WO2020037840A1 - 混合动力车辆传动系统 - Google Patents

混合动力车辆传动系统 Download PDF

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Publication number
WO2020037840A1
WO2020037840A1 PCT/CN2018/114527 CN2018114527W WO2020037840A1 WO 2020037840 A1 WO2020037840 A1 WO 2020037840A1 CN 2018114527 W CN2018114527 W CN 2018114527W WO 2020037840 A1 WO2020037840 A1 WO 2020037840A1
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Prior art keywords
controllable
tube
terminal
controllable tube
power
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PCT/CN2018/114527
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English (en)
French (fr)
Inventor
温吉斌
魏宏
范家科
赖浩喆
宋新良
邹晓伟
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中车大连机车车辆有限公司
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Priority to NZ748896A priority Critical patent/NZ748896A/en
Publication of WO2020037840A1 publication Critical patent/WO2020037840A1/zh

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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L50/00—Electric propulsion with power supplied within the vehicle
    • B60L50/10—Electric propulsion with power supplied within the vehicle using propulsion power supplied by engine-driven generators, e.g. generators driven by combustion engines
    • B60L50/15—Electric propulsion with power supplied within the vehicle using propulsion power supplied by engine-driven generators, e.g. generators driven by combustion engines with additional electric power supply
    • 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

Definitions

  • the invention relates to the technical field of transmission systems, in particular to a hybrid vehicle transmission system.
  • Hybrid vehicles are powered by a hybrid battery and diesel engine hybrid system instead of the traditional pure diesel engine power system.
  • the power battery provides additional power to improve the operating conditions and emissions of the diesel engine when the vehicle has a large traction load.
  • the regenerative braking power is returned by the power battery. Storage can effectively save energy and reduce vehicle fuel consumption and emissions.
  • FIG. 1 is a circuit diagram of a transmission system of a conventional hybrid vehicle.
  • the transmission system of the existing hybrid vehicle includes a diesel engine 101, a synchronous generator 102, a main contactor 103, an uncontrollable rectifier 104, a traction inverter 105, a traction motor 106, an inductor 107, and a power battery 108 composition.
  • a bridge arm is added to the traction inverter module 105 for controlling the charging current of the power battery 108.
  • the power battery 108 is connected to the intermediate DC link through the modules Q7 and Q8 in the traction inverter module 105, and is mixed with the electricity generated by the synchronous generator 102 in the intermediate DC link.
  • the insulated gate bipolar transistor in the Q7 module can be controlled to be turned on. Only the diode in the Q7 module is turned on.
  • the charging state of the power battery 108 is controllable.
  • the discharging state of the power battery 108 is uncontrollable, which can make the power battery in the hybrid traction mode not charge. .
  • the traction motor 106 becomes a power generation condition.
  • the Q1 to Q6 modules of the traction inverter module 105 rectify the three-phase power generated by the traction motor 106 into DC power. By controlling the Q7 module of the traction inverter module 105
  • the middle IGBT element is turned on to control the charging current.
  • the voltage of the intermediate DC link is adjusted by adjusting the excitation current of the synchronous generator 102, when the speed of the diesel engine 101 fluctuates, the voltage of the intermediate DC link cannot be stabilized by adjusting the excitation current of the synchronous generator 102, resulting in the voltage of the intermediate DC link and The voltages of the power battery packs are different, so that the synchronous generator 102 and the power battery pack cannot be discharged at the same time, resulting in overcharge or overdischarge of the power batteries.
  • the invention provides a hybrid vehicle transmission system to solve the technical problem that the voltage of the intermediate DC link and the voltage of the power battery pack are different, so that the synchronous generator and the power battery pack cannot be discharged at the same time.
  • the invention provides a hybrid vehicle transmission system, comprising: a generator, a controllable rectifier, an inverter, and an electric motor; a power input end of the generator is used to connect with a crankshaft of the engine, so that the generator moves the mechanical input of the engine Into the first AC power; the electrical output end of the generator is connected to the AC end of the controllable rectifier, and the DC end of the controllable rectifier is used to connect to the power battery; the controllable rectifier rectifies the first AC power according to the first control signal to Output a first DC power with an amplitude corresponding to the first control signal so that the terminal voltage of the power battery and the DC terminal voltage of the controllable rectifier are the same; the DC terminal of the inverter is connected to the DC terminal of the controllable rectifier, and the inverter The AC terminal is connected to the electrical end of the motor; so that the inverter converts the third DC power output by the power battery and the first DC power output by the controllable rectifier into a second AC
  • the first AC power output from the generator is rectified by a controllable rectifier.
  • the output voltage of the controllable rectifier is affected by the first control signal of the control end of the controllable rectifier.
  • the output end of the controllable rectifier Output the voltage corresponding to the controllable rectifier, and make the terminal voltage of the power battery and the DC voltage of the controllable rectifier the same, to avoid that the power battery and the controllable rectifier cannot Technical issues with simultaneous discharge.
  • the system further includes: an energy consumption device; the energy consumption device is used to connect with the crankshaft of the engine; when the vehicle is braked, the motor generates a third alternating current under the driving of the wheels of the vehicle, and the third alternating current is converted into The second direct current, the second direct current is converted into the fourth alternating current through a controllable rectifier, so that the fourth alternating current drives the generator to rotate, and the crankshaft is driven by the generator to drive the energy consumption device to consume the energy generated when the vehicle is braked.
  • an energy consumption device is used to connect with the crankshaft of the engine; when the vehicle is braked, the motor generates a third alternating current under the driving of the wheels of the vehicle, and the third alternating current is converted into The second direct current, the second direct current is converted into the fourth alternating current through a controllable rectifier, so that the fourth alternating current drives the generator to rotate, and the crankshaft is driven by the generator to drive the energy consumption device to consume the energy generated when the vehicle is braked.
  • the principle that the electric motor and the engine can be converted to each other is used.
  • the vehicle When the vehicle is in a braking condition, the vehicle is braked by generating electromagnetic force, so that the electric motor generates a third alternating current, and the fourth alternating current is generated through an inverter and a rectifier to drive power
  • the machine rotates to realize the transfer of the vehicle's kinetic energy to the generator.
  • the generator drives the crankshaft to rotate, which drives the energy consumption device to move, so that the vehicle has greater electric power.
  • the energy consumption device is a cooling fan; the cooling fan is used to be mounted on the crankshaft of the engine, so that the crankshaft drives the cooling fan to move under the driving of the generator.
  • a cooling fan is installed on the crankshaft of the engine, and the energy generated by the vehicle brake is transmitted to the crankshaft of the engine through the motor, inverter, rectifier, and generator to drive the cooling fan to rotate.
  • the cooling fan is used to cool the engine, which can improve Energy utilization, the cooling fan consumes the vehicle's braking energy, which can provide more braking power for the vehicle.
  • the generator is an asynchronous generator
  • the third DC power output by the power battery is converted into a fourth AC power through a controllable rectifier, and the fourth AC power drives the asynchronous generator to rotate to start the engine.
  • an asynchronous generator has only one set of winding structure. Compared with a synchronous generator, there is no need for an extra control circuit to control the motor excitation, and a controllable rectifier can be used to directly start the diesel engine with the asynchronous generator.
  • the controller is further configured to output a fourth control signal; the engine drives the generator to output the first AC power, and the controllable rectifier rectifies the first AC power according to the fourth control signal to output an amplitude corresponding to the fourth control signal.
  • Value of the fourth direct current, so that the terminal voltage of the power battery is smaller than the DC terminal voltage of the controllable rectifier to charge the power battery with a charging current corresponding to the voltage difference, where the voltage difference is the DC terminal voltage of the controllable rectifier and the The difference between the terminal voltages of the power batteries.
  • the hybrid vehicle transmission system does not require additional power battery charging equipment.
  • the controllable rectifier includes a first bridge arm, a second bridge arm, and a third bridge arm;
  • the first bridge arm includes a first controllable tube and a second controllable tube, and a second end of the first controllable tube and The first end of the second controllable tube is connected, the second end of the first controllable tube is connected to the A-phase end of the generator, the first end of the first controllable tube is connected to the positive electrode for the power battery, and the second The second end of the controllable tube is used to connect to the negative electrode of the power battery.
  • the control end of the first controllable tube and the control end of the second controllable tube are both used to receive the first control signal.
  • the electrical output terminal of the generator Including A-phase end, B-phase end and C-phase end;
  • the second bridge arm includes a third controllable tube and a fourth controllable tube, and the second end of the third controllable tube is connected to the first end of the fourth controllable tube
  • the second end of the third controllable tube is connected to the B-phase end of the generator, the first end of the third controllable tube is connected to the positive electrode of the power battery, and the second end of the fourth controllable tube is used to connect with The negative terminal of the power battery is connected, the control end of the third controllable tube and the control end of the fourth controllable tube are both used to receive the first control signal
  • the third bridge arm includes a fifth controllable And the sixth controllable tube, the second end of the fifth controllable tube is connected to the first end of the sixth controllable tube, the second end of the fifth controllable tube is connected to the C-phase end of the generator, and the fifth controllable tube The first end of the tube is connected
  • controllable rectifier includes a rectification filter capacitor; one end of the rectification filter capacitor is connected to the first end of the fifth controllable tube, and the other end of the rectification filter capacitor is connected to the second end of the sixth controllable tube.
  • the rectifying and filtering capacitor can filter the output DC power of the controllable rectifier to smooth the output DC power and reduce ripple.
  • controllable tube is an insulated gate bipolar transistor.
  • the system further includes a contactor; one end of the contactor is connected to the generator, and the other end of the contactor is connected to the AC end of the controllable rectifier, so that the system can be switched between single power mode and hybrid power mode; single power mode
  • the motor is driven by the power battery, and in the hybrid mode, the motor is driven by the power battery and the engine.
  • the contactor can realize the switching of the hybrid vehicle transmission system between a single power condition and a hybrid power condition, thereby improving the adaptability of the hybrid vehicle transmission system.
  • the inverter includes a fourth bridge arm, a fifth bridge arm, and a sixth bridge arm;
  • the fourth bridge arm includes a seventh controllable tube and an eighth controllable tube, and a second end of the seventh controllable tube and The first end of the eighth controllable tube is connected, the second end of the seventh controllable tube is connected to the A-phase end of the motor, and the first end of the seventh controllable tube is connected to the positive electrode for the power battery.
  • the second end of the control tube is used to connect to the negative electrode of the power battery.
  • the control end of the seventh controllable tube and the control end of the eighth controllable tube are both used to receive the second control signal.
  • the electrical end of the motor includes phase A.
  • the controller generates a second control signal, and the inverter converts the first DC power into the second AC power according to the second control signal;
  • the fifth bridge arm includes a ninth controllable tube and a tenth controllable tube.
  • the second end of the ninth controllable tube is connected to the first end of the tenth controllable tube, the second end of the ninth controllable tube is connected to the B-phase end of the motor, and the first end of the ninth controllable tube Connected to the positive terminal of the power battery, the second end of the tenth controllable tube is used to connect to the negative terminal of the power battery, and the ninth controllable tube And the control end of the tenth controllable tube are used to receive the second control signal;
  • the sixth bridge arm includes the eleventh controllable tube and the twelfth controllable tube, and the second end of the eleventh controllable tube and the first The first end of the twelve controllable tube is connected, the second end of the eleventh controllable tube is connected to the C-phase end of the motor, the first end of the eleventh controllable tube is connected to the positive electrode of the power battery, the first The second end of the twelve controllable tube is used to connect with the negative electrode of the power battery, and the control end of
  • the inverter includes an inverter filter capacitor; one end of the inverter filter capacitor is connected to the first end of the eleventh controllable tube, and the other end of the inverter filter capacitor is connected to the second end of the twelfth controllable tube.
  • the inverter filter capacitor can filter the DC power output from the DC terminal of the inverter to smooth the DC power output from the DC terminal of the inverter and reduce ripple.
  • the hybrid vehicle transmission system includes a generator, a controllable rectifier, an inverter, and a motor.
  • the controllable rectifier rectifies the first AC power output by the generator, and the output DC voltage is controlled by the controllable rectifier control terminal.
  • Signal control set the first control signal of the control terminal, make the terminal voltage of the power battery and the DC terminal voltage of the controllable rectifier the same, avoid the power battery and the controllable rectifier due to the difference between the terminal voltage of the power battery and the DC terminal voltage of the controllable rectifier Technical issues that cannot be discharged simultaneously.
  • the inverter converts the third DC power output by the power battery and the first DC power output by the controllable rectifier into a second AC power. The second AC power is used to drive the motor, and the power battery and the engine are used to drive the motor together.
  • 1 is a circuit diagram of a transmission system of a conventional hybrid vehicle
  • Fig. 2 is a schematic structural diagram of a hybrid vehicle transmission system according to an exemplary embodiment of the present invention
  • Fig. 3 is a circuit diagram of a hybrid vehicle transmission system according to another exemplary embodiment of the present invention.
  • Fig. 2 is a schematic structural diagram of a hybrid vehicle transmission system according to an exemplary embodiment of the present invention.
  • the hybrid vehicle transmission system provided in this embodiment includes a generator 203, a controllable rectifier 204, an inverter 205, an electric motor 206, a controller 209, and an energy consumption device 201.
  • the power input end of the generator 203 is used to connect to the crankshaft of the engine 202
  • the energy consumption device 201 is used to connect to the crankshaft of the engine 202.
  • the electrical output terminal of the generator 203 is connected to the AC terminal of the controllable rectifier 204, the DC terminal of the controllable rectifier 204 is used to connect to the power battery 207, the output terminal of the controller 209 is connected to the control terminal of the controllable rectifier 204, and inverter
  • the DC terminal of the inverter 205 is connected to the DC terminal of the controllable rectifier 204, the AC terminal of the inverter 205 is connected to the electrical terminal of the motor 206, and the power output terminal of the motor 206 is connected to the vehicle wheel.
  • the engine 202 drives the rotating shaft of the generator 203 through the crankshaft, and the rotating shaft drives the rotor to cut the magnetic induction line, and generates induced electromotive force and induced current in the stator winding. Movement is converted into first alternating current.
  • the controller 209 generates a first control signal.
  • the control terminal of the controllable rectifier 204 receives the first control signal.
  • the input of the controllable rectifier 204 receives the first AC power. Under the control of the first controllable signal, the controllable rectifier 204 controls the first An alternating current is rectified to output a first direct current.
  • the amplitude of the first DC power corresponds to the first control signal, that is, one first control signal corresponds to one first DC power.
  • the terminal voltage of the power battery and the controllable rectifier can be adjusted.
  • the DC terminal voltage is the same.
  • the power battery and the controllable rectifier can input DC power to the inverter at the same time.
  • the inverter outputs the third DC power output by the power battery and the first output of the controllable rectifier.
  • a direct current is converted into a second alternating current, and the second alternating current is used to drive the electric motor, so that the electric motor is driven by the power battery and the engine, and the electric motor drives the wheels of the vehicle to rotate.
  • the inverter 205 converts the third AC power output from the motor 206 into the second DC power.
  • the inverter 206 does not work in an inverting state, but works in a rectified state.
  • the controller 209 inputs a third control signal to the controllable rectifier 204, so that the second direct current is output to the fourth AC power after the inverter rectifier 204 performs the inversion processing.
  • the controllable rectifier 204 does not work in the rectified state, but works in the inverter status.
  • the fourth alternating current drives the generator to move.
  • the generator drives the engine's crankshaft to rotate. The engine only plays a role in transmitting power.
  • the engine drives the energy consumption device to move, consumes the energy of the vehicle during braking, and provides more braking power for vehicle braking. .
  • the engine drives the energy consumption device to move, consumes the energy of the vehicle during braking, and provides more braking power for vehicle braking. .
  • the fourth AC power output from the AC side of the controllable rectifier 204 to control the rotation speed of the generator 203, the energy consumed by the energy consumption device can be controlled, and the braking power of the vehicle can be controlled.
  • the controller 209 is also used to output a fourth control signal.
  • the engine 202 drags the generator 203 to output the first AC power, and the controllable rectifier 204 rectifies the first AC power according to the fourth control signal to output The fourth direct current, wherein a fourth control signal corresponds to a fourth alternating current.
  • the terminal voltage of the power battery is less than the fourth direct voltage output from the DC terminal of the controllable rectifier.
  • the power battery is in a charging state.
  • the fourth control signal is set to adjust The difference between the DC terminal voltage of the controllable rectifier and the terminal voltage of the power battery to charge the power battery with the charging current corresponding to the voltage difference, to achieve accurate control of the charging current of the power battery 207, without the need for other charging controls
  • the device makes the structure of the power system simple.
  • the first rectified AC power output from the generator is rectified by a controllable rectifier, and the first DC power is output.
  • the amplitude of the first DC power is controlled by the first control signal at the control end of the controllable rectifier.
  • Set the first control signal for the voltage across the battery so that the terminal voltage of the power battery is the same as the DC terminal voltage of the controllable rectifier.
  • the power battery and the controllable rectifier can input DC power to the inverter at the same time to avoid the terminal voltage of the power battery.
  • the technical problem that the DC terminal voltage of the controllable rectifier is different from that of the power battery and the controllable rectifier cannot be discharged at the same time.
  • the inverter in the rectified state, the controllable rectifier in the inverter state, and the generator in the motor state, so that the energy generated during the braking process of the vehicle passes the motor
  • the inverter, the controllable rectifier, and the crankshaft connection transmitted from the engine to the engine, and then the energy consumption device consumes the energy generated when the vehicle is braked, and provides more braking power for the vehicle brake.
  • the controllable rectifier can realize the precise control of the amplitude of the first direct current, and ensure the precise control of the charging current and the discharging current of the power battery.
  • the power battery is directly connected between the controllable rectifier and the inverter. No filter components such as inductors are needed, which reduces system losses and ensures fast system response.
  • Fig. 3 is a circuit diagram of a hybrid vehicle transmission system according to another exemplary embodiment of the present invention.
  • the hybrid vehicle transmission system provided in this embodiment includes a generator 303, a controllable rectifier 304, an inverter 305, an electric motor 306, a cooling fan 301, a contactor 308, and a controller 309.
  • the electrical output terminals of the generator include A-phase terminal, B-phase terminal, and C-phase terminal.
  • the controllable rectifier includes a first bridge arm, a second bridge arm, a third bridge arm, and a rectification filter capacitor.
  • the first bridge arm includes a first controllable tube T1 and a second controllable tube T2, a second end of the first controllable tube T1 is connected to a first end of the second controllable tube T2, and the first controllable tube T1
  • the second end of the first controllable tube T1 is connected to the A-phase end of the generator 303.
  • the first end of the first controllable tube T1 is connected to the positive electrode of the power battery 307, and the second end of the second controllable tube T2 is used to connect the power battery.
  • the negative terminal of 307 is connected, and the controller 309 generates a first control signal and a fourth control signal.
  • the control end of the first controllable tube T1 is used to receive the first control signal or the fourth control signal, and the control end of the second controllable tube T2. It is also used to receive the first control signal or the fourth control signal. Both the first control signal and the fourth control signal are used to control the on and off of the first controllable transistor T1 and the on and off of the second controllable transistor T2.
  • the second bridge arm includes a third controllable tube T3 and a fourth controllable tube T4.
  • the second end of the third controllable tube T3 is connected to the first end of the fourth controllable tube T4, and the third controllable tube T3.
  • the second end of the generator is connected to the B-phase end of the generator, the first end of the third controllable tube T3 is connected to the positive electrode for the power battery 307, and the second end of the fourth controllable tube T4 is used for the power battery 307.
  • the control end of the third controllable tube T3 is used to receive the first control signal or the fourth control signal, and the control end of the fourth controllable tube T4 is used to receive the first control signal or the fourth control signal. Both the first control signal and the fourth control signal are also used to control the on and off of the third controllable transistor T3 and the on and off of the fourth controllable transistor T4.
  • the third bridge arm includes a fifth controllable tube T5 and a sixth controllable tube T6.
  • the second end of the fifth controllable tube T5 is connected to the first end of the sixth controllable tube T6, and the fifth controllable tube T5.
  • the second end of the generator is connected to the C-phase end of the generator, the first end of the fifth controllable tube T5 is connected to the positive electrode of the power battery 307, and the second end of the sixth controllable tube T6 is used to connect to the power battery 307.
  • the control end of the fifth controllable tube T5 is used to receive the first control signal or the fourth control signal, and the control end of the sixth controllable tube T6 is also used to receive the first control signal or the fourth control signal. Both the first control signal and the fourth control signal are also used to control the on and off of the fifth controllable transistor T5 and the on and off of the sixth controllable transistor T6.
  • the controllable rectifier 304 includes a first bridge arm, a second bridge arm, and a third bridge arm. Each bridge arm is composed of two controllable tubes. The control end of the controllable tube forms the control end of the controllable rectifier. The on-time of the control tube is controlled by the first control signal or the fourth control signal of the controllable control end, and the first control signal and the fourth control signal are both pulse width modulation signals (Pulse Width Modulation, referred to as PWM). Change the duty cycle of the PWM, change the on-time of the controllable tube, and then change the amplitude of the output first DC power.
  • PWM pulse width modulation signals
  • the terminal voltage of the power battery 307 is detected to determine the duty cycle of the PWM, so that the amplitude of the first DC power output by the controllable rectifier 304 is the same as the amplitude of the terminal voltage of the power battery 307.
  • the terminal voltage of the power battery 307 is detected to determine the PWM duty cycle to control the charging current of the power battery.
  • the rectifying and filtering capacitor C1 is used for filtering the first DC power output by the controllable rectifier 304, so that the DC ripple after filtering by the rectifying and filtering capacitor is smaller.
  • the controllable tube is an Insulate-Gate Bipolar Transistor (IGBT for short).
  • IGBT Insulate-Gate Bipolar Transistor
  • IGBT is a full-control, voltage-driven semiconductor device composed of a bipolar junction transistor and an insulated gate field effect transistor. IGBT combines the advantages of high voltage resistance, large current, and good switching characteristics of bipolar junction transistors with the advantages of fast switching speed and high operating frequency of insulated gate field effect transistors.
  • a controllable rectifier composed of an IGBT tube can quickly and accurately adjust the output voltage to achieve rapid adjustment of the first direct current, and further, to accurately control the charging and discharging current of the power battery 307. Therefore, the vehicle does not need to be equipped with a special power battery charger and filter circuit, which saves costs and space.
  • the electrical end of the motor includes an A-phase end, a B-phase end, and a C-phase end.
  • the inverter 305 includes a fourth bridge arm, a fifth bridge arm, and a sixth bridge arm.
  • the fourth bridge arm includes a seventh controllable tube T7 and an eighth controllable tube T8.
  • the second end of the seventh controllable tube T7 is connected to the first end of the eighth controllable tube T8 and the seventh controllable tube T7.
  • the second end of the controll is connected to the A-phase end of the motor 306, the first end of the seventh controllable tube T7 is connected to the positive electrode of the power battery 307, and the second end of the eighth controllable tube T8 is used to connect to the power battery 307
  • the controller 309 generates a second control signal.
  • the control end of the seventh controllable tube T7 and the control end of the eighth controllable tube T8 are both used to receive the second control signal.
  • the second control signal is used to control the on and off of the eleventh controllable tube T11 and the on and off of the twelfth controllable tube T12.
  • the fifth bridge arm includes a ninth controllable tube T9 and a tenth controllable tube T10, a second end of the ninth controllable tube T9 is connected to a first end of the tenth controllable tube T10, and a ninth controllable tube T9
  • the second end of the controll is connected to the B-phase end of the motor 306, the first end of the ninth controllable tube T9 is connected to the positive electrode of the power battery 307, and the second end of the tenth controllable tube T10 is used to connect to the power battery 307
  • the control terminal of the ninth controllable tube T9 is used to receive the second control signal, and the control end of the tenth controllable tube T10 is also used to receive the second control signal.
  • the second control signal is used to control the on and off of the seventh controllable transistor T7 and the on and off of the eighth controllable transistor T8.
  • the sixth bridge arm includes an eleventh controllable tube T11 and a twelfth controllable tube T12.
  • the second end of the eleventh controllable tube T11 is connected to the first end of the twelfth controllable tube T12.
  • a second end of a controllable tube T11 is connected to the C-phase end of the motor 306, a first end of the eleventh controllable tube T11 is connected to a positive electrode for a power battery 307, and a second end of the twelfth controllable tube T12 is The terminal is used to connect with the negative electrode of the power battery 307, and the control terminal of the eleventh controllable tube T11 and the control terminal of the twelfth controllable tube T12 are both used to receive the second control signal.
  • the second control signal is used to control the on and off of the eleventh controllable tube T11 and the on and off of the twelfth controllable tube T12.
  • the inverter 305 includes a fourth bridge arm, a fifth bridge arm, and a sixth bridge arm. Each bridge arm is composed of two controllable tubes, and the controllable control terminal constitutes the control end of the inverter 305.
  • the controllable on-time of the controllable tube is controlled by a second control signal of the controllable control terminal, and the second control signal controls the on-time of the controllable tube to realize conversion of the first DC power into the second AC power.
  • the inverter filtering capacitor C2 is used for filtering the second DC power output by the inverter, so that the DC ripple after filtering by the inverter filtering capacitor C2 is smaller.
  • One end of the contactor 308 is connected to the generator 303, and the other end of the contactor 308 is connected to the AC end of the controllable rectifier 304.
  • the engine 302 drives the generator 303 to generate a first alternating current.
  • the first alternating current is rectified by a controllable rectifier and processed by the inverter to transmit power to the motor.
  • the power battery is processed by the inverter, The electric energy is transmitted to the motor, and the electric motor is driven by the power battery and the engine, which is the hybrid driving mode.
  • the contactor 308 When the contactor 308 is disconnected, the circuit between the generator 303 and the controllable rectifier 304 is disconnected, and only the power battery box motor transmits power, and the motor is driven by the power battery, which is a single power mode.
  • the closing and opening of the contactor 308 can realize the system switching between single power mode and hybrid power mode.
  • the cooling fan 301 is used to be mounted on the crankshaft of the engine 302, so that the crankshaft drives the cooling fan 301 to move under the driving of the generator 303 to cool the engine 302.
  • the motor 306 becomes a power generation condition.
  • the inverter 305 rectifies the third AC power generated by the motor 306 into a second DC power.
  • the controller 309 inputs a third control signal to the controllable rectifier control terminal, so that The controlled rectifier inverts the DC terminal current to a fourth AC power, and the fourth AC power is supplied to the generator 303 and drags the engine 302 to rotate.
  • the engine 302 drives the cooling fan 301 to rotate, and consumes part of the excess braking energy on the cooling fan 301, so that the vehicle obtains greater electric braking power.
  • the rotation speed of the fan 301 can be controlled to control the energy consumed by the fan, thereby controlling the size of the braking power.
  • the cooling fan and generator are both dragged and rotated by the engine.
  • the cooling fan is mainly used to cool the engine.
  • the asynchronous generator drags the engine to rotate, which in turn drives the cooling fan to rotate, which is used to consume more electrical braking energy.
  • the generator is an asynchronous generator.
  • Asynchronous generators only have one set of stator windings. No additional excitation windings and excitation winding control circuits are needed.
  • the excitation and rectification of asynchronous generators is achieved through a controllable inverter, which reduces the manufacturing and maintenance costs of the power generation system and makes the system circuit structure simple.
  • the direct current output from the power battery 307 can be converted into alternating current through the controllable rectifier 304, and the alternating current drives the generator 303 to rotate at a variable frequency to drag the engine 302 to start without the need for a separate starting circuit.
  • the controllable inverter is composed of three bridge arms, and each bridge arm includes two controllable tubes.
  • the output voltage of the DC end of the controllable inverter can be controlled.
  • the amplitude of the first DC power output by the controllable rectifier 304 is the same as the amplitude of the terminal voltage of the power battery 307.
  • the engine 302 drives the generator 303 to cause the generator 303 to output a first alternating current.
  • the first direct current voltage is output.
  • the magnitude of the voltage is the same as the magnitude of the terminal voltage of the power battery 307.
  • the power battery 307 and the controllable rectifier 304 can provide DC power to the inverter 305 to achieve hybrid power conditions.
  • the inverter 305 is composed of three bridge arms, and each bridge arm includes two controllable tubes.
  • the controller 309 can control the output voltage amplitude of the AC terminal of the inverter 305 by inputting a fifth control signal to the controllable control terminal.
  • the value and frequency can realize the voltage and frequency control of the electric input end of the motor, and then realize the speed control of the power output end of the motor to change the vehicle speed and traction.

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Abstract

一种混合动力车辆传动系统包括发电机（203）、可控整流器（204）、逆变器（205）以及电动机（206）；发电机（203）的动力输入端用于与发动机（202）的曲轴连接，以使发电机（203）将发动机（202）输入的机械运动转化为第一交流电；发电机（203）的电气输出端与可控整流器（204）的交流端连接，可控整流器（204）的直流端用于与动力电池（207）连接；可控整流器（204）根据第一控制信号对第一交流电进行整流，以输出与第一控制信号对应的幅值的第一直流电，以使动力电池的端电压和可控整流器（204）的直流端电压相同；逆变器（205）的直流端与可控整流器（204）的直流端连接，逆变器（205）的交流端与电动机（206）的电气端连接；以使逆变器（205）将动力电池（207）输出的第三直流电和可控整流器（204）输出的第一直流电转化为第二交流电，第二交流电用于驱动电动机，实现混合动力。

Description

混合动力车辆传动系统 技术领域
本发明涉及传动系统技术领域，尤其涉及一种混合动力车辆传动系统。
背景技术
混合动力车辆由动力电池和柴油机混合动力系统替代传统的纯柴油机动力系统，动力电池在车辆牵引负荷大时提供附加电力以改善柴油机的工况及排放，同时通过动力电池将再生制动回馈的电能存储起来，可有效节约能源，降低车辆的燃油消耗和排放。
图1为现有的混合动力车辆的传动系统的电路图。如图1所示，现有的混合动力车辆的传动系统包括柴油机101、同步发电机102、主接触器103、不可控整流器104、牵引逆变器105、牵引电机106、电感107和动力电池108组成。其中，牵引逆变模块105中增加一个桥臂，用于动力电池108充电电流控制。在混合动力牵引工况，动力电池108通过牵引逆变模块105中的模块Q7、Q8与中间直流环节相连接，与同步发电机102发出的电在中间直流环节混合，由于牵引逆变模块105的Q7模块中的绝缘栅双极晶体管可控导通，只有Q7模块中的二极管导通，动力电池108充电状态可控，动力电池108放电状态不可控，可以使得混合动力牵引工况动力电池不充电。在制动工况，牵引电机106变为发电工况，牵引逆变器模块105的Q1～Q6模块将牵引电机106发出的三相电整流成直流电，通过控制牵引逆变器模块105的Q7模块中IGBT元件导通，控制充电电流。
由于通过调节同步发电机102的励磁电流来调节中间直流环节电压，当柴油机101转速波动时，通过调节同步发电机102的励磁电流不能使中间直流环节的电压维持稳定，导致中间直流环节的电压与动力电池组的电压存在差异，致使同步发电机102和动力电池组不能同时放电，导致动力电池过充或过放。
发明内容
本发明提供一种混合动力车辆传动系统，以解决中间直流环节的电压与动力电池组的电压存在差异，致使同步发电机和动力电池组不能同时放电的技术问题。
本发明提供一种混合动力车辆传动系统，包括：发电机、可控整流器、逆变器以及电动机；发电机的动力输入端用于与发动机的曲轴连接，以使发电机将发动机输入的机械运动转化为第一交流电；发电机的电气输出端与可控整流器的交流端连接，可控整流器的直流端用于与动力电池连接；可控整流器根据第一控制信号对第一交流电进行整流，以输出与第一控制信号对应的幅值的第一直流电，以使动力电池的端电压和可控整流器的直流端电压相同；逆变器的直流端与可控整流器的直流端连接，逆变器的交流端与电动机的电气端连接；以使逆变器将动力电池输出的第三直流电和可控整流器输出的第一直流电转化为第二交流电，第二交流电用于驱动电动机。
本发明中，由可控整流器对发电机输出第一交流电进行整流处理，可控整流器输出电压受可控整流器控制端的第一控制信号影响，通过输入第一控制信号，使可控整流器的输出端输出与可控整流器对应的电压，并使动力电池的端电压和可控整流器的直流端电压相同，避免由于动力电池的端电压和可控整流器的直流端电压不同导致动力电池和可控整流器不能同时放电的技术问题。
可选地，系统还包括：能量消耗装置；能量消耗装置用于与发动机的曲轴连接；在车辆制动时，电动机在车辆的车轮驱动下产生第三交流电，第三交流电经逆变器转换为第二直流电，第二直流电经可控整流器转化为第四交流电，以使第四交流电驱动发电机旋转，曲轴在发电机驱动下带动能量消耗装置运动，以消耗车辆制动时产生的能量。
本发明中，利用电动机和发动机可以相互转化的原理，当车辆处于制动情况时，通过产生电磁力制动车辆，使电动机产生第三交流电，通过逆变器和整流器产生第四交流电，驱动发电机旋转，以实现将车辆的动能传递至发电机，通过发电机带动曲轴旋转，带动能量消耗装置运动，使车辆具有更大的电制功率。
可选地，能量消耗装置为冷却风扇；冷却风扇用于安装于发动机的曲轴上，以使曲轴在发电机驱动下带动冷却风扇运动。
本发明中，在发动机的曲轴上安装冷却风扇，车辆制动产生的能量通过电动机、逆变器、整流器以及发电机传递至发动机曲轴上，驱动冷却风扇旋转，冷却风扇用于冷却发动机，能够提高能量利用率，冷却风扇消耗车辆制动的能量，能够为车辆提供更多制动功率。
可选地，发电机为异步发电机，动力电池输出的第三直流电经由可控整流器转化为第四交流电，第四交流电驱动异步发电机转动，以启动发动机。
本发明中，异步发电机仅存在一套绕组结构，相较于同步发电机，无需多余控制电路控制电机励磁，可直接利用可控整流器配合异步发电机拖动柴油机启动。
可选地，控制器还用于输出第四控制信号；发动机拖动发电机输出第一交流电，可控整流器根据第四控制信号对第一交流电进行整流，以输出与第四控制信号对应的幅值的第四直流电，以使动力电池的端电压小于可控整流器的直流端电压，以向动力电池以电压差对应的充电电流充电，其中，电压差为可控整流器的直流端电压与所述动力电池的端电压之间的差值。
本发明中，通过控制可控整流器的输出电压，控制电压差的值，进而控制动力电池充电电流，使得混合动力车辆传动系统不需要额外设置动力电池充电设备。
可选地，可控整流器包括第一桥臂、第二桥臂以及第三桥臂；第一桥臂包括第一可控管和第二可控管，第一可控管的第二端与第二可控管的第一端连接，第一可控管的第二端与发电机的A相端连接，第一可控管的第一端与用于与动力电池的正极连接，第二可控管的第二端用于与动力电池的负极连接，第一可控管的控制端和第二可控管的控制端均用于接收第一控制信号；其中，发电机的电气输出端包括A相端、B相端以及C相端；第二桥臂包括第三可控管和第四可控管，第三可控管的第二端与第四可控管的第一端连接，第三可控管的第二端与发电机的B相端连接，第三可控管的第一端与用于与动力电池的正极连接，第四可控管 的第二端用于与动力电池的负极连接，第三可控管的控制端和第四可控管的控制端均用于接收第一控制信号；第三桥臂包括第五可控管和第六可控管，第五可控管的第二端与第六可控管的第一端连接，第五可控管的第二端与发电机的C相端连接，第五可控管的第一端与用于与动力电池的正极连接，第六可控管的第二端用于与动力电池的负极连接；第五可控管的控制端和第六可控管的控制端均用于接收第一控制信号。
可选地，可控整流器包括整流滤波电容；整流滤波电容一端与第五可控管的第一端连接，整流滤波电容另一端与第六可控管的第二端连接。
本发明中，整流滤波电容可以对可控整流器输出直流电进行滤波处理，使输出直流电平滑，降低波纹。
可选地，可控管为绝缘栅双极晶体管。
可选地，系统还包括接触器；接触器一端与发电机连接，接触器的另一端与可控整流器的交流端连接，以实现系统在单动力工况和混合动力工况切换；单动力工况为由动力电池驱动电动机，混合动力工况为由动力电池和发动机共同驱动电动机。
本发明中，接触器可以实现混合动力车辆传动系统在在单动力工况和混合动力工况切换，提高混合动力车辆传动系统的适应性。
可选地，逆变器包括第四桥臂、第五桥臂以及第六桥臂；第四桥臂包括第七可控管和第八可控管，第七可控管的第二端与第八可控管的第一端连接，第七可控管的第二端与电动机的A相端连接，第七可控管的第一端与用于与动力电池的正极连接，第八可控管的第二端用于与动力电池的负极连接，第七可控管的控制端和第八可控管的控制端均用于接收第二控制信号；其中，电动机的电气端包括A相端、B相端以及C相端；控制器产生第二控制信号，逆变器根据第二控制信号将第一直流电转化为第二交流电；第五桥臂包括第九可控管和第十可控管，第九可控管的第二端与第十可控管的第一端连接，第九可控管的第二端与电动机的B相端连接，第九可控管的第一端与用于与动力电池的正极连接，第十可控管的第二端用于与动力电池的负极连接，第九可控管的控制端和第十可控管的控制端均用于接收第二控制信号；第六桥臂包括第十一可 控管和第十二可控管，第十一可控管的第二端与第十二可控管的第一端连接，第十一可控管的第二端与电动机的C相端连接，第十一可控管的第一端与用于与动力电池的正极连接，第十二可控管的第二端用于与动力电池的负极连接，第十一可控管的控制端和第十二可控管的控制端均用于接收第二控制信号。
可选地，逆变器包括逆变滤波电容；逆变滤波电容一端与第十一可控管的第一端连接，逆变滤波电容另一端与第十二可控管的第二端连接。
本发明中，逆变滤波电容可以对逆变器直流端输出直流电进行滤波处理，使逆变器直流端输出直流电平滑，降低波纹。
本发明提供的混合动力车辆传动系统，包括发电机、可控整流器、逆变器以及电动机，可控整流器对发电机输出的第一交流电进行整流处理，输出的直流电压大小受可控整流器控制端信号控制，设置控制端第一控制信号，使动力电池的端电压和可控整流器的直流端电压相同，避免由于动力电池的端电压和可控整流器的直流端电压不同导致动力电池和可控整流器不能同时放电的技术问题。逆变器将动力电池输出的第三直流电和可控整流器输出的第一直流电转化为第二交流电，第二交流电用于驱动电动机，实现由动力电池和发动机共同驱动电动机。
附图说明
为了更清楚地说明本发明实施例或现有技术中的技术方案，下面将对实施例或现有技术描述中所需要使用的附图作一简单地介绍，显而易见地，下面描述中的附图是本发明的一些实施例，对于本领域普通技术人员来讲，在不付出创造性劳动性的前提下，还可以根据这些附图获得其他的附图。
图1为现有的混合动力车辆的传动系统的电路图；
图2为本发明根据一示例性实施例示出的混合动力车辆传动系统的结构示意图；
图3为本发明根据另一示例性实施例示出的混合动力车辆传动系统的电路图。
具体实施方式
为使本发明实施例的目的、技术方案和优点更加清楚，下面将结合本发明实施例中的附图，对本发明实施例中的技术方案进行清楚、完整地描述，显然，所描述的实施例是本发明一部分实施例，而不是全部的实施例。基于本发明中的实施例，本领域普通技术人员在没有做出创造性劳动前提下所获得的所有其他实施例，都属于本发明保护的范围。
图2为本发明根据一示例性实施例示出的混合动力车辆传动系统的结构示意图。如图2所示，本实施例提供的混合动力车辆传动系统包括：发电机203、可控整流器204、逆变器205、电动机206、控制器209以及能量消耗装置201。其中，发电机203的动力输入端用于与发动机202的曲轴连接，能量消耗装置201用于与发动机202的曲轴连接。发电机203的电气输出端与可控整流器204的交流端连接，可控整流器204的直流端用于与动力电池207连接，控制器209的输出端与可控整流器204的控制端连接，逆变器205的直流端与可控整流器204的直流端连接，逆变器205的交流端与电动机206的电气端连接，电动机206的动力输出端与车辆车轮连接。
其中，发动机202通过曲轴驱动发电机203的转轴旋转，转轴带动转子切割磁感线，在定子绕组中产生感生电动势和感应电流，通过发电机203中转子切割磁感线将发动机202输入的机械运动转化为第一交流电。控制器209产生第一控制信号，可控整流器204的控制端接收第一控制信号，可控整流器204的输入端接收第一交流电，在第一可控信号的控制下，可控整流器204对第一交流电进行整流，以输出第一直流电。其中，第一直流电的幅值的与第一控制信号相对应，即一个的第一控制信号对应一个第一直流电，通过设定合适的第一控制信号以使动力电池的端电压和可控整流器的直流端电压相同。当动力电池的端电压和可控整流器的直流端电压相同时，动力电池和可控整流器可以同时向逆变器输入直流电，逆变器将动力电池输出的第三直流电和可控整流器输出的第一直流电转化为第二交流电，第二交流电用于驱动电动机，以实现由动力电池和发动机共同驱动电动机，电动机驱动车辆的车轮旋转。
其中，当车辆处于制动状态时，只有车辆用纯动力电池牵引运行时的电制动才可以让发动机旋转，即发动机202不向外输送动力。如果机车发动机已经在运行，将燃烧燃料产生动能时，由于异步电机转速与发动机转速不同，不可以通过异步发电机对其进行拖动旋转的。此时，车辆车轮带动电动机206转轴旋转，电动机206转子运动，切割磁感线，在定子绕组中产生感应电动势和第三交流电，电动机206不工作于提供动力状态，而处于发电状态。逆变器205将电动机206输出第三交流电转化第二直流电，逆变器206不工作于逆变状态，而工作于整流状态。控制器209向可控整流器204中输入第三控制信号，使得第二直流电经过可控整流器204进行逆变处理后，输出第四交流电，可控整流器204不工作于整流状态，而工作于逆变状态。第四交流电驱动发电机运动，发电机带动发动机的曲轴旋转，发动机只起到力的传导作用，通过发动机带动能量消耗装置运动，消耗车辆制动时能量，为车辆制动提供更多制动功率。通过调整可控整流器204交流侧输出的第四交流电，以控制发电机203的转速，进而可以控制能量消耗装置所消耗的能量，实现对车辆制动功率的控制。
控制器209还用于输出第四控制信号，当动力电池207需要充电时，发动机202拖动发电机203输出第一交流电，可控整流器204根据第四控制信号对第一交流电进行整流，以输出第四直流电，其中，一个第四控制信号对应一个第四交流电，动力电池的端电压小于可控整流器的直流端输出的第四直流电压，动力电池处于充电状态，通过设置第四控制信号，调整可控整流器的直流端电压与所述动力电池的端电压之间的差值，以实现对动力电池以电压差对应的充电电流充电，实现对动力电池207的充电电流精确控制，无需其他充电控制装置，使得动力系统结构简单。
本实施例提供的传动系统，由可控整流器对发电机输出的第一交流电进行整流处理，输出第一直流电，第一直流电的幅值受可控整流器的控制端的第一控制信号控制，根据动力电池两端电压设定第一控制信号，以使动力电池的端电压和可控整流器的直流端电压相同，动力电池和可控整流器可以同时向逆变器输入直流电，避免由于动力电池的端电 压和可控整流器的直流端电压不同导致动力电池和可控整流器不能同时放电的技术问题。另外，通过使电动机工作于发电状态，使逆变器工作于整流状态，使可控整流器工作于逆变状态，使发电机工作于电动机状态，使得车辆在制动过程中产生的能量经由电动机、逆变器、可控整流器以及发动机传递至发动机的曲轴连接，进而能量消耗装置消耗车辆制动时产生能量，为车辆制动提供更多制动功率。另外，可控整流器可以实现对第一直流电的幅值精准控制，保证对动力电池充电电流和放电电流地精准控制。另外，动力电池直接挂在可控整流器和逆变器之间，不需要电感等滤波器件，降低系统损耗，保证系统快速响应。
图3为本发明根据另一示例性实施例示出的混合动力车辆传动系统的电路图。如图3所示，本实施例提供的混合动力车辆传动系统包括发电机303、可控整流器304、逆变器305、电动机306、冷却风扇301、接触器308以及控制器309。其中，发电机的电气输出端包括A相端、B相端以及C相端。可控整流器包括第一桥臂、第二桥臂、第三桥臂以及整流滤波电容。
其中，第一桥臂包括第一可控管T1和第二可控管T2，第一可控管T1的第二端与第二可控管T2的第一端连接，第一可控管T1的第二端与发电机303的A相端连接，第一可控管T1的第一端与用于与动力电池307的正极连接，第二可控管T2的第二端用于与动力电池307的负极连接，控制器309产生第一控制信号以及第四控制信号，第一可控管T1的控制端用于接收第一控制信号或者第四控制信号，第二可控管T2的控制端也用于接收第一控制信号或者第四控制信号。第一控制信号和第四控制信号均用于控制第一可控管T1的导通与关断和第二可控管T2的导通与关断。
其中，第二桥臂包括第三可控管T3和第四可控管T4，第三可控管T3的第二端与第四可控管T4的第一端连接，第三可控管T3的第二端与发电机的B相端连接，第三可控管T3的第一端与用于与动力电池307的正极连接，第四可控管T4的第二端用于与动力电池307的负极连接，第三可控管T3的控制端用于接收第一控制信号或者第四控制信号，第四可控管T4的控制端均用于接收第一控制信号或者第四控制信号。第一控制信号和第四控制信号均还用于控制第三可控管T3的导通与关断和第四可控管 T4的导通与关断。
其中，第三桥臂包括第五可控管T5和第六可控管T6，第五可控管T5的第二端与第六可控管T6的第一端连接，第五可控管T5的第二端与发电机的C相端连接，第五可控管T5的第一端与用于与动力电池307的正极连接，第六可控管T6的第二端用于与动力电池307的负极连接；第五可控管T5的控制端用于接收第一控制信号或者第四控制信号，第六可控管T6的控制端也用于接收第一控制信号或者第四控制信号。第一控制信号以及或者第四控制信号均还用于控制第五可控管T5的导通与关断和第六可控管T6的导通与关断。
其中，可控整流器304包括第一桥臂、第二桥臂以及第三桥臂，每个桥臂均由两个可控管构成，可控管的控制端构成可控整流器的控制端，可控管的导通时间受可控管的控制端的第一控制信号或者第四控制信号控制，第一控制信号和第四控制信号均为脉宽调制信号(Pulse Width Modulation，简称为PWM)，通过改变PWM的占空比，改变可控管的导通时间，进而改变输出第一直流电的幅值。在混合动力工况时，通过检测动力电池307的端电压，确定PWM的占空比，以实现可控整流器304输出的第一直流电的幅值同动力电池307的端电压的幅值相同。发动机给动力电池充电工况时，通过检测动力电池307的端电压，确定PWM的占空比，以实现对动力电池充电电流的控制。
其中，整流滤波电容C1一端与第五可控管T5的第一端连接，整流滤波电容C1另一端与第六可控管T6的第二端连接。整流滤波电容C1用于对可控整流器304输出的第一直流电进行滤波处理，使经过整流滤波电容滤波后的直流电波纹更小。
作为可控整流器的一种具体实施方式，可控管为绝缘栅双极晶体管(Insulate-Gate Bipolar Transistor，简称为IGBT)。IGBT是由双极结型晶体管和绝缘栅型场效应管组合而成的全控型、电压驱动型半导体器件。IGBT结合了双极结型晶体管的耐压高、电流大以及开关特性好的优点和绝缘栅型场效应管的开关速度快、工作频率高的优点。由IGBT管构成的可控整流器可以快速、精准地调整输出电压，实现第一直流电快速的调整，进而，实现动力电池307充放电电流的精准控制。因此车辆不需要配 备专门的动力电池充电机和滤波电路，节省了成本和空间。
其中，电动机的电气端包括A相端、B相端以及C相端。逆变器305包括第四桥臂、第五桥臂以及第六桥臂。其中，第四桥臂包括第七可控管T7和第八可控管T8，第七可控管T7的第二端与第八可控管T8的第一端连接，第七可控管T7的第二端与电动机306的A相端连接，第七可控管T7的第一端与用于与动力电池307的正极连接，第八可控管T8的第二端用于与动力电池307的负极连接，控制器309产生第二控制信号，第七可控管T7的控制端和第八可控管T8的控制端均用于接收第二控制信号。第二控制信号用于控制第十一可控管T11的导通与关断和第十二可控管T12的导通与关断。
其中，第五桥臂包括第九可控管T9和第十可控管T10，第九可控管T9的第二端与第十可控管T10的第一端连接，第九可控管T9的第二端与电动机306的B相端连接，第九可控管T9的第一端与用于与动力电池307的正极连接，第十可控管T10的第二端用于与动力电池307的负极连接，第九可控管T9的控制端用于接收第二控制信号，第十可控管T10的控制端也用于接收第二控制信号。第二控制信号用于控制第七可控管T7的导通与关断和第八可控管T8的导通与关断。
其中，第六桥臂包括第十一可控管T11和第十二可控管T12，第十一可控管T11的第二端与第十二可控管T12的第一端连接，第十一可控管T11的第二端与电动机306的C相端连接，第十一可控管T11的第一端与用于与动力电池307的正极连接，第十二可控管T12的第二端用于与动力电池307的负极连接，第十一可控管T11的控制端和第十二可控管T12的控制端均用于接收第二控制信号。第二控制信号用于控制第十一可控管T11的导通与关断和第十二可控管T12的导通与关断。
其中，逆变器305包括第四桥臂、第五桥臂以及第六桥臂，每个桥臂均由两个可控管构成，可控管的控制端构成逆变器305的控制端，可控管的导通时间受可控管的控制端的第二控制信号控制，第二控制信号控制可控管的导通时间，实现将第一直流电转化为第二交流电。
其中，逆变滤波C2一端与第十一可控管T11的第一端连接，逆变滤波电容C2另一端与第十二可控管T12的第二端连接。逆变滤波电容C2 用于对逆变器输出的第二直流电进行滤波处理，使经过逆变滤波电容C2滤波后的直流电波纹更小。
其中，接触器308一端与发电机303连接，接触器308的另一端与可控整流器304的交流端连接。当接触器308闭合后，发动机302驱动发电机303产生第一交流电，第一交流电经过可控整流器整流并由逆变器逆变处理后向电动机输送电能，动力电池经由逆变器逆变处理后向电动机输送电能，由动力电池和发动机共同驱动电动机，即为混合动力驱动工况。当接触器308断开后，发电机303与可控整流器304之间电路断开，仅有动力电池箱电动机输送电能，由动力电池驱动电动机，即为单动力工况。接触器308的闭合和断开，可实现系统在单动力工况和混合动力工况切换。
其中，冷却风扇301用于安装于发动机302的曲轴上，以使曲轴在发电机303驱动下带动冷却风扇301运动，以冷却发动机302。在车辆制动工况，电动机306变为发电工况，逆变器305将电动机306发出的第三交流电整流成第二直流电，控制器309向可控整流器控制端输入第三控制信号，使得可控整流器将直流端电流逆变为第四交流电，第四交流电供给发电机303拖动发动机302旋转。由于冷却风扇301直接由发动机302机械驱动，发动机302带动冷却风扇301旋转，将部分多余的制动能量在冷却风扇301上消耗，以使车辆获得更大的电制动功率。通过控制可控整流器304交流侧输出的第四交流电，控制发电机302转速，可以控制风扇301的转速，实现对风扇所消耗能量的控制，进而控制制动功率大小。
正常情况下，发动机运行时，冷却风扇和发电机都是被发动机拖动旋转的，此时冷却风扇主要作用为冷却发动机。在发动机停机，车辆进行电制动时，由异步发电机拖动发动机旋转，进而带动冷却风扇旋转，用于多消耗电制动能量。
作为发电机的一种具体实施方式，发电机为异步发电机。异步发电机仅有一套定子绕组，无需额外励磁绕组和励磁绕组控制电路，通过可控逆变器实现异步发电机的励磁和整流，降低了发电系统的制造和维护成本，使得系统电路结构简单。
当发动机需要启动时，可以通过可控整流器304将动力电池307输出 直流电转化为交流电，交流电驱动发电机303变频转动，以拖动发动机302启动，无需单独的起动回路。
本实施例中，可控逆变器由三个桥臂构成，每个桥臂包括两个可控管，通过向可控管控制端输入PWM，可以控制可控逆变器直流端输出电压，以实现可控整流器304输出的第一直流电的幅值同动力电池307的端电压的幅值相同。在接触器308闭合后，发动机302驱动发电机303，使发电机303输出第一交流电，第一交流电经由可控整流器整流304后，输出第一直流电压，由于可控整流器304输出的第一直流电的幅值同动力电池307的端电压的幅值相同，动力电池307可以和可控整流器304共同向逆变器305提供直流电，以实现混合动力工况。逆变器305由三个桥臂构成，且每个桥臂包括两个可控管，控制器309通过向可控管控制端输入第五控制信号，可以控制逆变器305交流端输出电压幅值和频率，可以实现对电动机电气输入端的电压和频率控制，进而，实现对电动机动力输出端的转速控制，改变车辆转速和牵引力。
最后应说明的是：以上各实施例仅用以说明本发明的技术方案，而非对其限制；尽管参照前述各实施例对本发明进行了详细的说明，本领域的普通技术人员应当理解：其依然可以对前述各实施例所记载的技术方案进行修改，或者对其中部分或者全部技术特征进行等同替换；而这些修改或者替换，并不使相应技术方案的本质脱离本发明各实施例技术方案的范围。

Claims (10)

  1. 一种混合动力车辆传动系统，其特征在于，包括：发电机、可控整流器、逆变器、控制器以及电动机；
    所述发电机的动力输入端用于与发动机的曲轴连接，以使所述发电机将所述发动机输入的机械运动转化为第一交流电；
    所述发电机的电气输出端与所述可控整流器的交流端连接，所述可控整流器的直流端用于与动力电池连接，所述控制器的输出端与所述可控整流器的控制端连接；所述控制器输出第一控制信号，所述可控整流器根据所述第一控制信号对所述第一交流电进行整流，以输出与所述第一控制信号对应的幅值的第一直流电，以使所述动力电池的端电压和所述可控整流器的直流端电压相同；
    所述逆变器的直流端与所述可控整流器的直流端连接，所述逆变器的交流端与所述电动机的电气端连接；以使所述逆变器将所述动力电池输出的第三直流电和所述可控整流器输出的第一直流电转化为第二交流电，所述第二交流电用于驱动所述电动机。
  2. 根据权利要求1所述的系统，其特征在于，所述系统还包括：能量消耗装置；
    所述能量消耗装置用于与所述发动机的曲轴连接；
    在所述车辆制动时，所述电动机在所述车辆的车轮驱动下产生第三交流电，所述第三交流电经所述逆变器转换为第二直流电，所述第二直流电经所述可控整流器转化为第四交流电，以使所述第四交流电驱动所述发电机旋转，所述曲轴在所述发电机驱动下带动所述能量消耗装置运动，以消耗所述车辆制动时产生的能量。
  3. 根据权利要求2所述的系统，其特征在于，所述能量消耗装置为冷却风扇；
    所述冷却风扇用于与所述发动机的曲轴连接，以使所述曲轴在所述发电机驱动下带动所述冷却风扇运动。
  4. 根据权利要求3所述的系统，其特征在于，所述发电机为异步发电机，所述动力电池输出的第三直流电经由所述可控整流器转化为第四交流电，第四交流电驱动所述异步发电机转动，以启动所述发动机。
  5. 根据权利要求1所述的系统，其特征在于，所述控制器还用于输出第四控制信号；
    所述发动机拖动所述发电机输出所述第一交流电，所述可控整流器根据所述第四控制信号对第一交流电进行整流，以输出与第四控制信号对应的幅值的第四直流电，以使所述动力电池的端电压小于所述可控整流器的直流端电压，以向所述动力电池以电压差对应的充电电流充电，其中，所述电压差为所述可控整流器的直流端电压与所述动力电池的端电压之间的差值。
  6. 根据权利要求1所述的系统，其特征在于，所述可控整流器包括第一桥臂、第二桥臂以及第三桥臂；
    所述第一桥臂包括第一可控管和第二可控管，所述第一可控管的第二端与所述第二可控管的第一端连接，所述第一可控管的第二端与所述发电机的A相端连接，所述第一可控管的第一端与用于与所述动力电池的正极连接，所述第二可控管的第二端用于与所述动力电池的负极连接，所述第一可控管的控制端和第二可控管的控制端均用于接收所述第一控制信号；其中，所述发电机的电气输出端包括所述A相端、B相端以及C相端；
    所述第二桥臂包括第三可控管和第四可控管，所述第三可控管的第二端与所述第四可控管的第一端连接，所述第三可控管的第二端与所述发电机的所述B相端连接，所述第三可控管的第一端与用于与所述动力电池的正极连接，所述第四可控管的第二端用于与所述动力电池的负极连接，所述第三可控管的控制端和第四可控管的控制端均用于接收所述第一控制信号；
    所述第三桥臂包括第五可控管和第六可控管，所述第五可控管的第二端与所述第六可控管的第一端连接，所述第五可控管的第二端与所述发电机的所述C相端连接，所述第五可控管的第一端与用于与所述动力电池的正极连接，所述第六可控管的第二端用于与所述动力电池的负极连接；所述第五可控管的控制端和第六可控管的控制端均用于接收所述第一控制信号。
  7. 根据权利要求6所述的系统，其特征在于，所述可控整流器包括 整流滤波电容；
    所述整流滤波电容一端与所述第五可控管的第一端连接，所述整流滤波电容另一端与所述第六可控管的第二端连接。
  8. 根据权利要求6所述的系统，其特征在于，所述可控管为绝缘栅双极晶体管。
  9. 根据权利要求1所述的系统，其特征在于，所述系统还包括接触器；
    所述接触器一端与所述发电机连接，所述接触器的另一端与所述可控整流器的交流端连接，以实现所述系统在单动力工况和混合动力工况切换；
    所述单动力工况为由所述动力电池驱动所述电动机，所述混合动力工况为由所述动力电池和所述发动机共同驱动所述电动机。
  10. 根据权利要求1所述的系统，其特征在于，所述逆变器包括第四桥臂、第五桥臂以及第六桥臂；
    所述第四桥臂包括第七可控管和第八可控管，所述第七可控管的第二端与所述第八可控管的第一端连接，所述第七可控管的第二端与所述电动机的A相端连接，所述第七可控管的第一端与用于与所述动力电池的正极连接，所述第八可控管的第二端用于与所述动力电池的负极连接，所述第七可控管的控制端和第八可控管的控制端均用于接收第二控制信号；其中，所述电动机的电气端包括所述A相端、B相端以及C相端；所述控制器产生第二控制信号，所述逆变器根据第二控制信号将所述第一直流电转化为第二交流电；
    所述第五桥臂包括第九可控管和第十可控管，所述第九可控管的第二端与所述第十可控管的第一端连接，所述第九可控管的第二端与所述电动机的所述B相端连接，所述第九可控管的第一端与用于与所述动力电池的正极连接，所述第十可控管的第二端用于与所述动力电池的负极连接，所述第九可控管的控制端和第十可控管的控制端均用于接收所述第二控制信号；
    所述第六桥臂包括第十一可控管和第十二可控管，所述第十一可控管的第二端与所述第十二可控管的第一端连接，所述第十一可控管的第 二端与所述电动机的所述C相端连接，所述第十一可控管的第一端与用于与所述动力电池的正极连接，所述第十二可控管的第二端用于与所述动力电池的负极连接，所述第十一可控管的控制端和第十二可控管的控制端均用于接收所述第二控制信号。
PCT/CN2018/114527 2018-08-21 2018-11-08 混合动力车辆传动系统 WO2020037840A1 (zh)

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