WO2021103425A1 - 一种电机驱动器及动力系统 - Google Patents

一种电机驱动器及动力系统 Download PDF

Info

Publication number
WO2021103425A1
WO2021103425A1 PCT/CN2020/089569 CN2020089569W WO2021103425A1 WO 2021103425 A1 WO2021103425 A1 WO 2021103425A1 CN 2020089569 W CN2020089569 W CN 2020089569W WO 2021103425 A1 WO2021103425 A1 WO 2021103425A1
Authority
WO
WIPO (PCT)
Prior art keywords
drive circuit
motor
drive
phase
power
Prior art date
Application number
PCT/CN2020/089569
Other languages
English (en)
French (fr)
Inventor
封宁波
刘春阳
Original Assignee
华为技术有限公司
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by 华为技术有限公司 filed Critical 华为技术有限公司
Priority to EP23217945.7A priority Critical patent/EP4362320A2/en
Priority to EP20891637.9A priority patent/EP4057499B1/en
Publication of WO2021103425A1 publication Critical patent/WO2021103425A1/zh
Priority to US17/752,512 priority patent/US11984831B2/en

Links

Images

Classifications

    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02P—CONTROL OR REGULATION OF ELECTRIC MOTORS, ELECTRIC GENERATORS OR DYNAMO-ELECTRIC CONVERTERS; CONTROLLING TRANSFORMERS, REACTORS OR CHOKE COILS
    • H02P29/00—Arrangements for regulating or controlling electric motors, appropriate for both AC and DC motors
    • H02P29/02—Providing protection against overload without automatic interruption of supply
    • H02P29/024—Detecting a fault condition, e.g. short circuit, locked rotor, open circuit or loss of load
    • H02P29/028—Detecting a fault condition, e.g. short circuit, locked rotor, open circuit or loss of load the motor continuing operation despite the fault condition, e.g. eliminating, compensating for or remedying the fault
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02P—CONTROL OR REGULATION OF ELECTRIC MOTORS, ELECTRIC GENERATORS OR DYNAMO-ELECTRIC CONVERTERS; CONTROLLING TRANSFORMERS, REACTORS OR CHOKE COILS
    • H02P27/00—Arrangements or methods for the control of AC motors characterised by the kind of supply voltage
    • H02P27/04—Arrangements or methods for the control of AC motors characterised by the kind of supply voltage using variable-frequency supply voltage, e.g. inverter or converter supply voltage
    • H02P27/06—Arrangements or methods for the control of AC motors characterised by the kind of supply voltage using variable-frequency supply voltage, e.g. inverter or converter supply voltage using dc to ac converters or inverters
    • H02P27/08—Arrangements or methods for the control of AC motors characterised by the kind of supply voltage using variable-frequency supply voltage, e.g. inverter or converter supply voltage using dc to ac converters or inverters with pulse width modulation
    • 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
    • B60L15/02—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles characterised by the form of the current used in the control circuit
    • B60L15/06—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles characterised by the form of the current used in the control circuit using substantially sinusoidal ac
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02P—CONTROL OR REGULATION OF ELECTRIC MOTORS, ELECTRIC GENERATORS OR DYNAMO-ELECTRIC CONVERTERS; CONTROLLING TRANSFORMERS, REACTORS OR CHOKE COILS
    • H02P25/00—Arrangements or methods for the control of AC motors characterised by the kind of AC motor or by structural details
    • H02P25/16—Arrangements or methods for the control of AC motors characterised by the kind of AC motor or by structural details characterised by the circuit arrangement or by the kind of wiring
    • H02P25/22—Multiple windings; Windings for more than three phases
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02P—CONTROL OR REGULATION OF ELECTRIC MOTORS, ELECTRIC GENERATORS OR DYNAMO-ELECTRIC CONVERTERS; CONTROLLING TRANSFORMERS, REACTORS OR CHOKE COILS
    • H02P27/00—Arrangements or methods for the control of AC motors characterised by the kind of supply voltage
    • H02P27/04—Arrangements or methods for the control of AC motors characterised by the kind of supply voltage using variable-frequency supply voltage, e.g. inverter or converter supply voltage
    • H02P27/06—Arrangements or methods for the control of AC motors characterised by the kind of supply voltage using variable-frequency supply voltage, e.g. inverter or converter supply voltage using dc to ac converters or inverters
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2210/00—Converter types
    • B60L2210/40—DC to AC converters
    • B60L2210/42—Voltage source inverters

Definitions

  • This application relates to the field of power electronics technology, and in particular to a motor drive and power system.
  • Electric vehicles With the intensification of energy shortages and environmental pollution in modern society, electric vehicles have received widespread attention from all walks of life. Electric vehicles use the on-board power battery pack as the energy source to drive the motor, and the motor drives the wheels to rotate to drive the vehicle.
  • a motor control unit (MCU) in an electric vehicle generally uses an IGBT (Insulated Gate Bipolar Transistor, insulated gate bipolar transistor) three-phase half-bridge drive circuit to drive the motor. Since the motor is an AC motor, the function of the motor driver is to invert the DC power output by the power battery pack into AC power and provide it to the motor.
  • IGBT Insulated Gate Bipolar Transistor, insulated gate bipolar transistor
  • the present application provides a motor driver and a power system, which can improve the efficiency of the motor driver.
  • the present application provides a motor driver that includes a control unit and at least two drive circuits: a first drive circuit and a second drive circuit.
  • the type of power device in the first drive circuit is different from the type of power device in the second drive circuit; the loss of the power device in the first drive circuit is greater than the loss of the power device in the second drive circuit, and the power device in the first drive circuit
  • the current withstand capability of is greater than the current withstand capability of the power device in the second drive circuit.
  • the first driving circuit inverts the direct current output by the corresponding direct current power supply into alternating current and provides the first partial winding of the motor.
  • the second driving circuit is used for inverting the DC power output by the corresponding DC power supply into AC power and providing the second partial winding of the motor.
  • the current withstand capability represents the ability of the power device to withstand the maximum current during normal operation, that is, the greater the current capability of the power device, the greater the maximum current that the power device can withstand during normal operation.
  • control unit determines that the load of the motor is less than the preset load (ie, light load), it controls the first drive circuit to stop working and controls the second drive circuit to work. Since the second drive circuit has low loss, it can be applied to the motor with light load. Reduce the loss generated by the motor driver, thereby improving the efficiency of the motor driver.
  • control unit determines that the load of the motor is greater than or equal to the preset load (ie heavy load), it controls both the first drive circuit and the second drive circuit to work, and increases the current provided to the motor to ensure that the motor can work normally under heavy load .
  • the motor driver can not only use the higher current capacity of the first drive circuit, but also the lower loss of the second drive circuit, that is, it combines the advantages of the first drive circuit and the second drive circuit, and can improve
  • the work efficiency also guarantees the safety of work at high current.
  • the motor can be the motor on the electric vehicle.
  • the scene of the motor under light load can correspond to the situation of lightly stepping on the accelerator pedal, and the vehicle speed is low, while the scene of heavy motor load can correspond to the situation of heavy stepping on the accelerator Pedal, faster speed, etc. Due to the limited capacity of the power battery pack of an electric vehicle, improving the working efficiency of the motor driver can also improve the endurance of the electric vehicle.
  • the power device of the first drive circuit is an insulated gate bipolar transistor IGBT, and the power device of the second drive circuit is a wide bandgap semiconductor device.
  • the IGBT device Since the IGBT device has a high current withstand capability and can pass a larger current, the number of IGBT devices that need to be used is small, which can reduce the cost.
  • the wide bandgap semiconductor device has lower losses, so it can improve the efficiency of the motor driver when applied to the light load scene of the motor.
  • Multiple wide bandgap semiconductor devices can be connected in parallel when in use, so that each wide bandgap semiconductor device Shunt the overall current.
  • the wide bandgap semiconductor device can be any of silicon carbide metal oxide semiconductor field effect transistor SiC-MOSFET and gallium nitride transistor GaN One kind.
  • the motor includes six-phase windings
  • the first drive circuit is an IGBT three-phase half-bridge drive circuit
  • the second drive circuit is a SiC-MOSFET three-phase winding.
  • Phase half-bridge drive circuit The IGBT three-phase half-bridge drive circuit is used to drive the three-phase winding in the motor, and the SiC-MOSFET three-phase half-bridge drive circuit is used to drive the other three-phase winding in the motor.
  • the SiC-MOSFET three-phase half-bridge drive circuit alone can reduce the loss of the motor driver and improve the efficiency of the motor driver. Since the IGBT device has a high current withstand capability and can pass a relatively large current, only one IGBT device can be used for each half-bridge arm, and when the motor is heavily loaded, the entire second drive circuit does not need to flow too much Therefore, the number of SiC-MOSFET devices connected in parallel can be reduced, on the one hand, the cost of the device is saved, on the other hand, the number of SiC-MOSFET devices controlled by the control unit is reduced, and the reliability of control is improved.
  • the motor includes a six-phase winding
  • the first drive circuit is an IGBT three-phase half-bridge drive circuit
  • the second drive circuit is a GaN three-phase half-bridge drive circuit.
  • Bridge drive circuit, IGBT three-phase half-bridge drive circuit is used to drive the three-phase winding in the motor
  • GaN three-phase half-bridge drive circuit is used to drive the other three-phase winding in the motor.
  • the GaN three-phase half-bridge drive circuit alone can reduce the loss of the motor driver and improve the efficiency of the motor driver.
  • the IGBT device has a high current withstand capability and can pass a larger current, only one IGBT device can be used for each half-bridge arm, and when the motor is heavily loaded, the entire second drive circuit does not need to flow through a large amount of Therefore, the number of GaN devices connected in parallel can be reduced. On the one hand, it saves device costs. On the other hand, it reduces the number of GaN devices controlled by the control unit and improves the reliability of control.
  • the control unit sends the first group of drive signals to the power device of the first drive circuit, and sends the second set of drive signals to the power device of the second drive circuit.
  • Group drive signal The angular range of the phase difference between the phase of the first group of driving signals and the phase of the second group of driving signals is 0-180 degrees. That is, the control circuit performs interleaving wave transmission on the two driving circuits.
  • the control unit can reduce the ripple current of the filter capacitor used by the motor driver by interleaving the waves, thereby reducing the capacity requirement of the filter capacitor, reducing the cost of the device, and making the torque ripple of the motor smoother.
  • the phase of the first group of drive signals and the phase of the second group of drive signals are different by 90 degrees.
  • the effect of reducing capacitance ripple is Optimal, that is, the ripple on the current supplied to the motor windings is the smallest.
  • the motor includes nine-phase windings, the number of the first drive circuit is two, and the number of the second drive circuit is one. Two first drive circuits are used to drive the six-phase windings in the motor, and one second drive circuit drives the remaining three-phase windings in the motor.
  • the motor driver further includes at least one third drive circuit.
  • the types of power devices in the first drive circuit, the types of power devices in the second drive circuit, and the types of power devices in the third drive circuit are all different.
  • the motor in combination with the first aspect and any one of the foregoing implementation manners, in a ninth possible implementation manner, includes nine-phase windings, the number of the first drive circuit, the second drive circuit, and the third drive circuit is one, and the number of the first drive circuit, the second drive circuit, and the third drive circuit is one.
  • the driving circuit, the second driving circuit and the third driving circuit are respectively used to drive different three-phase windings in the motor.
  • the seventh to ninth possible implementation manners above not only enable the motor and the motor driver to have fault tolerance by increasing the number of motor phases and the number of drive circuits, but also enable the motor and motor driver to adapt to different load conditions.
  • the number of motor phases is determined, by adjusting the types of power devices used in each drive circuit, an optimal (or better) balance between motor efficiency, motor stability, and device cost can also be achieved.
  • the motor driver further includes: a filter capacitor.
  • the two ends of the filter capacitor are connected to the input terminal of the first driving circuit and the input terminal of the second driving circuit.
  • the filter capacitor can be used to filter out the noise in the signal.
  • the motor driver further includes: a first filter capacitor and a second filter capacitor. Both ends of the first filter capacitor are connected to the input end of the first drive circuit, and both ends of the second filter capacitor are connected to the input end of the second drive circuit.
  • the first filter capacitor and the second filter capacitor correspond to different DC power supplies.
  • the first filter capacitor and the second filter capacitor also correspond to different DC power supplies, and the currents through the two driving circuits are different under heavy load, so it can be flexible According to the output capability of the corresponding DC power supply, the corresponding filter capacitor capacitance is determined respectively, which can further reduce the current ripple on the filter capacitor.
  • the motor driver provided by any of the above possible implementations can be applied to electric vehicles, and the DC power supply is the power battery pack of electric vehicles ,
  • the vehicle controller of the electric vehicle sends the load of the motor to the control unit of the drive.
  • the present application also provides a power system, which includes a motor and a motor driver provided by any of the above implementations.
  • the motor driver is used to drive the windings of the motor.
  • the motor is used to provide power to the load.
  • the number of windings of the motor is at least N times 3, and N is an integer greater than or equal to 2.
  • the power system includes the motor driver described above, it can reduce the loss of the driver when the motor is lightly loaded, improve the efficiency of the driver, and use the higher current capacity of the first drive circuit when the motor is heavily loaded.
  • the lower loss of the second driving circuit combines the respective advantages of the first driving circuit and the second driving circuit, which can improve work efficiency and ensure safety at high currents.
  • the efficiency of the motor driver can be improved, thereby improving the endurance of the on-board battery (power battery pack) of the electric vehicle.
  • the power system since the power system includes at least two drive circuits, when one of the drive circuits fails, the other drive circuit can continue to work normally, so the fault tolerance of the power system can also be increased.
  • the winding of the motor is any one of the following: six-phase winding, nine-phase winding, twelve-phase winding, or fifteen-phase winding.
  • the motor driver includes at least two drive circuits: a first drive circuit and a second drive circuit.
  • the type of power device in the first drive circuit is different from the type of power device in the second drive circuit.
  • the loss of the power device in the first drive circuit is greater than the loss of the power device in the second drive circuit.
  • the current withstand capability is greater than the current withstand capability of the power device in the second driving circuit.
  • the control unit determines that the load of the motor is greater than or equal to the preset load (ie, heavy load), it controls both the first drive circuit and the second drive circuit to work.
  • the preset load ie, heavy load
  • the control unit determines that the load of the motor is greater than or equal to the preset load (ie, heavy load)
  • the control unit determines that the load of the motor is greater than or equal to the preset load (ie, heavy load)
  • the control unit determines that the load of the motor is greater than or equal to the preset load (ie, heavy load)
  • the control unit determines that the load of the motor is greater than or equal to the preset load (ie, heavy load)
  • the higher current withstand capability of the first drive circuit can be used, and the second drive circuit can be used.
  • the lower loss of the second driving circuit that is, the advantages of the first driving circuit and the second driving circuit are integrated, which can improve the working efficiency and ensure the safety of working at high current.
  • the motor driver provided in the embodiments of the present application when used in the field of electric vehicles, that is, the motor is a motor in an electric vehicle, the working efficiency of the motor driver can be improved, and the endurance of the electric vehicle can be improved.
  • Figure 1 is a schematic diagram when an IGBT three-phase half-bridge drive circuit is used
  • FIG. 2 is a schematic diagram of a motor driver provided by an embodiment of the application
  • FIG. 3 is a schematic diagram of another motor driver provided by an embodiment of the application.
  • FIG. 4 is a schematic diagram of yet another motor driver provided by an embodiment of the application.
  • FIG. 5 is a waveform diagram of a signal modulation process provided by an embodiment of this application.
  • FIG. 6 is a schematic diagram of a driving signal provided by an embodiment of the application.
  • FIG. 7 is a schematic diagram of still another motor driver provided by an embodiment of the application.
  • FIG. 8 is a schematic diagram of another motor driver provided by an embodiment of the application.
  • FIG. 9 is a schematic diagram of yet another motor driver provided by an embodiment of the application.
  • FIG. 10 is a schematic diagram of still another motor driver provided by an embodiment of the application.
  • Fig. 11 is a schematic diagram of a power system provided by an embodiment of the application.
  • the motor driver provided in the embodiments of the present application can be applied to various technical fields for driving motors.
  • the technical solution provided by the application is described below by taking the motor in an electric vehicle as an example, and the embodiment of the application does not limit the specific application occasions of the motor driver.
  • the function of the motor driver is to convert the electrical energy provided by the power battery pack into mechanical energy for the wheels of the electric vehicle. Therefore, the conversion efficiency of the motor driver affects the efficiency of the power battery pack and the endurance of the electric vehicle.
  • Figure 1 is a schematic diagram when the motor adopts an IGBT three-phase half-bridge drive circuit.
  • the motor 101 is a three-phase motor
  • the motor driver includes an IGBT three-phase half-bridge drive circuit 102, and both ends of the IGBT three-phase half-bridge drive circuit 102 are connected in parallel with a filter capacitor.
  • the large loss of IGBT devices leads to more energy loss of the motor driver itself, which will reduce the conversion efficiency of the power battery pack in the electric vehicle, especially when the motor is lightly loaded. For example, when the motor is lightly loaded, the accelerator pedal of the corresponding electric vehicle is lightly stepped on, and the vehicle speed is low. At this time, the output power of the motor is also low, and the switching loss of the IGBT device accounts for a larger proportion of the total loss.
  • the present application provides a motor driver and a power system with a hybrid power device.
  • the motor driver includes at least two drive circuits including a first drive circuit and a second drive circuit, which can improve the performance of the motor drive. Efficiency, thereby improving the endurance of the power battery pack of electric vehicles.
  • the embodiments of the present application provide a motor driver, and the following will continue to take the application of the motor driver in an electric vehicle scenario as an example for specific description.
  • FIG. 2 is a schematic diagram of a motor driver provided by an embodiment of the application.
  • the motor driver includes a control unit 203 and at least two drive circuits: a first drive circuit 201 and a second drive circuit 202.
  • the first driving circuit 201 inverts the DC power output by the corresponding DC power supply into AC power and provides the first partial winding of the motor 101.
  • the second driving circuit 202 inverts the DC power output by the corresponding DC power supply into AC power and supplies it to the second partial winding of the motor 101.
  • first driving circuit 201 and the second driving circuit 202 may correspond to the same DC power supply, or may correspond to different DC power supplies.
  • first driving circuit 201 corresponds to the DC power supply A
  • second driving circuit 201 corresponds to the DC power supply. Power B.
  • the DC power source can be the power battery pack of the electric vehicle.
  • the electric vehicle includes a power battery pack.
  • the electric vehicle may include two power battery packs.
  • the type of power device in the first drive circuit 201 of the motor driver is different from the type of power device in the second drive circuit.
  • the loss of the power device in the first drive circuit 201 is greater than the loss of the power device in the second drive circuit 202, and the current withstand capability of the power device in the first drive circuit 201 is greater than the current withstand capability of the power device in the second drive circuit 202,
  • the current withstand capability represents the ability of the power device to allow the maximum current to flow.
  • control unit 203 determines that the load of the motor 101 is less than the preset load, that is, when it is determined that the motor is in a light load state, it controls the first drive circuit 201 to stop working and controls the second drive circuit 202 to work.
  • the current withstand capability of the second driving circuit 202 is relatively small but the loss is correspondingly low.
  • the loss generated by the motor driver can be reduced, thereby improving the efficiency of the motor driver.
  • the above scene of light motor load can correspond to situations in which electric vehicles are lightly stepped on the accelerator pedal and the vehicle speed is low in practical applications.
  • the control unit 203 controls both the first driving circuit 201 and the second driving circuit 202 to work. Both the higher current withstand capability of the first driving circuit and the lower loss of the second driving circuit are used. Therefore, the advantages of the first driving circuit and the second driving circuit are combined, which can improve work efficiency and Ensure safety at high currents.
  • the above scene of heavy motor load can correspond to situations in which electric vehicles are heavily stepped on the accelerator pedal and the vehicle speed is relatively fast in practical applications.
  • the preset load may be determined according to actual conditions, which is not specifically limited in the embodiment of the present application, and the control unit may obtain the current load condition of the motor through the vehicle controller of the electric vehicle.
  • the motor driver includes at least two drive circuits, and the motor 101 correspondingly includes at least two windings, in practical applications, when the above first drive circuit 201 and second drive circuit 202 are both three-phase half-bridge drive circuits At this time, the windings of the motor 101 include at least six-phase windings.
  • the motor 101 includes at least two three-phase windings.
  • the first drive circuit 201 drives the three-phase windings, and the second drive circuit drives the different three-phase windings.
  • the working state of the driving circuit can be determined according to the size of the motor load, and the efficiency of the motor driver can be improved.
  • the motor is a motor on an electric vehicle
  • the endurance of the on-board battery (power battery pack) of the electric vehicle is further improved.
  • the power device of the first drive circuit is an IGBT (Insulated Gate Bipolar Transistor, insulated gate bipolar transistor), and the power device of the second drive circuit is a wide band gap semiconductor device.
  • the wide bandgap semiconductor device may specifically be a SiC-MOSFET (Silicon Carbide Metal Oxide Semiconductor, silicon carbide field effect transistor) or a gallium nitride (GaN) transistor.
  • the power device of the first driving circuit is an IGBT
  • the power device of the second driving circuit is an SiC-MOSFET as an example for description.
  • the first drive circuit can be an IGBT three-phase half-bridge drive circuit
  • the second drive circuit can be a SiC-MOSFET three-phase half-bridge drive circuit.
  • the IGBT three-phase half-bridge drive circuit is used to drive the three-phase windings in the motor
  • the SiC-MOSFET three-phase half-bridge drive circuit is used to drive the motor.
  • the other three-phase windings is used to drive the motor.
  • FIG. 3 is a schematic diagram of another hybrid power device driver for a motor provided in an embodiment of the application.
  • the first driving circuit 201 is specifically an IGBT three-phase half-bridge driving circuit, and the first driving circuit 201 is connected to the first partial winding of the motor 101, that is, the three-phase windings U, V, and W in the figure.
  • the number of devices used can be reduced, that is, the upper half bridge arm and the lower half bridge arm of each bridge arm each include an IGBT device.
  • the second driving circuit 202 is specifically a SiC-MOSFET three-phase half-bridge driving circuit, and the second driving circuit 202 is connected to the second partial winding of the motor 101, that is, the three-phase windings X, Y, and Z in the figure.
  • each The SiC-MOSFET device shunts the overall current. That is, the 202a part of the upper and lower half of each bridge arm actually includes multiple parallel SiC-MOSFET devices.
  • the IGBT device has a higher current withstand capability and can pass a larger current, and only one IGBT device is required for each half-bridge arm.
  • the number of SiC-MOSFET devices connected in parallel can be determined according to actual conditions, for example, can be determined in combination with a specific setting value of a preset load, which is not specifically limited in the embodiment of the present application.
  • the motor driver also includes: a filter capacitor C1.
  • the two ends of the filter capacitor C1 are connected between the input terminal of the first driving circuit 201 and the input terminal of the second driving circuit 202.
  • the filter capacitor C1 can be used to filter out the noise in the signal.
  • the first driving circuit 201 and the second driving circuit 202 in the embodiment of the present application are not simply superimposed.
  • the first driving circuit 201 and the second driving circuit 202 need to be controlled by the control unit 203 to drive the motor 101.
  • the working principle of the control unit 203 will be described in detail below.
  • FIG. 4 is a schematic diagram of another hybrid power device driver for a motor provided in an embodiment of the application
  • FIG. 5 is a waveform diagram of a signal modulation process provided in an embodiment of the application.
  • the control unit 203 sends the first group of driving signals to the power devices of the first driving circuit 201 and sends the second group of driving signals to the power devices of the second driving circuit 202.
  • the first group of driving signals is amplified by the first driving chip 204a and used to control the working state of the power device of the first driving circuit 201.
  • the second group of driving signals is amplified by the second driving chip 204b and used to control the working state of the power device of the second driving circuit 202.
  • the above two driving chips have the function of signal amplification.
  • the two driving chips can be set independently of each other or integrated together, which is not specifically limited in the embodiment of the present application.
  • the control unit 203 can modulate the carrier wave with a modulated wave to generate driving signals for the first driving circuit 201 and the second driving circuit 202.
  • carrier 1 and carrier 2 are both triangular waves, and the phase difference is ⁇ .
  • the control unit 203 modulates the carrier 1 and carrier 2 into PWM (Pulse Width Modulation) signals using the modulation wave.
  • the carrier 1 is modulated by the modulating wave to generate the first group of driving signals corresponding to the first driving circuit 201
  • the carrier 2 is modulated by the modulating wave to generate the second group of driving signals corresponding to the second driving circuit 202.
  • FIG. 6 is a schematic diagram of a driving signal provided by an embodiment of the application.
  • the VCU (Vehicle Control Unit, vehicle controller) of the electric vehicle can send the current load of the motor to the control unit 203 of the drive.
  • the second control unit 203b stops sending to the second drive circuit.
  • the power device of 202 sends a second group of driving signals to stop the second driving circuit 202. At this time, only the SiC-MOSFET device is working, which can reduce the loss generated by the motor driver, thereby improving the efficiency of the motor driver.
  • the first control unit 203a and the second control unit 203b send driving signals at the same time.
  • the angular range of the phase difference ⁇ between carrier 1 and carrier 2 is 0-180°. That is, the control circuit interleaves the two drive circuits. Compared with the scheme shown in Figure 1, it can reduce the ripple current of the filter capacitor C1, thus reducing the capacity requirement of the filter capacitor C1, reducing the cost of the device, and making the motor
  • the torque ripple is smoother and has a lower NVH (Noise, Vibration, Harshness, the abbreviation for noise, vibration, and harshness, which is a comprehensive index to measure the quality of automobile manufacturing).
  • the angle range of the phase difference between the first group of driving signals and the second group of driving signals is 0-180 degrees, and the phase difference between the first group of driving signals and the second group of driving signals can be set according to actual needs.
  • the phase of the first group of driving signals and the phase of the second group of driving signals are different by 90 degrees, the effect of reducing the capacitor ripple is the best, that is, the ripple on the current supplied to the motor winding is the smallest.
  • the two power devices work together to take advantage of the higher current withstand capability of the first drive circuit and the lower loss of the second drive circuit, which combines the first drive circuit and the second drive circuit.
  • the advantages of this method can improve work efficiency and ensure safety at high currents, and the second driving circuit does not need to flow a large current as a whole, so the number of parallel SiC-MOSFET devices can be reduced, and the cost of devices can be saved on the one hand. On the other hand, the number of SiC-MOSFET devices controlled by the control unit is reduced, and the reliability of control is improved.
  • using the motor driver provided in the present application can determine the working state of the driving circuit according to the size of the motor load, which can improve the efficiency of the motor driver and thereby extend the endurance of the on-board battery (power battery pack) of the electric vehicle.
  • the motor driver since the motor driver includes at least two driving circuits, when one of the driving circuits fails, the controller can control the other driving circuit to continue to work normally, so the fault tolerance of the motor driver can also be increased.
  • FIG. 7 is a schematic diagram of still another motor driver provided by an embodiment of the application.
  • the motor driver may specifically include the following two: a first filter capacitor C1 and a second filter capacitor C2, that is, each drive circuit corresponds to a filter capacitor.
  • both ends of the first filter capacitor C1 are connected to the input end of the first driving circuit 201.
  • Two ends of the second filter capacitor C2 are connected to the input end of the second driving circuit 202.
  • the first filter capacitor C1 and the second filter capacitor C2 also correspond to different DC power supplies, and the currents passing through the two driving circuits are different under heavy load. Therefore, the corresponding filter capacitor capacitance can be determined flexibly according to the output capability of the corresponding DC power supply, which can further reduce the current ripple on the filter capacitor.
  • the first drive circuit is an IGBT three-phase half-bridge drive circuit for driving the three-phase windings of the motor
  • the second drive The circuit is a GaN three-phase half-bridge drive circuit, which is used to drive the other three-phase windings of the motor.
  • the working principles of the GaN device and the SiC-MOSFET device are similar.
  • the control unit of the motor driver can use a control method similar to the above description to control the working states of the two driving circuits, which will not be repeated in this embodiment.
  • the motor can increase the number of winding phases according to the load requirements, for example, A motor with nine-phase, twelve-phase, and fifteen-phase windings is used. At this time, it may include multiple first drive circuits or multiple second drive circuits, and may also include the power used by the first drive circuit and the second drive circuit. A third driving circuit with different devices.
  • the number of phases of the windings of the motor is a multiple of 3.
  • the winding of the motor includes nine-phase winding windings as an example for description. When the number of phases of the motor windings is expanded to more phases, the situation is similar, which is not repeated in this embodiment.
  • FIG. 8 is a schematic diagram of another motor driver provided by an embodiment of the application.
  • the difference between the motor driver and FIG. 2 is that it further includes a third driving circuit 204.
  • the number of the first driving circuit 201, the second driving circuit 202, and the third driving circuit 204 is one, the type of power device in the first driving circuit 201, the type of power device in the second driving circuit 202, and the third driving circuit
  • the types of power devices in the circuit 204 are all different, and the first drive circuit 201, the second drive circuit 202, and the third drive circuit are respectively used to drive different three-phase windings in the motor.
  • the power devices in the first drive circuit 201 are IGBT devices
  • the power devices in the second drive circuit 202 are SiC-MOSFET devices
  • the power devices in the third drive circuit 204 are GaN devices.
  • FIG. 9 is a schematic diagram of yet another motor driver provided by an embodiment of the application.
  • the difference between the motor driver and FIG. 2 is that it includes two second driving circuits 202.
  • two second drive circuits 202 are used to drive the six-phase windings of the motor 101, and one first drive circuit 201 drives the remaining three-phase windings of the motor 101.
  • the power devices in the two first driving circuits 201 are IGBT devices, and the power devices in the second driving circuit 202 may be SiC-MOSFET devices or GaN devices.
  • FIG. 10 is a schematic diagram of still another motor driver provided by an embodiment of the application.
  • the difference between the motor driver and FIG. 2 is that it includes two first driving circuits 201.
  • the two first drive circuits 201 are used to drive the six-phase windings of the motor 101, and the other second drive circuit 202 drives the remaining three-phase windings of the motor 101.
  • the power devices in the first driving circuit 201 are IGBT devices, and the power devices in the two second driving circuits 202 may all be SiC-MOSFET devices or all GaN devices.
  • the implementation of the above various motor drivers and motors can be determined after comprehensive consideration of the specific types of electric vehicles (cars, buses, trucks, etc.), motor load conditions (light load, heavy load), and component costs.
  • This application does not specifically limit this.
  • the motor driver shown in FIG. 10 can be used, that is, the two first drive circuits 201 are used as the motor Provide sufficient current.
  • the embodiment of the present application also provides a power system including the motor driver provided in the above embodiment, which can be applied to an electric vehicle, which will be described in detail below with reference to the accompanying drawings.
  • FIG. 11 is a schematic diagram of a power system provided by an embodiment of the application.
  • the power system 400 includes a motor 101 and a motor driver 300.
  • the motor driver 300 specifically includes a control unit and at least two drive circuits: a first drive circuit and a second drive circuit.
  • the motor 101 is used to provide power to a load, and the number of windings of the motor 101 is at least N times 3, where N is an integer greater than or equal to 2.
  • the windings of the motor 101 may be any of the following: six-phase windings, nine-phase windings, twelve-phase windings, fifteen-phase windings, and more windings.
  • the motor driver is used to drive the windings of the motor 101.
  • the motor driver please refer to any one of the above implementations, which will not be repeated here in the embodiment of the present application.
  • the power system provided by the present application includes the motor driver described above, and since the motor drive includes at least two different drive circuits: a first drive circuit and a second drive circuit.
  • the type of power device in the first drive circuit is different from the type of power device in the second drive circuit.
  • the loss of the power device in the first drive circuit is greater than the loss of the power device in the second drive circuit.
  • the current withstand capability is greater than the current withstand capability of the power device in the second driving circuit.
  • the control unit determines that the load of the motor is greater than or equal to the preset load (ie, heavy load), it controls both the first drive circuit and the second drive circuit to work.
  • the preset load ie, heavy load
  • the higher current withstand capability of the first drive circuit can be used, and the second drive circuit can be used.
  • the lower loss of the second driving circuit combines the respective advantages of the first driving circuit and the second driving circuit, which can improve work efficiency and ensure safety at high currents.
  • the efficiency of the motor driver when applied to an electric vehicle, the efficiency of the motor driver can be improved, thereby increasing the endurance of the on-board battery (power battery pack) of the electric vehicle.
  • the power system since the power system includes at least two drive circuits, when one of the drive circuits fails, the other drive circuit can continue to work normally, so the fault tolerance of the power system can also be increased.
  • At least one (item) refers to one or more, and “multiple” refers to two or more.
  • “And/or” is used to describe the association relationship of associated objects, indicating that there can be three kinds of relationships, for example, “A and/or B” can mean: only A, only B, and both A and B , Where A and B can be singular or plural.
  • the character “/” generally indicates that the associated objects before and after are in an “or” relationship.
  • the following at least one item (a) or similar expressions refers to any combination of these items, including any combination of a single item (a) or a plurality of items (a).
  • At least one of a, b, or c can mean: a, b, c, "a and b", “a and c", “b and c", or "a and b and c" ", where a, b, and c can be single or multiple.

Landscapes

  • Engineering & Computer Science (AREA)
  • Power Engineering (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Control Of Ac Motors In General (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)
  • Inverter Devices (AREA)

Abstract

本申请公开了一种电机的混合功率器件驱动器及动力系统，应用于电动汽车技术领域。该驱动器的第一驱动电路中功率器件的种类与第二驱动电路中功率器件的种类不同；第一驱动电路中功率器件的损耗大于第二驱动电路中功率器件的损耗，第一驱动电路中功率器件的耐流能力大于第二驱动电路中功率器件的耐流能力。第一驱动电路将直流电逆变为交流电提供给电机的第一部分绕组；第二驱动电路将直流电逆变为交流电提供给电机的第二部分绕组。控制单元确定电机的负载小于预设负载时控制第一驱动电路停止工作，控制第二驱动电路工作；当确定电机的负载大于或等于预设负载时控制第一驱动电路和第二驱动电路均工作。利用该电机驱动器能够提升电机驱动器的效率。

Description

一种电机驱动器及动力系统
本申请要求于2019年11月25日提交中国专利局、申请号为2019111674782、发明名称为“一种电机驱动器及动力系统”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
本申请涉及电力电子技术领域，尤其涉及一种电机驱动器及动力系统。
背景技术
随着现代社会能源短缺和环境污染问题的加剧，电动汽车受到了各界的广泛关注。电动汽车以车载的动力电池组为能源来驱动电机，电机带动车轮旋转，进行驱动车辆行驶。
电动汽车中的电机驱动器(Motor Control Unit，MCU)一般采用IGBT(Insulated Gate Bipolar Transistor，绝缘栅双极型晶体管)三相半桥驱动电路来驱动电机。由于电机为交流电机，电机驱动器的作用是将动力电池组输出的直流电逆变为交流电提供给电机。
但是，由于电机驱动器使用的IGBT器件的损耗较大，因此，致使车辆行驶中电机驱动器自身的能量损失较多。而电动汽车的动力电池组的电量有限，IGBT器件消耗过多的能量会降低电机驱动器的效率，影响电动汽车的续航能力。
申请内容
为了解决以上技术问题，本申请提供一种电机驱动器及动力系统，能够提升电机驱动器的效率。
第一方面，本申请提供了一种电机驱动器，该电机驱动器包括控制单元和至少两个驱动电路：第一驱动电路和第二驱动电路。其中，第一驱动电路中功率器件的种类与第二驱动电路中功率器件的种类不同；第一驱动电路中功率器件的损耗大于第二驱动电路中功率器件的损耗，第一驱动电路中功率器件的耐流能力大于第二驱动电路中功率器件的耐流能力。第一驱动电路将对应的直流电源输出的直流电逆变为交流电提供给电机的第一部分绕组。第二驱动电路用于将对应的直流电源输出的直流电逆变为交流电提供给电机的第二部分绕组。其中，耐流能力表征功率器件正常工作时能够承受的最大电流的能力，即功率器件耐流能力越大，功率器件正常工作时能够承受的最大电流越大。
控制单元当确定电机的负载小于预设负载(即轻载)时，控制第一驱动电路停止工作，控制第二驱动电路工作，由于第二驱动电路的损耗较低，应用于电机轻载时可以降低电机驱动器产生的损耗，进而提升电机驱动器的效率。控制单元当确定电机的负载大于或等于预设负载(即重载)时，控制第一驱动电路和第二驱动电路均工作，增大为电机提供的电流，以确保电机重载时能够正常工作。
因此该电机的驱动器既可以利用第一驱动电路较高的耐流能力，又可以利用第二驱动电路较低的损耗，即综合了第一驱动电路和第二驱动电路各自的优点，既可以提 高工作效率又保证在大电流时工作的安全性。当应用于电动汽车领域时，电机可以为电动汽车上的电机，此时电机轻载的场景可以对应于轻踩油门踏板、车速较低等情况，而电机重载的场景可以对应于重踩油门踏板、车速较快等情况。由于电动汽车的动力电池组容量有限，因此提升电机驱动器的工作效率还能够提升电动汽车的续航能力。
结合第一方面，在第一种可能的实现方式中，第一驱动电路的功率器件为绝缘栅双极型晶体管IGBT，第二驱动电路的功率器件为宽禁带半导体器件。
由于IGBT器件的耐流能力较高，可以通过较大的电流，因此需要使用的IGBT器件的数量较少，能够减少成本。而宽禁带半导体器件的损耗较低，因此应用于电机轻载的场景下能够提升电机驱动器的效率，多个宽禁带半导体器件在使用时可以并联连接，以使每个宽禁带半导体器件对整体的电流进行分流。
结合第一方面及以上任意一种实现方式，在第二种可能的实现方式中，宽禁带半导体器件可以为碳化硅金属氧化物半导体场效应晶体管SiC-MOSFET和氮化镓晶体管GaN中的任意一种。
结合第一方面及以上任意一种实现方式，在第三种可能的实现方式中，电机包括六相绕组，第一驱动电路为IGBT三相半桥驱动电路，第二驱动电路为SiC-MOSFET三相半桥驱动电路。IGBT三相半桥驱动电路用于驱动电机中的三相绕组，SiC-MOSFET三相半桥驱动电路用于驱动电机中的另外三相绕组。
电机轻载时，由于SiC-MOSFET器件的损耗较小，因此SiC-MOSFET三相半桥驱动电路单独工作能够降低电机驱动器的损耗，提升电机驱动器的效率。由于IGBT器件的耐流能力较高，可以通过较大电流，因此每个半桥臂仅用一个IGBT器件即可，并且在电机重载时，能够使第二驱动电路整体不需流过很大的电流，因此可以减少并联的SiC-MOSFET器件数量，一方面节省了器件成本，另一方面减少了控制单元控制的SiC-MOSFET器件数量，提升了控制的可靠性。
结合第一方面及以上任意一种实现方式，在第四种可能的实现方式中，电机包括六相绕组，第一驱动电路为IGBT三相半桥驱动电路，第二驱动电路为GaN三相半桥驱动电路，IGBT三相半桥驱动电路用于驱动电机中的三相绕组，GaN三相半桥驱动电路用于驱动电机中的另外三相绕组。
电机轻载时，由于GaN器件的损耗较小，因此GaN三相半桥驱动电路单独工作能够降低电机驱动器的损耗，提升电机驱动器的效率。由于IGBT器件的耐流能力较高，可以通过较大电流，每个半桥臂仅用一个IGBT器件即可，并且在电机重载时，能够使第二驱动电路整体不需流过很大的电流，因此可以减少并联的GaN器件数量，一方面节省了器件成本，另一方面减少了控制单元控制的GaN器件数量，提升了控制的可靠性
结合第一方面及以上任意一种实现方式，在第五种可能的实现方式中，控制单元向第一驱动电路的功率器件发送第一组驱动信号，向第二驱动电路的功率器件发送第二组驱动信号。第一组驱动信号的相位和第二组驱动信号的相位相差的角度范围为0-180度。即控制电路对两个驱动电路进行交错发波。
控制单元通过交错发波，能够减少电机驱动器使用的滤波电容的纹波电流，因此减少了滤波电容的容量需求，降低了器件成本，还能使得电机的转矩脉动更加平滑。
结合第一方面及以上任意一种实现方式，在第六种可能的实现方式中，第一组驱动信号的相位和第二组驱动信号的相位相差90度，此时对电容纹波的降低效果最佳，即提供电机绕组的电流上的纹波最小。
结合第一方面及以上任意一种实现方式，在第七种可能的实现方式中，电机包括九相绕组，第一驱动电路的数目为两个，第二驱动电路的数目为一个。两个第一驱动电路用于驱动电机中的六相绕组，一个第二驱动电路驱动电机中的其余三相绕组。
结合第一方面及以上任意一种实现方式，在第八种可能的实现方式中，电机驱动器还包括至少一个第三驱动电路。第一驱动电路中功率器件的种类、第二驱动电路中功率器件的种类和第三驱动电路中功率器件的种类均不同。
结合第一方面及以上任意一种实现方式，在第九种可能的实现方式中，电机包括九相绕组，第一驱动电路、第二驱动电路和第三驱动电路的数目均为一个，第一驱动电路、第二驱动电路和第三驱动电路分别用于驱动电机中不同的三相绕组。
以上第七至第九种可能的实现方式通过增加电机的相数以及驱动电路的个数，不仅使得电机和电机驱动器具备了容错能力，还能够使电机和电机驱动器适应不同的负载情况。此外，当电机相数确定时，通过调整每个驱动电路中使用的功率器件的种类，还能够实现电机效率、电机稳定性以及器件成本之间的最优(或较优)平衡。
结合第一方面及以上任意一种实现方式，在第十种可能的实现方式中，电机驱动器还包括：滤波电容。滤波电容的两端连接在第一驱动电路的输入端和第二驱动电路的输入端。滤波电容可以用来滤除信号中的噪声。
结合第一方面及以上任意一种实现方式，在第十一种可能的实现方式中，电机驱动器还包括：第一滤波电容和第二滤波电容。第一滤波电容的两端连接在第一驱动电路的输入端，第二滤波电容的两端连接在第二驱动电路的输入端，第一滤波电容和第二滤波电容对应不同的直流电源。
当第一驱动电路和第二驱动电路对应不同的直流电源时，第一滤波电容和第二滤波电容也对应不同的直流电源，在重载时通过两个驱动电路的电流大小不同，因此可以灵活根据对应的直流电源的输出能力分别确定对应的滤波电容容值，可以进一步降低滤波电容上的电流纹波。
结合第一方面及以上任意一种实现方式，在第十二种可能的实现方式中，以上任意一种可能的实现方式提供的电机驱动器可以应用于电动汽车，直流电源为电动汽车的动力电池组，电动汽车的整车控制器向驱动器的控制单元发送电机的负载。
第二方面，本申请还提供了一种动力系统，该动力系统包括电机和以上任意实现方式提供的电机驱动器。其中，电机驱动器用于驱动电机的绕组。电机用于为负载提供动力，电机的绕组数目至少为3的N倍，N为大于或等于2的整数。
由于该动力系统中包括以上介绍的电机驱动器，因此能够在电机轻载时降低驱动器产生的损耗，提高驱动器的效率，在电机重载时利用第一驱动电路较高的耐流能力， 又可以利用第二驱动电路较低的损耗，综合了第一驱动电路和第二驱动电路各自的优点，既可以提高工作效率又保证在大电流时的安全。
当该动力系统应用于电动汽车时，能够提升电机驱动器的效率，进而提高电动汽车的车载电池(动力电池组)的续航能力。此外，由于动力系统包括了至少两个驱动电路，当其中一个驱动电路故障时，另一个驱动电路可以继续正常工作，因此还能够增加电力系统的容错能力。
结合第二方面，在第一种可能的实现方式中，电机的绕组为以下任意一种：六相绕组、九相绕组、十二相绕组或十五相绕组。
通过增加电机的相数以及驱动电路的个数，不仅使得电机和电机驱动器具备了容错能力，还能够使电机和电机驱动器适应不同的负载情况。
本申请至少具有以下优点：
该电机驱动器包括至少两个驱动电路：第一驱动电路和第二驱动电路。其中第一驱动电路中功率器件的种类与第二驱动电路中功率器件的种类不同，第一驱动电路中功率器件的损耗大于第二驱动电路中功率器件的损耗，第一驱动电路中功率器件的耐流能力大于第二驱动电路中功率器件的耐流能力。该电机驱动器的控制单元在确定电机的负载小于预设负载(即轻载)时，控制第一驱动电路停止工作，控制第二驱动电路工作，由于第二驱动电路的导通损耗较小，因此在轻载时只让第二驱动电路工作，可以降低驱动器自身产生的损耗，提高电机驱动器的能量转化效率。控制单元在确定电机的负载大于或等于预设负载(即重载)时，控制第一驱动电路和第二驱动电路均工作，可以利用第一驱动电路较高的耐流能力，又可以利用第二驱动电路较低的损耗，即综合了第一驱动电路和第二驱动电路各自的优点，既可以提高工作效率又保证在大电流时工作的安全性。
综上所述，利用本申请实施例提供的电机驱动器，当应用于电动汽车领域时，即电机为电动汽车上的电机，可以提升电机驱动器的工作效率，进而提高电动汽车的续航能力。
附图说明
图1为采用IGBT三相半桥驱动电路时的示意图；
图2为本申请实施例提供的一种电机驱动器的示意图；
图3为本申请实施例提供的另一种电机驱动器的示意图；
图4为本申请实施例提供的又一种电机驱动器的示意图；
图5为本申请实施例提供的信号调制过程的波形图；
图6为本申请实施例提供的驱动信号的示意图；
图7为本申请实施例提供的再一种电机驱动器的示意图；
图8为本申请实施例提供的另一种电机驱动器的示意图；
图9为本申请实施例提供的又一种电机驱动器的示意图；
图10为本申请实施例提供的再一种电机驱动器的示意图；
图11为本申请实施例提供的一种动力系统的示意图。
具体实施方式
为了使本领域技术人员更好地理解本申请实施例提供的技术方案，本申请实施例提供的电机驱动器可以应用于对电机进行驱动的各个技术领域，为了方便本领域技术人员更好地理解本申请提供的技术方案，下面以电动汽车中的电机为例进行说明，本申请实施例不限定电机驱动器的具体应用场合。
在电动汽车中，电机驱动器的作用是将动力电池组提供的电能转换为机械能提供给电动汽车的车轮，因此，电机驱动器的转换效率影响动力电池组的效率，影响电动汽车的续航能力。
首先，介绍电动汽车的电机采用IGBT三相半桥驱动电路时的工作原理。
参见图1，该图为电机采用IGBT三相半桥驱动电路时的示意图。
其中，电机101为三相电机，电机驱动器包括IGBT三相半桥驱动电路102，IGBT三相半桥驱动电路102两端并联有滤波电容。
IGBT器件的损耗较大，导致电机驱动器自身的能量损失较多，会降低电动汽车中动力电池组的转换效率，尤其在电机轻载时，尤为明显。例如，在电机轻载时，对应电动汽车的油门踏板被轻踩，车速较低。此时电机的输出功率也较低，IGBT器件的开关损耗占总损耗的比例较大。
为了解决以上技术问题，本申请提供了一种具有混合功率器件的电机驱动器及动力系统，该电机驱动器至少包括第一驱动电路和第二驱动电路在内的两个驱动电路，能够提升电机驱动器的效率，从而提高电动汽车的动力电池组的续航能力。
为了使本技术领域的人员更好地理解本申请方案，下面将结合本申请实施例中的附图，对本申请实施例中的技术方案进行清楚地描述。可以理解的是，以下实施例中的“第一”和“第二”等词语仅是为了方便解释说明，并不构成对于本申请的限定。
电机驱动器实施例一
本申请实施例提供了一种电机驱动器，下面继续以电机驱动器应用于电动汽车场景中为例进行具体说明。
参见图2，该图为本申请实施例提供的一种电机驱动器的示意图。
电机驱动器包括控制单元203和至少两个驱动电路：第一驱动电路201和第二驱动电路202。
第一驱动电路201将对应的直流电源输出的直流电逆变为交流电提供给电机101的第一部分绕组。
第二驱动电路202将对应的直流电源输出的直流电逆变为交流电提供给电机101的第二部分绕组。
需要说明的是，第一驱动电路201和第二驱动电路202可以对应同一个直流电源，也可以对应不同的直流电源，例如，第一驱动电路201对应直流电源A，第二驱动电路201对应直流电源B。
实际应用中，当应用场景为电动汽车时，直流电源可以为电动汽车的动力电池组，当第一驱动电路201和第二驱动电路202对应同一个直流电源时，电动汽车就包括一 个动力电池组。当第一驱动电路201和第二驱动电路202对应两个不同的直流电源时，电动汽车可以包括两个动力电池组。
该电机驱动器的第一驱动电路201中功率器件的种类与第二驱动电路中功率器件的种类不同。其中，第一驱动电路201中功率器件的损耗大于第二驱动电路202中功率器件的损耗，第一驱动电路201中功率器件的耐流能力大于第二驱动电路202中功率器件的耐流能力，该耐流能力表征功率器件允许流过最大电流的能力。
控制单元203当确定电机101的负载小于预设负载时，即确定电机处于轻载状态时，控制第一驱动电路201停止工作，控制第二驱动电路202工作。第二驱动电路202的耐流能力较小但损耗也相应较低，应用于电机轻载时可以降低电机驱动器产生的损耗，进而提升了电机驱动器的效率。以上电机轻载的场景可以对应于实际应用中电动汽车处于轻踩油门踏板、车速较低等情况。
控制单元203当确定电机101的负载大于或等于预设负载时，控制第一驱动电路201和第二驱动电路202均工作。既利用了第一驱动电路较高的耐流能力，又利用了第二驱动电路产生较低的损耗优点，因此综合了第一驱动电路和第二驱动电路各自的优点，既可以提高工作效率又保证在大电流时的安全。以上电机重载的场景可以对应于实际应用中电动汽车处于重踩油门踏板、车速较快等情况。
其中，预设负载可以根据实际情况确定，本申请实施例对此不作具体限定，控制单元可以通过电动汽车的整车控制器获取电机当前的负载情况。
由于电机驱动器包括了至少两个驱动电路，且电机101相应也至少包括了两部分绕组，因此实际应用中，当以上的第一驱动电路201和第二驱动电路202均为三相半桥驱动电路时，电机101的绕组至少包括六相绕组。例如电机101至少包括两个三相绕组，第一驱动电路201驱动其中的三相绕组，第二驱动电路驱动其中不同的三相绕组。
综上所述，利用本申请提供的电机驱动器，可以根据电机负载的大小情况确定驱动电路的工作状态，能够提升电机驱动器的效率。例如当电机为电动汽车上的电机时，进而提高电动汽车的车载电池(动力电池组)的续航能力。
驱动器实施例二
基于以上实施例的说明，下面结合驱动电路的具体实现方式说明本申请提供的电机驱动器的工作原理。
本实施例中将结合具体的功率器件类型进行说明。
例如，第一驱动电路的功率器件为IGBT(Insulated Gate Bipolar Transistor，绝缘栅双极型晶体管)，第二驱动电路的功率器件为宽禁带半导体器件。其中，宽禁带半导体器件具体可以为SiC-MOSFET(Silicon Carbide Metal Oxide Semiconductor，碳化硅场效应管)或氮化镓(GaN)晶体管。
下面以第一驱动电路的功率器件为IGBT，第二驱动电路的功率器件为SiC-MOSFET为例进行说明。当该电机驱动器应用于电动汽车时，第一驱动电路可以为 IGBT三相半桥驱动电路，第二驱动电路可以为SiC-MOSFET三相半桥驱动电路。以电机的绕组包括六相绕组为例，具体包括两个三相绕组，IGBT三相半桥驱动电路用于驱动电机中的三相绕组，SiC-MOSFET三相半桥驱动电路用于驱动电机中的另外三相绕组。
参见图3，该图为本申请实施例提供的另一种电机的混合功率器件驱动器的示意图。
其中，第一驱动电路201具体为IGBT三相半桥驱动电路，第一驱动电路201连接电机101的第一部分绕组，即图中的三相绕组U、V、W。
当采用IGBT器件时，由于IGBT器件的耐流能力高，因此能够减少采用的器件数量，即每个桥臂的上半桥臂和下半桥臂各包括一个IGBT器件。
第二驱动电路202具体为SiC-MOSFET三相半桥驱动电路，第二驱动电路202连接电机101的第二部分绕组，即图中的三相绕组X、Y、Z。
由于SiC-MOSFET器件的耐流能力低于IGBT器件的耐流能力，具体工作时在承受相同电流的情况下，需要将多个SiC-MOSFET器件并联后整体等效为一个功率器件，即每个SiC-MOSFET器件对整体的电流进行分流。即每个桥臂的上半桥臂和下半桥臂的202a部分实际上包括多个并联的SiC-MOSFET器件，图中仅将以上多个并联的SiC-MOSFET器件等效为一个SiC-MOSFET器件示出。但是，IGBT器件的耐流能力较高，可以通过较大电流，每个半桥臂仅用一个IGBT器件即可。
并联的SiC-MOSFET器件的数量可以根据实际情况确定，例如可以通过结合预设负载的具体设定值确定，本申请实施例在此不作具体限定。
该电机驱动器还包括：滤波电容C1。
滤波电容C1的两端连接在第一驱动电路201的输入端和第二驱动电路202的输入端之间。滤波电容C1可以用来滤除信号中的噪声。
本申请实施例中的第一驱动电路201和第二驱动电路202不是简单叠加工作的关系，第一驱动电路201和第二驱动电路202需要由控制单元203进行控制以实现对电机101的驱动，下面具体说明控制单元203的工作原理。
一并参见图4和图5，图4为本申请实施例提供的又一种电机的混合功率器件驱动器的示意图；图5为本申请实施例提供的信号调制过程的波形图。
控制单元203向第一驱动电路201的功率器件发送第一组驱动信号，向第二驱动电路202的功率器件发送第二组驱动信号。
第一组驱动信号经过第一驱动芯片204a的放大后用于控制第一驱动电路201的功率器件的工作状态。第二组驱动信号经过第二驱动芯片204b的放大后用于控制第二驱动电路202的功率器件的工作状态。以上两个驱动芯片具有信号放大的功能，两个驱动芯片可以相互独立设置，也可以集成在一起，本申请实施例对此不作具体限定。
控制单元203可以利用调制波对载波进行调制产生第一驱动电路201和第二驱动电路202的驱动信号。
具体的，参见图4，载波1和载波2均为三角波，相位差为φ，控制单元203利用调制波将载波1和载波2调制为PWM(Pulse Width Modulation，脉冲宽度调制)信号。 其中，载波1经过调制波调制后产生第一驱动电路201对应的第一组驱动信号，载波2经过调制波调制后产生第二驱动电路202对应的第二组驱动信号。
参见图6，该图为本申请实施例提供的驱动信号的示意图。
电动汽车的VCU(Vehicle Control Unit，整车控制器)可以向驱动器的控制单元203发送电机的当前负载，当电机的当前负载低于预设负载时，第二控制单元203b停止向第二驱动电路202的功率器件发送第二组驱动信号，以使第二驱动电路202停止工作，此时只有SiC-MOSFET器件工作，可以降低电机驱动器产生的损耗，进而提升了电机驱动器的效率。
当电机的负载高于预设负载(即重载)时，第一控制单元203a和第二控制单元203b同时发送驱动信号。其中载波1和载波2的相位差φ的角度范围为0-180°。即控制电路对两个驱动电路进行交错发波，相比于图1所示的方案，能够减少滤波电容C1的纹波电流，因此减少了滤波电容C1的容量需求，降低了器件成本，使得电机的转矩脉动更加平滑且具有更低的NVH(Noise、Vibration、Harshness，噪声、振动、声振粗糙度的缩写，是衡量汽车制造质量的一个综合性指标)。
其中，第一组驱动信号的相位和第二组驱动信号的相位相差的角度范围为0-180度，第一组驱动信号的相位和第二组驱动信号的相位差可以根据实际需要来设定，本申请实施例中不做具体限定。当第一组驱动信号的相位和第二组驱动信号的相位相差90度时，对电容纹波的降低效果最佳，即提供电机绕组的电流上的纹波最小。
当电机重载时，两种功率器件共同作用，可以利用第一驱动电路较高的耐流能力，又可以利用第二驱动电路较低的损耗，综合了第一驱动电路和第二驱动电路各自的优点，既可以提高工作效率又保证在大电流时的安全，并且使第二驱动电路整体不需流过很大的电流，因此可以减少并联的SiC-MOSFET器件数量，一方面节省了器件成本，另一方面减少了控制单元控制的SiC-MOSFET器件数量，提升了控制的可靠性。
综上所述，利用本申请提供的电机驱动器，可以根据电机负载的大小情况确定驱动电路的工作状态，能够提升电机驱动器的效率，进而延长电动汽车的车载电池(动力电池组)续航能力。此外，由于该电机驱动器包括了至少两个驱动电路，当其中一个驱动电路故障时，控制器可以控制另一个驱动电路继续正常工作，因此还能够增加电机驱动器的容错能力。
参见图7，该图为本申请实施例提供的再一种电机驱动器的示意图；
本实施例提供的电机驱动器与图3所示电机驱动器的区别在于，该电机驱动器具体可以包括以下两个：第一滤波电容C1和第二滤波电容C2，即每个驱动电路对应一个滤波电容。
如图所示，第一滤波电容C1的两端连接第一驱动电路201的输入端。第二滤波电容C2的两端连接第二驱动电路202的输入端。
当第一驱动电路201和第二驱动电路202对应不同的直流电源时，第一滤波电容C1和第二滤波电容C2也对应不同的直流电源，在重载时通过两个驱动电路的电流大小不同，因此可以灵活根据对应的直流电源的输出能力分别确定对应的滤波电容容值， 可以进一步降低滤波电容上的电流纹波。
在本申请实施例的另一种实现方式中，当电机的绕组包括六相绕组时，其中第一驱动电路为IGBT三相半桥驱动电路，用于驱动电机的三相绕组，而第二驱动电路为GaN三相半桥驱动电路，用于驱动电机的另外三相绕组。GaN器件和SiC-MOSFET器件的工作原理类似，此时电机驱动器的控制单元可以采用和以上说明类似的控制方法控制两个驱动电路的工作状态，本实施例在此不再赘述。
驱动器实施例三
以上实施例以电机的绕组包括六相绕组、第一驱动电路和第二驱动电路各驱动三相绕组为例进行说明，实际应用中，电机可以根据的负载要求增加绕组的相数，例如还可以采用具有九相、十二相、十五相等绕组的电机，此时可能包括多个第一驱动电路或多个第二驱动电路，还可以包括与第一驱动电路和第二驱动电路采用的功率器件均不相同的第三驱动电路。
需要注意的是，电机的绕组的相数为3的倍数。下面以电机的绕组包括九相绕组绕组为例进行说明，当电机绕组的相数拓展至更多相时的情况类似，本实施例不在赘述。
参见图8，该图为本申请实施例提供的另一种电机驱动器的示意图。
该电机驱动器与图2的区别在于，还包括：第三驱动电路204。
其中，第一驱动电路201、第二驱动电路202和第三驱动电路204的数目均为一个，第一驱动电路201中功率器件的种类、第二驱动电路202中功率器件的种类和第三驱动电路204中功率器件的种类均不同且第一驱动电路201、第二驱动电路202和第三驱动电路分别用于驱动电机中不同的三相绕组。
例如，第一驱动电路201中的功率器件为IGBT器件，第二驱动电路202中的功率器件为SiC-MOSFET器件，第三驱动电路204中的功率器件GaN器件。
参见图9，该图为本申请实施例提供的又一种电机驱动器的示意图。
该电机驱动器与图2的区别在于，包括两个第二驱动电路202。
其中，两个第二驱动电路202用于驱动电机101的其中六相绕组，一个第一驱动电路201驱动电机101的其余三相绕组。
例如，两个第一驱动电路201中的功率器件均为IGBT器件，第二驱动电路202中的功率器件可以为SiC-MOSFET器件或GaN器件。
参见图10，该图为本申请实施例提供的再一种电机驱动器的示意图。
该电机驱动器与图2的区别在于，包括两个第一驱动电路201。
两个第一驱动电路201用于驱动电机101的其中六相绕组，另一个第二驱动电路202驱动电机101中的其余三相绕组。
例如，第一驱动电路201中的功率器件为IGBT器件，两个第二驱动电路202中的功率器件可以均为SiC-MOSFET器件或均为GaN器件。
实际应用中，以上各种电机驱动器和电机的实现方式可由电动汽车的具体类型(轿 车、客车、货车等)、电机负载情况(轻载、重载)以及器件成本等综合考量后确定，本申请实施例对此不作具体限定。例如当电动汽车类型为客车或货车、电机负载状态常为重载时，若电机的绕组包括六相绕组时，可以采用图10所示的电机驱动器，即通过两个第一驱动电路201为电机提供充足的电流。
通过增加电机的相数以及驱动电路的个数，不仅使得电机和电机驱动器具备了容错能力，还能够使电机和电机驱动器适应不同的负载情况。此外，当电机相数确定时，通过调整每个驱动电路中使用的功率器件的种类，还能够实现电机效率、电机稳定性以及器件成本之间的最优(或较优)平衡。
系统实施例
基于以上实施例提供的电机驱动器，本申请实施例还提供了一种包括以上实施例提供的电机驱动器的动力系统，可以应用于电动汽车，下面结合附图具体说明。
参见图11，该图为本申请实施例提供的一种动力系统的示意图。
该动力系统400包括：电机101和电机驱动器300。
该电机驱动器300具体包括控制单元和至少两个驱动电路：第一驱动电路和第二驱动电路。
电机101用于为负载提供动力，电机101的绕组数目至少为3的N倍，所述N为大于或等于2的整数。例如电机101的绕组可以为以下任意一种：六相绕组、九相绕组、十二相绕组、十五相绕组以及更多的绕组数量。
电机驱动器用于驱动电机101的绕组，关于电机驱动器的说明可以参见以上的任意一种实现方式，本申请实施例在此不再赘述，
本申请提供的动力系统中包括以上介绍的电机驱动器，而由于电机驱动包括至少两个不同的驱动电路：第一驱动电路和第二驱动电路。其中第一驱动电路中功率器件的种类与第二驱动电路中功率器件的种类不同，第一驱动电路中功率器件的损耗大于第二驱动电路中功率器件的损耗，第一驱动电路中功率器件的耐流能力大于第二驱动电路中功率器件的耐流能力。该电机驱动器的控制单元在确定电机的负载小于预设负载(即轻载)时，控制第一驱动电路停止工作，控制第二驱动电路工作，由于第二驱动电路的导通损耗较小，因此在轻载时只让第二驱动电路工作，可以降低驱动器产生的损耗，提高驱动器的效率。控制单元在确定电机的负载大于或等于预设负载(即重载)时，控制第一驱动电路和第二驱动电路均工作，可以利用第一驱动电路较高的耐流能力，又可以利用第二驱动电路较低的损耗，综合了第一驱动电路和第二驱动电路各自的优点，既可以提高工作效率又保证在大电流时的安全。
综上所述，利用本申请提供的动力系统，当应用于电动汽车时，能够提升电机驱动器的效率，进而提高电动汽车的车载电池(动力电池组)的续航能力。此外，由于动力系统包括了至少两个驱动电路，当其中一个驱动电路故障时，另一个驱动电路可以继续正常工作，因此还能够增加电力系统的容错能力。
应当理解，在本申请中，“至少一个(项)”是指一个或者多个，“多个”是指两个或 两个以上。“和/或”，用于描述关联对象的关联关系，表示可以存在三种关系，例如，“A和/或B”可以表示：只存在A，只存在B以及同时存在A和B三种情况，其中A，B可以是单数或者复数。字符“/”一般表示前后关联对象是一种“或”的关系。“以下至少一项(个)”或其类似表达，是指这些项中的任意组合，包括单项(个)或复数项(个)的任意组合。例如，a，b或c中的至少一项(个)，可以表示：a，b，c，“a和b”，“a和c”，“b和c”，或“a和b和c”，其中a，b，c可以是单个，也可以是多个。
以上所述，仅是本申请的较佳实施例而已，并非对本申请作任何形式上的限制。虽然本申请已以较佳实施例揭露如上，然而并非用以限定本申请。任何熟悉本领域的技术人员，在不脱离本申请技术方案范围情况下，都可利用上述揭示的方法和技术内容对本申请技术方案做出许多可能的变动和修饰，或修改为等同变化的等效实施例。因此，凡是未脱离本申请技术方案的内容，依据本申请的技术实质对以上实施例所做的任何简单修改、等同变化及修饰，均仍属于本申请技术方案保护的范围内。

Claims (15)

  1. 一种电机驱动器，其特征在于，包括控制单元和至少两个驱动电路：第一驱动电路和第二驱动电路；
    所述第一驱动电路中功率器件的种类与所述第二驱动电路中功率器件的种类不同；所述第一驱动电路中功率器件的损耗大于所述第二驱动电路中功率器件的损耗，所述第一驱动电路中功率器件的耐流能力大于所述第二驱动电路中功率器件的耐流能力；
    所述第一驱动电路，用于将对应的直流电源输出的直流电逆变为交流电提供给电机的第一部分绕组；
    所述第二驱动电路，用于将对应的直流电源输出的直流电逆变为交流电提供给所述电机的第二部分绕组；
    所述控制单元，用于确定所述电机的负载小于预设负载时，控制所述第一驱动电路停止工作，控制所述第二驱动电路工作；还用于确定所述电机的负载大于或等于所述预设负载时，控制所述第一驱动电路和所述第二驱动电路均工作。
  2. 根据权利要求1所述的驱动器，其特征在于，所述第一驱动电路的功率器件为绝缘栅双极型晶体管IGBT；所述第二驱动电路的功率器件为宽禁带半导体器件。
  3. 根据权利要求2所述的驱动器，其特征在于，所述宽禁带半导体器件为以下任意一种：
    碳化硅金属氧化物半导体场效应晶体管SiC-MOSFET和氮化镓晶体管GaN。
  4. 根据权利要求3所述的驱动器，其特征在于，所述电机包括六相绕组，所述第一驱动电路为IGBT三相半桥驱动电路；所述第二驱动电路为SiC-MOSFET三相半桥驱动电路；
    所述IGBT三相半桥驱动电路用于驱动所述电机中的三相绕组，所述SiC-MOSFET三相半桥驱动电路用于驱动所述电机中的另外三相绕组。
  5. 根据权利要求3所述的驱动器，其特征在于，所述电机包括六相绕组，所述第一驱动电路为IGBT三相半桥驱动电路；所述第二驱动电路为GaN三相半桥驱动电路；
    所述IGBT三相半桥驱动电路用于驱动所述电机中的三相绕组，所述GaN三相半桥驱动电路用于驱动所述电机中的另外三相绕组。
  6. 根据权利要求1-5任意一项所述的驱动器，其特征在于，
    所述控制单元，还用于向所述第一驱动电路的功率器件发送第一组驱动信号，向所述第二驱动电路的功率器件发送第二组驱动信号；
    所述第一组驱动信号的相位和所述第二组驱动信号的相位相差的角度范围为0-180度。
  7. 根据权利要求6所述的驱动器，其特征在于，所述第一组驱动信号的相位和所述第二组驱动信号的相位相差90度。
  8. 根据权利要求1或2所述的驱动器，其特征在于，所述电机包括九相绕组，所述第一驱动电路的数目为两个，所述第二驱动电路的数目为一个；
    两个所述第一驱动电路用于驱动所述电机中的六相绕组，一个所述第二驱动电路 驱动所述电机中的其余三相绕组。
  9. 根据权利要求1或2所述的驱动器，其特征在于，还包括至少一个第三驱动电路；
    所述第一驱动电路中功率器件的种类、所述第二驱动电路中功率器件的种类和所述第三驱动电路中功率器件的种类均不同。
  10. 根据权利要求9所述的驱动器，其特征在于，所述电机包括九相绕组，所述第一驱动电路、所述第二驱动电路和所述第三驱动电路的数目均为一个；
    所述第一驱动电路、所述第二驱动电路和所述第三驱动电路分别用于驱动所述电机中不同的三相绕组。
  11. 根据权利要求1所述的驱动器，其特征在于，还包括：滤波电容；
    所述滤波电容的两端连接在所述第一驱动电路的输入端和第二驱动电路的输入端。
  12. 根据权利要求1所述的驱动器，其特征在于，还包括：第一滤波电容和第二滤波电容；
    所述第一滤波电容的两端连接在所述第一驱动电路的输入端；
    所述第二滤波电容的两端连接在所述第二驱动电路的输入端；
    所述第一滤波电容和所述第二滤波电容对应不同的直流电源。
  13. 根据权利要求1所述的驱动器，其特征在于，所述直流电源为电动汽车的动力电池组；所述电动汽车的整车控制器向所述驱动器的控制单元发送电机的负载。
  14. 一种动力系统，其特征在于，包括电机和权利要求1-13任一项所述的电机驱动器；
    所述电机驱动器用于驱动所述电机的绕组；
    所述电机，用于为负载提供动力；所述电机的绕组数目至少为3的N倍，所述N为大于或等于2的整数。
  15. 根据权利要求14所述的系统，其特征在于，所述电机的绕组为以下任意一种：六相绕组、九相绕组、十二相绕组或十五相绕组。
PCT/CN2020/089569 2019-11-25 2020-05-11 一种电机驱动器及动力系统 WO2021103425A1 (zh)

Priority Applications (3)

Application Number Priority Date Filing Date Title
EP23217945.7A EP4362320A2 (en) 2019-11-25 2020-05-11 Motor control unit and power system
EP20891637.9A EP4057499B1 (en) 2019-11-25 2020-05-11 Electric motor driver and power system
US17/752,512 US11984831B2 (en) 2019-11-25 2022-05-24 Motor control unit and power system

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
CN201911167478.2A CN111030550B (zh) 2019-11-25 2019-11-25 一种电机驱动器及动力系统
CN201911167478.2 2019-11-25

Related Child Applications (1)

Application Number Title Priority Date Filing Date
US17/752,512 Continuation US11984831B2 (en) 2019-11-25 2022-05-24 Motor control unit and power system

Publications (1)

Publication Number Publication Date
WO2021103425A1 true WO2021103425A1 (zh) 2021-06-03

Family

ID=70206649

Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/CN2020/089569 WO2021103425A1 (zh) 2019-11-25 2020-05-11 一种电机驱动器及动力系统

Country Status (4)

Country Link
US (1) US11984831B2 (zh)
EP (2) EP4362320A2 (zh)
CN (1) CN111030550B (zh)
WO (1) WO2021103425A1 (zh)

Families Citing this family (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN111030550B (zh) 2019-11-25 2022-05-17 华为技术有限公司 一种电机驱动器及动力系统

Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN106068202A (zh) * 2014-02-27 2016-11-02 罗伯特·博世有限公司 电驱动系统
CN108370223A (zh) * 2015-11-16 2018-08-03 爱信艾达株式会社 电力转换装置
US20190103828A1 (en) * 2017-10-02 2019-04-04 Denso Corporation Controller of multiphase rotating electric machine
CN109889125A (zh) * 2017-12-05 2019-06-14 中车株洲电力机车研究所有限公司 一种多相多绕组牵引传动系统及其控制方法
CN111030550A (zh) * 2019-11-25 2020-04-17 华为技术有限公司 一种电机驱动器及动力系统

Family Cites Families (10)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP4625147B2 (ja) * 2009-04-13 2011-02-02 パナソニック株式会社 同期電動機駆動システム
JP6086157B2 (ja) 2013-10-02 2017-03-01 富士電機株式会社 ３レベルインバータ
EP3070835B1 (en) * 2013-11-11 2020-01-01 Mitsubishi Electric Corporation Power conversion device
CN103683964A (zh) 2013-12-20 2014-03-26 华为技术有限公司 谐振式双向变换器及不间断电源装置、及控制方法
CN104617803B (zh) 2015-01-13 2018-07-06 嘉兴清源电气科技有限公司 多电平变流器子模块及其制作的逆变电路、mmc拓扑
JP6360442B2 (ja) * 2015-01-14 2018-07-18 株式会社日立製作所 永久磁石同期モータ、巻線切替モータ駆動装置、及び、それらを用いた冷凍空調機器、電動車両
CN205544896U (zh) 2016-01-29 2016-08-31 深圳科士达科技股份有限公司 一种高效SiC MOSFET管-IGBT管并联的电路复合器件
US11258391B2 (en) * 2018-01-18 2022-02-22 Aisin Aw Co., Ltd. Rotating electrical machine control device
CN108649772A (zh) 2018-03-27 2018-10-12 中国科学院电工研究所 一种Si IGBT和SiC MOSFET的混合电力电子模块
CN109861528B (zh) 2018-12-28 2020-08-21 潍柴动力股份有限公司 一种dc-dc变换器

Patent Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN106068202A (zh) * 2014-02-27 2016-11-02 罗伯特·博世有限公司 电驱动系统
CN108370223A (zh) * 2015-11-16 2018-08-03 爱信艾达株式会社 电力转换装置
US20190103828A1 (en) * 2017-10-02 2019-04-04 Denso Corporation Controller of multiphase rotating electric machine
CN109889125A (zh) * 2017-12-05 2019-06-14 中车株洲电力机车研究所有限公司 一种多相多绕组牵引传动系统及其控制方法
CN111030550A (zh) * 2019-11-25 2020-04-17 华为技术有限公司 一种电机驱动器及动力系统

Non-Patent Citations (1)

* Cited by examiner, † Cited by third party
Title
See also references of EP4057499A4

Also Published As

Publication number Publication date
EP4057499B1 (en) 2024-01-31
EP4057499A4 (en) 2023-01-25
EP4057499A1 (en) 2022-09-14
US20220286078A1 (en) 2022-09-08
US11984831B2 (en) 2024-05-14
CN111030550A (zh) 2020-04-17
EP4362320A2 (en) 2024-05-01
CN111030550B (zh) 2022-05-17

Similar Documents

Publication Publication Date Title
CN107465345B (zh) 用于dc/dc变换器的系统和方法
US10320220B2 (en) Configurable hybrid drive systems
US8297389B2 (en) Load driving system and electric vehicle using the system
US11159096B2 (en) Power conversion device
US7828093B2 (en) Vehicle controller, vehicle and vehicle control method
US11325477B2 (en) Electric-brake energy feedback system
US20090034303A1 (en) Discontinuous pulse width modulation for double-ended inverter system
CN102347698A (zh) 输出电压直接箝位的可变电压转换器
US11909343B2 (en) Motor-driving apparatus
EP3857693A1 (en) System and method for a magnetically coupled inductor boost and multiphase buck converter with split duty cycle
KR101988095B1 (ko) 하이브리드 차량의 출력 제어 시스템 및 방법
WO2021103425A1 (zh) 一种电机驱动器及动力系统
US20220352838A1 (en) Motor-driving apparatus
US7999503B2 (en) Control module for dynamic operation of a power inverter using an application specific integrated circuit
CN112491155B (zh) 磁并联式电动汽车大功率动态无线供电系统接收端多模块sipo电路拓扑及控制方法
JP2000197206A (ja) 電気自動車の電気システム
US11811352B2 (en) Propulsion system having multiple motors with complementary torque bands
CN201291755Y (zh) 串联型混合动力车及其发电装置
WO1982003362A1 (en) Control unit for an electric car
CN115051615A (zh) 一种动力总成及车辆
JP2002034285A (ja) 直流直巻電動機の制御装置
JPS60207405A (ja) 電気車の制御装置およびその制御方法

Legal Events

Date Code Title Description
121 Ep: the epo has been informed by wipo that ep was designated in this application

Ref document number: 20891637

Country of ref document: EP

Kind code of ref document: A1

ENP Entry into the national phase

Ref document number: 2020891637

Country of ref document: EP

Effective date: 20220608

NENP Non-entry into the national phase

Ref country code: DE