WO2022021449A1 - 电机、控制方法、动力系统以及电动汽车 - Google Patents

电机、控制方法、动力系统以及电动汽车 Download PDF

Info

Publication number
WO2022021449A1
WO2022021449A1 PCT/CN2020/106472 CN2020106472W WO2022021449A1 WO 2022021449 A1 WO2022021449 A1 WO 2022021449A1 CN 2020106472 W CN2020106472 W CN 2020106472W WO 2022021449 A1 WO2022021449 A1 WO 2022021449A1
Authority
WO
WIPO (PCT)
Prior art keywords
winding
sub
motor
phase
tail end
Prior art date
Application number
PCT/CN2020/106472
Other languages
English (en)
French (fr)
Inventor
黄孝键
但志敏
李宝
左希阳
Original Assignee
宁德时代新能源科技股份有限公司
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 宁德时代新能源科技股份有限公司 filed Critical 宁德时代新能源科技股份有限公司
Priority to CN202080064564.5A priority Critical patent/CN114402514B/zh
Priority to PCT/CN2020/106472 priority patent/WO2022021449A1/zh
Priority to EP20947458.4A priority patent/EP4016817A4/en
Publication of WO2022021449A1 publication Critical patent/WO2022021449A1/zh
Priority to US17/878,424 priority patent/US11606058B2/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
    • H02P29/60—Controlling or determining the temperature of the motor or of the drive
    • H02P29/68—Controlling or determining the temperature of the motor or of the drive based on the temperature of a drive component or a semiconductor component
    • 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
    • H02P29/60—Controlling or determining the temperature of the motor or of the drive
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L15/00—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles
    • B60L15/20—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L50/00—Electric propulsion with power supplied within the vehicle
    • B60L50/50—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells
    • B60L50/60—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells using power supplied by batteries
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L58/00—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles
    • B60L58/10—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries
    • B60L58/24—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries for controlling the temperature of batteries
    • B60L58/27—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries for controlling the temperature of batteries by heating
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02K—DYNAMO-ELECTRIC MACHINES
    • H02K11/00—Structural association of dynamo-electric machines with electric components or with devices for shielding, monitoring or protection
    • H02K11/0094—Structural association with other electrical or electronic devices
    • 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
    • B60L2220/00—Electrical machine types; Structures or applications thereof
    • B60L2220/50—Structural details of electrical machines
    • B60L2220/54—Windings for different functions
    • 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
    • B60L2270/00—Problem solutions or means not otherwise provided for
    • B60L2270/10—Emission reduction
    • B60L2270/14—Emission reduction of noise
    • B60L2270/142—Emission reduction of noise acoustic
    • 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
    • B60L2270/00—Problem solutions or means not otherwise provided for
    • B60L2270/10—Emission reduction
    • B60L2270/14—Emission reduction of noise
    • B60L2270/145—Structure borne vibrations
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02K—DYNAMO-ELECTRIC MACHINES
    • H02K2213/00—Specific aspects, not otherwise provided for and not covered by codes H02K2201/00 - H02K2211/00
    • H02K2213/09—Machines characterised by the presence of elements which are subject to variation, e.g. adjustable bearings, reconfigurable windings, variable pitch ventilators
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02K—DYNAMO-ELECTRIC MACHINES
    • H02K3/00—Details of windings
    • H02K3/04—Windings characterised by the conductor shape, form or construction, e.g. with bar conductors
    • H02K3/28—Layout of windings or of connections between windings

Definitions

  • the present application relates to the field of electric vehicles, and more particularly, to a motor, a control method, a power system, and an electric vehicle.
  • An electric vehicle is a vehicle powered by a power battery. Due to the limitation of the power battery material, it can stably exert the best performance at the rated cell temperature. Therefore, when using electric vehicles in areas with low cell temperature, the power battery needs to be heated to the rated cell temperature.
  • Indirect heating refers to placing a heat source outside the power battery for heating.
  • Direct heating refers to heating the power battery inside the power battery.
  • a direct heating method is proposed in the industry to heat the power battery through a motor.
  • the embodiments of the present application provide a motor, a control method, a power system, and an electric vehicle, which aim to solve the technical problems that the rotor generates a large amount of heat and the NVH index of the motor does not meet the standard when the motor works to provide heating current for the power battery.
  • the present application provides a motor, comprising: M-phase stator windings, wherein M is a positive integer, each phase stator winding includes a first sub-winding set and a second sub-winding set, and the motor is used for heating the power battery;
  • the direction of the total magnetic field generated by the first sub-winding set is opposite to the direction of the total magnetic field generated by the second sub-winding set.
  • the first sub-winding set includes a first sub-winding
  • the second sub-winding set includes a second sub-winding
  • the first sub-winding includes a head end and a tail end
  • the second sub-winding includes a head end and a tail end
  • the tail end of the first sub-winding is connected to the tail end of the second sub-winding.
  • the direction of the total magnetic field of the first sub-winding is opposite to the direction of the total magnetic field generated by the second sub-winding set, and the two The magnetic fields generated by the windings cancel each other out, and the air gap magnetic flux approaches zero to reduce motor heating and motor NVH problems.
  • the motor further includes: M groups of in-phase switches, wherein each group of in-phase switches includes a first in-phase switch and a second in-phase switch;
  • the first-phase in-phase switch is connected between the tail end of the first sub-winding and the head end of the second sub-winding in one of the stator windings
  • the second-phase in-switch is connected to the tail of the first sub-winding in the one-phase stator winding between the end and the tail end of the second subwinding.
  • connection mode switching between the first sub-winding and the second sub-winding is realized by arranging two sets of in-phase switches, so that when the motor heats the power battery, the tail end of the first sub-winding and the second sub-winding are connected by The tail ends are connected, the magnetic fields generated by the two windings cancel each other out, and the magnetic flux in the air gap approaches zero to reduce motor heating and motor NVH problems.
  • the motor further includes M groups of phase-to-phase switches, wherein each group of phase-to-phase switches includes a first phase-to-phase switch and a second phase-to-phase switch;
  • the first inter-phase switch is connected to the head end of the second sub-winding in one phase stator winding and the head end of the second sub-winding in the other phase stator winding
  • the second inter-phase switch is connected to the second sub-winding in the one-phase stator winding.
  • the switching of the winding connection modes of each phase is realized by arranging two sets of interphase switches, so as to adapt to different winding connection modes.
  • the first sub-winding set includes N first sub-windings
  • the second sub-winding set includes N second sub-windings, where N is an integer greater than 1;
  • the tail end of the i-th first sub-winding is connected to the tail end of the i-th second sub-winding, and the head end of the j -th second sub-winding is connected to the j+1-th first sub-winding , where 1 ⁇ i ⁇ N, 1 ⁇ j ⁇ N-1.
  • multiple groups of sub-windings can be provided to increase the heating power of the motor for heating the power battery.
  • the winding direction of each first sub-winding is the same as the winding direction of each second sub-winding.
  • the electric machine further includes a rotor
  • the present application provides a heating control method.
  • the method is applied to the motor according to any one of claims 1 to 7.
  • the motor is connected to a power battery through an inverter, the motor includes M-phase stator windings, and each phase stator winding includes the first sub-winding and the second sub-winding, the method comprising:
  • the tail end of the first sub-winding is connected to the tail end of the second sub-winding.
  • the method further includes:
  • the state of the inverter is controlled so that when the power battery energizes the first sub-winding and the second sub-winding, the direction of the total magnetic field generated by the first sub-winding is opposite to the direction of the total magnetic field generated by the second sub-winding.
  • the motor further includes: M groups of interphase switches and M groups of intraphase switches, each group of interphase switches includes a first interphase switch and a second interphase switch, and each group of intraphase switches includes a first intraphase switch and a second interphase switch In-phase switch;
  • the second in-phase switch in each group of in-phase switches and the first inter-phase switch in each group of inter-phase switches are closed.
  • the present application provides a power system, which includes a power battery, an inverter, and the motor involved in the first aspect and the optional solution, and the motor heats the power battery through the inverter.
  • the present application provides an electric vehicle, including a power system.
  • the power system includes: a battery, an inverter, and the motor involved in the first aspect and the optional solution.
  • the motor heats the power battery through the inverter.
  • the present application provides a motor, a control method, a power system, and an electric vehicle.
  • the motor is connected to a power battery through an inverter.
  • Each phase of the stator winding of the motor includes two sub-winding sets.
  • the two sub-windings in the motor The set is used as an energy storage element to provide alternating current to the power battery, so that the power battery uses its own internal resistance to generate heat.
  • the two sub-winding sets generate opposite magnetic fields, and the magnetic fields cancel each other, so that the magnetic field strength in the stator winding is reduced, and the air gap magnetic flux Reduced to reduce motor heating and motor NVH issues.
  • 1 is a schematic circuit diagram of a power system of an electric vehicle provided by the application;
  • FIG. 2 is a functional frame diagram of a power system provided by the application
  • FIG. 3 is a schematic diagram of the connection of stator windings of the motor provided in the second embodiment of the present application under the output power condition;
  • FIG. 4 is a schematic diagram of the connection of stator windings of the motor provided in the second embodiment of the present application under a heating condition
  • FIG. 5 is a schematic diagram of the connection between the stator winding and the switch according to the third embodiment of the present application.
  • FIG. 6 is a schematic structural diagram of a stator winding provided in Embodiment 3 of the present application.
  • FIG. 7 is a schematic diagram of the connection of the stator windings of the motor provided in the fourth embodiment of the present application under the output power condition;
  • FIG. 8 is a schematic diagram of the connection of stator windings of the motor provided in Embodiment 4 of the present application under a heating condition.
  • An electric vehicle is a vehicle powered by a power battery.
  • a power system 100 of an electric vehicle includes a power battery 10 , an inverter 20 , a motor 30 , and a motor controller (Motor Controller Unit, MCU for short) 40 .
  • the positive and negative electrodes of the power battery 10 are connected to the DC side of the inverter 300 , and the AC side of the inverter 20 is connected to the stator windings of the motor 30 .
  • the power battery 10 supplies power to the motor 30 through the inverter 20, and the motor outputs power to drive the vehicle.
  • the MCU 40 is provided with a plurality of input terminals for receiving motor running state data and motor control commands.
  • the MCU 40 generates a pulse width modulation (Pulse Width Modulation, PWM for short) signal according to the motor control command, the motor operating state data and the power battery operating state data, and controls the inverter to provide voltage and current to the motor 30 to control the motor speed. , in order to realize the vehicle speed control.
  • PWM Pulse Width Modulation
  • the power battery 10 includes a battery module 101 , an auxiliary structure 102 , and a battery management system 103 .
  • the battery module 101 is formed by a plurality of power cells in series and parallel.
  • the power cells are the core components of the power battery and are the source of the power battery to provide electrical energy.
  • Common auxiliary structures 102 include external frames, fixtures, electrical connections, and insulating components.
  • the main functions of the battery management system 103 are charge and discharge management, high voltage control, battery status evaluation, battery data collection, and battery thermal management.
  • the battery management system 103 is used to ensure that the power battery operates within a suitable temperature range.
  • the main function of the battery thermal management system is to accurately measure and monitor the battery temperature. When the temperature of the battery pack is too high, it can effectively dissipate heat. When the temperature is too low, such as when the temperature is lower than the temperature threshold, it can perform rapid heating and ensure the uniform distribution of the temperature field of the battery pack. Among them, due to the limitation of the power battery material, it can stably exert the best performance at the rated cell temperature. Therefore, when the cell temperature is low, the power battery needs to be heated to the rated cell temperature.
  • Indirect heating refers to placing a heat source outside the power battery for heating. Indirect heating methods may be air heating, liquid heating, and heating film heating, among others. Different heating sources, the heating rate of the battery will be different. Since the battery is heated by an external heat source, heat loss will be generated on the heat transfer medium, so the efficiency of indirect heating is not high.
  • Direct heating refers to heating the power battery internally. At present, a direct heating method is proposed in the industry to heat the power battery through a motor.
  • NVH is the abbreviation of Noise, Vibration and Harshness, which respectively represent noise, vibration and harshness. NVH is an important indicator to measure the comfort of a car.
  • the present application provides a motor, a control method, a power system and an electric vehicle, aiming to solve the above problems.
  • the inventive concept of the present application is as follows: when the battery is directly heated by the motor, the conventional operating conditions of the motor are changed, resulting in extremely uneven distribution of the magnetic flux density in the air gap of the motor under this operating condition, so that the rotor heats up seriously and cannot be Maintaining the heating condition for a long time also causes the motor NVH problem.
  • the present application splits the stator winding into two sets of sub-windings. The internal magnetic field is evenly distributed to power the vehicle.
  • the magnetic fields generated by the two sets of sub-windings are in opposite directions, so that the magnetic fields cancel each other out, and the magnetic field in each phase winding decreases, thereby reducing the air-gap magnetic flux density and the magnetic density on the rotor. will become very small to reduce rotor heating.
  • the vibration of the motor is related to the magnetic flux density and uneven distribution of the air gap. Due to the reduction of the magnetic flux density of the air gap, the NVH problem of the motor caused by the uneven distribution of the magnetic field has also been suppressed to a certain extent at the source.
  • the structure of the motor provided by the first embodiment of the present application will be mainly described below.
  • the motor provided by the present application includes: an M-phase stator winding, a stator iron core and a rotor, where M is a positive integer.
  • the stator windings are used for connection to the inverter.
  • stator winding is wound on the stator iron core, and the stator winding may be a centralized winding or a distributed winding, which is not limited here.
  • Each phase of the stator winding includes a first sub-winding set and a second sub-winding set.
  • the motor has two working states, one is the heating condition, and the other is the output power condition.
  • the heating condition means that the stator winding in the motor is used as an energy storage element to provide alternating current to the power battery, so that the power battery uses its own internal resistance to heat up and realize its own heating process.
  • the output power condition refers to the condition that the motor outputs mechanical power to the outside.
  • the direction of the total magnetic field generated by the first sub-winding set is the same as the direction of the total magnetic field generated by the second sub-winding set , the total magnetic field generated by the first sub-winding set and the total magnetic field generated by the second sub-winding set are superimposed and enhanced.
  • the total magnetic field generated by the first sub-winding set and the total magnetic field generated by the second sub-winding set work together with the rotor, outward output power.
  • the direction of the total magnetic field generated by the first sub-winding set is opposite to the direction of the total magnetic field generated by the second sub-winding set.
  • the total magnetic field generated by one sub-winding set and the total magnetic field generated by the second sub-winding set cancel each other out, the magnetic field generated by the stator winding approaches zero, the air-gap magnetic flux density decreases, and the magnetic density on the rotor also decreases.
  • PC is the rotor eddy current loss
  • K C is the eddy current loss coefficient
  • f is the current frequency
  • B S is the rotor magnetic flux density amplitude.
  • the rotor eddy current loss is proportional to the square of the rotor magnetic flux density.
  • the weakening of the rotor magnetic flux density will reduce the rotor eddy current loss in a square relationship, thereby reducing the heating power, which can solve the problem of rotor temperature rise.
  • This further solves the problem that self-heating cannot be used for a long time.
  • the motor vibration is related to the size and distribution of the magnetic flux density in the air gap, the air gap magnetic flux density tends to 0, and the problem of motor vibration and noise caused by the uneven distribution of the magnetic field is also greatly improved.
  • the two sub-winding sets when the motor works in the heating condition, the two sub-winding sets generate opposite magnetic fields, and the magnetic fields cancel each other, so that the total magnetic field can be controlled within a reasonable threshold range, so that the motor can be used to heat the power battery. It can meet the requirements of NVH in the process of heating, and at the same time, because the setting of the motor itself can meet the requirements of NVH during the heating process, it can also reduce the requirements for the difficulty of motor control.
  • the motor provided in Embodiment 2 of the present application is described below by taking the first sub-winding set and the second sub-winding set only including one sub-winding, and the winding direction of the first sub-winding and the winding direction of the second sub-winding are the same as an example.
  • the motor provided by the embodiment of the present application includes: an M-phase stator winding, a stator iron core, and a rotor.
  • each phase stator winding includes a first sub-winding set and a second sub-winding set.
  • the first sub-winding set includes a first sub-winding
  • the second sub-winding set includes a second sub-winding.
  • the winding direction of the first sub-winding is the same as the winding direction of the second sub-winding.
  • Both the first sub-winding and the second sub-winding are provided with a head end and a tail end. Among them, any one end of the winding starting point or the end point of the winding is used as the head end, and the other end is called the tail end.
  • the head ends of the first sub-windings in the stator windings of each phase are used for connection with the inverter.
  • the tail end of the first sub-winding is connected to the head end of the second sub-winding.
  • the winding direction of the first sub-winding is the same as that of the second sub-winding, so that the direction of the magnetic field generated by the first sub-winding is the same as the direction of the magnetic field generated by the second sub-winding, and the magnetic fields generated by the two sub-windings are superimposed.
  • the magnetic field generated by the stator winding interacts with the magnetic field generated by the rotor to drive the rotor to rotate to output power.
  • the motor controller When the motor is in a heating condition, the rotor of the motor is fixed so that the tail end of the first sub-winding is connected to the tail end of the second sub-winding.
  • the motor controller inputs a PWM signal to the control end of the inverter, the power battery, the inverter and the stator winding form a closed loop, and the stator winding stores electrical energy. Due to the inductance characteristics of the stator winding, the stator winding applies alternating current excitation to the battery, and the power battery uses its own internal resistance to heat.
  • the direction of the magnetic field generated by the first sub-winding is the same as that of the second sub-winding.
  • the magnetic fields generated by the two sub-windings are in opposite directions, the magnetic fields generated by the two sub-windings cancel, the magnetic field generated by the stator windings approaches zero, the air-gap magnetic flux density decreases, and the magnetic density on the rotor also decreases.
  • the number of turns of each first sub-winding is the same as the number of turns of each of the second sub-windings, and the first sub-winding and the second sub-winding may be wound with the same wire.
  • the concentrated total magnetic field of the first sub-winding and the concentrated total magnetic field of the second sub-winding can be completely cancelled, the magnetic flux density of the air gap tends to zero, and the rotor heat generation can tend to zero.
  • the first sub-winding and the second sub-winding may also be wound with different wires.
  • the number of turns of the first sub-winding and the second sub-winding may also be different, which is not limited here.
  • the stator winding of the motor is described below by taking a three-phase motor as an example.
  • the stator winding is wound according to the conventional winding method. It is necessary to separate the A-phase winding, the B-phase winding and the C-phase winding into two groups of sub-windings. It can also be divided into two windings during the winding process to wind each phase winding.
  • the split A-phase winding includes a first sub-winding A1X1 and a second sub-winding A2X2
  • the split B-phase winding includes a first sub-winding B1Y1 and a second sub-winding B2Y2
  • the split C-phase winding It includes a first sub-winding C1Z1 and a second sub-winding C2Z2.
  • the windings of each phase are connected in series, the tail end X1 of the first sub-winding A1X1 is connected to the head end A2 of the second sub-winding A2X2, and the tail end Y1 of the first sub-winding B1Y1 is connected to The head end B2 of the second sub-winding B2Y2 and the tail end Z1 of the first sub-winding C1Z1 are connected to the head end C2 of the second sub-winding C2Z2.
  • the direction of the magnetic field generated by the first sub-winding is the same as the direction of the magnetic field generated by the second sub-winding.
  • the magnetic fields generated by the two sub-windings are superimposed.
  • the magnetic field generated by the stator winding interacts with the magnetic field generated by the rotor to drive the rotor to rotate and output power.
  • each phase winding is connected in parallel, the tail end X1 of the first sub-winding A1X1 is connected to the tail end X2 of the second sub-winding A2X2, and the tail end Y1 of the first sub-winding B1Y1 is connected to The tail end Y2 of the second sub-winding B2Y2 and the tail end Z1 of the first sub-winding C1Z1 are connected to the tail end Z2 of the second sub-winding C2Z2.
  • the direction of the magnetic field generated by the first sub-winding is opposite to the direction of the magnetic field generated by the second sub-winding, the magnetic fields generated by the two sub-windings are totally or partially canceled, the magnetic field generated by the stator winding is reduced, the air-gap magnetic flux density is reduced, and the magnetic field on the rotor is reduced. Density is reduced, motor vibration and rotor heating are also reduced accordingly.
  • the magnetic fields generated by the two windings are theoretically cancelled by the number of turns of the two sub-windings and the setting of the wires, the magnetic field generated by the stator windings approaches zero, and the magnetic density on the rotor can also be ignored. Fever is also greatly reduced.
  • the two sub-winding sets when the motor works in the heating condition, the two sub-winding sets generate opposite magnetic fields, the magnetic fields are completely canceled, the magnetic field strength in the stator winding of each phase approaches zero, the air-gap magnetic flux is reduced, the motor vibration and Rotor heating is also reduced accordingly.
  • the motor when the motor works in the heating condition, the first sub-winding and the second sub-winding generate opposite magnetic fields, the magnetic fields cancel each other, and the total magnetic field is controlled within a reasonable threshold range, so that the motor can be used In the process of heating the power battery, it can meet the requirements of NVH.
  • the setting of the motor itself can meet the requirements of NVH in the process of heating, it can also reduce the requirements for the difficulty of motor control.
  • the structure of the motor provided by the third embodiment of the present application is mainly described below.
  • the motor provided by the embodiment of the present application includes: an M-phase stator winding. Different from the motor provided in the first embodiment, the motor in this embodiment further includes: M groups of intra-phase switches and M groups of interphase switches. Wherein, each group of in-phase switches includes a first in-phase switch and a second in-phase switch. Each group of phase-to-phase switches includes a first phase-to-phase switch and a second phase-to-phase switch.
  • the first-phase in-phase switch is connected between the tail end of the first sub-winding and the head end of the second sub-winding in one of the stator windings of the phase.
  • the second in-phase switch is connected between the tail end of the first sub-winding and the tail end of the second sub-winding in one of the phase stator windings.
  • the first interphase switch is connected to the head end of the second sub-winding in one phase stator winding and the head end of the second sub-winding in the other phase stator winding.
  • the second interphase switch is connected between the tail end of the second sub-winding of the stator winding of one phase and the tail end of the second sub-winding of the stator winding of the other phase.
  • the motor further includes a motor controller, and the motor controller is used to control the M groups of intra-phase switches and the M groups of interphase switches to close or open, so as to switch the connection mode of the first sub-winding and the second sub-winding.
  • the motor controller closes the first phase switch in each group of phase switches and the second phase switch in each group of phase switches, the tail end of the first sub-winding and the second sub-winding are closed. head-end connection.
  • the direction of the magnetic field generated by the first sub-winding is the same as the direction of the magnetic field generated by the second sub-winding.
  • the magnetic fields generated by the two sub-windings are superimposed.
  • the magnetic field generated by the stator winding interacts with the magnetic field generated by the rotor to drive the rotor to rotate and output power.
  • the motor controller closes the second phase switch in each group of phase switches and the first phase switch in each group of phase switches, the tail end of the first sub-winding and the second sub-winding tail connection.
  • the direction of the magnetic field generated by the first sub-winding is opposite to the direction of the magnetic field generated by the second sub-winding, the magnetic fields generated by the two sub-windings are canceled, and the magnetic field generated by the stator winding is close to zero, thereby reducing the air-gap magnetic flux density.
  • the magnetic density is reduced, which in turn reduces motor vibration and rotor heating.
  • the head ends of the first sub-windings A1X1 of the A-phase, B-phase and C-phase are connected to the power battery through the inverter.
  • the inner switch K1 is connected to the tail end of the first sub-winding A1X1 in the A-phase winding and the head end A2 of the second sub-winding A2X2, and the second-phase inner switch K2 is connected to the A-phase winding.
  • the tail end of the first sub-winding A1X1 and the first sub-winding A1X1 The tail end X2 of the two sub-windings A2X2.
  • the switch connection method of phase B and phase C is the same as that of phase A, and will not be repeated here.
  • the first interphase switch K3 is connected to the head end A2 of the second sub-winding A2X2 in the A-phase stator winding and the head end B2 of the second sub-winding B2Y2 in the B-phase stator winding.
  • the second interphase switch K4 is connected between the tail end X2 of the second sub-winding A2X2 of the A-phase stator winding and the tail end of the second sub-winding B2Y2 of the B stator winding.
  • the switch connection between the B-phase and the C-phase, and between the A-phase and the C-phase is the same as the connection between the A-phase and the B-phase, and will not be repeated here.
  • the second in-phase switch in each group of in-phase switches and the first inter-phase switch in each group of inter-phase switches are closed, so that the tail of the first sub-winding is closed.
  • the end is connected to the tail end of the second sub-winding.
  • the two sub-winding sets generate opposite magnetic fields, and the magnetic fields cancel each other out.
  • the magnetic field strength in each phase stator winding approaches zero, and the air-gap magnetic flux is reduced to reduce motor vibration and rotor heating.
  • the structure of the motor provided by the fourth embodiment of the present application will be mainly described below.
  • the motor provided by the present application includes: an M-phase stator winding, a stator iron core, and a rotor.
  • the difference from the motor provided in the second embodiment is that the first sub-winding set includes N first sub-windings, and the second sub-winding set includes N second sub-windings.
  • N is an integer greater than 1. That is, the first sub-winding set includes two or more first sub-windings, and the second sub-winding set includes two or more second sub-windings.
  • the tail end of the i-th first sub-winding is connected to the head end of the i-th second sub-winding
  • the tail end of the j-th second sub-winding is connected to the j+1-th first sub-winding
  • the head end of the sub-winding where 1 ⁇ i ⁇ N, 1 ⁇ j ⁇ N-1.
  • the winding direction of the first sub-winding is the same as that of the second sub-winding
  • the direction of the magnetic field generated by the i-th first sub-winding is the same as that generated by the i-th second sub-winding. generate mechanical power.
  • the tail end of the i-th first sub-winding is connected to the tail end of the i-th second sub-winding
  • the head end of the j-th second sub-winding is connected to the j+1-th first sub-winding
  • the head end of the winding where 1 ⁇ i ⁇ N, 1 ⁇ j ⁇ N-1.
  • the winding direction of the first sub-winding is the same as that of the second sub-winding
  • the direction of the magnetic field generated by the i-th first sub-winding is opposite to that generated by the i-th second sub-winding, and the magnetic fields cancel each other out.
  • the magnetic field in the phase stator winding is reduced.
  • the split A-phase winding includes the first first sub-winding A11X11 and the second first sub-winding A12X12, and the first sub-winding A12X12.
  • the divided B-phase winding includes a first first sub-winding B11Y11 and a second first sub-winding B12Y12, and a first second sub-winding B21Y21 and a second second sub-winding B22Y22.
  • the divided C-phase winding includes a first first sub-winding C11Z11 and a second first sub-winding C12Z12, and a first second sub-winding C21Z21 and a second second sub-winding C22Z22.
  • each phase winding is connected in series, the tail end X11 of the first first sub-winding A11X11 is connected to the head end A21 of the first second sub-winding A21X21, and the first first sub-winding A11X11
  • the tail end X21 of the second sub-winding A21X21 is connected to the head end A12 of the second first sub-winding A12X12.
  • the tail end X12 of the second first sub-winding A12X12 is connected to the head end A22 of the second second sub-winding A22X22.
  • the connection method of phase B and phase C is the same as that of phase A, and will not be repeated here.
  • the direction of the magnetic field generated by the first sub-winding is the same as the direction of the magnetic field generated by the second sub-winding.
  • the magnetic field generated by the two sub-windings is superimposed and enhanced.
  • the magnetic field generated by the stator winding interacts with the magnetic field generated by the rotor to drive the rotor to rotate to output power. .
  • the tail end X11 of the first first sub-winding A11X11 is connected to the tail end X21 of the first second sub-winding A21X21, and the head end of the first second sub-winding A21X21 A21 is connected to the head end A12 of the second first sub-winding A12X12.
  • the tail end X12 of the second first sub-winding A12X12 is connected to the tail end X22 of the second second sub-winding A22X22.
  • the connection method of phase B and phase C is the same as that of phase A, and will not be repeated here.
  • the direction of the magnetic field generated by the first sub-winding is opposite to the direction of the magnetic field generated by the second sub-winding, the magnetic fields generated by the two sub-windings are cancelled, and the magnetic field generated by the stator winding is reduced, thereby reducing the air-gap magnetic flux density, and the magnetic density on the rotor. This reduces motor vibration and rotor heating.
  • the two sub-winding sets when the motor works in the heating condition, the two sub-winding sets generate opposite magnetic fields, and the magnetic fields cancel each other, so that the magnetic field strength in the stator winding of each phase approaches zero, thereby making the air-gap magnetic field close to zero. Pass reduction to reduce motor vibration and rotor heating.
  • the heating control method provided by the fourth embodiment of the present application is based on the motor provided by the third embodiment, and the control method includes the following steps:
  • the cell temperature of the power battery is collected by a temperature sensor arranged inside the power battery.
  • the power battery includes a battery management system
  • the battery management system obtains the temperature of the electric power battery and sends the battery temperature information to the motor controller, wherein the motor includes the motor controller.
  • the motor controller receives temperature information from the battery.
  • the motor controller further receives information on the running state of the motor, where the information on the running state of the motor includes the temperature of the motor stator, the temperature of the motor stator winding, the motor is in a heating condition, a power transmission condition, and the motor is in a locked-rotor condition.
  • the state and/or the motor is in a stopped working state, which is not specifically limited here.
  • the heating conditions include that the temperature of the cells of the power battery is less than a preset temperature threshold, and the operating state of the motor is a locked-rotor state.
  • the preset temperature threshold is determined according to the rated operating temperature of the power battery.
  • the heating condition includes that the temperature of the cells of the power battery is lower than a preset temperature threshold, and the operating state of the motor is a stop working state.
  • the heating conditions include that the cell temperature of the power battery is lower than a preset temperature threshold, the running state of the motor is a locked-rotor state, and the temperature of the motor stator and the temperature of the motor stator winding are lower than the preset motor temperature threshold, the preset Set the motor temperature threshold to be determined according to the rated operating temperature of the power battery.
  • heating conditions can be set as required, which is not limited here.
  • S203 Connect the tail end of the first sub-winding to the tail end of the second sub-winding.
  • the switch in the second phase is connected between the tail end of the first sub-winding and the tail end of the second sub-winding in the stator winding of one phase.
  • the first interphase switch is connected to the head end of the second sub-winding in one phase stator winding and the head end of the second sub-winding in the other phase stator winding.
  • the motor controller controls and closes the second intra-phase switch in each group of intra-phase switches and the first inter-phase switch in each group of inter-phase switches, so that the tail end of the first sub-winding is connected to the tail end of the second sub-winding.
  • the switch in the first phase is connected between the tail end of the first sub-winding and the head end of the second sub-winding in the stator winding of one phase.
  • the second interphase switch is connected between the tail end of the second sub-winding of the stator winding of one phase and the tail end of the second sub-winding of the stator winding of the other phase.
  • the motor controller controls and closes the first intra-phase switch in each group of intra-phase switches and the second inter-phase switch in each group of inter-phase switches, so that the tail end of the first sub-winding is connected to the tail end of the second sub-winding.
  • the second in-phase switch in each group of in-phase switches and the first inter-phase switch in each group of inter-phase switches are closed, so that the first sub-winding is closed.
  • the tail end is connected with the tail end of the second sub-winding.
  • the above method further includes S205 after S203.
  • S205 is to control the state of the inverter, make the battery energize the first sub-winding and the second sub-winding, and the direction of the total magnetic field generated by the first sub-winding is opposite to the direction of the total magnetic field generated by the second sub-winding.
  • the inverter includes a switch assembly, and the motor stator winding is connected to the power battery through the switch assembly.
  • the motor controller controls the on-off state of the switch assembly, and when the battery forms a closed loop with one of the phase or M-phase stator windings, the phase stator winding stores electrical energy.
  • the one-phase or M-phase stator winding applies current to the battery again, so the circuit of the M-phase stator winding and the battery is connected. The alternating current is excited, and the power battery uses its own internal resistance to heat.
  • the magnetic fields generated by the first sub-winding and the second sub-winding are in opposite directions.
  • the arrangement of the wires can make the magnetic fields cancel each other in whole or in part, the magnetic field strength in the stator winding of each phase is reduced, and the air gap magnetic flux is reduced, so as to reduce the vibration of the motor and the heating of the rotor.

Landscapes

  • Engineering & Computer Science (AREA)
  • Power Engineering (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Life Sciences & Earth Sciences (AREA)
  • Sustainable Development (AREA)
  • Sustainable Energy (AREA)
  • Control Of Ac Motors In General (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)

Abstract

一种电机、控制方法、动力系统以及电动汽车，电机的每相定子绕组包括两个子绕组集，当动力电池需要加热时，电机的两个子绕组集存储电能，通过逆变器向动力电池提供交变电流，动力电池利用自身内阻加热，另外，两个子绕组集产生相反的磁场，磁场相互抵消，每相定子绕组内磁场强度减少，气隙磁通减少，以减少电机发热以及电机NVH问题。

Description

电机、控制方法、动力系统以及电动汽车 技术领域
本申请涉及电动汽车领域，更具体地，涉及一种电机、控制方法、动力系统以及电动汽车。
背景技术
电动汽车是指由动力电池提供动力的汽车。由于动力电池材料限制，使其在额定电芯温度下才能稳定地发挥出最佳性能，因此，在电芯温度较低地区使用电动汽车时，需要将动力电池加热至额定电芯温度。
现有动力电池加热方式可以分为间接加热和直接加热。间接加热就是指在动力电池外部放置热源进行加热。直接加热是指在动力电池内部对动力电池进行加热。目前业内提出了一种直接加热方式为通过电机对动力电池进行加热。
然而，现有电机在向动力电池提供加热电流时，会出现转子发热严重以及电机NVH问题(NVH全称为：Noise，Vibration，Harshness，中文名称为：噪声、振动以及声振粗糙度)，进而影响电机寿命及降低乘客的舒适度，目前亟需改善电机发热及NVH问题。
发明内容
现有电机在向动力电池提供加热电流时，会出现转子发热严重不能维持加热工况长时间运行以及电机NVH(NVH全称为：Noise，Vibration，Harshness，中文名称为：噪声、振动以及声振粗糙度)严重的问题，进而降低驾驶员和乘客的舒适度。
本申请实施例提供一种电机、控制方法、动力系统以及电动汽车，旨在解决电机工作于为动力电池提供加热电流时，转子发热量大以及电机NVH指标不达标的技术问题。
第一方面，本申请提供一种电机，包括：M相定子绕组，其中，M为 正整数，每相定子绕组包括第一子绕组集和第二子绕组集，电机用于为动力电池加热；
当电机为动力电池加热，对第一子绕组集以及第二子绕组集进行通电时，使第一子绕组集产生的总磁场的方向与第二子绕组集产生的总磁场的方向相反。
在一些实施例中，第一子绕组集包括第一子绕组，二子绕组集包括第二子绕组，第一子绕组包括首端和尾端，第二子绕组包括首端和尾端；
其中，当电机为动力电池加热时，使第一子绕组的尾端与第二子绕组的尾端连接。
根据本实施例，通过将第一子绕组的尾端和第二子绕组的尾端连接，实现第一子绕组的总磁场的方向与第二子绕组集产生的总磁场的方向相反，两个绕组产生磁场相互抵消，气隙磁通量趋近于零，以减少电机发热和电机NVH问题。
在一些实施例中，电机还包括：M组相内开关，其中，每组相内开关包括第一相内开关和第二相内开关；
第一相内开关连接于其中一相定子绕组中第一子绕组的尾端和第二子绕组的首端之间，第二相内开关连接于其中一相定子绕组中第一子绕组的尾端和第二子绕组的尾端之间。
根据本实施例，通过设置两组相内开关实现第一子绕组和第二子绕组的连接方式切换，使电机为动力电池加热时，通过将第一子绕组的尾端和第二子绕组的尾端连接，两个绕组产生磁场相互抵消，气隙磁通量趋近于零，以减少电机发热和电机NVH问题。
在一些实施例中，电机还包括M组相间开关，其中，每组相间开关包括第一相间开关和第二相间开关；
第一相间开关连接于其中一相定子绕组中第二子绕组的首端和另一相定子绕组中第二子绕组的首端连接，第二相间开关连接于其中一相定子绕组中第二子绕组的尾端和另一相定子绕组第二子绕组的尾端之间。
根据本实施例，通过设置两组相间开关实现各相绕组连接方式切换，以适应不同绕组连接方式。
在一些实施例中，第一子绕组集包括N个第一子绕组，第二子绕组集包括N个第二子绕组，其中，N为大于1的整数；
当电机为动力电池加热时，第i个第一子绕组的尾端连接第i个第二子绕组的尾端，第 j个第二子绕组的首端连接第j+1个第一子绕组的首端，其中，1≤i≤N，1≤j≤N-1。
根据本实施例，可以设置多组子绕组，以提高电机为动力电池加热的加热功率。
在一些实施例中，每个第一子绕组的绕线方向与每个第二子绕组的绕线方向相同。
在一些实施例中，电机还包括转子；
当电机为动力电池加热时，转子处于静止状态。
第二方面，本申请提供一种加热控制方法，方法应用于如权利要求1～7任一项的电机，电机通过逆变器与动力电池连接，电机包括M相定子绕组，每相定子绕组包括第一子绕组和第二子绕组，方法包括：
接收动力电池的温度和电机的运行状态信息；
根据电芯温度和运行状态信息判断是否满足加热条件；
若判断结果为是，使第一子绕组的尾端与第二子绕组的尾端连接。
在一些实施例中，若判断结果为是，使第一子绕组的尾端与第二子绕组的尾端连接之后还包括：
控制逆变器的状态，以使当动力电池对第一子绕组以及第二子绕组进行通电时，第一子绕组产生的总磁场的方向与第二子绕组产生的总磁场的方向相反。
在一些实施例中，电机还包括：M组相间开关和M组相内开关，每组相间开关包括第一相间开关和第二相间开关，每组相内开关包括第一相内开关和第二相内开关；
若判断结果为是，使第一子绕组的尾端与第二子绕组的尾端连接，具体包括：
闭合每组相内开关内的第二相内开关和每组相间开关内的第一相间开关。
第三方面，本申请提供一种动力系统，系统包括：动力电池、逆变器以及第一方面及可选方案所涉及的电机，电机通过逆变器为动力电池加热。
第四方面，本申请提供一种电动汽车，包括动力系统，动力系统包括：电池、逆变器以及第一方面及可选方案所涉及的电机，电机通过逆变器为 动力电池加热。
本申请提供一种电机、控制方法、动力系统以及电动汽车，电机通过逆变器与动力电池连接，电机的每相定子绕组包括两个子绕组集，当动力电池需要加热时，电机中两个子绕组集作为储能元件，向动力电池提供交变电流，使动力电池利用自身内阻发热，同时，两个子绕组集产生相反的磁场，磁场相互抵消，使得定子绕组内磁场强度减少，气隙磁通减少，以减少电机发热和电机NVH问题。
附图说明
图1为本申请提供的电动汽车的动力系统的电路原理图；
图2为本申请提供的动力系统的功能框架图；
图3为本申请实施例二提供的电机处于输出动力工况下的定子绕组连接的示意图；
图4为本申请实施例二提供的电机处于加热工况下的定子绕组连接的示意图；
图5为本申请实施例三提供的定子绕组与开关的连接示意图；
图6为本申请实施例三提供的定子绕组的结构示意图；
图7为本申请实施例四提供的电机处于输出动力工况下的定子绕组连接的示意图；
图8为本申请实施例四提供的电机处于加热工况下的定子绕组连接的示意图。
具体实施方式
为使本申请实施例的目的、技术方案和优点更加清楚，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、完整地描述，显然，所描述的实施例是本申请一部分实施例，而不是全部的实施例。基于本申请中的实施例，本领域普通技术人员在没有做出创造性劳动前提下所获得的所有其他实施例，都属于本申请保护的范围。
电动汽车是指由动力电池提供动力的汽车。如图1所示，电动汽车的动力系统100包括动力电池10、逆变器20、电机30以及和电机控制器 (Motor Controller Unit，简称：MCU)40。动力电池10的正负极与逆变器300的直流侧连接，逆变器20的交流侧与电机30的定子绕组连接。当电动汽车处于行驶状态时，动力电池10通过逆变器20向电机30供电，电机输出动力，驱动汽车行驶。MCU 40设有多个输入端，用于接收电机运行状态数据、以及电机控制指令。MCU40根据电机控制指令、电机运行状态数据以及动力电池的运行状态数据，生成脉宽调制(Pulse Width Modulation，简称：PWM)信号，控制逆变器向电机30提供电压和电流大小，以控制电机转速，以实现汽车行驶速度控制。
如图2所示，动力电池10包括电池模组101、辅助结构102、以及电池管理系统103。其中，电池模组101由多个动力电芯串并联而成，动力电芯是动力电池的核心部件，是动力电池提供电能的来源。常见辅助结构102包括外部框架、固定装置、电连接装置以及绝缘部件。电池管理系统103主要功能是进行充放电管理、高压控制、评估电池状态、采集电池数据、以及电池热管理。
电池管理系统103用于确保动力电池工作在适宜温度范围内。电池热管理系统主要功能是电池温度的准确测量和监控，电池组温度过高时进行有效散热，温度过低时，例如低于温度阈值时，进行快速加热以及保证电池组温度场的均匀分布。其中，由于动力电池材料限制，使其在额定电芯温度下才能稳定地发挥出最佳性能，因此，在电芯温度较低环境使用时，需要将动力电池加热至额定电芯温度。
现有动力电池加热方式可以分为间接加热和直接加热。间接加热就是指在动力电池外部放置热源进行加热。间接加热方法可以是空气加热、液体加热以及加热膜加热等。不同的加热源，电池的加热速率也会有所不同。由于是通过外部热源对电池进行加热，在传热介质上将会产生热损耗，因此，间接加热的效率并不高。直接加热是指在内部对动力电池进行加热。目前业内提出了一种直接加热方式为通过电机对动力电池进行加热。
然而，现有电机在向动力电池提供加热电流时，会出现转子发热严重不能维持加热工况长时间运行以及电机NVH问题。其中，NVH就是Noise，Vibration和Harshness的简称，分别表示噪声、振动以及声振粗糙度。NVH是衡量汽车舒适度的重要指标。
本申请提供一种电机、控制方法、动力系统以及电动汽车，旨在解决 上述问题。本申请的发明构思为：在用电机对电池进行直接加热时，改变了电机常规的运行工况，导致该工况下电机气隙的磁通密度分布极度不均匀，从而使转子发热严重，不能维持加热工况长时间运行，同时也产生电机NVH问题。为了解决磁通密度分布极度不均匀的问题，基于上述分析，本申请将定子绕组拆分成两组子绕组集，在电机向外输出动力时，两组子绕组集产生的磁场方向相同，电机内部磁场分布均匀，以为车辆提供动力。在电机作为动力电池的加热回路中电感时，两组子绕组集产生的磁场方向相反，使得磁场相互抵消，每相绕组内磁场减少，进而使得气隙磁通密度减少，转子上的磁密也会变得很小，以减少转子发热。电机振动与气隙的磁通密度和分布不均匀有关，由于气隙磁通密度减少，由磁场分布不均匀引起的电机NVH问题在根源上也得到了一定程度的抑制。
下面重点描述本申请实施例一提供的电机的结构，本申请提供的电机包括：M相定子绕组、定子铁芯及转子，其中，M为正整数。定子绕组用于与逆变器连接。
其中，定子绕组绕于定子铁芯上，定子绕组可以为集中式绕组或者分布式绕组，此处不限定。每相定子绕组包括第一子绕组集和第二子绕组集。
其中，电机有两个工作状态，一个是加热工况，另一个是输出动力工况。加热工况是指电机中定子绕组作为储能元件，向动力电池提供交变电流，使动力电池利用自身内阻发热，实现自身加热过程。输出动力工况是指电机向外输出机械动力情况。
当工作于输出动力工况时，对第一子绕组集以及第二子绕组集进行通电时，使第一子绕组集产生的总磁场的方向与第二子绕组集产生的总磁场的方向相同，第一子绕组集产生的总磁场与第二子绕组集产生的总磁场叠加增强，由第一子绕组集产生的总磁场与第二子绕组集产生的总磁场共同与转子作用，向外输出动力。
当电机为动力电池加热，对第一子绕组集以及第二子绕组集进行通电时，使第一子绕组集产生的总磁场的方向与第二子绕组集产生的总磁场的方向相反，第一子绕组集产生的总磁场与第二子绕组集产生的总磁场相互抵消，定子绕组产生的磁场趋近于零，气隙磁通密度减少，转子上的磁密也变小。
下面分析转子发热量降低和振动减少的原理，转子涡流损耗计算公式 如下所示：
Figure PCTCN2020106472-appb-000001
其中，P C表示转子涡流损耗，K C为涡流损耗系数，f为电流频率，B S为转子磁通密度幅值。
根据上述公式可知，转子涡流损耗与转子磁通密度的2次方成正比，转子磁通密度的削弱，转子涡流损耗成平方关系下降，进而减少发热功率，即可解决转子温升高的问题，进而解决自加热不能长时间使用的问题。又由于电机振动与气隙的磁通密度大小和分布不均匀有关，气隙磁通密度趋向于0，由磁场分布不均匀引起的电机振动噪声的问题也得到大幅改善。
在本申请实施例提供的电机，当电机工作于加热工况时，使两个子绕组集产生相反的磁场，磁场相互抵消，可以控制总磁场在合理的阈值范围内，使利用电机为动力电池加热的过程中能满足NVH的要求，同时，由于电机本身的设置即可使加热的过程中能满足NVH的要求，所以也能降低对电机控制难度的要求。
下面以第一子绕组集和第二子绕组集中仅包含一个子绕组，且第一子绕组的绕制方向和第二子绕组的绕制方向相同为例说明本申请实施例二提供的电机。本申请实施例提供的电机包括：M相定子绕组、定子铁芯及转子。
其中，每相定子绕组包括第一子绕组集和第二子绕组集。第一子绕组集包括第一子绕组，第二子绕组集包括第二子绕组。并且第一子绕组的绕制方向与第二子绕组的绕制方向相同。第一子绕组和第二子绕组均设有首端和尾端。其中，将绕组的绕制起始点或者终止点中任意一端作为首端，并将另一端称为尾端。
每相定子绕组中的第一子绕组的首端用于与逆变器连接。当电机处于动力输出工况时，第一子绕组的尾端与第二子绕组的首端连接。又第一子绕组的绕制方向和第二子绕组的绕制方向相同，使得第一子绕组产生的磁场的方向与第二子绕组产生的磁场的方向相同，两个子绕组产生的磁场叠加，定子绕组产生磁场和转子产生磁场相互作用，驱动转子旋转，以向外输出动力。
当电机处于加热工况时，固定电机转子，使第一子绕组的尾端与第二子绕组的尾端连接。电机控制器向逆变器的控制端输入PWM信号，动力电池、逆变器和定子绕组形成闭合回路，定子绕组存储电能。由于定子绕组的电感特性，定子绕组又向电池施加交变的电流激励，动力电池利用自身的内阻进行加热。由于第一子绕组的尾端与第二子绕组的尾端连接，又第一子绕组的绕制方向和第二子绕组的绕制方向相同，使得第一子绕组产生的磁场的方向与第二子绕组产生的磁场的方向相反，两个子绕组产生的磁场抵消，定子绕组产生的磁场趋近于零，气隙磁通密度减少，转子上的磁密也变小。
在一些实施例中，每个第一子绕组的匝数相同与每个第二子绕组的匝数相同，且第一子绕组和第二子绕组可以采用相同的导线绕制。通过上述设置，使得第一子绕组集中总磁场和第二子绕组集中总磁场可以完全抵消，气隙的磁通密度趋于零，转子发热量可以趋于零。需要说明的是，第一子绕组和第二子绕组也可以采用不同的导线绕制。第一子绕组和第二子绕组的匝数也可以不相同，此处不做限制。
下面以三相电机为例描述电机的定子绕组，定子绕组按照常规绕线方式绕制，需要将A相绕组、B相绕组和C相绕组分隔成两组子绕组，可以通过截断每相绕组的方式进行分割，也可以在绕制过程中分成两个绕组绕制每相绕组。如图3所示，分割后的A相绕组包括第一子绕组A1X1和第二子绕组A2X2，分割后的B相绕组包括第一子绕组B1Y1和第二子绕组B2Y2，分割后的C相绕组包括第一子绕组C1Z1和第二子绕组C2Z2。
继续参考图3，电机工作于输出动力工况下，每相绕组串联连接，第一子绕组A1X1的尾端X1连接第二子绕组A2X2的首端A2，第一子绕组B1Y1的尾端Y1连接第二子绕组B2Y2的首端B2，第一子绕组C1Z1的尾端Z1连接第二子绕组C2Z2的首端C2。第一子绕组产生的磁场的方向与第二子绕组产生的磁场的方向相同，两个子绕组产生的磁场叠加，定子绕组产生磁场和转子产生磁场相互作用，驱动转子旋转，并向外输出动力。
如图4所示，电机工作在加热工况时，每相绕组并联连接，第一子绕组A1X1的尾端X1连接第二子绕组A2X2的尾端X2，第一子绕组B1Y1的尾端Y1连接第二子绕组B2Y2的尾端Y2，第一子绕组C1Z1的尾端Z1连接第二子绕组C2Z2的尾端Z2。第一子绕组产生的磁场的方向与第二子 绕组产生的磁场的方向相反，两个子绕组产生的磁场全部或部分抵消，定子绕组产生的磁场减少，气隙磁通密度减少，转子上的磁密减少，电机振动和转子发热也相应减少。当通过对两个子绕组的匝数和导线的设置使两个绕组产生的磁场理论上全部抵消时，定子绕组产生的磁场趋近于零，转子上的磁密也可以忽略不计，电机振动和转子发热也会大幅减少。
在一些实施例中，当电机工作于加热工况时，使两个子绕组集产生相反的磁场，磁场完全抵消，每相定子绕组内磁场强度趋近于零，气隙磁通减少，电机振动和转子发热也相应减少。
在本申请实施例提供的电机，当电机工作于加热工况时，使第一子绕组和第二子绕组产生相反的磁场，磁场相互抵消，控制总磁场在合理的阈值范围内，使利用电机为动力电池加热的过程中能满足NVH的要求，同时，由于电机本身的设置即可使加热的过程中能满足NVH的要求，所以也能降低对电机控制难度的要求。
下面重点描述本申请实施例三提供的电机的结构，本申请实施例提供的电机包括：M相定子绕组。与实施例一提供的电机不同在于，本实施例中电机还包括：M组相内开关和M组相间开关。其中，每组相内开关包括第一相内开关和第二相内开关。每组相间开关包括第一相间开关和第二相间开关。
第一相内开关连接于其中一相定子绕组中第一子绕组的尾端和第二子绕组的首端之间。第二相内开关连接于其中一相定子绕组中第一子绕组的尾端和第二子绕组的尾端之间。第一相间开关连接于其中一相定子绕组中第二子绕组的首端和另一相定子绕组中第二子绕组的首端连接。第二相间开关连接于其中一相定子绕组中第二子绕组的尾端和另一相定子绕组第二子绕组的尾端之间。
其中，电机还包括电机控制器，电机控制器用于控制M组相内开关和M组相间开关闭合或者断开，实现切换第一子绕组和第二子绕组的连接方式。
当电机工作在输出动力工况下，电机控制器闭合每组相内开关内的第一相内开关和每组相间开关内的第二相间开关，第一子绕组的尾端与第二子绕组的首端连接。第一子绕组产生的磁场的方向与第二子绕组产生的磁 场的方向相同，两个子绕组产生的磁场叠加，定子绕组产生磁场和转子产生磁场相互作用，驱动转子旋转，并向外输出动力。
当电机工作在加热工况下，电机控制器闭合每组相内开关内的第二相内开关和每组相间开关内的第一相间开关，第一子绕组的尾端与第二子绕组的尾端连接。第一子绕组产生的磁场的方向与第二子绕组产生的磁场的方向相反，两个子绕组产生的磁场抵消，定子绕组产生的磁场趋近于零，进而使得气隙磁通密度减少，转子上的磁密减少，进而减少电机振动和转子发热。
下面以三相电机为例描述开关切换过程，如图5和图6所示，A相、B相和C相的第一子绕组A1X1的首端通过逆变器与动力电池连接，第一相内开关K1连接于A相绕组中第一子绕组A1X1的尾端和第二子绕组A2X2的首端A2，第二相内开关K2连接于A相绕组中第一子绕组A1X1的尾端和第二子绕组A2X2的尾端X2。B相和C相的开关连接方式与A相相同，此处不再赘述。
第一相间开关K3连接于A相定子绕组中第二子绕组A2X2的首端A2和B相定子绕组中第二子绕组B2Y2的首端B2连接。第二相间开关K4连接于A相定子绕组中第二子绕组A2X2的尾端X2和B定子绕组第二子绕组B2Y2的尾端之间。B相和C相之间，以及A相和C相之间开关连接方式与A相和B相之间的连接方式相同，此处不再赘述。
当电机工作在输出动力工况下，闭合每组相内开关内的第一相内开关K1和每组相间开关内的第二相间开关K4，使第一子绕组的尾端与第二子绕组的首端连接，各相的第二子绕组尾端相互连接，各相的第一子绕组的首端通过逆变器与动力电池连接。当电机工作在加热工况下，闭合每组相内开关内的第二相内开关K2和每组相间开关内的第一相间开关K3，使第一子绕组的尾端与第二子绕组的尾端连接，各相得第二子绕组首端相互连接，各相的第一子绕组的首端通过逆变器与动力电池连接。
在本申请实施例提供的电机，当电机工作于加热工况时，闭合每组相内开关内的第二相内开关和每组相间开关内的第一相间开关，使第一子绕组的尾端与第二子绕组的尾端连接。两个子绕组集产生相反的磁场，磁场相互抵消，每相定子绕组内磁场强度趋近于零，气隙磁通减少，以减少电机振动和转子发热。
下面重点描述本申请实施例四提供的电机的结构，本申请提供的电机包括：M相定子绕组、定子铁芯及转子。与实施例二提供的电机不同在于，第一子绕组集包括N个第一子绕组，第二子绕组集包括N个第二子绕组。其中，N为大于1的整数。也就是，第一子绕组集包括两个或者以上的第一子绕组，第二子绕组集包括两个或者以上的第二子绕组。
当电机工作于输出动力工况时，第i个第一子绕组的尾端连接第i个第二子绕组的首端，第j个第二子绕组的尾端连接第j+1个第一子绕组的首端，其中，1≤i≤N，1≤j≤N-1。又第一子绕组的绕制方向和第二子绕组的绕制方向相同，第i个第一子绕组产生的磁场方向与第i个第二子绕组产生的磁场方向相同，磁场叠加加强，以产生机械动力。
当电机工作于加热工况时，第i个第一子绕组的尾端连接第i个第二子绕组的尾端，第j个第二子绕组的首端连接第j+1个第一子绕组的首端，其中，1≤i≤N，1≤j≤N-1。又第一子绕组的绕制方向和第二子绕组的绕制方向相同，第i个第一子绕组产生的磁场方向与第i个第二子绕组产生的磁场方向相反，磁场相互抵消，每相定子绕组内磁场减少。
下面以N＝2为例，并结合图7和图8说明子绕组连接方式，分割后的A相绕组包括第一个第一子绕组A11X11和第二个第一子绕组A12X12，以及第一个第二子绕组A21X21和第二个第二子绕组A22X22。分割后的B相绕组包括第一个第一子绕组B11Y11和第二个第一子绕组B12Y12，以及第一个第二子绕组B21Y21和第二个第二子绕组B22Y22。分割后的C相绕组包括第一个第一子绕组C11Z11和第二个第一子绕组C12Z12，以及第一个第二子绕组C21Z21和第二个第二子绕组C22Z22。
继续参考图7，电机在输出动力工况下，每相绕组成串联连接，第一个第一子绕组A11X11的尾端X11连接第一个第二子绕组A21X21的首端A21，第一个第二子绕组A21X21的尾端X21与第二个第一子绕组A12X12的首端A12连接。第二个第一子绕组A12X12的尾端X12连接第二个第二子绕组A22X22的首端A22。B相和C相连接方式同A相相同，此处不再赘述。第一子绕组产生的磁场的方向与第二子绕组产生的磁场的方向相同，两个子绕组产生的磁场叠加增强，定子绕组产生磁场和转子产生磁场相互作用，驱动转子旋转，以向外输出动力。
如图8所示，电机在加热工况时，第一个第一子绕组A11X11的尾端X11连接第一个第二子绕组A21X21的尾端X21，第一个第二子绕组A21X21的首端A21与第二个第一子绕组A12X12的首端A12连接。第二个第一子绕组A12X12的尾端X12连接第二个第二子绕组A22X22的尾端X22。B相和C相连接方式同A相相同，此处不再赘述。第一子绕组产生的磁场的方向与第二子绕组产生的磁场的方向相反，两个子绕组产生的磁场抵消，定子绕组产生的磁场减少，进而使得气隙磁通密度减少，转子上的磁密减少，进而减少电机振动和转子发热。
在本申请实施例提供的电机，当电机工作于加热工况时，使两个子绕组集产生相反的磁场，磁场相互抵消，使得每相定子绕组内磁场强度趋近于零，进而使得气隙磁通减少，以减少电机振动和转子发热。
下面重点描述本申请实施例五提供的加热控制方法，本申请实施例四提供的加热控制方法基于实施例三提供的电机，控制方法包括如下步骤：
S201、获取动力电池的电芯温度和电机的运行状态信息。
其中，通过布置在动力电池内部的温度传感器采集的动力电池的电芯温度。
在一些实施例中，动力电池包括电池管理系统，电池管理系统获取电动力电池温度，并将电池温度信息发送给电机控制器，其中，电机包括电机控制器。电机控制器接收电池的温度信息。
在一些实施例中，电机控制器还接收电机的运行状态信息，电机的运行状态信息包括，电机定子的温度、电机定子绕组的温度、电机处于加热工况、动力传输工况、电机处于堵转状态和/或电机处于停止工作状态，在此不作具体限定。
S202、判断电芯温度和电机的运行状态是否满足加热条件，若判断结果为是，则进入S203，否则，进入S204或者使电机处于停止工作状态。
在一些实施例中，加热条件包括动力电池的电芯温度小于预设温度阈值，和电机的运行状态为堵转状态。其中，预设温度阈值根据动力电池的额定工作温度确定。
在一些实施例中，加热条件包括动力电池的电芯温度小于预设温度阈值，和电机的运行状态为停止工作状态。
在一些实施例中，加热条件包括动力电池的电芯温度小于预设温度阈值，电机的运行状态为堵转状态，和电机定子的温度、电机定子绕组的温度低于预设电机温度阈值，预设电机温度阈值根据动力电池的额定工作温度确定。
本领域技术人员应当理解，可以根据需要设置加热条件，在此不作限定。
S203、使第一子绕组的尾端与第二子绕组的尾端连接。
其中，第二相内开关连接于其中一相定子绕组中第一子绕组的尾端和第二子绕组的尾端之间。第一相间开关连接于其中一相定子绕组中第二子绕组的首端和另一相定子绕组中第二子绕组的首端连接。电机控制器控制闭合每组相内开关内的第二相内开关和每组相间开关内的第一相间开关，使第一子绕组的尾端与第二子绕组的尾端连接。
S204、使第一子绕组的尾端连接第二子绕组的首端。
其中，第一相内开关连接于其中一相定子绕组中第一子绕组的尾端和第二子绕组的首端之间。第二相间开关连接于其中一相定子绕组中第二子绕组的尾端和另一相定子绕组第二子绕组的尾端之间。电机控制器控制闭合每组相内开关内的第一相内开关和每组相间开关内的第二相间开关，使第一子绕组的尾端与第二子绕组的尾端连接。
在本申请实施例提供的加热控制方法，当电机工作于加热工况时，闭合每组相内开关内的第二相内开关和每组相间开关内的第一相间开关，使第一子绕组的尾端与第二子绕组的尾端连接。在对第一子绕组和第二子绕组通电时，两个子绕组集产生相反的磁场，磁场相互抵消，每相定子绕组内磁场强度减小，气隙磁通减少，以减少电机振动和转子发热。
在一些实施例中，上述方法S203之后还包括S205。
S205为控制逆变器的状态，使电池对第一子绕组以及第二子绕组进行通电，第一子绕组产生的总磁场的方向与第二子绕组产生的总磁场的方向相反。
其中，逆变器包括开关组件，电机定子绕组通过开关组件连接动力电池。电机控制器控制开关组件的通断状态，当电池和其中一相或M相定子绕组形成闭合回路时，该相定子绕组存储电能。当电池和该一相或M相定子绕组的回路断开时，由于定子绕组的电感特性，该一相或M相定子绕组 又向电池施加电流，因此M相定子绕组和电池连接的回路中产生交变的电流激励，动力电池利用自身的内阻进行加热。此时，由于第一子绕组的尾端与第二子绕组的尾端连接，第一子绕组和第二子绕组产生的磁场方向相反，根据第一子绕组和第二子绕组的匝数和导线的设置，可以使磁场全部或部分相互抵消，每相定子绕组内磁场强度减小，气隙磁通减少，以减少电机振动和转子发热。
最后应说明的是：以上各实施例仅用以说明本申请的技术方案，而非对其限制；尽管参照前述各实施例对本申请进行了详细的说明，本领域的普通技术人员应当理解：其依然可以对前述各实施例所记载的技术方案进行修改，或者对其中部分或者全部技术特征进行等同替换；而这些修改或者替换，并不使相应技术方案的本质脱离本申请各实施例技术方案的范围。

Claims (12)

  1. 一种电机，其特征在于，包括：M相定子绕组，其中，M为正整数，每相定子绕组包括第一子绕组集和第二子绕组集，所述电机用于为动力电池加热；
    当所述电机为动力电池加热，对所述第一子绕组集以及所述第二子绕组集进行通电时，使所述第一子绕组集产生的总磁场的方向与所述第二子绕组集产生的总磁场的方向相反。
  2. 如权利要求1所述的电机，其特征在于，所述第一子绕组集包括第一子绕组，所述二子绕组集包括第二子绕组，所述第一子绕组包括首端和尾端，所述第二子绕组包括首端和尾端；
    其中，当所述电机为动力电池加热时，使所述第一子绕组的尾端与所述第二子绕组的尾端连接。
  3. 根据权利要求2所述的电机，其特征在于，所述电机还包括：M组相内开关，其中，每组相内开关包括第一相内开关和第二相内开关；
    所述第一相内开关连接于其中一相定子绕组中第一子绕组的尾端和第二子绕组的首端之间，所述第二相内开关连接于其中一相定子绕组中第一子绕组的尾端和第二子绕组的尾端之间。
  4. 根据权利要求2或3所述的电机，其特征在于，所述电机还包括M组相间开关，其中，每组相间开关包括第一相间开关和第二相间开关；
    所述第一相间开关连接于其中一相定子绕组中第二子绕组的首端和另一相定子绕组中第二子绕组的首端连接，所述第二相间开关连接于其中一相定子绕组中第二子绕组的尾端和另一相定子绕组第二子绕组的尾端之间。
  5. 根据权利要求1所述的电机，其特征在于，所述第一子绕组集包括N个第一子绕组，所述第二子绕组集包括N个第二子绕组，其中，N为大于1的整数；
    当所述电机为动力电池加热时，第i个第一子绕组的尾端连接第i个第二子绕组的尾端，第j_个第二子绕组的首端连接第j+1个第一子绕组的首端，其中，1≤i≤N，1≤j≤N-1。
  6. 根据权利要求2至5中任意一项所述的电机，其特征在于，每个第 一子绕组的绕线方向与每个第二子绕组的绕线方向相同。
  7. 如权利要求1至6中任意一项所述的电机，其特征在于，所述电机还包括转子；
    当所述电机为动力电池加热时，所述转子处于静止状态。
  8. 一种加热控制方法，其特征在于，所述方法应用于如权利要求1～7任一项所述的电机，所述电机通过逆变器与动力电池连接，所述电机包括M相定子绕组，每相定子绕组包括第一子绕组和第二子绕组，所述方法包括：
    接收所述动力电池的电芯温度和所述电机的运行状态信息；
    根据所述电芯温度和所述运行状态信息判断是否满足加热条件；
    若判断结果为是，使所述第一子绕组的尾端与所述第二子绕组的尾端连接。
  9. 根据权利要求8所述的方法，其特征在于，若判断结果为是，使所述第一子绕组的尾端与所述第二子绕组的尾端连接之后还包括：
    控制逆变器的状态，以使当所述动力电池对所述第一子绕组以及所述第二子绕组进行通电时，所述第一子绕组产生的总磁场的方向与所述第二子绕组产生的总磁场的方向相反。
  10. 根据权利要求8所述的方法，其特征在于，所述电机还包括：M组相间开关和M组相内开关，每组相间开关包括第一相间开关和第二相间开关，每组相内开关包括第一相内开关和第二相内开关；
    若判断结果为是，使所述第一子绕组的尾端与所述第二子绕组的尾端连接，具体包括：
    闭合每组相内开关内的第二相内开关和每组相间开关内的第一相间开关。
  11. 一种动力系统，其特征在于，所述系统包括：动力电池、逆变器以及如权利要求1至7任意一项所述的电机，所述电机通过所述逆变器为所述动力电池加热。
  12. 一种电动汽车，其特征在于，包括动力系统，所述动力系统包括：电池、逆变器以及如权利要求1至7任意一项所述的电机，所述电机通过所述逆变器为所述动力电池加热。
PCT/CN2020/106472 2020-07-31 2020-07-31 电机、控制方法、动力系统以及电动汽车 WO2022021449A1 (zh)

Priority Applications (4)

Application Number Priority Date Filing Date Title
CN202080064564.5A CN114402514B (zh) 2020-07-31 2020-07-31 电机、控制方法、动力系统以及电动汽车
PCT/CN2020/106472 WO2022021449A1 (zh) 2020-07-31 2020-07-31 电机、控制方法、动力系统以及电动汽车
EP20947458.4A EP4016817A4 (en) 2020-07-31 2020-07-31 ENGINE, CONTROL METHOD, POWER SYSTEM AND ELECTRIC VEHICLE
US17/878,424 US11606058B2 (en) 2020-07-31 2022-08-01 Motor, control method, power system, and electric vehicle

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
PCT/CN2020/106472 WO2022021449A1 (zh) 2020-07-31 2020-07-31 电机、控制方法、动力系统以及电动汽车

Related Child Applications (1)

Application Number Title Priority Date Filing Date
US17/878,424 Continuation US11606058B2 (en) 2020-07-31 2022-08-01 Motor, control method, power system, and electric vehicle

Publications (1)

Publication Number Publication Date
WO2022021449A1 true WO2022021449A1 (zh) 2022-02-03

Family

ID=80037431

Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/CN2020/106472 WO2022021449A1 (zh) 2020-07-31 2020-07-31 电机、控制方法、动力系统以及电动汽车

Country Status (4)

Country Link
US (1) US11606058B2 (zh)
EP (1) EP4016817A4 (zh)
CN (1) CN114402514B (zh)
WO (1) WO2022021449A1 (zh)

Families Citing this family (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US20230299702A1 (en) * 2022-03-15 2023-09-21 GM Global Technology Operations LLC Battery charging systems and methods via electric machine

Citations (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2009089515A (ja) * 2007-09-28 2009-04-23 Fujitsu General Ltd 永久磁石形同期機
CN101944812A (zh) * 2010-09-30 2011-01-12 泰豪科技股份有限公司 伺服永磁同步电动机分数槽双绕组结构
CN102255459A (zh) * 2011-07-29 2011-11-23 天津大学 用于低压大功率多极多相永磁同步电机的定子绕组联接法
CN104506006A (zh) * 2014-12-23 2015-04-08 泰豪科技股份有限公司 一种双分数槽集中绕组抗短路永磁发电机
CN105762952A (zh) * 2016-04-11 2016-07-13 天津大学 采用四层短距分布绕组的低转动惯量永磁同步伺服电动机
CN106787495A (zh) * 2016-12-26 2017-05-31 天津大学 一种三相永磁同步电机定子分段及组装方法

Family Cites Families (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US8006789B2 (en) * 2010-09-02 2011-08-30 Everette Energy, LLC Electric vehicle with switched reluctance motor power plant
GB2509308B (en) * 2012-12-18 2015-06-10 Protean Electric Ltd A heating system for a vehicle battery
JP6015707B2 (ja) * 2014-05-08 2016-10-26 トヨタ自動車株式会社 ハイブリッド車両の動力制御システム
US9425657B2 (en) * 2014-09-15 2016-08-23 Fu-Tzu HSU Reluctance motor system, driving circuit, and reluctance motor
EP3465887B1 (en) 2016-06-07 2023-09-27 Tesla, Inc. Electric motor waste heat mode to heat battery
CN112550022B (zh) * 2019-09-25 2022-04-15 比亚迪股份有限公司 能量转换装置及车辆

Patent Citations (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2009089515A (ja) * 2007-09-28 2009-04-23 Fujitsu General Ltd 永久磁石形同期機
CN101944812A (zh) * 2010-09-30 2011-01-12 泰豪科技股份有限公司 伺服永磁同步电动机分数槽双绕组结构
CN102255459A (zh) * 2011-07-29 2011-11-23 天津大学 用于低压大功率多极多相永磁同步电机的定子绕组联接法
CN104506006A (zh) * 2014-12-23 2015-04-08 泰豪科技股份有限公司 一种双分数槽集中绕组抗短路永磁发电机
CN105762952A (zh) * 2016-04-11 2016-07-13 天津大学 采用四层短距分布绕组的低转动惯量永磁同步伺服电动机
CN106787495A (zh) * 2016-12-26 2017-05-31 天津大学 一种三相永磁同步电机定子分段及组装方法

Non-Patent Citations (1)

* Cited by examiner, † Cited by third party
Title
See also references of EP4016817A4 *

Also Published As

Publication number Publication date
CN114402514A (zh) 2022-04-26
CN114402514B (zh) 2023-07-14
US20220368270A1 (en) 2022-11-17
US11606058B2 (en) 2023-03-14
EP4016817A1 (en) 2022-06-22
EP4016817A4 (en) 2022-11-09

Similar Documents

Publication Publication Date Title
Zhou et al. Multi-objective optimization design of variable-saliency-ratio PM motor considering driving cycles
JP7232913B2 (ja) 車両及びその動力電池加熱装置及び加熱方法
CN101803176A (zh) 可变磁通驱动系统
CN102355105A (zh) 新型同步电机及电机控制系统
WO2021253694A1 (zh) 永磁电机的控制方法、装置、动力系统及电动汽车
CN107342718B (zh) 一种混合励磁同步电机多目标优化预测控制方法
CN104158371A (zh) 同步电机和具有其的电机控制系统及控制方法
KR20190119780A (ko) 차량용 인버터 시스템 및 그 제어방법
Haque et al. Wide speed range operation of PMSM using an open winding and a dual inverter drive with a floating bridge
CN105720881A (zh) 马达控制装置以及控制方法
CN105305894A (zh) 一种基于转矩分配函数在线修正的srm转矩脉动最小化控制方法
WO2022021449A1 (zh) 电机、控制方法、动力系统以及电动汽车
CN110667418B (zh) 一种单相并网零转矩集成充电器及其电流控制方法
TWI688501B (zh) 混合動力汽車及其動力系統
CN102522939A (zh) 一种变频交流发电系统及控制方法
Zhao et al. Model predictive torque control of a hybrid excited axial field flux-switching permanent magnet machine
CN101854065B (zh) 一种级联型升压斩波电路的控制方法
CN109177748A (zh) 混合动力车辆传动系统
US20230130303A1 (en) Control method, device, power system and electric vehicle
CN105164913A (zh) 旋转电机驱动装置
WO2022021450A1 (zh) 电机、动力系统、控制方法以及电动汽车
Jin et al. Design and implementation of novel rotor side brushless controller with bidirectional wireless power transmission for doubly-fed machine
US11418143B2 (en) Control method and apparatus, power system, and electric vehicle
CN215221943U (zh) 一种车载永磁同步发电系统
Singh et al. Selection of reference flux linkage for direct torque control based induction motor drive in electric vehicle applications

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: 20947458

Country of ref document: EP

Kind code of ref document: A1

ENP Entry into the national phase

Ref document number: 2020947458

Country of ref document: EP

Effective date: 20220318

NENP Non-entry into the national phase

Ref country code: DE