放电插座， 所述充放电插座与外部电源相连；
双向 DC/AC模块， 所述双向 DC/AC模块的第一直流端与所述驱动控制开关的另 一端相连， 所述双向 DC/AC模块的第二直流端与所述动力电池的另一端相连；
充放电控制模块， 所述充放电控制模块的一端与所述双向 DC/AC模块的交流端相 连， 所述充放电控制模块的另一端与所述充放电插座相连， 其中， 所述充放电控制模 块包括三相充电支路和单相充电支路以分别实现三相充放电或单相充放电； 以及
控制器模块， 所述控制器模块与所述充放电控制模块相连， 所述控制器模块用于 判断所述外部电源的电制， 当所述外部电源的电制为三相时， 所述控制器模块控制所 述三相充电支路开启， 当所述外部电源的电制为单相时， 所述控制器模块控制所述单 相充电支路开启。
2、 如权利要求 1所述的电动汽车的充电控制系统， 其特征在于， 所述控制器模块 根据所述外部电源的第一相电压至第三相电压的有效值判断所述外部电源为单相电源 或三相电源， 并根据判断结果选择对应的充电控制模式。
3、 如权利要求 2所述的电动汽车的充电控制系统， 其特征在于，
当所述第一相电压至第三相电压的有效值均大于第一预设值时， 则所述控制器模 块判断所述外部电源为三相电源；
当所述第一相电压大于所述第一预设值， 所述第二相电压和第三相电压小于第二 预设值时， 则所述控制器模块判断所述外部电源为单相电源， 其中， 所述第二预设值 小于所述第一预设值。
4、 如权利要求 2所述的电动汽车的充电控制系统， 其特征在于， 还包括： 双向 DC/DC模块， 所述双向 DC/DC模块的第一直流端与所述动力电池的另一端 相连， 所述双向 DC/DC模块的第二直流端与所述动力电池的一端相连， 其中， 所述第 一直流端为所述双向 DC/DC模块输入及输出的共用直流端；
驱动控制开关， 所述驱动控制开关的一端与所述动力电池一端相连， 所述驱动控 制开关的另一端与所述双向 DC/DC模块的第三直流端相连；
电机控制开关， 所述电机控制开关的一端与所述双向 DC/AC模块的交流端相连， 所述电机控制开关的另一端与电机相连；
其中， 所述控制器模块与所述驱动控制开关和电机控制开关相连， 所述控制器模 块用于根据所述动力系统当前所处的工作模式对所述驱动控制开关、 电机控制开关和 充放电控制模块进行控制。
5、 如权利要求 4所述的电动汽车的充电控制系统， 其特征在于，
当所述电动汽车的动力系统当前所处的工作模式为驱动模式时， 所述控制器模块 控制所述驱动控制开关闭合以关闭所述双向 DC/DC模块， 并控制所述电机控制开关闭 合， 以及控制所述充放电控制模块断开。
6、 如权利要求 5所述的电动汽车的充电控制系统， 其特征在于，
当所述动力系统当前所处的工作模式为充放电模式时， 所述控制器模块控制所述 驱动控制开关断开以启动所述双向 DC/DC模块， 并控制所述电机控制开关断开， 以及 控制所述充放电控制模块闭合。
7、 如权利要求 1-6任一项所述的电动汽车的充电控制系统， 其特征在于， 还包括： 第一预充控制模块， 所述第一预充控制模块的一端与所述动力电池的一端相连， 所述第一预充控制模块的另一端与所述双向 DC/DC模块的第二直流端相连， 所述第一 预充控制模块用于在为所述双向 DC/DC模块中的电容及母线电容进行预充电， 其中， 所述母线电容连接在所述双向 DC/DC模块的第一直流端和所述双向 DC/DC模块的第 三直 ¾ 端之间。
8、 如权利要求 7所述的电动汽车的充电控制系统， 其特征在于， 所述第一预充控 制模块进一步包括：
第一电阻和第一开关， 所述第一电阻的一端与所述第一开关的一端相连， 所述第 一电阻的另一端与所述动力电池的一端相连， 所述第一开关的另一端与所述双向 DC/DC模块的第二直流端相连；
第二开关， 所述第一电阻和所述第一开关串联之后与所述第二开关并联， 其中， 所述控制器模块在所述动力系统启动时控制所述第一开关闭合以对所述双 向 DC/DC模块中的电容及母线电容进行预充电， 并在所述母线电容的电压等于所述动 力电池的电压的预设倍数时， 控制所述第一开关断开同时控制所述第二开关闭合。
9、 如权利要求 1-7任一项所述的电动汽车的充电控制系统， 其特征在于， 所述双 向 DC/DC模块进一步包括：
相互串联的第一开关管和第二开关管， 所述相互串联的第一开关管和第二开关管 连接在所述双向 DC/DC模块的第一直流端和第三直流端之间， 所述第一开关管和第二 开关管受所述控制器模块的控制， 其中， 所述第一开关管和第二开关管之间具有第一 节点；
第一二极管， 所述第一二极管与所述第一开关管反向并联；
第二二极管， 所述第二二极管与所述第二开关管反向并联；
第一电感， 所述第一电感的一端与所述第一节点相连， 所述第一电感的另一端与 所述动力电池的一端相连； 以及
第一电容， 所述第一电容的一端与所述第一电感的另一端相连， 所述第一电容的 另一端与所述动力电池的另一端相连。
10、如权利要求 1-7任一项所述的电动汽车的充电控制系统，其特征在于，还包括： 漏电流削减模块， 所述漏电流削减模块连接在所述双向 DC/DC模块的第一直流端 和所述双向 DC/DC模块的第三直流端之间。
11、 如权利要求 10所述的电动汽车的充电控制系统， 其特征在于， 所述漏电流削 减模块进一步包括：
第二电容和第三电容， 所述第二电容的一端与所述第三电容的一端相连， 所述第 二电容的另一端与所述双向 DC/DC模块的第一直流端相连， 所述第三电容的另一端与 所述双向 DC/DC模块的第三直流端相连， 其中， 所述第二电容和第三电容之间具有第 二节点。
12、 如权利要求 11所述的电动汽车的充电控制系统， 其特征在于， 还包括： 滤波模块，所述滤波模块连接在所述双向 DC/AC模块和所述充放电控制模块之间。
13、 如权利要求 12所述的电动汽车的充电控制系统， 其特征在于， 还包括： 滤波控制模块， 所述滤波控制模块连接在所述第二节点和所述滤波模块之间， 所 述滤波控制模块受所述控制器模块控制， 所述控制器模块在所述动力系统当前所处的 工作模式为驱动模式时控制所述滤波控制模块断开。
14、 如权利要求 12所述的电动汽车的充电控制系统， 其特征在于， 还包括：
EMI模块， 所述 EMI模块连接在所述充放电插座和充放电控制模块之间。
15、 如权利要求 14所述的电动汽车的充电控制系统， 其特征在于， 还包括： 第二预充控制模块， 所述第二预充模块与所述充放电控制模块并联， 所述第二预 充控制模块用于对所述滤波模块中的电容进行预充电。
16、 一种电动汽车， 其特征在于， 包括如权利要求 1-15任一项所述的充电控制系 统。
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PCT/CN2012/088107 WO2013097828A1 (zh) 2011-12-31 2012-12-31 电动汽车充电时的相序识别方法及相序识别装置
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PCT/CN2012/088035 WO2013097807A1 (zh) 2011-12-31 2012-12-31 用于车辆充电与行驶的互锁方法
PCT/CN2012/088048 WO2013097811A1 (zh) 2011-12-31 2012-12-31 用于电动汽车的放电系统
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PCT/CN2012/088086 WO2013097823A1 (zh) 2011-12-31 2012-12-31 电动汽车之间相互充电的系统及充电连接器
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PCT/CN2012/088010 WO2013097803A1 (zh) 2011-12-31 2012-12-31 电动汽车及用于电动汽车的充电系统
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PCT/CN2012/088094 WO2013097824A1 (zh) 2011-12-31 2012-12-31 电动汽车及用于电动汽车的动力系统和电机控制器
PCT/CN2012/088107 WO2013097828A1 (zh) 2011-12-31 2012-12-31 电动汽车充电时的相序识别方法及相序识别装置
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