WO2016011656A1 - 电动汽车驱动与充电集成控制方法及其应用的电动汽车 - Google Patents

电动汽车驱动与充电集成控制方法及其应用的电动汽车 Download PDF

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Publication number
WO2016011656A1
WO2016011656A1 PCT/CN2014/082999 CN2014082999W WO2016011656A1 WO 2016011656 A1 WO2016011656 A1 WO 2016011656A1 CN 2014082999 W CN2014082999 W CN 2014082999W WO 2016011656 A1 WO2016011656 A1 WO 2016011656A1
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WO
WIPO (PCT)
Prior art keywords
phase
motor
inverter
electric vehicle
coil winding
Prior art date
Application number
PCT/CN2014/082999
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English (en)
French (fr)
Inventor
黄风太
Original Assignee
中山大洋电机股份有限公司
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Filing date
Publication date
Application filed by 中山大洋电机股份有限公司 filed Critical 中山大洋电机股份有限公司
Priority to PCT/CN2014/082999 priority Critical patent/WO2016011656A1/zh
Publication of WO2016011656A1 publication Critical patent/WO2016011656A1/zh
Priority to US15/011,422 priority patent/US10427529B2/en

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Classifications

    • 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
    • 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
    • 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
    • B60L53/20—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
    • B60L53/24—Using the vehicle's propulsion converter for charging
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02J—CIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
    • H02J7/00—Circuit arrangements for charging or depolarising batteries or for supplying loads from batteries
    • H02J7/02—Circuit arrangements for charging or depolarising batteries or for supplying loads from batteries for charging batteries from ac mains by converters
    • 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
    • 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
    • Y02T10/7072—Electromobility specific charging systems or methods for batteries, ultracapacitors, supercapacitors or double-layer capacitors
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/72—Electric energy management in electromobility
    • 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
    • Y02T90/00—Enabling technologies or technologies with a potential or indirect contribution to GHG emissions mitigation
    • Y02T90/10—Technologies relating to charging of electric vehicles
    • Y02T90/12—Electric charging stations
    • 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
    • Y02T90/00—Enabling technologies or technologies with a potential or indirect contribution to GHG emissions mitigation
    • Y02T90/10—Technologies relating to charging of electric vehicles
    • Y02T90/14—Plug-in electric vehicles

Definitions

  • the invention relates to an electric vehicle driving and charging integrated control method and an electric vehicle therefor.
  • the existing inverter for electric vehicles drives the motor, and the high-voltage direct current output by the high-voltage battery is converted into a 3-phase AC output to the motor through the inverter.
  • the high-voltage battery needs to be charged. Otherwise the car cannot be driven.
  • the existing methods for charging high-voltage batteries mainly include the following two types:
  • the first way is as shown in Fig. 1.
  • the phase power supply is replaced by a high-voltage direct current to charge the high-voltage battery, which obviously increases the independent charger, resulting in a complicated product structure and high cost.
  • the principle of operation is based on the concept of Rectifier, which is a combination of rectifier + three-phase interleaved DC I DC, which has low charging efficiency and cannot meet the requirements of fast and efficient charging.
  • a rectifier (Rectifier) is formed by using some components of the inverter (INVERTER), and the external inductor charges the high-voltage battery with a single-phase AC power supply.
  • the single-phase power supply is connected to the inverter through the inductor L and converted into high-voltage direct current through the rectifier to charge the high-voltage battery.
  • the object of the present invention is to provide an electric vehicle driving and charging integrated control method and an electric vehicle thereof, which utilizes a three-phase motor driving system, that is, a reverse operation of an inverter, to charge a high voltage battery, and in a charging state,
  • the inverter becomes a charger, the structure is simpler, the control is simple and compact, and the cost is low. It is fully charged and fully charged, with fast charging and high efficiency.
  • An electric vehicle driving and charging integrated control method comprising a high voltage battery, an inverter and a motor including at least a 3-phase coil winding, wherein when the electric vehicle is in a driving state, the high voltage direct current output of the high voltage battery passes through the inverse
  • the forward operation control of the transformer is converted into a 3-phase AC output to the motor to drive the motor to run; when the electric vehicle is in a charging state, the 3-phase AC power is input to the inverter through 3 charging inductors, and is reversely operated by the inverter.
  • the control is converted to direct current to charge the high voltage battery.
  • the three charging inductors described above are composed of a 3-phase coil winding of the motor, which uses the coil winding of the motor as a charging inductor before entering the inverter.
  • the inverter forward operation control described above refers to controlling the rotor operation of the motor by controlling the phase current of the motor coil winding and the rotor position to control the current of the 3-phase motor; the reverse operation control refers to detecting the motor coil.
  • the current of the winding and the terminal voltage of the 3-phase alternating current of the outer portion convert the external 3-phase alternating current into direct current to charge the high-voltage battery.
  • the number of phases of the coil winding of the motor described above is 3N, and N is an integer.
  • each inverter corresponds to three coil windings connected to the motor.
  • An electric vehicle using the electric vehicle driving and charging integrated control method comprising a high voltage battery, an inverter, and a motor, the motor comprising a stator assembly and a rotor assembly, wherein the stator assembly includes a plurality of phase coil windings
  • the high-voltage battery is connected with the inverter, wherein the electric vehicle is in a driving state, the high-voltage battery is connected to the coil winding of the motor through the inverter, and the high-voltage direct current outputted by the high-voltage battery is converted into the alternating current output through the forward operation control of the inverter.
  • the motor drives the motor to drive the electric vehicle; the electric vehicle is in the charging state, and the 3-phase alternating current of the external part is connected to the inverter through the input connector, and the inverter is used as the charger, and the 3-phase alternating current of the external part is reversely operated by the inverter.
  • Control converts to high voltage DC to charge the high voltage battery.
  • the external 3-phase alternating current described above is first connected to the coil winding of the motor, and the coil winding of the motor is Connected to the inverter, the coil winding of the motor is used as the charging inductor.
  • the above-mentioned input connector for inputting 3-phase alternating current is connected to a three-phase switch control box, wherein the motor is connected between the inverter and the three-phase switch control box; when the electric vehicle is in a driving state, the coil winding of the motor One end is connected to the inverter, and the other end of the coil winding is short-circuited by controlling the three-phase switch control box; when the electric vehicle is in a charging state, one end of the coil winding of the motor is connected with the inverter, and the three-phase switch control box is passed.
  • the control connects the other end of the coil winding to the input connector, and the external 3-phase AC power passes through the coil winding of the motor and then enters the inverter.
  • the number of phases of the coil winding of the motor described above is 3 ⁇ , and ⁇ is an integer.
  • the inverter described above has one, and each inverter is connected to the 3-phase coil winding of the motor.
  • the above described ⁇ 3, that is, the motor is a 9-phase motor, and the inverter has three.
  • Each of the three-phase coils is short-circuited at one end and connected to the external 1-phase AC, and the other end is connected to an inverter.
  • the inverter described above comprises a microprocessor unit, a driving circuit unit, an IGBT module and a detecting circuit.
  • the detecting circuit detects the running parameter of the motor and sends it to the microprocessor unit, and the microprocessor unit outputs a control signal to the driving circuit unit to drive
  • the circuit unit controls the IGBT module to control the normal commutation of the 3 ⁇ phase coil windings of the motor.
  • the inverter forward operation control refers to controlling the rotor operation of the motor by controlling the phase current of the motor coil winding and the rotor position to control the current of the 3-phase motor; the reverse operation control refers to detecting the motor coil winding.
  • the current, the terminal voltage of the 3-phase alternating current of the external part converts the external 3-phase alternating current into direct current to charge the high-voltage battery. .
  • the three-phase switch control box includes a mechanical switch " ⁇ ".
  • ⁇ When the electric vehicle is in the driving state, one end of the coil winding of the motor is connected to the inverter, and the mechanical switch "K closes to short-circuit the other end of the coil winding; when the electric vehicle is charging State, the other end of the coil winding is connected to the input connector, and the alternating current of the phase 3 is passed through the coil winding of the motor, and then enters the inverter, and the mechanical switch "K" is disconnected by the control of the three-phase switch control box, and the coil winding The other end cannot be shorted and connected.
  • the three-phase switch control box described above is connected with a management control unit, and the management control unit detects whether the three-phase switch control box is connected to an external 3-phase AC power supply, and the management control unit is connected to the inverter for communication; When the management control unit detects that the three-phase switch control box is not connected to the external 3-phase AC power, the management control unit notifies the inverter that the electric vehicle is in the driving state, and the control control unit controls the three-phase switch control box to make the 3-phase coil of the motor.
  • the other end of the winding is short-circuited, and the high-voltage DC output of the high-voltage battery is converted into a 3-phase AC output to the motor through the inverter forward operation control, and the drive motor operates; when the management control unit detects the three-phase switch control box and accesses the external 3-phase AC power, the management control unit informs the inverter that the electric vehicle is in the charging state, and the 3-phase coil winding of the motor is connected with the external 3-phase AC power supply through the control of the three-phase switch control box, and the 3-phase AC power supply of the external part is passed.
  • the inverter reverse operation control is converted into high voltage direct current to charge the high voltage battery.
  • the high-voltage battery described above is also connected to a battery management system BMS, and the battery management system BMS is in communication with the inverter.
  • the three-phase switch control box described above includes three relay switches and their collector coil drive circuits.
  • the three-phase switch control box described above comprises six IGBTs, each of which is combined into one switch, and two IG BT emitters of each group are connected to each of the two IG BTs in the upper IG BT.
  • the collector is connected to the external 1-phase AC power supply, and the collector of the lower IGBT is connected to the parallel lead of the motor's 3-phase winding.
  • the base of each IGBT is connected to the connection control signal.
  • the three-phase switch control box described above includes three switches, and the three switches can respectively disconnect one ends of the three-phase windings of the motor from each other or short-circuit each other, and the three switches are realized by mechanical switches.
  • the three switches described above are electromagnetic relay contacts.
  • the three-phase switch control box described above includes three switches.
  • the three switches can respectively disconnect one end of the three-phase winding of the motor or short-circuit each other, and the three switches can be realized by an electronic switch.
  • the electronic switch described above is an IG BT module, and the IG BT module comprises six IG BT components. Each two IGBTs are combined into one switch, and two IGBT emitters of each group are connected, and two IGBTs of each group are connected. One end of the collector is connected to the external one-phase AC power supply, and the collector of the other end of the IGBT is connected to the lead of the three-phase winding of the motor, and the bases of the IGBTs respectively lead to the connection control signal
  • the management control unit described above includes a transformer, a voltage sensor, a rectifier circuit, and a DC-DC
  • the circuit and the transformer are connected to an external 3-phase AC power supply to obtain a power signal, and the power signal is detected by the voltage sensor, and the power signal is outputted through the rectifier circuit and the DC-DC circuit to output a wake-up signal to the inverter, and output another switch.
  • the control signal is sent to the three-phase switch control box, and the inverter returns the switch control signal to the rectifier circuit and the DC-DC circuit.
  • the invention has the following effects:
  • the inverter When the electric vehicle is in the charging state, the 3-phase alternating current is input to the inverter, and the inverter is converted into direct current to charge the high-voltage battery through the inverter reverse operation control. At this time, the inverter is equivalent to a charger, and does not need to be like The same as the traditional car charger plus a separate charger or charging inductor, small size, simple structure, low cost;
  • the inverter In the charging state, the inverter is equivalent to a charger, and is not a conventional rectifier + rectifier + three-phase interleaved DC / DC concept, the present invention is a three-phase motor drive system - inverter
  • the reverse operation of the device makes the structure simpler. It only needs to increase the inverter (INVERTER) reverse operation control program, the control is very simple, and the manufacturing cost is lower;
  • the invention is a reverse operation of a three-phase motor drive system-inverter (INVERTER), which is a 3-phase full-power charging of an external 3-phase alternating current, which is fast in charging, high in efficiency, and has a charging capability much longer than a conventional single-phase charging. High efficiency of three-phase charging through a diode rectifier;
  • the electric vehicle of the present invention is connected to an external 3-phase AC power supply through a three-phase switch control box, wherein: the motor is connected between the inverter and the three-phase switch control box or the three-phase switch control box is connected to the inverter and the motor
  • the motor is connected between the inverter and the three-phase switch control box or the three-phase switch control box is connected to the inverter and the motor
  • the inverter forward operation control Through the inverter forward operation control, it is converted into 3-phase AC output to the motor to drive the motor to run; when the electric vehicle is in the charging state, the 3-phase coil winding end of the motor is connected to the inverter through the control of the three-phase switch control box. , the other end of the 3-phase coil winding communicates with the external 3 phase
  • the power supply is connected, and the external 3-phase AC power supply is converted into high-voltage battery by the reverse operation control of the inverter to charge the high-voltage battery, thereby realizing automatic switching between the inverter and the charger, and the operation is simple;
  • the three-phase switch control box of the electric vehicle of the present invention is connected with a management control unit, and the management control unit detects whether the three-phase switch control box is connected to an external 3-phase AC power supply, and the management control unit communicates with the inverter, and manages
  • the control unit can automatically control the action of the three-phase switch control box and notify the inverter whether it is currently in the driving working state or the charging working state, so that the inverter can switch the appropriate control mode, and the control is simple and reasonable;
  • the electric vehicle of the present invention can use three inverters with a 9-phase coil winding motor, each 3-phase coil winding is driven by an inverter, and a high-voltage battery is connected to the input end of the inverter, and the 9-phase coil of the motor The winding is connected to one end of the three inverters, and the other end of the 9-phase coil winding of the motor is connected to the external 3-phase AC power supply; the phase switch control box is not needed, the structure is simpler and the cost is lower.
  • the three-phase switch control box includes a mechanical switch J ⁇ .
  • the mechanical switch “K closes to short-circuit the other end of the coil winding;
  • the electric vehicle In the charging state the other end of the coil winding is connected with the input connector, and the alternating current of the phase 3 is passed through the coil winding of the motor, and then enters the inverter, and the mechanical switch JK is disconnected by the control of the three-phase switch control box.
  • the other end of the winding cannot be short-circuited. Prevents short circuits and is safer and more operability.
  • FIG. 1 is a circuit schematic diagram of one mode of integrated driving and charging control of an electric vehicle
  • FIG. 2 is a circuit schematic diagram of another mode of integrated driving and charging of an electric vehicle
  • FIG. 3 is a first embodiment of the present invention. Circuit schematic diagram
  • FIG. 4 is a circuit schematic diagram of an inverter of the present invention.
  • FIG. 5 is an electrical schematic diagram of a three-phase switch control box using a mechanical switch according to Embodiment 1 of the present invention
  • FIG. 6 is an electrical schematic diagram of an electronic switch using a three-phase switch control box according to Embodiment 1 of the present invention
  • It is an electrical connection diagram of a state of charge in the embodiment of the present invention
  • Figure 8 is a circuit schematic diagram of the management control unit of the present invention.
  • 9 is a schematic circuit diagram of a second embodiment of the present invention.
  • Figure 10 is a circuit diagram showing the connection between three inverters and a motor in the second embodiment
  • FIG. 11 is a schematic diagram showing the principle of reverse operation control of the inverter of the present invention.
  • Figure 12 is a waveform diagram of current flowing through the windings of each phase of the motor when the present invention is charging;
  • Figure 13 is a schematic view showing the connection of Embodiment 4 to Embodiment 11 of the present invention.
  • Embodiment 1 As shown in FIG. 3, the present invention is an electric vehicle including a high voltage battery, an inverter, and a motor.
  • the motor includes a stator assembly and a rotor assembly, and the stator assembly includes a 3-phase coil winding and a high voltage battery.
  • Connected to the inverter it also includes a three-phase switch control box, a three-phase switch control box is connected to the 3-phase AC input connector, and the input connector is input to an external 3-phase AC, where the motor is connected to the inverter and three-phase switch control
  • the 3-phase AC input connector is connected to the charging socket of the charging station, and the 3-phase AC mains power supply enters the charging socket through the 3-phase transformer;
  • one end of the 3-phase coil winding of the motor is connected to the inverter, and the other end of the 3-phase coil winding is connected to the 3-phase alternating current by controlling the three-phase switch control box.
  • the input connector is connected, and the 3-phase alternating current of the outer part passes through the 3-phase coil winding of the motor, and the 3-phase coil winding of the motor is used as the charging inductance, and then enters the inverter, and is converted into a high-voltage direct current by the inverter reverse operation control to the high-voltage battery. Charge it.
  • the inverter includes a microprocessor unit, a driving circuit unit, an IGBT module, and a detecting circuit.
  • the detecting circuit detects the running parameter of the motor and sends it to the microprocessor unit, and the microprocessor unit outputs a control signal to the driving circuit unit.
  • the driving circuit unit controls the IGBT module to control the normal commutation of the 3-phase coil winding of the motor.
  • the IGBT module is composed of 6 electronic switch tubes Ql, Q2, Q3, Q4, Q5 and Q6 form three bridge arms, each of which is connected to one phase coil winding (U, V, W) of the motor.
  • the inverter forward operation control is to convert the phase windings of the motor by detecting the current of the motor winding and the rotor position parameter, thereby realizing the conversion of the high voltage direct current into the 3-phase alternating current.
  • the detecting circuit detects the motor winding and rotor position parameters and sends them to the microprocessor unit.
  • the microprocessor unit outputs 6 PWM signals to the driving circuit unit according to the current of the motor winding and the rotor position parameter, and the driving circuit unit controls the electronic switch tube Ql. Q2, Q3, Q4, Q5, Q6 are turned on or off.
  • Inverter forward operation - that is, as a commutation drive component of a permanent magnet motor has been disclosed in detail in textbooks or patent documents, there is no need to elaborate in detail here, the measurement of rotor position parameters is usually realized by a resolver, detecting the winding of the motor Current can be achieved with a current sensor.
  • the reverse operation control refers to detecting the current of the motor coil winding and the terminal voltage of the three-phase alternating current to convert the external 3-phase alternating current into direct current to charge the high-voltage battery. .
  • the detecting circuit detects the current of the motor winding and the terminal voltage of the external 3-phase alternating current and sends it to the microprocessor unit.
  • the microprocessor unit outputs the microprocessor unit according to the current of the motor winding and the external 3-phase alternating current terminal voltage. 6 PWM signals are sent to the driving circuit unit, and the driving circuit unit controls the electronic switching tubes Ql, Q2, Q3, Q4, Q5, and Q6 to be turned on in turn, so that the high voltage direct current passes through the electronic switching tube and charges the high voltage battery. It is possible to establish a reverse charging control program in the inverter, in other words, the reverse charging control program is different from the forward operation control program.
  • the three-phase switch control box is connected with a management control unit, and the management control unit detects whether the three-phase switch control box is connected to an external 3-phase AC power supply, and the management control unit communicates with the inverter;
  • the three-phase switch control box is not connected to the external 3-phase AC power, the management control unit notifies the inverter that the electric vehicle is in the driving state, and the control control unit controls the three-phase switch control box to make the other end of the 3-phase coil winding of the motor
  • the short-circuited Li is connected, and the high-voltage DC output from the high-voltage battery is converted into a 3-phase AC output to the motor through the forward operation control of the inverter, and the drive motor operates;
  • management control unit detects the three-phase switch control box and accesses the external 3-phase AC power, management
  • management The control unit notifies the inverter that the electric vehicle is in a charging state, and the 3-phase coil winding of the motor is connected with the external 3-phase AC power supply by controlling the three-phase
  • the high-voltage battery is also connected to the battery management system BMS, and the battery management system BMS is connected to the inverter.
  • the three-phase switch control box includes a mechanical switch JK.
  • the mechanical switch JK When the electric vehicle is in a driving state, one end of the coil winding of the motor is connected to the inverter, and the mechanical switch JK is closed to short-circuit the other end of the coil winding.
  • the electric vehicle When the electric vehicle is in a charging state, the other end of the coil winding is connected with the input connector, and the alternating current of the phase 3 is passed through the coil winding of the motor, and then enters the inverter, and the mechanical switch is controlled by the control of the three-phase switch control box.
  • ⁇ Disconnect the other end of the coil winding cannot be short-circuited. In order to operate the inverter, it is safer and more reliable to switch between the drive mode and the charge mode.
  • the information of the external 3-phase AC power supply voltage needs to be monitored/measured, as shown in Figure 8.
  • _ HV battery should be connected to the inverter, all electric vehicles need to measure whether to connect, .
  • Inverter PWM is off, then the mechanical switch JK is controlled by the control of the three-phase switch control box Disconnected, the other end of the coil winding is connected to the input connector, and the alternating current of the 3-phase alternating current passes through the coil winding of the motor and then enters the inverter.
  • the external 3-phase AC input connector, the terminal should have voltage, as shown in Figure 8. If not, the external 3-phase AC is not connected; ⁇ AC power feedback signal, as shown in Figure 8, in the charging mode; the electric motor is used to drive the control_revolutionary signal to replace the external 3-phase AC terminal voltage signal.
  • the three-phase switch control box adopts an electronic switch, which is composed of six IGBTs, and each two IGBTs are combined into one switch, and two IGBT emitters of each group are connected, and two IGBTs of each group are connected.
  • the collector of the upper middle IGBT is connected to the external 1-phase AC power supply, and the collector of the lower IGBT is connected to the parallel lead of the motor 3-phase winding, and the base of each IGBT is connected to the connection control signal C2.
  • a power switch can be added to the rear of the 3-phase AC input connector.
  • the power switch is a mechanical switch with a normally open contact.
  • the management control unit includes a transformer, a voltage sensor, a rectifier circuit, and a DC-DC circuit.
  • the transformer is connected to an external power supply of the 3-phase AC power supply to obtain a power signal C4, and the power signal C4 is detected by a voltage sensor and then outputted.
  • the power signal c4 outputs a charging wake-up signal C5 to the inverter through the rectifier circuit and the DC-DC circuit, and outputs another switch control signal C3 to the three-phase switch control box, and the inverter returns the switch control signal N to the rectifier circuit and the DC- DC circuit.
  • the transformer is a 380V/12V transformer.
  • Embodiment 2 As shown in FIG.
  • the present invention is an electric vehicle including a high voltage battery, three inverters, and a motor, the motor including a stator assembly and a rotor assembly, and the stator assembly includes a 9-phase coil winding.
  • the motor including a stator assembly and a rotor assembly, and the stator assembly includes a 9-phase coil winding.
  • Each 3-phase coil winding is driven by an inverter, and a high-voltage battery is connected to the input end of the inverter.
  • the 9-phase coil winding of the motor is connected to one end of the three inverters, and the other end of the 9-phase coil winding of the motor is connected to the outside.
  • 3-phase AC power supply ;
  • the stator assembly contains 9-phase coil windings.
  • Each 3-phase coil winding is driven by an inverter.
  • One end of the 3-phase coil winding connected to the same inverter is short-circuited and connected to a phase of 3-phase AC.
  • AC input, 3-phase AC input connector inputs external 3-phase AC, high-voltage battery is also connected with battery management system BMS, battery management system BMS is connected with 3 inverters, inverter is connected to management control unit, management control unit detects Whether to access the external 3 intersecting power supply;
  • each inverter forms a motor unit with the 3-phase coil winding in the motor (motor 1, Motor 2 and motor 3), when in the driving state, each inverter drives and controls the 3-phase coil winding.
  • motor 1, Motor 2 and motor 3 when in the driving state, each inverter drives and controls the 3-phase coil winding.
  • each phase AC input is wound into the 3-phase coil, and then enters an inverter.
  • the transformer performs reverse operation control according to the state of the alternating current input of the phase, and converts into high voltage direct current to charge the high voltage battery. Such a connection can omit the three-phase switch control box and save cost.
  • each inverter includes a microprocessor unit, a driving circuit unit, an IGBT module, and a detection circuit
  • the detection circuit detects the motor operation parameter and sends it to the microprocessor unit
  • the microprocessor unit outputs a control signal to the drive circuit unit
  • the drive circuit unit controls the IGBT module to control the normal commutation of the 3-phase coil winding of the motor
  • the inverter forward operation control refers to controlling the rotor operation of the motor by controlling the phase current of the motor coil winding and the rotor position to control the current of the 3-phase motor
  • the reverse operation control refers to detecting the current of the motor coil winding.
  • the external 3-phase AC terminal voltage converts the external 3-phase AC power into DC power to charge the high-voltage battery.
  • the following is a brief description of the inverter reverse operation control refers to the commutation operation of each phase winding of the motor. As shown in Fig. 11 and Fig. 12, the current transformer through each phase coil winding (U, V, W) of the motor. Or the current sensor sensor detects the current state of each phase of the motor coil winding.
  • the input three-phase alternating current AC POWER is a sinusoidal current and is 120 degrees apart from each other, including phase A, phase B and phase C, current transformer or
  • the current sensor detects the phase current of each phase motor coil winding and the external 3-phase alternating current terminal voltage, and transmits it to the microprocessor through A/D conversion; the microprocessor unit outputs Pl, P2, P3, P4, P5, P6, etc.
  • the driving circuit unit controls the electronic switching tubes Ql, Q2, Q3, Q4, Q5, Q6 to conduct in turn, so that the high voltage direct current passes through the electronic switching tube and charges the high voltage battery, the microprocessor unit
  • the microprocessor unit When it is detected that the U-phase coil winding is in the positive half cycle, the electronic switch tube Q1 is turned on, and in the negative half cycle, the electronic switch tube Q2 is turned on; the microprocessor unit detects the V-phase coil winding When the positive half cycle, open the electronic switch tube Q3, when it is in the negative half cycle, open the electronic switch tube Q4; when the microprocessor unit detects that the W-phase coil winding is in the positive half cycle, open the electronic switch tube Q5, when it is in the negative half cycle, open Electronic switch tube Q6.
  • the electric vehicle comprises a high voltage battery, an inverter and a motor.
  • the high voltage direct current outputted by the high voltage battery is converted into 3 by the inverter forward operation control.
  • the alternating current is output to the motor to drive the motor to run;
  • the 3-phase alternating current of the external part is input to the inverter through three charging inductors, and is converted into direct current by the inverter to convert the high-voltage battery into a direct current.
  • the three charging inductors are composed of three-phase coil windings of the motor, and the coil windings of the motor are used as charging inductors.
  • the inverter forward operation control refers to controlling the rotor operation of the motor by controlling the phase current of the motor coil winding and the rotor position to control the current of the 3-phase motor; the reverse operation control means detecting The current of the motor coil winding and the terminal voltage of the 3-phase alternating current of the external part convert the external 3-phase alternating current into direct current to charge the high-voltage battery.
  • the number of phases of the coil winding of the motor is 3N, and N is an integer.
  • Embodiment 4 to Embodiment 11 As shown in FIG. 13, with this figure, we can obtain various embodiments: there are 3-phase AC input A, B, C in the figure, which is located in the charging socket of FIG.
  • 9-phase coil windings L1, L2, L3, L4, L5, L6, L7, L8 and L9, high voltage battery and inverter with 9 charging contacts 1-1, 1-2, 1-3, 1 -4, 1-5, 1-6, 1-7, 1-8, 1-9 and 9 drive contacts 2-1, 2-2, 2-3, 2-4, 2-5, 2- 6, 2-7, 2-8, 2-9; with switching relay switch JK, control relay switch JK open and closed drive circuit, mainly including transistor Q0 and relay coil L.
  • the nine charging contacts 1-1, 1-2, 1-3, 1-4, 1-5, 1-6, 1-7, 1-8, 1-9 correspond to the input connectors of FIG.
  • the 2-3 short circuit is connected, and the drive contacts 2-4, 2-5, and 2-6 are short-circuited.
  • charging contacts 1-1 and 1-4 are connected to 3-phase AC input A
  • charging contacts 1-2 and 1-5 are connected to 3-phase AC input B
  • charging contacts 1-3 and 1-6 are connected to 3-phase AC input C; when driven, drive contacts 2-1, 2-2, 2-3, 2-4, 2-5, and 2-6 are shorted Pick it up.
  • charging contacts 1-1, 1-2 and 1-3 are connected to 3-phase AC input A
  • charging contacts 1-4, 1-5 and 1-6 are The 3-phase AC input B is connected
  • the charging contacts 1-7, 1-8 and 1-9 are connected to the 3-phase AC input C; when in the driving state, the contacts 2-1, 2-2, 2- are driven.
  • 3 Short circuit is connected, drive contacts 2-4, 2-5, and 2-6 are short-circuited, and drive contacts 2-7, 2-8, and 2-9 are short-circuited.
  • Charging contacts 1-1, 1-4 and 1-7 are connected to 3-phase AC input A, charging contacts 1-2, 1-5 and 1-8 are connected to 3-phase AC input B, charging contact 1 -3, 1-6 and 1-9 are connected to the 3-phase AC input C; when in the driving state, the drive contacts 2-1, 2-2, 2-3 are short-circuited to drive the contacts 2-4, 2-5, and 2-6 are short-circuited, and the drive contacts 2-7, 2-8, and 2-9 are short-circuited.
  • Charging contacts 1-1, 1-2 and 1-3 are connected to 3-phase AC input A, charging contacts 1-4, 1-5 and 1-6 are connected to 3-phase AC input B, charging contact 1 -7, 1-8 and 1-9 are connected to the 3-phase AC input C; when in the drive state, the drive contacts are 2-1, 2-2, 2-3, 2-4, 2-5, 2-6, 2-7, 2-8, and 2-9 are shorted together.
  • Charging contacts 1-1, 1-4 and 1-7 are connected to 3-phase AC input ⁇ , charging contacts 1-2,
  • charging contacts 1-1 and 1-4 are connected to 3-phase AC input
  • charging contacts 1-2 and 1-5 are connected to 3-phase AC input B
  • charging contact 1 -3 is connected to the 3-phase AC input C; when in the drive state, the drive contacts 2-1, 2-2, 2-3, 2-4, 2-5 are short-circuited.
  • the high-voltage direct current outputted by the high-voltage battery is converted into a 3-phase alternating current output to the motor through the inverter forward operation control, and the phase motor is driven to operate; when the electric vehicle is in a charging state, the 3-phase alternating current input to the counter is reversed
  • the transformer converts the high voltage battery by converting the reverse operation control of the inverter into direct current.

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Abstract

一种电动汽车驱动与充电集成控制方法及应用所述控制方法的电动汽车，所述电动汽车采用一种将驱动功能与充电功能共用同一硬件的拓扑系统结构，所述电动汽车包括高压电池、逆变器和电机，当电动汽车处于驱动状态，高压电池输出的高压直流电通过逆变器正向操作控制转换成3相交流电输出到电机，驱动电机运转；当电动汽车处于充电状态，外部3相交流电输入到电机，通过电机的线圈绕组，再输入到逆变器，通过逆变器反向操作控制转换成直流电对高压电池进行充电，利用电机的线圈绕组作为充电电感和电机驱动系统，即逆变器的反向操作，对高压电池进行充电，在充电状态下，把电机的线圈绕组作为充电电感，把逆变器变成充电器，结构更加简单，控制简便体积紧凑，成本低，处于全功率驱动的充电能力，充电快速，效率高。

Description

电动汽车驱动与充电集成控制方法及其应用的电动汽车 技术领域 ：
本发明涉及电动汽车驱动与充电集成控制方法及其应用的电动汽车。
背景技术 ：
现有电动汽车用逆变器 ( INVERTER )进行驱动电机，利用高压电池输出的 高压直流电通过逆变器转换成 3相交流输出到电机，当高压电池电量较低时， 需要对高压电池进行充电，否则无法驱动汽车。 现有对高压电池进行充电的方 式主要包括如下两种：
第一种方式如图 1所示 相供电电源通过独立的充电器换成高压直流电对 高压电池进行充电，这样明显增加了独立的充电器，导致产品结构复杂，成本 偏高，另外这种充电器的运作原理是基于整流 ( Rectifier )的概念，即整流器 + 三相交错的 DC I DC的组合，充电效率较低，不能满足快速高效充电的要求。
第二种方式如图 2所示，利用逆变器 ( INVERTER )的部分元器件形成整流 器（ Rectifier ) ,外加电感器利用单相交流电源对高压电池进行充电。当充电时 , 首先需要通过开关 K1切断逆变器与电机三相绕组之间的连接，单相供电电源通 过电感器 L与逆变器连接并通过整流器转换成高压直流电对高压电池进行充电， 这种结构见美国专利 US8441229(B2) ,这种方式，他们的拓扑结构是传统的 充电器的概念，即，整流器 +三相交错的 DC / DC；需要额外增加电感器 L ,体 积大，成本高，充电效率低，因为使用两阶段的功率转换，即交流 AC-直流 DC- 交流 AC ,需要一个全新的充电器控制器包括 AC I DC和 DC / DC ,控制较为 发明内容 ：
本发明的目的是提供电动汽车驱动与充电集成控制方法及其应用的电动汽 车，利用三相电机驱动系统--即逆变器的反向操作，对高压电池进行充电，在充 电状态下，把逆变器变成充电器，结构更加简单，控制简便体积紧凑，成本低 , 处于全功率驱动的充电能力，充电快速，效率高。
本发明的目的是通过下述技术方案予以实现的：
电动汽车驱动与充电集成控制方法，所述的电动汽车包括高压电池、 逆变 器和至少含有 3相线圈绕组的电机，其特征在于：当电动汽车处于驱动状态， 高压电池输出的高压直流电通过逆变器正向操作控制转换成 3相交流电输出到 电机，驱动电机运转；当电动汽车处于充电状态，夕卜部 3相交流电经过 3个充 电电感器输入到逆变器，通过逆变器反向操作控制转换成直流电对高压电池进 行充电。
上述所述的 3个充电电感器是由电机的 3相线圈绕组组成，利用电机的线 圈绕组作为充电电感器，然后才进入到逆变器。
上述所述的逆变器正向操作控制是指通过检测电机线圈绕组的相电流和转 子位置对 3相电机的电流进行控制驱动电机的转子运转；所述的反向操作控制 是指检测电机线圈绕组的电流、 夕卜部 3相交流电的端电压使外部 3相交流电转 换成直流电对高压电池进行充电。
上述所述的电机的线圈绕组的相数是 3N , N是整数。
上述所述的逆变器的个数是 N个，每个逆变器对应连接电机的 3个线圈绕 组。
一种利用权利要求 1所述的电动汽车驱动与充电集成控制方法的电动汽车， 包括高压电池、 逆变器和电机，所述的电机包括定子组件和转子组件，定子组 件里面含有若干相线圈绕组，高压电池与逆变器连接，其特征在于：电动汽车 处于驱动状态，高压电池通过逆变器连接电机的线圈绕组， 高压电池输出的高 压直流电通过逆变器正向操作控制转换成交流电输出到电机，驱动电机运转牵 引电动车；电动汽车处于充电状态，夕卜部 3相交流电通过输入连接器连接到逆 变器，利用逆变器作为充电器，夕卜部 3相交流电通过逆变器反向操作控制转换 成高压直流电对高压电池进行充电。
上述所述的外部 3相交流电先连接到电机的线圈绕组，电机的线圈绕组再 与逆变器连接，利用电机的线圈绕组作为充电电感器。
上述所述的用来输入 3相交流电的输入连接器后面连接三相开关控制盒， 其中电机连接在逆变器与三相开关控制盒之间；当电动汽车处于驱动状态，电 机的线圈绕组的一端与逆变器连接，通过对三相开关控制盒的控制使线圈绕组 另一端短路连接起来；当电动汽车处于充电状态，电机的线圈绕组一端与逆变 器连接，通过对三相开关控制盒的控制使线圈绕组的另一端与输入连接器连接 , 外部 3相交流电通过电机的线圈绕组，然后进入逆变器。
上述所述的电机的线圈绕组的相数是 3Ν , Ν是整数。
上述所述的逆变器具有 Ν个 ，每个逆变器与电机的 3相线圈绕组连接。 上述所述的 Ν = 3 ,即电机是 9相电机，逆变器具有 3个 ，每 3相线圈绕 组一端短路连接起来并连接外部 1相交流电，另一端连接一个逆变器。
上述所述的逆变器包括微处理器单元、 驱动电路单元、 IGBT模块和检测电 路，检测电路检测电机运行参数并送到微处理器单元，微处理器单元输出控制 信号到驱动电路单元，驱动电路单元控制 IGBT模块，以便控制电机的 3Ν相线 圈绕组正常换相。
所述的逆变器正向操作控制是指通过检测电机线圈绕组的相电流和转子位 置对 3相电机的电流进行控制驱动电机的转子运转；所述的反向操作控制是指 检测电机线圈绕组的电流、 夕卜部 3相交流电的端电压使外部 3相交流电转换成 直流电对高压电池进行充电。。
三相开关控制盒包括有机械开关」Κ ,当电动汽车处于驱动状态，电机的线 圈绕组的一端与逆变器连接 ,机械开关」 K闭合使线圈绕组另一端短路连接起来； 当电动汽车处于充电状态，线圈绕组的另一端与输入连接器连接，夕卜部 3相交 流电通过电机的线圈绕组，然后进入逆变器，通过对三相开关控制盒的控制， 使机械开关」K断开，线圈绕组另一端不能短路连接起来。
上述所述的三相开关控制盒连接有管理控制单元，管理控制单元检测三相 开关控制盒是否接入外部 3相交流供电电源，管理控制单元与逆变器连接通信； 当管理控制单元检测三相开关控制盒没有接入外部 3相交流电，管理控制单元 通知逆变器 -—电动汽车处于驱动状态，管理控制单元对三相开关控制盒的控制 使电机的 3相线圈绕组的另一端短路连接起来，高压电池输出的高压直流电通 过逆变器正向操作控制转换成 3相交流电输出到电机，驱动电机运转；当管理 控制单元检测三相开关控制盒接入外部 3相交流电，管理控制单元通知逆变器 —-电动汽车处于充电状态，通过对三相开关控制盒的控制使电机的 3相线圈绕 组与外部 3相交流供电电源连接，夕卜部 3相交流供电电源通过逆变器反向操作 控制转换成高压直流电对高压电池进行充电。
上述所述的高压电池还连接有电池管理系统 BMS ,电池管理系统 BMS与 逆变器连接通信。
上述所述的所述的三相开关控制盒包括 3个继电器开关及其集电器线圈驱 动电路。
上述所述的所述的三相开关控制盒包括 6个 IGBT组成，每 2个 IGBT组合 成一个开关 ,每组的 2个 IG BT发射极连接起来每组的 2个 IG BT中上方的 IG BT 的集电极连接外部 1相交流供电电源 ,下方的 IGBT的集电极与电机 3相绕组的 并联引线连接 '各 IGBT的基极分别引出连接控制信号。
上述所述的三相开关控制盒包括 3个开关 ,3个开关可以分别把电机的 3相 绕组的一端互相断开或者互相短接， 3个开关是机械开关实现。
上述所述 3个开关是电磁继电接触器。
上述所述的三相开关控制盒包括 3个开关。 3个开关可以分别把电机的 3相 绕组的一端互相断开或者互相短接， 3个开关可以由电子开关实现。
上述所述的电子开关是 IG BT模块 ,所述的 IG BT模块包括 6个 IG BT组成， 每 2个 IGBT组合成一个开关，每组的 2个 IGBT发射极连接起来，每组的 2个 IGBT的集电极一端连接外部 1相交流供电电源，另一端的 IGBT的集电极与电 机 3相绕组的引线连接，各 IGBT的基极分别引出连接控制信号
上述所述的管理控制单元包括变压器、 电压传感器、 整流电路以及 DC- DC 电路，变压器连接到外部 3相交流供电电源上获取电源信号，电源信号通过电 压传感器检测后反馈输出，电源信号通过整流电路以及 DC-DC电路输出一路充 电唤醒信号到逆变器，输出另一路开关控制信号到三相开关控制盒，逆变器返 回开关控制信号到整流电路以及 DC-DC电路。
本发明与现有技术相比，具有如下效果：
1 )当电动汽车处于充电状态，夕卜部 3相交流电输入到逆变器，通过逆变器 反向操作控制转换成直流电对高压电池进行充电，这时候逆变器相当于一个充 电器，无需像传统汽车充电器一样外加独立充电器或者充电电感器，体积小， 结构简单，成本低；
2 )本发明在充电状态下，逆变器相当于一个充电器使用，并非传统意见的 简单整流 +整流器 +三相交错的 DC / DC的概念，本发明是对三相电机驱动系统 -逆变器( INVERTER )的反向操作 ,结构更加简单 ,只需增加逆变器（ INVERTER ) 反向操作的控制程序即可，控制非常简单，制造成本更低；
3 )本发明是对三相电机驱动系统-逆变器 ( INVERTER )的反向操作，是对 外部 3相交流电进行 3相全功率充电，充电快速，效率高，充电能力远比传统 单相充电器或者通过二极管整流器进行三相充电的效率高；
4 )本发明动汽车处于充电状态时，夕卜部 3相交流供电电源通过输入到电机 的线圈绕组，利用电机的线圈绕组和定子铁芯组成电感器，无需外加充电电感 器，节省成本和体积，简化结构；
5 )本发明的电动汽车通过三相开关控制盒连接外部 3相交流供电电源，其 中：电机连接在逆变器与三相开关控制盒之间或者三相开关控制盒连接在逆变 器与电机之间 ；当电动汽车处于驱动状态，通过对三相开关控制盒的控制使电 机的 3相线圈绕组的一端与逆变器连接， 3相线圈绕组另一端短路连接起来，高 压电池输出的高压直流电通过逆变器正向操作控制转换成 3相交流电输出到电 机，驱动电机运转；当电动汽车处于充电状态，通过对三相开关控制盒的控制 使电机的 3相线圈绕组一端与逆变器连接， 3相线圈绕组的另一端与外部 3相交流 供电电源连接，外部 3相交流供电电源通过逆变器反向操作控制转换成高压直流 电对高压电池进行充电，这样实现逆变器与充电器之间的自动切换，操作简便；
5 )本发明的电动汽车的三相开关控制盒连接有管理控制单元，管理控制单 元检测三相开关控制盒是否接入外部 3相交流供电电源，管理控制单元与逆变器 连接通信，通过管理控制单元可以自动控制三相开关控制盒的动作，并通知逆 变器当前处于驱动工作状态还是充电工作状态，以便逆变器切换恰当的控制模 式，控制简单合理；
6 )本发明的电动汽车可以采用 3个逆变器带 9相线圈绕组的电机，每 3相线 圈绕组通过一个逆变器驱动， 高压电池连接到逆变器的输入端，电机的 9相线 圈绕组连接到 3个逆变器的一端，电机的 9相线圈绕组的另一端连接外部 3相交流 供电电源；无需相开关控制盒，结构更加简单，成本更加低。
7 )三相开关控制盒包括有机械开关 J Κ ,当电动汽车处于驱动状态，电机的 线圈绕组的一端与逆变器连接，机械开关」 K闭合使线圈绕组另一端短路连接起 来；当电动汽车处于充电状态，线圈绕组的另一端与输入连接器连接，夕卜部 3相 交流电通过电机的线圈绕组，然后进入逆变器，通过对三相开关控制盒的控制， 使机械开关 J K断开，线圈绕组另一端不能短路连接起来。 防止短路，安全性可 操作性更加好。
附图说明：
图 1是现有电动汽车驱动与充电集成控制其中一种方式的电路原理图； 图 2是现有电动汽车驱动与充电集成控制另一种方式的电路原理图； 图 3是本发明实施例一的电路原理图；
图 4是本发明逆变器的电路原理图；
图 5是本发明实施例一中三相开关控制盒采用机械开关的一种电气原理图； 图 6是本发明实施例一中三相开关控制盒采用电子开关的一种电气原理图； 图，是本发明实施例一充电状态的电气连接图；
图 8是本发明管理控制单元的电路原理图； 图 9是本发明实施例二的电路原理图；
图 10是实施例二中 3个逆变器与电机之间的连接电路图；
图 11是本发明的逆变器反向操作控制的原理示意图；
图 12是本发明处于充电时，流过电机各相绕组电流的波形图；
图 13是本发明的实施例四至实施例十一的连接示意图。
具体实施方式：
下面通过具体实施例并结合附图对本发明作进一步详细的描述。
实施例一 ：如图 3所示，本发明是一种电动汽车，包括高压电池、 逆变器 和电机，所述的电机包括定子组件和转子组件，定子组件里面含有 3相线圈绕 组，高压电池与逆变器连接，它还包括三相开关控制盒，三相开关控制盒连接 3 相交流电的输入连接器，输入连接器输入外部 3相交流电，其中电机连接在逆 变器与三相开关控制盒之间， 3相交流电输入连接器连接在充电站的充电插座 中， 3相交流的市电电源经过 3相变压器进入充电插座中；
当电动汽车处于驱动状态，电机的 3相线圈绕组的一端与逆变器连接，通 过对三相开关控制盒的控制使 3相线圈绕组另一端短路连接起来，高压电池输 出的高压直流电通过逆变器正向操作控制转换成 3相交流电输出到电机，驱动 电机运转；
如图 3、 图 7所示，当电动汽车处于充电状态，电机的 3相线圈绕组一端 与逆变器连接，通过对三相开关控制盒的控制使 3相线圈绕组的另一端与 3相 交流电输入连接器连接，夕卜部 3相交流电通过电机的 3相线圈绕组，利用电机 的 3相线圈绕组作为充电电感，然后进入逆变器，利用逆变器反向操作控制转 换成高压直流电对高压电池进行充电。
如图 4所示，逆变器包括微处理器单元、 驱动电路单元、 IGBT模块和检测 电路，检测电路检测电机运行参数并送到微处理器单元，微处理器单元输出控 制信号到驱动电路单元，驱动电路单元控制 IGBT模块，以便控制电机的 3相线 圈绕组正常换相。 所述的 IGBT模块由 6个电子开关管 Ql、 Q2、 Q3、 Q4、 Q5、 Q6组成 3个桥臂，每个桥臂分别连接电机的一相线圈绕组（U、 V、 W )。 所述的逆变器正向操作控制是通过检测电机绕组的电流和转子位置参数对 电机的各相绕组进行换相的操作，实现高压直流电转换成 3相交流电。 检测电 路检测电机绕组和转子位置参数并送到微处理器单元，微处理器单元根据电机 绕组的电流和转子位置参数输出等 6路 PWM信号到驱动电路单元，驱动电路 单元控制电子开关管 Ql、 Q2、 Q3、 Q4、 Q5、 Q6的打开或者断开。 逆变器正 向操作-—即作为永磁电机的换相驱动部件在教科书或者专利文献已经详细披 露，在这里没有必要详细叙述，转子位置参数的测量通常用旋转变压器来实现 , 检测电机绕组的电流用电流传感器可以实现。
所述的所述的反向操作控制是指检测电机线圈绕组的电流、 夕卜部 3相交流 电的端电压使外部 3相交流电转换成直流电对高压电池进行充电。。 同样的，检 测电路检测电机绕组的电流和外部 3相交流电的端电压并送到微处理器单元， 微处理器单元根据电机绕组的电流和外部 3相交流电的端电压，微处理器单元 输出等 6路 PWM信号到驱动电路单元，驱动电路单元控制电子开关管 Ql、 Q2、 Q3、 Q4、 Q5、 Q6轮流导通，使高压直流电从电子开关管经过并对高压 电池进行充电。 通过在逆变器里面建立一个反向充电的控制程序就可以，换言 之，反向充电的控制程序不同于正向操作控制程序。
如图 3所示，三相开关控制盒连接有管理控制单元，管理控制单元检测三 相开关控制盒是否接入外部 3相交流供电电源，管理控制单元与逆变器连接通 信；当管理控制单元检测三相开关控制盒没有接入外部 3相交流电，管理控制 单元通知逆变器 -—电动汽车处于驱动状态，管理控制单元对三相开关控制盒的 控制使电机的 3相线圈绕组的另一端短路李连接起来，高压电池输出的高压直 流电通过逆变器正向操作控制转换成 3相交流电输出到电机，驱动电机运转； 当管理控制单元检测三相开关控制盒接入外部 3相交流电，管理控制单元通知 逆变器 -—电动汽车处于充电状态，通过对三相开关控制盒的控制使电机的 3相 线圈绕组与外部 3相交流供电电源连接，夕卜部 3相交流供电电源通过逆变器反 向操作控制转换成高压直流电对高压电池进行充电。
高压电池还连接有电池管理系统 BMS ,电池管理系统 BMS与逆变器连接 通信。
如图 5所示，所述的三相开关控制盒包括有机械开关 JK ,当电动汽车处于 驱动状态，电机的线圈绕组的一端与逆变器连接，机械开关 JK闭合使线圈绕组 另一端短路连接起来；当电动汽车处于充电状态，线圈绕组的另一端与输入连 接器连接，夕卜部 3相交流电通过电机的线圈绕组，然后进入逆变器，通过对三 相开关控制盒的控制，使机械开关」Κ断开，线圈绕组另一端不能短路连接起来。 为了操作的逆变器在驱动模式和充电模式之间切换更加安全可靠， 外部 3相 交流电源电压的信息需要监控 /测量， 如图 8所示。
A) 驱动方式开始前： ·逆变器 PWM处于关闭状态， 外部 3相交流电的输入连接 器在车辆侧， 输入连接器不应该有电压， 否则， 检测到输入连接器接入外部 3相 交流电， 车不能开动； 另外，通过对三相开关控制盒的控制使机械开关」Κ闭合, 线圈绕组另一端短路连接起来，符合遵循正常的车辆驱动启动顺序。
B ) 在开始充电模式： _ HV电池应连接到逆变器， 所有电动汽车需要测量是否连 接， .逆变器 PWM处于关闭状态， 此时通过对三相开关控制盒的控制，使机械 开关 JK断开，线圈绕组的另一端与输入连接器连接，夕卜部 3相交流电通过电机 的线圈绕组，然后进入逆变器.外部 3相交流电的输入连接器， 终端应该有电压， 如图 8所示，如果不是，外部 3相交流电未连接； ·交流电源反馈信号，如图 8所示， 在充电模式；电动汽车用于驱动控制_的旋转变压器信号将外部 3相交流电的端电 压信号代替。
如图 6所示，所述的三相开关控制盒采用电子开关，包括 6个 IGBT组成， 每 2个 IGBT组合成一个开关，每组的 2个 IGBT发射极连接起来，每组的 2个 IGBT中上方的 IGBT的集电极连接外部 1相交流供电电源 ,下方的 IGBT的集电 极与电机 3相绕组的并联引线连接 ,各 IGBT的基极分别引出连接控制信号 C2。 ， 在 3相交流电的输入连接器的后面可以选择增加一个电源开关，电源开关是触 点常开的机械开关。
如图 8所示 ,管理控制单元包括变压器、电压传感器、整流电路以及 DC-DC 电路，变压器连接到夕卜部 3相交流供电电源上获取电源信号 C4 ,电源信号 C4 通过电压传感器检测后反馈输出，电源信号 c4通过整流电路以及 DC-DC电路 输出一路充电唤醒信号 C5到逆变器，输出另一路开关控制信号 C3到三相开关 控制盒，逆变器返回开关控制信号 N到整流电路以及 DC-DC电路。 所述的变 压器是 380V/12V变压器。 实施例二：如图 9所示，本发明是一种电动汽车，包括高压电池、 3个逆 变器和电机，所述的电机包括定子组件和转子组件，定子组件里面含有 9相线 圈绕组，每 3相线圈绕组通过一个逆变器驱动，高压电池连接到逆变器的输入 端，电机的 9相线圈绕组连接到 3个逆变器的一端，电机的 9相线圈绕组的另 一端连接外部 3相交流供电电源；
如图 10所示，定子组件里面含有 9相线圈绕组，每 3相线圈绕组通过一个 逆变器驱动，与同一逆变器连接的 3相线圈绕组的一端短路连接后连接 3相交 流电的一相交流输入， 3相交流电输入连接器输入外部 3相交流电，高压电池还 连接有电池管理系统 BMS ,电池管理系统 BMS与 3个逆变器连接通信，逆变 器连接管理控制单元，管理控制单元检测是否接入外部 3相交供电；
图中有 3个逆变器 (即第一逆变器、 第二逆变器和第三逆变器 ) ,每个逆变 器与电机中的 3相线圈绕组形成一个电机单元 (电机 1、 电机 2和电机 3 ) ,当 处于驱动状态，每个逆变器各自驱动控制 3相线圈绕，当处于充电状态，每一 相交流电输入到 3相相线圈绕，然后进入一个逆变器，逆变器根据该相交流电 输入的状态进行反向操作控制转换成高压直流电对高压电池进行充电，这样的 连接可以省略三相开关控制盒，节省成本。
如图 4所示，每个逆变器包括微处理器单元、 驱动电路单元、 IGBT模块和 检测电路，检测电路检测电机运行参数并送到微处理器单元，微处理器单元输 出控制信号到驱动电路单元，驱动电路单元控制 IGBT模块，以便控制电机的 3 相线圈绕组正常换相，所述的逆变器正向操作控制是指通过检测电机线圈绕组 的相电流和转子位置对 3相电机的电流进行控制驱动电机的转子运转；所述的 反向操作控制是指检测电机线圈绕组的电流、外部 3相交流电的端电压使外部 3 相交流电转换成直流电对高压电池进行充电。 下面简述逆变器反向操作控制是指对电机的各相绕组进行换相的操作， 如 图 11、 图 12所示，通过电机每相线圈绕组（ U、 V、 W )的电流互感器或者电 流传感器 sensor检测各相电机线圈绕组电流状况，众所周知，输入的三相交流 电 AC POWER是正弦波的电流且相互相差 120度电角度，分别包括 A相 、 B相和 C相，电流互感器或者电流传感器 sensor检测各相电机线圈绕组的相电 流和外部 3相交流电的端电压，并通过 A/D转换输送到微处理器；微处理器单 元输出 Pl、 P2、 P3、 P4、 P5、 P6等 6路 PWM信号到驱动电路单元，驱动 电路单元控制电子开关管 Ql、 Q2、 Q3、 Q4、 Q5、 Q6轮流导通，使高压直流 电从电子开关管经过并对高压电池进行充电，微处理器单元当检测到 U相线圈 绕组处于正半周时，打开电子开关管 Q1 ,处于负半周时，打开电子开关管 Q2； 微处理器单元当检测到 V相线圈绕组处于正半周时，打开电子开关管 Q3 ,处于 负半周时，打开电子开关管 Q4；微处理器单元当检测到 W相线圈绕组处于正 半周时，打开电子开关管 Q5 ,处于负半周时，打开电子开关管 Q6。 这种逆变 器反向操作控制充电与传统的二极管整流的主要优点是：二级管整流，发热较 为厉害，损失能量多，不高效；本发明的逆变器反向操作控制充电，只是对子 开关的闭合,损耗小，效率高，充电快捷。另夕 卜部 3相交流电的端电压信号 C5 送到逆变器里面的微处理器，微处理器根据外部 3相交流电的端电压相位和各 相电机线圈绕组的相电流的相位进行反向操作控制。 实施例三：
一种电动汽车驱动与充电集成控制方法，所述的电动汽车包括高压电池、 逆变器和电机，当电动汽车处于驱动状态，高压电池输出的高压直流电通过逆 变器正向操作控制转换成 3相交流电输出到电机，驱动电机运转；当电动汽车 处于充电状态，夕卜部 3相交流电经过 3个充电电感器输入到逆变器，通过逆变 器反向操作控制转换成直流电对高压电池进行充电。
所述的 3个充电电感器是由电机的 3相线圈绕组组成，利用电机的线圈绕 组作为充电电感器。 所述的所述的逆变器正向操作控制是指通过检测电机线圈绕组的相电流和 转子位置对 3相电机的电流进行控制驱动电机的转子运转；所述的反向操作控 制是指检测电机线圈绕组的电流、 夕卜部 3相交流电的端电压使外部 3相交流电 转换成直流电对高压电池进行充电。
所述的电机的线圈绕组的相数是 3N , N是整数。
所述的逆变器的个数是 N个，每个逆变器对应连接电机的 3个线圈绕组。 实施例四至实施例十一： 如图 13所示，利用该图，我们可以得到多种的 实施方式：图中有 3相交流电输入 A、 B、 C ,位于图 3的充电插座中；电机中 有 9相的线圈绕组 Ll、 L2、 L3、 L4、 L5、 L6、 L7、 L8和 L9 ,高压电池和逆变 器，具有 9个充电触点 1-1、 1-2、 1-3、 1-4、 1-5、 1-6、 1-7、 1-8、 1-9和 9 个驱动触点 2-1、 2-2、 2-3、 2-4、 2-5、 2-6、 2-7、 2-8、 2-9；具有切换的继 电器开关 JK ,控制继电器开关 JK断开和闭合的驱动电路，主要包括三极管 Q0 和继电器线圈 L。 9个充电触点 1-1、 1-2、 1-3、 1-4、 1-5、 1-6、 1-7、 1-8、 1-9相当于图 3的输入连接器。
下面是我的通用配置概念。 当它的驱动触点闭合，交流电源应断开与电机 线圈绕组的连接，当它的充电触点与交流电源连接时，断开驱动触点。总共有 7 个可能的配置，见下表。
- ) 组成一个三相电机：充电触点 1-1、 1-2、 1-3分别与 3相交流电输入 A、 B、 C相连接；当在驱动状态下，驱动触点 2-1 , 2-2 , 2-3短接起来。
二）组成两个平行的三相异步电动机：充电触点 1-1和 1-4与 3相交流电 输入 A相连接，充电触点 1-2和 1-5与 3相交流电输入 B相连接，充电触点
1- 3和 1-6与 3相交流电输入 C相连接；当在驱动状态下，驱动触点 2-1 , 2-2 ,
2- 3短路接起来，驱动触点 2-4 , 2-5 ,和 2-6短路接起来。
三；)组成一个六相电机：充电触点 1-1和 1-4与 3相交流电输入 A相连接， 充电触点 1-2和 1-5与 3相交流电输入 B相连接，充电触点 1-3和 1-6与 3相 交流电输入 C相连接；当在驱动状态下，驱动触点 2-1 , 2-2 , 2-3、 2-4 , 2-5 , 和 2-6短路接起来。
四）组成三个平行的三相异步电动机：充电触点 1-1 , 1-2和 1-3与 3相交 流电输入 A相连接，充电触点 1-4 , 1-5和 1-6与 3相交流电输入 B相连接， 充电触点 1-7 , 1-8和 1-9与 3相交流电输入 C相连接；当在驱动状态下，驱 动触点 2-1 , 2-2 , 2-3短路接起来，驱动触点 2-4 , 2-5 ,和 2-6短路接起来， 驱动触点 2-7 , 2-8 ,和 2-9短路接起来。
五）组成三个平行的三相异步电动机（选项 2 )：
充电触点 1-1 , 1-4和 1-7与 3相交流电输入 A相连接，充电触点 1-2 , 1-5和 1-8与 3相交流电输入 B相连接，充电触点 1-3 , 1-6和 1-9与 3相交 流电输入 C相连接；当在驱动状态下，驱动触点 2-1 , 2-2 , 2-3短路接起来， 驱动触点 2-4 , 2-5 ,和 2-6短路接起来，驱动触点 2-7 , 2-8 ,和 2-9短路接 起来。
六）组成一个九相电机（选项 1 )：
充电触点 1-1 , 1-2和 1-3与 3相交流电输入 A相连接，充电触点 1-4 , 1-5和 1-6与 3相交流电输入 B相连接，充电触点 1-7 , 1-8和 1-9与 3相交 流电输入 C相连接；当在驱动状态下，驱动触点 ·2-1 , 2-2 , 2-3 , 2-4 , 2-5 , 2-6 , 2-7 , 2-8 ,和 2-9短路接起来。
七）组成一个九相电机（选项 2 )：
充电触点 1-1 , 1-4和 1-7与 3相交流电输入 Α相连接，充电触点 1-2 ,
1- 5和 1-8与 3相交流电输入 B相连接，充电触点 1-3 , 1-6和 1-9与 3相交 流电输入 C相连接；当在驱动状态下，驱动触点 ·2-1 , 2-2 , 2-3 , 2-4 , 2-5 ,
2- 6 , 2-7 , 2-8 ,和 2-9短路接起来。
八）组成一个 5相电机，充电触点 1-1和 1-4与 3相交流电输入 Α相连接， 充电触点 1-2和 1-5与 3相交流电输入 B相连接，充电触点 1-3与 3相交流电 输入 C相连接；当在驱动状态下，驱动触点 2-1 , 2-2 , 2-3、 2-4 , 2-5短路接 起来。 当电动汽车处于驱动状态，高压电池输出的高压直流电通过逆变器正向 操作控制转换成 3相交流电输出到电机，驱动相电机运转； 当电动汽车处于充 电状态，夕卜部 3相交流电输入到逆变器，通过逆变器反向操作控制转换成直流 电对高压电池进行充电。

Claims

权利要求
1、 电动汽车驱动与充电集成控制方法，所述的电动汽车包括高压电池、 逆 变器和至少含有 3相线圈绕组的电机，其特征在于：
当电动汽车处于驱动状态，高压电池输出的高压直流电通过逆变器正向操作 控制转换成 3相交流电输出到电机，驱动电机运转；
当电动汽车处于充电状态，外部 3相交流电经过 3个充电电感器输入到逆变 器，通过逆变器反向操作控制转换成直流电对高压电池进行充电。
2、根据权利要求 1所述的电动汽车驱动与充电集成控制方法 ,其特征在于： 所述的 3个充电电感器是由电机的 3相线圈绕组组成，利用电机的线圈绕组作 为充电电感器。
3、根据权利要求 1或 2所述的电动汽车驱动与充电集成控制方法，其特征 在于：所述的逆变器正向操作控制是指通过检测电机线圈绕组的相电流和转子 位置对 3相电机的电流进行控制驱动电机的转子运转；所述的反向操作控制是 指检测电机线圈绕组的电流、 夕卜部 3相交流电的端电压使外部 3相交流电转换 成直流电对高压电池进行充电。
4、根据权利要求 3所述的电动汽车驱动与充电集成控制方法 ,其特征在于： 电机的线圈绕组的相数是 3N , N是整数。
5、根据权利要求 4所述的电动汽车驱动与充电集成控制方法 ,其特征在于： 逆变器的个数是 N个，每个逆变器对应连接电机的 3个线圈绕组。
6、一种利用权利要求 1所述的电动汽车驱动与充电集成控制方法的电动汽 车，包括高压电池、 逆变器和电机，所述的电机包括定子组件和转子组件，定 子组件里面含有若干相线圈绕组，高压电池与逆变器连接，其特征在于：电动 汽车处于驱动状态，高压电池通过逆变器连接电机的线圈绕组， 高压电池输出 的高压直流电通过逆变器正向操作控制转换成交流电输出到电机，驱动电机运 转牵引电动车；电动汽车处于充电状态，夕卜部 3相交流电通过输入连接器连接 到逆变器，利用逆变器作为充电器，夕卜部 3相交流电通过逆变器反向操作控制 转换成高压直流电对高压电池进行充电。
7、 根据权利要求 6所述的电动汽车，其特征在于：夕卜部 3相交流电先连 接到电机的线圈绕组，电机的线圈绕组再与逆变器连接，利用电机的线圈绕组 作为充电电感器。
8、根据权利要求 7所述的电动汽车，其特征在于：用来输入 3相交流电的 输入连接器后面连接三相开关控制盒，其中电机连接在逆变器与三相开关控制 盒之间；当电动汽车处于驱动状态，电机的线圈绕组的一端与逆变器连接，通 过对三相开关控制盒的控制使线圈绕组另一端短路连接起来；当电动汽车处于 充电状态，电机的线圈绕组一端与逆变器连接，通过对三相开关控制盒的控制 使线圈绕组的另一端与输入连接器连接，外部 3相交流电通过电机的线圈绕组 , 然后进入逆变器。
9、 根据权利要求 6或 7或 8所述的电动汽车，其特征在于：电机的线圈绕 组的相数是 3N , N是整数。
10、 根据权利要求 9所述的电动汽车，其特征在于：所述的逆变器具有 N 个 ，每个逆变器与电机的 3相线圈绕组连接。
11、 根据根据权利要求 10所述的电动汽车，其特征在于：所述的 Ν = 3 , 即电机是 9相电机，逆变器具有 3个 ，每 3相线圈绕组一端短路连接起来并连 接外部 1相交流电，另一端连接一个逆变器。
12、 根据权利要求 6或 7或 8所述的电动汽车，其特征在于：所述的逆变 器包括微处理器单元、 驱动电路单元、 IGBT模块和检测电路，检测电路检测电 机运行参数并送到微处理器单元，微处理器单元输出控制信号到驱动电路单元 , 驱动电路单元控制 IGBT模块，以便控制电机的 3N相线圈绕组正常换相。
13、 根据权利要求 6或 7或 8所述的电动汽车，其特征在于：所述的逆 变器正向操作控制是指通过检测电机线圈绕组的相电流和转子位置对 3相电机 的电流进行控制驱动电机的转子运转；所述的反向操作控制是指检测电机线圈 绕组的电流、 夕卜部 3相交流电的端电压使外部 3相交流电转换成直流电对高压 电池进行充电。
14、 根据权利要求 8所述的电动汽车，其特征在于：三相开关控制盒包括 有机械开关 J K ,当电动汽车处于驱动状态，电机的线圈绕组的一端与逆变器连 接，机械开关 JK闭合使线圈绕组另一端短路连接起来；当电动汽车处于充电状 态，线圈绕组的另一端与输入连接器连接，夕卜部 3相交流电通过电机的线圈绕 组，然后进入逆变器，通过对三相开关控制盒的控制，使机械开关」Κ断开，线 圈绕组另一端不能短路连接起来。
15、根据权利要求 14所述的电动汽车，其特征在于：三相开关控制盒连接 有管理控制单元，管理控制单元检测三相开关控制盒是否接入夕卜部 3相交流供 电电源，管理控制单元与逆变器连接通信；
当管理控制单元检测三相开关控制盒没有接入外部 3相交流电，管理控制 单元通知逆变器 -—电动汽车处于驱动状态，管理控制单元对三相开关控制盒的 控制使电机的 3相线圈绕组的短路连接起来，高压电池输出的高压直流电通过 逆变器正向操作控制转换成 3相交流电输出到电机，驱动电机运转；
当管理控制单元检测三相开关控制盒接入外部 3相交流电，管理控制单元通 知逆变器-—电动汽车处于充电状态，通过对三相开关控制盒的控制使电机的 3 相线圈绕组与外部 3相交流供电电源连接，夕卜部 3相交流供电电源通过逆变器 反向操作控制转换成高压直流电对高压电池进行充电。
16、根据权利要求 15所述的电动汽车，其特征在于：高压电池还连接有电 池管理系统 BMS ,电池管理系统 BMS与逆变器连接通信。
17、 根据权利要求 8所述的电动汽车，其特征在于：所述的三相开关控制 盒包括 3个开关 ,3个开关可以分别把电机的 3相绕组的一端互相断开或者互相 短接， 3个开关是机械开关实现。
18、 根据权利要求 17所述的电动汽车，其特征在于：所述 3个开关是电 磁继电接触器。
19、根据权利要求 8所述的电动汽车，其特征在于：所述的三相开关控制盒 包括 3个开关。 3个开关可以分别把电机的 3相绕组的一端互相断开或者互相 短接， 3个开关可以由电子开关实现。
20、根据权利要求 19所述的电动汽车 ,其特征在于：所述的电子开关是 IGBT 模块，所述的 IGBT模块包括 6个 IGBT组成，每 2个 IGBT组合成一个开关， 每组的 2个 IGBT发射极连接起来，每组的 2个 IGBT的集电极一端连接外部 1 相交流供电电源 ,另一端的 IGBT的集电极与电机 3相绕组的引线连接 ,各 IGBT 的基极分别引出连接控制信号。
21、根据权利要求 13所述的电动汽车，其特征在于：管理控制单元包括变压 器、 电压传感器、整流电路以及 DC-DC电路，变压器连接到外部 3相交流供电 电源上获取电源信号，电源信号通过电压传感器检测后反馈输出，电源信号通 过整流电路以及 DC-DC电路输出一路充电唤醒信号到逆变器，输出另一路开关 控制信号到三相开关控制盒，逆变器返回开关控制信号到整流电路以及 DC-DC 电路。
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