WO2017148076A1 - 一种电机驱动装置及电动汽车 - Google Patents

一种电机驱动装置及电动汽车 Download PDF

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Publication number
WO2017148076A1
WO2017148076A1 PCT/CN2016/090078 CN2016090078W WO2017148076A1 WO 2017148076 A1 WO2017148076 A1 WO 2017148076A1 CN 2016090078 W CN2016090078 W CN 2016090078W WO 2017148076 A1 WO2017148076 A1 WO 2017148076A1
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Prior art keywords
phase
electric drive
electric
drive circuit
output
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Application number
PCT/CN2016/090078
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English (en)
French (fr)
Inventor
唐杰
杨立周
裔杰
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华为技术有限公司
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Application filed by 华为技术有限公司 filed Critical 华为技术有限公司
Priority to EP16892264.9A priority Critical patent/EP3412493B1/en
Publication of WO2017148076A1 publication Critical patent/WO2017148076A1/zh
Priority to US16/115,892 priority patent/US10525836B2/en

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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L15/00—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles
    • B60L15/007—Physical arrangements or structures of drive train converters specially adapted for the propulsion motors of electric vehicles
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L15/00—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles
    • B60L15/20—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed
    • 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
    • B60L50/00—Electric propulsion with power supplied within the vehicle
    • B60L50/50—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells
    • B60L50/60—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells using power supplied by batteries
    • 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
    • B60L58/00—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles
    • B60L58/10—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries
    • 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
    • B60L58/00—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles
    • B60L58/10—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries
    • B60L58/18—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries of two or more battery modules
    • 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
    • B60L58/00—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles
    • B60L58/10—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries
    • B60L58/18—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries of two or more battery modules
    • B60L58/19—Switching between serial connection and parallel connection of battery modules
    • 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
    • B60L58/00—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles
    • B60L58/10—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries
    • B60L58/18—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries of two or more battery modules
    • B60L58/21—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries of two or more battery modules having the same nominal voltage
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02M—APPARATUS FOR CONVERSION BETWEEN AC AND AC, BETWEEN AC AND DC, OR BETWEEN DC AND DC, AND FOR USE WITH MAINS OR SIMILAR POWER SUPPLY SYSTEMS; CONVERSION OF DC OR AC INPUT POWER INTO SURGE OUTPUT POWER; CONTROL OR REGULATION THEREOF
    • H02M7/00—Conversion of ac power input into dc power output; Conversion of dc power input into ac power output
    • H02M7/42—Conversion of dc power input into ac power output without possibility of reversal
    • H02M7/44—Conversion of dc power input into ac power output without possibility of reversal by static converters
    • H02M7/48—Conversion of dc power input into ac power output without possibility of reversal by static converters using discharge tubes with control electrode or semiconductor devices with control electrode
    • H02M7/483—Converters with outputs that each can have more than two voltages levels
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02M—APPARATUS FOR CONVERSION BETWEEN AC AND AC, BETWEEN AC AND DC, OR BETWEEN DC AND DC, AND FOR USE WITH MAINS OR SIMILAR POWER SUPPLY SYSTEMS; CONVERSION OF DC OR AC INPUT POWER INTO SURGE OUTPUT POWER; CONTROL OR REGULATION THEREOF
    • H02M7/00—Conversion of ac power input into dc power output; Conversion of dc power input into ac power output
    • H02M7/42—Conversion of dc power input into ac power output without possibility of reversal
    • H02M7/44—Conversion of dc power input into ac power output without possibility of reversal by static converters
    • H02M7/48—Conversion of dc power input into ac power output without possibility of reversal by static converters using discharge tubes with control electrode or semiconductor devices with control electrode
    • H02M7/483—Converters with outputs that each can have more than two voltages levels
    • H02M7/4835—Converters with outputs that each can have more than two voltages levels comprising two or more cells, each including a switchable capacitor, the capacitors having a nominal charge voltage which corresponds to a given fraction of the input voltage, and the capacitors being selectively connected in series to determine the instantaneous output voltage
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02M—APPARATUS FOR CONVERSION BETWEEN AC AND AC, BETWEEN AC AND DC, OR BETWEEN DC AND DC, AND FOR USE WITH MAINS OR SIMILAR POWER SUPPLY SYSTEMS; CONVERSION OF DC OR AC INPUT POWER INTO SURGE OUTPUT POWER; CONTROL OR REGULATION THEREOF
    • H02M7/00—Conversion of ac power input into dc power output; Conversion of dc power input into ac power output
    • H02M7/42—Conversion of dc power input into ac power output without possibility of reversal
    • H02M7/44—Conversion of dc power input into ac power output without possibility of reversal by static converters
    • H02M7/48—Conversion of dc power input into ac power output without possibility of reversal by static converters using discharge tubes with control electrode or semiconductor devices with control electrode
    • H02M7/483—Converters with outputs that each can have more than two voltages levels
    • H02M7/49—Combination of the output voltage waveforms of a plurality of converters
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/40—Drive Train control parameters
    • B60L2240/42—Drive Train control parameters related to electric machines
    • B60L2240/429—Current
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/40—Drive Train control parameters
    • B60L2240/54—Drive Train control parameters related to batteries
    • B60L2240/547—Voltage
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/64—Electric machine technologies in electromobility
    • 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
    • Y02T10/72—Electric energy management in electromobility

Definitions

  • Embodiments of the present invention provide a motor driving device and an electric vehicle, which can improve battery utilization.
  • the motor driving device provided by the embodiment of the invention comprises a driving circuit for outputting three-phase alternating current and a main controller, wherein:
  • a main controller for each phase of the drive circuit in the drive circuit, according to the phase drive circuit The voltages of the n batteries determine the output voltage adjustment coefficient of each of the n electric drive units in the phase electric drive circuit, and output to the corresponding electric drive unit.
  • each of the electric drive units includes an H-bridge inverter and a unit controller, wherein:
  • the signal end of the unit controller serves as a signal end of the corresponding electric drive unit; the unit controller sends a voltage corresponding to the battery connected to the electric drive unit to the main controller; and an output voltage adjustment coefficient of the corresponding electric drive unit determined according to the main controller , adjust the output voltage of the H-bridge inverter.
  • the main controller specifically for each phase electric drive circuit in the drive circuit, determines an average value of voltages of the n batteries in the phase electric drive circuit; and determines the phase according to the average value of the voltage An output voltage adjustment coefficient of each of the n electric drive units in the electric drive circuit.
  • the main controller determines, for each phase of the electric drive circuit in the drive circuit, each of the n electric drive units in the phase electric drive circuit according to the voltages of the n batteries in the phase drive circuit. Before the output voltage adjustment factor of the electric drive unit, it is also determined that the output of the drive circuit is normal. That is, the main control determines the output voltage adjustment coefficient of each electric drive unit when determining that the output of the drive circuit is normal; when determining the output abnormality of the drive circuit, the output voltage adjustment coefficient of each electric drive unit is not determined.
  • each phase of the electric drive circuit in the driving circuit further comprises n bypass switch units corresponding to the n electric drive units, and the n bypass switch units are respectively connected between the output ends of the corresponding electric drive unit.
  • the main controller can also determine whether the back EMF of the motor is higher than a preset value; when determining that the back EMF of the motor is higher than a preset value, controlling the bypass switch unit in each phase drive circuit in the drive circuit It is in a closed state.
  • bypass switch unit may be implemented by a contactor or a triac, and includes at least one of a contactor and a bidirectional thyristor.
  • An electric vehicle includes an automobile motor that converts electrical energy into mechanical energy, and any of the above-described motor driving devices for driving an automobile motor.
  • each battery has independent power supply output, does not affect each other, and adjusts the output of the corresponding electric driving unit according to the voltage of each battery, so that the battery with high voltage outputs more electric energy, and the voltage is low.
  • FIG. 1 is a schematic structural view of a motor driving device in the prior art
  • FIG. 2 is a schematic structural diagram of a motor driving device according to an embodiment of the present invention.
  • FIG. 3 is a schematic structural diagram of an electric driving unit according to an embodiment of the present invention.
  • FIG. 6 is a schematic structural diagram of an electric vehicle according to an embodiment of the present invention.
  • an embodiment of the present invention provides a motor driving device and an electric vehicle.
  • a motor driving device and an electric vehicle.
  • preferred embodiments of the present invention will be described with reference to the accompanying drawings, and it should be understood that the preferred embodiments described herein. It is for illustrative purposes only and is not intended to be limiting The invention is defined. And in the case of no conflict, the embodiments in the present application and the features in the embodiments can be combined with each other.
  • the driving circuit 201 includes a U-phase electric driving circuit 2011, a V-phase electric driving circuit 2012, and a W-phase electric driving circuit 2013.
  • Each phase electric driving circuit includes n batteries and n electric driving units corresponding to n batteries one by one.
  • the signal terminals of the n electric driving units are connected to the main controller 202, and the input ends of the n electric driving units are connected to the corresponding batteries, and the output ends of the n electric driving units are cascaded to output one phase of the three-phase alternating current; wherein, n Is a positive integer;
  • the U-phase electric driving circuit 2011 in the driving circuit 201 outputs the U-phase in the three-phase alternating current of the driving motor
  • the V-phase electric driving circuit 2012 outputs the three-phase alternating current in the driving motor
  • the V-phase, W-phase electric drive circuit 2013 outputs the W phase of the three-phase alternating current that drives the motor.
  • Signal terminals of n electric drive units in the U-phase electric drive circuit 2011, signal ends of n electric drive units in the V-phase electric drive circuit 2012, and signal ends of n electric drive units in the W-phase electric drive circuit 2013 The controller 202 is connected.
  • the input terminals of the n electric drive units are connected to the corresponding battery, that is:
  • the positive input end of the kth electric drive unit in the W phase electric drive circuit 2013 is connected to the positive pole of the kth battery in the W phase electric drive circuit 2013, and the negative input end of the kth electric drive unit in the W phase electric drive circuit 2013 is connected.
  • the signal end of the unit controller 302 serves as a signal end of the corresponding electric drive unit; the unit controller 302 sends a voltage corresponding to the battery connected to the electric drive unit to the main controller 202; the corresponding electric drive unit determined according to the main controller 202
  • the output voltage adjustment coefficient is output, and the output voltage of the H-bridge inverter 301 is adjusted.
  • the H-bridge inverter 301 specifically includes a first IGBT module T1, a second IGBT module T2, a third IGBT module T3, and a fourth IGBT module T4, and the collector of the first IGBT module T1 and the third IGBT module T3.
  • the terminal after the electrode connection serves as the positive input terminal of the H-bridge inverter 301
  • the terminal connected to the emitter of the fourth IGBT module T4 and the emitter of the second IGBT module T2 serves as the negative input of the H-bridge inverter 301.
  • the terminal of the first IGBT module T1 and the collector of the fourth IGBT module T4 are connected as the first output of the H-bridge inverter 301, and the emitter of the third IGBT module T3 and the second IGBT module.
  • the terminal group after the collector connection of T2 serves as the second output terminal of the H-bridge inverter 301.
  • the gate of the first IGBT module T1, the gate of the second IGBT module T2, the gate of the third IGBT module T3, the gate of the fourth IGBT module T4 are connected to the unit controller 302, and the unit controller 302 is based on the main controller 202.
  • the output voltage adjustment coefficient of the corresponding electric drive unit is determined.
  • the main controller 202 can control the driving circuit 201 to output three-phase alternating current, and on the basis of this, determine the electric driving units in the phase electric driving circuit according to the voltage of each battery in each phase electric driving circuit.
  • the output voltage adjustment factor is used to proportionally adjust the output voltage of each electric drive unit. Specifically, in each phase of the electric drive circuit, the lower the voltage of the battery is, the smaller the output voltage adjustment coefficient of the electric drive unit corresponding to the battery is determined, and the lower the output voltage of the electric drive unit corresponding to the battery is adjusted, so that the battery output is The less the electric energy is, the higher the voltage of the battery is, the larger the output voltage adjustment coefficient of the electric drive unit corresponding to the battery is. The higher the output voltage of the electric drive unit corresponding to the battery is, the more electric energy is outputted by the battery.
  • the main controller 202 specifically determines, for each phase of the electric drive circuit in the drive circuit, a voltage average value of the n batteries in the phase electric drive circuit; An output voltage adjustment coefficient of each of the n electric drive units in the phase electric drive circuit.
  • the main controller 202 may specifically determine, for each of the n electric driving units in the phase electric driving circuit, a ratio of a voltage of the corresponding battery to a voltage average value as a voltage adjustment coefficient of the electric driving unit. .
  • each battery has independent power supply output, does not affect each other, and adjusts the output of the corresponding electric driving unit according to the voltage of each battery, so that the battery with high voltage outputs more electric energy, and the battery with low voltage Less output of electric energy, thus achieving the effect of battery voltage equalization, improving battery utilization and reliability.
  • a plurality of electric drive unit outputs are cascaded in each electric drive circuit of the motor drive device, and the output signal is a multi-level signal, which is closer to sinusoidal, so that the three-phase alternating current harmonics of the drive motor are smaller, which can effectively improve Motor life.
  • the main controller 202 performs the calculation of the output voltage adjustment coefficient of the electric drive unit, it is first determined whether the output of the drive circuit is normal; if the main controller 202 determines that the output of the drive circuit is normal, the output voltage adjustment coefficient of the electric drive unit is performed. If the main controller 202 determines that the output of the driving circuit is abnormal, the calculation of the output voltage adjustment coefficient of the electric driving unit is not performed, which can save the processing resources of the main controller 202.
  • each phase of the electric drive circuit in the drive circuit 201 of the motor drive device provided by the embodiment of the present invention further includes n bypass switches corresponding to the n electric drive units.
  • the unit, n bypass switch units are respectively connected between the outputs of the corresponding electric drive unit, namely:
  • the i-th bypass switch unit in the U-phase electric drive circuit is connected between the two output ends of the i-th electric drive unit in the U-phase electric drive circuit; the j-th bypass switch unit in the V-phase electric drive circuit Connected between the two output terminals of the jth electric drive unit in the V-phase electric drive circuit; the kth bypass switch unit in the W-phase electric drive circuit is connected to the kth electric drive in the W-phase electric drive circuit Between the two outputs of the unit.
  • the bypass switch unit may be, but not limited to, at least one of a contactor and a triac. That is, the bypass switch unit can be implemented by a contactor, a bidirectional thyristor, or a contactor and a triac.
  • the main controller 202 can also determine whether the back electromotive force of the motor is higher than a preset value; when determining that the back electromotive force of the motor is higher than a preset value, controlling the bypass switch in each phase driving circuit in the driving circuit 201 The unit is in a closed state.
  • the main controller 202 can output the bypass switch unit close command when determining that the back electromotive force of the motor is higher than a preset value.
  • the unit controller in the electric drive unit is controlled by the unit controller to close the corresponding bypass switch unit, short-circuit the output end of the electric drive unit, and protect the battery.
  • the main controller 202 determines the output abnormality of the driving circuit before determining whether the back electromotive force of the motor is higher than a preset value.
  • Step 501 Determine whether the output of the motor driving device is normal.
  • step 502 When it is determined that the output of the motor driving device is normal, the process proceeds to step 502; when it is determined that the output of the motor driving device is abnormal, the process proceeds directly to step 505.
  • Step 503 Calculate, for each phase electric drive circuit, a voltage average value of the battery in the phase electric drive circuit, and a ratio of a voltage of each battery to an average value of the voltage, that is, an output voltage adjustment coefficient corresponding to the electric drive unit.
  • Step 504 Output an output voltage adjustment coefficient of the electric driving unit to the corresponding electric driving unit, and instruct the electric driving unit to perform proportional adjustment on the output voltage, and the current control process ends.
  • Step 505 Determine whether the back potential of the motor is higher than a preset value.
  • step 506 when it is determined that the back EMF of the motor is higher than the preset value, the process proceeds to step 506; when it is determined that the back EMF of the motor is not higher than the preset value, the current control process ends.
  • the solution provided by the embodiment of the present invention can achieve the effect of battery voltage equalization, improve the utilization rate and reliability of the battery, and prolong the service life of the motor.

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  • Engineering & Computer Science (AREA)
  • Power Engineering (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Life Sciences & Earth Sciences (AREA)
  • Sustainable Development (AREA)
  • Sustainable Energy (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)
  • Charge And Discharge Circuits For Batteries Or The Like (AREA)

Abstract

一种电机驱动装置，包括输出三相交流电的驱动电路（201）和主控制器（202），其中：驱动电路（201），包括U相电驱动电路（2011）、V相电驱动电路（2012）以及W相电驱动电路（2013）；每相电驱动电路均包括n个蓄电池和与n个蓄电池一一对应的n个电驱动单元，n个电驱动单元的信号端连接主控制器（202），n个电驱动单元的输入端连接对应蓄电池，n个电驱动单元的输出端级联，输出三相交流电中的一相；其中，n为正整数；主控制器（202），针对驱动电路（201）中的每相电驱动电路，根据该相电驱动电路中的n个蓄电池的电压，确定该相电驱动电路中的n个电驱动单元中的每个电驱动单元的输出电压调整系数，并输出至对应电驱动单元。该装置能够提高蓄电池利用率。

Description

一种电机驱动装置及电动汽车
本申请要求在2016年02月29日提交中国专利局、申请号为201610113632.8、发明名称为“一种电机驱动装置及电动汽车”的中国专利申请的优先权，其全部内容通过引用结合在本申请中。
技术领域
本发明涉及自动控制技术领域，特别涉及一种电机驱动装置及电动汽车。
背景技术
现有技术中，电动汽车等设备中的电机驱动装置如图1所示，主要包括串联蓄电池组101和三相逆变器102。
然而，串联蓄电池组101中，由于各蓄电池的初始容量、内阻、自放电率等方面存在差异，使得各蓄电池的充放电特性也存在差异，并且在蓄电池多次充放电后，该差异进一步扩大，导致蓄电池容量、输出功率的减小，蓄电池利用率较低。
发明内容
本发明实施例提供了一种电机驱动装置及电动汽车，能够提高蓄电池利用率。
本发明实施例提供的电机驱动装置，包括输出三相交流电的驱动电路和主控制器，其中：
驱动电路，包括U相电驱动电路、V相电驱动电路以及W相电驱动电路；每相电驱动电路均包括n个蓄电池和与n个蓄电池一一对应的n个电驱动单元，n个电驱动单元的信号端连接主控制器，n个电驱动单元的输入端连接对应蓄电池，n个电驱动单元的输出端级联，输出三相交流电中的一相；其中，n为正整数；
主控制器，针对驱动电路中的每相电驱动电路，根据该相电驱动电路中 的n个蓄电池的电压，确定该相电驱动电路中的n个电驱动单元中的每个电驱动单元的输出电压调整系数，并输出至对应电驱动单元。
在本发明的一个具体实施例中，每个电驱动单元均包括H桥逆变器和单元控制器，其中：
H桥逆变器的输入端作为对应电驱动单元的输入端，H桥逆变器的输出端作为对应电驱动单元的输出端；
单元控制器的信号端作为对应电驱动单元的信号端；单元控制器，采样对应电驱动单元连接的蓄电池的电压发送至主控制器；根据主控制器确定的对应电驱动单元的输出电压调整系数，调整H桥逆变器的输出电压。
在本发明的一个具体实施例中，主控制器，具体针对驱动电路中的每相电驱动电路，确定该相电驱动电路中的n个蓄电池的电压平均值；根据电压平均值，确定该相电驱动电路中的n个电驱动单元中的每个电驱动单元的输出电压调整系数。
实际实施时，主控制器，具体可以针对该相电驱动电路中的n个电驱动单元中的每个电驱动单元，确定对应蓄电池的电压与电压平均值的比值作为该电驱动单元的电压调整系数。
较佳的，主控制器，在针对驱动电路中的每相电驱动电路，根据该相电驱动电路中的n个蓄电池的电压，确定该相电驱动电路中的n个电驱动单元中的每个电驱动单元的输出电压调整系数之前，还确定驱动电路的输出正常。即主控制在确定驱动电路的输出正常时，才确定各电驱动单元的输出电压调整系数；在确定驱动电路的输出异常时，不确定各电驱动单元的输出电压调整系数。
较佳的，驱动电路中的每相电驱动电路均还包括与n个电驱动单元一一对应的n个旁路开关单元，n个旁路开关单元分别连接于对应电驱动单元的输出端间；此时，主控制器，还可以判断电机的反电势是否高于预设值；当确定电机的反电势高于预设值时，控制驱动电路中的每相驱动电路中的旁路开关单元处于闭合状态。
实际实施时，上述旁路开关单元可以采用接触器、双向晶闸管实现，包括接触器、双向晶闸管中的至少一种。
较佳的，主控制器，在判断电机的反电势是否高于预设值之前，还确定驱动电路的输出异常。即主控制在确定驱动电路的输出异常时，才判断电机的反电势是否高于预设值；在确定驱动电路的输出正常时，不判断电机的反电势是否高于预设值。
本发明实施例提供的电动汽车，包括将电能转换为机械能的汽车电机，以及上述任一用于驱动汽车电机的电机驱动装置。
根据本发明实施例提供的电机驱动装置及电动汽车，各蓄电池独立供电输出，互不影响，并且根据各蓄电池的电压调整对应电驱动单元的输出，使电压高的蓄电池多输出电能，电压低的蓄电池少输出电能，从而达到蓄电池均压的效果，提高蓄电池的利用率。
附图说明
附图用来提供对本发明的进一步理解，并且构成说明书的一部分，与本发明实施例一起用于解释本发明，并不构成对本发明的限制。在附图中：
图1为现有技术中电机驱动装置的结构示意图；
图2为本发明实施例提供的电机驱动装置的结构示意图之一；
图3为本发明实施例提供的电驱动单元的结构示意图；
图4为本发明实施例提供的电机驱动装置的结构示意图之二；
图5为本发明实施例提供的主控制器的控制流程示意图；
图6为本发明实施例提供的电动汽车的结构示意图。
具体实施方式
为了给出提高蓄电池利用率的实现方案，本发明实施例提供了一种电机驱动装置及电动汽车，以下结合说明书附图对本发明的优选实施例进行说明，应当理解，此处所描述的优选实施例仅用于说明和解释本发明，并不用于限 定本发明。并且在不冲突的情况下，本申请中的实施例及实施例中的特征可以相互组合。
本发明实施例提供了一种电机驱动装置，如图2所示，具体可以包括输出三相交流电的驱动电路201和主控制器202，其中：
驱动电路201，包括U相电驱动电路2011、V相电驱动电路2012以及W相电驱动电路2013；每相电驱动电路均包括n个蓄电池和与n个蓄电池一一对应的n个电驱动单元，n个电驱动单元的信号端连接主控制器202，n个电驱动单元的输入端连接对应蓄电池，n个电驱动单元的输出端级联，输出三相交流电中的一相；其中，n为正整数；
主控制器202，针对驱动电路201中的每相电驱动电路，根据该相电驱动电路中的n个蓄电池的电压，确定该相电驱动电路中的n个电驱动单元中的每个电驱动单元的输出电压调整系数，并输出至对应电驱动单元。
即本发明实施例提供的电机驱动装置中，驱动电路201中的U相电驱动电路2011输出驱动电机的三相交流电中的U相，V相电驱动电路2012输出驱动电机的三相交流电中的V相，W相电驱动电路2013输出驱动电机的三相交流电中的W相。
每相电驱动电路中的电驱动单元，包括信号端、正输入端和负输入端两个输入端、第一输出端和第二输出端两个输出端。
每相电驱动电路中，n个电驱动单元的信号端连接主控制器202，即为：
U相电驱动电路2011中的n个电驱动单元的信号端、V相电驱动电路2012中的n个电驱动单元的信号端、W相电驱动电路2013中的n个电驱动单元的信号端连接控制器202。
每相电驱动电路中，n个电驱动单元的输入端连接对应蓄电池，即为：
U相电驱动电路2011中第i个电驱动单元的正输入端连接U相电驱动电路2011中第i个蓄电池的正极，U相电驱动电路2011中第i个电驱动单元的负输入端连接U相电驱动电路2011中第i个蓄电池的负极；其中，i为小于n的正整数；
V相电驱动电路2012中第j个电驱动单元的正输入端连接V相电驱动电路2012中第j个蓄电池的正极，V相电驱动电路2012中第j个电驱动单元的负输入端连接V相电驱动电路2012中第j个蓄电池的负极；其中，j为小于n的正整数；
W相电驱动电路2013中第k个电驱动单元的正输入端连接W相电驱动电路2013中第k个蓄电池的正极，W相电驱动电路2013中第k个电驱动单元的负输入端连接W相电驱动电路2013中第k个蓄电池的负极；其中，k为小于n的正整数。
每相电驱动电路中，n个电驱动单元的输出端级联，输出三相交流电中的一相，即为：
U相电驱动电路2011中的第一个电驱动单元的第一输出端作为U相电驱动电路2011的第一输出端，用于连接电机的U相接线端；V相电驱动电路2012中的第一个电驱动单元的第一输出端作为V相电驱动电路2012的第一输出端，用于连接电机的V相接线端；W相电驱动电路2013中的第一个电驱动单元的第一输出端作为W相电驱动电路2013的第一输出端，用于连接电机的W相接线端；
U相电驱动电路2011中的第i个电驱动单元的第二输出端连接U相电驱动电路2011中的第i+1个电驱动单元的第一输出端；V相电驱动电路2012中的第j个电驱动单元的第二输出端连接V相电驱动电路2012中的第j+1个电驱动单元的第一输出端；W相电驱动电路2013中的第k个电驱动单元的第二输出端连接W相电驱动电路2013中的第k+1个电驱动单元的第一输出端；
U相电驱动电路2011中的第n个电驱动单元的第二输出端、V相电驱动电路2012中的第n个电驱动单元的第二输出端，以及W相电驱动电路2013中的第n个电驱动单元的第二输出端组成驱动电路201的N点。
可选的，电驱动单元具体可以如图3所示，包括H桥逆变器301和单元控制器302，其中：
H桥逆变器301的输入端作为对应电驱动单元的输入端，H桥逆变器301的输出端作为对应电驱动单元的输出端；
单元控制器302的信号端作为对应电驱动单元的信号端；单元控制器302，采样对应电驱动单元连接的蓄电池的电压发送至主控制器202；根据主控制器202确定的对应电驱动单元的输出电压调整系数，调整H桥逆变器301的输出电压。
其中，H桥逆变器301具体包括第一IGBT模块T1、第二IGBT模块T2、第三IGBT模块T3和第四IGBT模块T4，第一IGBT模块T1的集电极和第三IGBT模块T3的集电极连接后的接线端作为H桥逆变器301的正输入端，第四IGBT模块T4的发射极和第二IGBT模块T2的发射极连接后的接线端作为H桥逆变器301的负输入端，第一IGBT模块T1的发射极、第四IGBT模块T4的集电极连接后的接线端作为H桥逆变器301的第一输出端，第三IGBT模块T3的发射极、第二IGBT模块T2的集电极连接后的接线端组作为H桥逆变器301的第二输出端。
第一IGBT模块T1的门极、第二IGBT模块T2的门极、第三IGBT模块T3的门极、第四IGBT模块T4的门极连接单元控制器302，单元控制器302根据主控制器202确定的对应电驱动单元的输出电压调整系数，通过控制H桥逆变器301中各IGBT模块，实现调整H桥逆变器301的输出电压，即实现调整电驱动单元的输出电压。
实际实施时，可以由主控制器202控制驱动电路201输出三相交流电，在此基础上，根据每相电驱动电路中的各蓄电池的电压，确定该相电驱动电路中的各电驱动单元的输出电压调整系数，用于对各电驱动单元的输出电压进行成比例调整。具体的，每相电驱动电路中，蓄电池的电压越低，确定该蓄电池对应的电驱动单元的输出电压调整系数越小，调整该蓄电池对应的电驱动单元的输出电压越低，使该蓄电池输出的电能越少；蓄电池的电压越高，确定该蓄电池对应的电驱动单元的输出电压调整系数越大，调整该蓄电池对应的电驱动单元的输出电压越高，使该蓄电池输出的电能越多。
在本发明的一个具体实施例中，主控制器202，具体针对驱动电路中的每相电驱动电路，确定该相电驱动电路中的n个蓄电池的电压平均值；根据电压平均值，确定该相电驱动电路中的n个电驱动单元中的每个电驱动单元的输出电压调整系数。例如，主控制器202，具体可以针对该相电驱动电路中的n个电驱动单元中的每个电驱动单元，确定对应蓄电池的电压与电压平均值的比值作为该电驱动单元的电压调整系数。
在本发明的其它具体实施例中，主控制器202，具体也可以采用其它算法根据每相电驱动电路中的n个蓄电池的电压，确定该相电驱动电路中的n个电驱动单元中的每个电驱动单元的输出电压调整系数，在此不再举例详述。
显然，采用本发明实施例提供的电机驱动装置，各蓄电池独立供电输出，互不影响，并且根据各蓄电池的电压调整对应电驱动单元的输出，使电压高的蓄电池多输出电能，电压低的蓄电池少输出电能，从而达到蓄电池均压的效果，提高蓄电池的利用率和可靠性。
并且，电机驱动装置的每个电驱动电路中多个电驱动单元输出级联，输出信号为多电平信号，更接近于正弦，从而使得驱动电机的三相交流电谐波更小，能够有效提高电机使用寿命。
较佳的，主控制器202，在针对驱动电路201中的每相电驱动电路，根据该相电驱动电路中的n个蓄电池的电压，确定该相电驱动电路中的n个电驱动单元中的每个电驱动单元的输出电压调整系数之前，还先确定驱动电路的输出正常。
即在主控制器202进行电驱动单元的输出电压调整系数的计算之前，先判断驱动电路的输出是否正常；若主控制器202确定驱动电路的输出正常，则进行电驱动单元的输出电压调整系数的计算；若主控制器202确定驱动电路的输出异常，则不进行电驱动单元的输出电压调整系数的计算，这样能够节约主控制器202的处理资源。
较佳的，如图4所示，本发明实施例提供的电机驱动装置中的驱动电路201中的每相电驱动电路均还包括与n个电驱动单元一一对应的n个旁路开关 单元，n个旁路开关单元分别连接于对应电驱动单元的输出端间，即：
U相电驱动电路中的第i个旁路开关单元连接于U相电驱动电路中的第i个电驱动单元的两个输出端间；V相电驱动电路中的第j个旁路开关单元连接于V相电驱动电路中的第j个电驱动单元的两个输出端间；W相电驱动电路中的第k个旁路开关单元连接于W相电驱动电路中的第k个电驱动单元的两个输出端间。
具体实现时，旁路开关单元可以但不限于包括接触器、双向晶闸管中的至少一种。即旁路开关单元可以采用接触器实现，也可以采用双向晶闸管实现，也可以采用接触器和双向晶闸管实现。
此时，主控制器202，还可以判断电机的反电势是否高于预设值；当确定电机的反电势高于预设值时，控制驱动电路201中的每相驱动电路中的旁路开关单元处于闭合状态。
当驱动电路201中的每相驱动电路中的电驱动单元采用图3所示结构实现时，主控制器202在确定电机的反电势高于预设值时，可以输出旁路开关单元闭合指令至电驱动单元中的单元控制器，由单元控制器控制对应旁路开关单元闭合，短路电驱动单元的输出端，保护蓄电池。
较佳的，主控制器202，在判断电机的反电势是否高于预设值之前，还先确定驱动电路的输出异常。
实际实施时，本发明实施例提供的电机驱动装置中的主控制器202执行的处理流程可以如图5所示，包括如下步骤：
步骤501、判断电机驱动装置的输出是否正常。
当确定电机驱动装置的输出正常时，进入步骤502；当确定电机驱动装置的输出异常时，直接进入步骤505。
步骤502、获取各蓄电池的电压。
步骤503、针对每相电驱动电路，计算该相电驱动电路中的蓄电池的电压平均值，以及每个蓄电池的电压与该电压平均值的比值，即对应电驱动单元的输出电压调整系数。
步骤504、输出电驱动单元的输出电压调整系数至对应电驱动单元，指示电驱动单元对输出电压进行比例调整，本次控制流程结束。
步骤505、判断电机的反电势是否高于预设值。
当确定电机的反电势高于预设值时，进入步骤506；当确定电机的反电势不高于预设值时，本次控制流程结束。
步骤506、输出旁路开关单元闭合指令，控制各旁路开关单元闭合。
综上所述，采用本发明实施例提供的方案，能够达到蓄电池均压的效果，提高蓄电池的利用率和可靠性，延长电机使用寿命。
本发明实施例还提供了一种电动汽车，如图6所示，包括将电能转换为机械能的汽车电机601，以及上述任一用于驱动汽车电机的电机驱动装置602。
当然，上述电机驱动装置除了可以应用在电动汽车中，还可以应用在其它具有电机的设备中，在此不再举例。
尽管已描述了本发明的优选实施例，但本领域内的技术人员一旦得知了基本创造性概念，则可对这些实施例作出另外的变更和修改。所以，所附权利要求意欲解释为包括优选实施例以及落入本发明范围的所有变更和修改。
显然，本领域的技术人员可以对本发明实施例进行各种改动和变型而不脱离本发明实施例的精神和范围。这样，倘若本发明实施例的这些修改和变型属于本发明权利要求及其等同技术的范围之内，则本发明也意图包含这些改动和变型在内。

Claims (9)

  1. 一种电机驱动装置，其特征在于，包括输出三相交流电的驱动电路和主控制器，其中：
    所述驱动电路，包括U相电驱动电路、V相电驱动电路以及W相电驱动电路；每相电驱动电路均包括n个蓄电池和与所述n个蓄电池一一对应的n个电驱动单元，所述n个电驱动单元的信号端连接所述主控制器，所述n个电驱动单元的输入端连接对应蓄电池，所述n个电驱动单元的输出端级联，输出所述三相交流电中的一相；其中，n为正整数；
    所述主控制器，针对所述驱动电路中的每相电驱动电路，根据该相电驱动电路中的n个蓄电池的电压，确定该相电驱动电路中的n个电驱动单元中的每个电驱动单元的输出电压调整系数，并输出至对应电驱动单元。
  2. 如权利要求1所述的电机驱动装置，其特征在于，每个电驱动单元均包括H桥逆变器和单元控制器，其中：
    所述H桥逆变器的输入端作为对应电驱动单元的输入端，所述H桥逆变器的输出端作为对应电驱动单元的输出端；
    所述单元控制器的信号端作为对应电驱动单元的信号端；所述单元控制器，采样对应电驱动单元连接的蓄电池的电压发送至所述主控制器；根据所述主控制器确定的对应电驱动单元的输出电压调整系数，调整所述H桥逆变器的输出电压。
  3. 如权利要求1或2所述的电机驱动装置，其特征在于，所述主控制器，具体针对所述驱动电路中的每相电驱动电路，确定该相电驱动电路中的n个蓄电池的电压平均值；根据所述电压平均值，确定该相电驱动电路中的n个电驱动单元中的每个电驱动单元的输出电压调整系数。
  4. 如权利要求3所述的电机驱动装置，其特征在于，所述主控制器，具体针对该相电驱动电路中的n个电驱动单元中的每个电驱动单元，确定对应蓄电池的电压与所述电压平均值的比值作为该电驱动单元的电压调整系数。
  5. 如权利要求1-4任一所述的电机驱动装置，其特征在于，所述主控制器，在针对所述驱动电路中的每相电驱动电路，根据该相电驱动电路中的n个蓄电池的电压，确定该相电驱动电路中的n个电驱动单元中的每个电驱动单元的输出电压调整系数之前，还确定所述驱动电路的输出正常。
  6. 如权利要求1-5任一所述的电机驱动装置，其特征在于，所述驱动电路中的每相电驱动电路均还包括与所述n个电驱动单元一一对应的n个旁路开关单元，所述n个旁路开关单元分别连接于对应电驱动单元的输出端间；
    所述主控制器，还判断电机的反电势是否高于预设值；当确定电机的反电势高于预设值时，控制所述驱动电路中的每相驱动电路中的旁路开关单元处于闭合状态。
  7. 如权利要求6所述的电机驱动装置，其特征在于，所述旁路开关单元包括接触器、双向晶闸管中的至少一种。
  8. 如权利要求6或7所述的电机驱动装置，其特征在于，所述主控制器，在判断电机的反电势是否高于预设值之前，还确定所述驱动电路的输出异常。
  9. 一种电动汽车，包括将电能转换为机械能的汽车电机，其特征在于，所述电动汽车还包括如权利要求1-8任一所述用于驱动所述汽车电机的电机驱动装置。
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