WO2021137042A1 - Système de soufflante à double source pour un véhicule électrique à pile à combustible - Google Patents

Système de soufflante à double source pour un véhicule électrique à pile à combustible Download PDF

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Publication number
WO2021137042A1
WO2021137042A1 PCT/IB2020/061124 IB2020061124W WO2021137042A1 WO 2021137042 A1 WO2021137042 A1 WO 2021137042A1 IB 2020061124 W IB2020061124 W IB 2020061124W WO 2021137042 A1 WO2021137042 A1 WO 2021137042A1
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WO
WIPO (PCT)
Prior art keywords
branch
switch tube
inverter module
blower
high voltage
Prior art date
Application number
PCT/IB2020/061124
Other languages
English (en)
Other versions
WO2021137042A8 (fr
Inventor
Lei Sun
Original Assignee
Ceres Intellectual Property Company Limited
Weichai Power Co., Ltd.
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 Ceres Intellectual Property Company Limited, Weichai Power Co., Ltd. filed Critical Ceres Intellectual Property Company Limited
Publication of WO2021137042A1 publication Critical patent/WO2021137042A1/fr
Publication of WO2021137042A8 publication Critical patent/WO2021137042A8/fr

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L58/00—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles
    • B60L58/30—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling fuel cells
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L3/00—Electric devices on electrically-propelled vehicles for safety purposes; Monitoring operating variables, e.g. speed, deceleration or energy consumption
    • B60L3/0023—Detecting, eliminating, remedying or compensating for drive train abnormalities, e.g. failures within the drive train
    • B60L3/0053—Detecting, eliminating, remedying or compensating for drive train abnormalities, e.g. failures within the drive train relating to fuel cells
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L3/00—Electric devices on electrically-propelled vehicles for safety purposes; Monitoring operating variables, e.g. speed, deceleration or energy consumption
    • B60L3/0092—Electric devices on electrically-propelled vehicles for safety purposes; Monitoring operating variables, e.g. speed, deceleration or energy consumption with use of redundant elements for safety purposes
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L50/00—Electric propulsion with power supplied within the vehicle
    • B60L50/50—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells
    • B60L50/70—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells using power supplied by fuel cells
    • B60L50/72—Constructional details of fuel cells specially adapted for electric vehicles
    • H—ELECTRICITY
    • H01—ELECTRIC ELEMENTS
    • H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
    • H01M8/00—Fuel cells; Manufacture thereof
    • H01M8/04—Auxiliary arrangements, e.g. for control of pressure or for circulation of fluids
    • H01M8/04082—Arrangements for control of reactant parameters, e.g. pressure or concentration
    • H01M8/04089—Arrangements for control of reactant parameters, e.g. pressure or concentration of gaseous reactants
    • H01M8/04111—Arrangements for control of reactant parameters, e.g. pressure or concentration of gaseous reactants using a compressor turbine assembly
    • 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
    • H02P29/0241—Detecting a fault condition, e.g. short circuit, locked rotor, open circuit or loss of load the fault being an overvoltage
    • 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
    • H02P29/0243—Detecting a fault condition, e.g. short circuit, locked rotor, open circuit or loss of load the fault being a broken phase
    • 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
    • H02P29/025—Detecting a fault condition, e.g. short circuit, locked rotor, open circuit or loss of load the fault being a power interruption
    • 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
    • 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
    • B60L1/00—Supplying electric power to auxiliary equipment of vehicles
    • B60L1/003—Supplying electric power to auxiliary equipment of vehicles to auxiliary motors, e.g. for pumps, compressors
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • 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
    • B60L2210/46—DC to AC converters with more than three phases
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L3/00—Electric devices on electrically-propelled vehicles for safety purposes; Monitoring operating variables, e.g. speed, deceleration or energy consumption
    • B60L3/04—Cutting off the power supply under fault conditions
    • H—ELECTRICITY
    • H01—ELECTRIC ELEMENTS
    • H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
    • H01M2250/00—Fuel cells for particular applications; Specific features of fuel cell system
    • H01M2250/20—Fuel cells in motive systems, e.g. vehicle, ship, plane
    • 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
    • Y02E—REDUCTION OF GREENHOUSE GAS [GHG] EMISSIONS, RELATED TO ENERGY GENERATION, TRANSMISSION OR DISTRIBUTION
    • Y02E60/00—Enabling technologies; Technologies with a potential or indirect contribution to GHG emissions mitigation
    • Y02E60/30—Hydrogen technology
    • Y02E60/50—Fuel cells
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/64—Electric machine technologies in electromobility
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/72—Electric energy management in electromobility
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T90/00—Enabling technologies or technologies with a potential or indirect contribution to GHG emissions mitigation
    • Y02T90/40—Application of hydrogen technology to transportation, e.g. using fuel cells

Definitions

  • the present invention relates to the technical field of new energy vehicles, particularly to a dual-source blower system for a fuel cell electric vehicle.
  • the existing blowers for fuel cell vehicles mainly use high voltage power supplies of power cells as power supplies. If a high voltage failure occurs to the power cell, the power output of the DC bus needs to be cut off and the blower will be powered off and cannot work, causing loss of air supply to the fuel cell and a serious failure or damage of the fuel cell.
  • the present invention provides a dual-source blower system for a fuel cell electric vehicle to ensure the normal operation of the blower system when the power cell stops output.
  • An aspect of the invention provides a dual-source blower system for a fuel cell electric vehicle, comprising: a motor controller; a power cell, with an output end connected to a first power interface of the motor controller; an accumulator, with an output end connected to a second power interface of the motor controller; a blower, with a power input end connected to an output end of the motor controller; and a fuel cell controller, with a control signal output end connected to a control end of the power cell and a control end of the motor controller.
  • the motor controller comprises a high voltage DC-to-AC inverter module and a low voltage DC-to-AC inverter module, in which: the high voltage DC-to-AC inverter module is connected to the first power interface through a high voltage DC bus, and an output end of the high voltage DC-to-AC inverter module is connected to an input end of a high voltage stator winding of the blower motor; and the low voltage DC-to-AC inverter module is connected to the second power interface through a low voltage DC bus, and an output end of the low voltage DC-to-AC inverter module is connected to an input end of a low voltage stator winding of the blower motor.
  • the motor controller is a dual-source six-phase motor controller
  • the blower is a six-phase power blower
  • the blower comprises a blower motor and a blower pump head.
  • the blower motor is a dual-source winding motor.
  • the circuit topology of the high voltage DC-to-AC inverter module and that of the low voltage DC-to-AC inverter module are the same, and the high voltage DC-to-AC inverter module comprises: a support capacitor, wherein a first end of the support capacitor serves as a positive input end of the high voltage DC-to-AC inverter module, and a second end of the support capacitor serves as a negative input end of the high voltage DC-to-AC inverter module; a first double switch tube branch, a second switch tube branch and a third switch tube branch, wherein the first switch tube branch, the second switch tube branch and the third switch tube branch are mutually connected in parallel, each switch tube branch is composed of two switch tubes connected in series, a first common end of the first switch tube branch, the second switch tube branch and the third switch tube branch is connected to a first end of the support capacitor, and a second common end of the first switch tube branch, the second switch tube branch and the third switch tube branch is connected to a second end of the support capacitor; and
  • the power cell when the power cell works normally, the power cell is used to supply power to the motor controller to ensure the normal operation of the blower, and when the power cell is powered off, the accumulator is used to supply power to the motor controller to ensure the normal operation of the blower, thereby achieving the normal operation of the blower in case of a power failure of the power cell and solving the problem of a fuel cell failure caused by a sudden power failure of the power cell.
  • Fig. 1 is a structural schematic view of a dual-source blower system for a fuel cell electric vehicle.
  • Fig. 2 shows the circuit topologies of a high voltage DC-to-AC inverter module and a low voltage DC-to-AC inverter module.
  • the blower system comprises: a motor controller 100, a power cell 200, an accumulator 300, a blower 400 and a fuel cell controller 500, and the fuel cell controller 500 is FCU.
  • the motor controller 100 is used for converting an obtained DC power supply into an AC power supply, and inputting the AC power supply to the blower 400 to ensure the normal operation of the blower.
  • the motor controller there are two conversion modules, namely, a high voltage DC-to-AC inverter module corresponding to the power cell 200, and a low voltage DC-to-AC inverter module corresponding to the low voltage DC-to-AC inverter module.
  • the high voltage DC-to-AC inverter module is used for converting a high voltage direct current input by the power cell 200 into a high voltage alternating current
  • the low voltage DC-to-AC inverter module is used for converting a low voltage direct current input by the accumulator 300 into a low voltage alternating current.
  • An output end of the power cell 200 is connected to a first power interface of the motor controller, and the first power interface corresponds to the high voltage DC-to-AC inverter module.
  • An output end of the accumulator 300 is connected to a second power interface of the motor controller, and the second power interface corresponds to the low voltage DC-to-AC inverter module.
  • a power input end of the blower 400 is connected to an output end of the motor controller.
  • the blower can be a dual-source blower. In other words, the blower can work both under a high voltage alternating current and under a low voltage alternating current.
  • a control signal output end of the fuel cell controller 500 is connected to a control end of the power cell and a control end of the motor controller, respectively.
  • the fuel cell controller 500 is used for controlling the operating state of the motor controller and selecting whether the power cell or the accumulator to supply power to the motor controller.
  • a first power switch can be arranged between the power cell and the motor controller
  • a second power switch can be arranged between the accumulator and the motor controller
  • the first power switch is a normally-on switch
  • the second power switch is a normally-off switch
  • the two switches are interlinked.
  • the power cell When the power cell is on, the first power switch is in an on state, and the second power switch is in an off state. In this case, the power cell supplies power to the motor controller.
  • the first power switch When the power cell stops output, under the control of the fuel cell controller, the first power switch is off, and the second power switch is on.
  • the accumulator is used to supply power to the motor controller, thereby ensuring that in case of a power failure of the power cell, the blower can still maintain an operating state and continue to supply air to the fuel cell.
  • a charge circuit is arranged between the accumulator and the power cell.
  • the accumulator gets electricity from the output end of the power cell through the charge circuit to ensure the accumulator maintains a state of full power.
  • the high voltage DC-to-AC inverter module in the motor controller is connected to the first power interface through a high voltage DC bus, and an output end of the high voltage DC-to-AC inverter module is connected to an input end of a high voltage stator winding of the blower motor.
  • the low voltage DC-to-AC inverter module is connected to the second power interface through a low voltage DC bus, and an output end of the low voltage DC-to-AC inverter module is connected to an input end of a low voltage stator winding of the blower motor.
  • the motor controller is a dual-source six-phase motor controller, which means that when the power cell supplies power to the motor controller, the power cell can output Ul, VI and W1 3 -phase alternating current, and when the accumulator supplies power to the motor controller, the accumulator can output U2, V2 and W3 3-phase alternating current.
  • the blower is a six-phase power blower. When the three-phase inputs of the blower are Ul, VI and Wl, the blower works in a preset high voltage AC mode, and when the three-phase inputs of the blower are U2, V2 and W2, the blower works in a preset low voltage AC mode.
  • the blower is composed of a blower motor and a blower pump head.
  • the blower motor is a dual-source winding motor.
  • the high voltage DC-to-AC inverter module and the low voltage DC-to-AC inverter module are located in the blower motor.
  • the blower motor is internally provided with a high voltage three-phase winding matched with the high voltage DC-to-AC inverter module and a low voltage three-phase winding matched with the low voltage DC-to-AC inverter module, as circuit control modules of the blower motor.
  • the blower motor is connected to the blower pump head through an output shaft, and under the drive of the motor, the blower pump head rotates to form a negative air pressure and provide air at a certain flow and pressure for the cathode side of the fuel cell.
  • the purposes of the high voltage DC-to-AC inverter module and the low voltage DC-to-AC inverter module are both to invert a direct current into an alternating current, so the two have the same circuit topologies, and the specifications of the electronic elements in the circuits can be selected according to user requirements as long as they are adaptable to each other.
  • the circuit topology of each of the high voltage DC-to-AC inverter module and the low voltage DC-to-AC inverter module may comprise the following:
  • a support capacitor Cl wherein a first end of the support capacitor serves as a positive input end of the high voltage DC-to-AC inverter module, and a second end of the support capacitor serves as a negative input end of the high voltage DC-to-AC inverter module.
  • each switch tube branch is composed of a first switch tube K1 and a second switch tube K2.
  • An input end of the first switch tube K1 serves as a first end of the switch tube branch.
  • An output end of the first switch tube K1 is connected to an input end of the second switch tube K2.
  • An output end of the second switch tube K2 serves as a second end of the switch tube branch.
  • a common end of the first switch tube K1 and the second switch tube K2 serves as a midpoint of the switch tube branch.
  • a first common end of the first switch tube branch, the second switch tube branch and the third switch tube branch is connected to a first end of the support capacitor, and a second common end of the first switch tube branch, the second switch tube branch and the third switch tube branch is connected to a second end of the support capacitor.
  • Each of the first one-way branch, the second one-way branch and the third one-way branch is composed of two diodes connected in series, for example, as shown in Fig. 2.
  • Each one-way branch is composed of a first diode D1 and a second diode D2.
  • the cathode of the first diode D1 serves as a first end of the one-way branch.
  • the anode of the first diode D1 is connected to the cathode of the second diode D2.
  • the anode of the second diode D2 serves as a second end of the one-way branch.
  • a common end of the first diode D1 and the second diode D2 serves as the midpoint of the one-way branch.
  • Input ends of the first one-way branch, the second one-way branch and the third one-way branch are connected to a second end of the support capacitor, and output ends of the first one-way branch, the second one-way branch and the third one-way branch are connected to a first end of the support capacitor.
  • the midpoint of the first double switch tube branch (a common end of two switch tubes in the switch tube branch) is connected to the midpoint of the first one-way branch (a common end of two switch tubes in the one-way branch).
  • the midpoint of the second double switch tube branch is connected to the midpoint of the second one-way branch, and the midpoint of the third double switch tube branch is the midpoint of the third one-way branch.
  • the midpoint of the first double switch tube branch serves as a first output end of the high voltage DC-to-AC inverter module
  • the midpoint of the second double switch tube branch serves as a second output end of the high voltage DC-to-AC inverter module
  • the midpoint of the third double switch tube branch serves as a third output end of the high voltage DC-to-AC inverter module.
  • a first output end and a second output end of the high voltage DC-to-AC inverter module are connected to the high voltage stator winding of the blower motor.
  • a first output end and a second output end of the low voltage DC-to-AC inverter module are connected to the low voltage stator winding of the blower motor.
  • circuit topology may further comprise a voltage sensor V connected to the support capacitor in parallel.

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  • Engineering & Computer Science (AREA)
  • Power Engineering (AREA)
  • Life Sciences & Earth Sciences (AREA)
  • Sustainable Energy (AREA)
  • Sustainable Development (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Chemical & Material Sciences (AREA)
  • Electrochemistry (AREA)
  • General Chemical & Material Sciences (AREA)
  • Chemical Kinetics & Catalysis (AREA)
  • Manufacturing & Machinery (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)
  • Fuel Cell (AREA)

Abstract

L'invention concerne un système de soufflante à double source pour un véhicule électrique à pile à combustible, comprenant : un dispositif de commande de moteur ; une cellule de puissance, une extrémité de sortie raccordée à une première interface de puissance du dispositif de commande de moteur ; un accumulateur, dont une extrémité de sortie est raccordée à une seconde interface de puissance du dispositif de commande de moteur ; une soufflante dont une extrémité d'entrée de puissance est raccordée à une extrémité de sortie du dispositif de commande de moteur ; et un dispositif de commande de pile à combustible dont une extrémité de sortie de signal de commande est raccordée à une extrémité de commande de la cellule de puissance et à une extrémité de commande du dispositif de commande de moteur respectivement. Le système de soufflante à double source assure le fonctionnement normal de la soufflante en cas de panne de puissance de la cellule de puissance et résout le problème d'une défaillance de pile à combustible provoquée par une défaillance de puissance soudaine de la cellule de puissance.
PCT/IB2020/061124 2019-12-31 2020-11-25 Système de soufflante à double source pour un véhicule électrique à pile à combustible WO2021137042A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
CN201922489893.1 2019-12-31
CN201922489893 2019-12-31

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WO2021137042A1 true WO2021137042A1 (fr) 2021-07-08
WO2021137042A8 WO2021137042A8 (fr) 2022-08-25

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Citations (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US20090128076A1 (en) * 2007-10-10 2009-05-21 Denso Corporation Rotary electric system with neutral-point powering system
US20150017485A1 (en) * 2011-12-28 2015-01-15 Toyota Jidosha Kabushiki Kaisha Fuel cell system

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Publication number Priority date Publication date Assignee Title
US20090128076A1 (en) * 2007-10-10 2009-05-21 Denso Corporation Rotary electric system with neutral-point powering system
US20150017485A1 (en) * 2011-12-28 2015-01-15 Toyota Jidosha Kabushiki Kaisha Fuel cell system

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