WO2022027984A1 - 回馈电流控制装置及高空作业车 - Google Patents

回馈电流控制装置及高空作业车 Download PDF

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Publication number
WO2022027984A1
WO2022027984A1 PCT/CN2021/084038 CN2021084038W WO2022027984A1 WO 2022027984 A1 WO2022027984 A1 WO 2022027984A1 CN 2021084038 W CN2021084038 W CN 2021084038W WO 2022027984 A1 WO2022027984 A1 WO 2022027984A1
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Prior art keywords
current
battery
feedback current
module
circuit
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PCT/CN2021/084038
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English (en)
French (fr)
Inventor
任会礼
钟懿
朱后
熊路
孙卫平
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湖南中联重科智能高空作业机械有限公司
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Priority to CA3166311A priority Critical patent/CA3166311A1/en
Priority to AU2021322990A priority patent/AU2021322990B2/en
Priority to US17/790,598 priority patent/US20230037348A1/en
Priority to EP21854536.6A priority patent/EP4063173A4/en
Publication of WO2022027984A1 publication Critical patent/WO2022027984A1/zh

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    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02J—CIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
    • H02J7/00—Circuit arrangements for charging or depolarising batteries or for supplying loads from batteries
    • H02J7/14—Circuit arrangements for charging or depolarising batteries or for supplying loads from batteries for charging batteries from dynamo-electric generators driven at varying speed, e.g. on vehicle
    • H02J7/1469—Regulation of the charging current or voltage otherwise than by variation of field
    • H02J7/1492—Regulation of the charging current or voltage otherwise than by variation of field by means of controlling devices between the generator output and the battery
    • 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
    • B60L7/00—Electrodynamic brake systems for vehicles in general
    • B60L7/10—Dynamic electric regenerative braking
    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • 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
    • B60L1/20—Energy regeneration from auxiliary equipment
    • 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
    • B60L15/2009—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 for braking
    • B60L15/2018—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 for braking for braking on a slope
    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • 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
    • B60L3/0046—Detecting, eliminating, remedying or compensating for drive train abnormalities, e.g. failures within the drive train relating to electric energy storage systems, e.g. batteries or capacitors
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    • B60L53/20—Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles characterised by converters located in the vehicle
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    • B60L58/10—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries
    • B60L58/12—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries responding to state of charge [SoC]
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    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • 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
    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • B60L7/00—Electrodynamic brake systems for vehicles in general
    • B60L7/22—Dynamic electric resistor braking, combined with dynamic electric regenerative braking
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02J—CIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
    • H02J7/00—Circuit arrangements for charging or depolarising batteries or for supplying loads from batteries
    • H02J7/0029—Circuit arrangements for charging or depolarising batteries or for supplying loads from batteries with safety or protection devices or circuits
    • H02J7/00302—Overcharge protection
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02J—CIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
    • H02J7/00—Circuit arrangements for charging or depolarising batteries or for supplying loads from batteries
    • H02J7/0029—Circuit arrangements for charging or depolarising batteries or for supplying loads from batteries with safety or protection devices or circuits
    • H02J7/00309—Overheat or overtemperature protection
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02J—CIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
    • H02J7/00—Circuit arrangements for charging or depolarising batteries or for supplying loads from batteries
    • H02J7/0047—Circuit arrangements for charging or depolarising batteries or for supplying loads from batteries with monitoring or indicating devices or circuits
    • H02J7/0048—Detection of remaining charge capacity or state of charge [SOC]
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02J—CIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
    • H02J7/00—Circuit arrangements for charging or depolarising batteries or for supplying loads from batteries
    • H02J7/007—Regulation of charging or discharging current or voltage
    • H02J7/00712—Regulation of charging or discharging current or voltage the cycle being controlled or terminated in response to electric parameters
    • H02J7/007182—Regulation of charging or discharging current or voltage the cycle being controlled or terminated in response to electric parameters in response to battery voltage
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02J—CIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
    • H02J7/00—Circuit arrangements for charging or depolarising batteries or for supplying loads from batteries
    • H02J7/007—Regulation of charging or discharging current or voltage
    • H02J7/007188—Regulation of charging or discharging current or voltage the charge cycle being controlled or terminated in response to non-electric parameters
    • H02J7/007192—Regulation of charging or discharging current or voltage the charge cycle being controlled or terminated in response to non-electric parameters in response to temperature
    • H02J7/007194—Regulation of charging or discharging current or voltage the charge cycle being controlled or terminated in response to non-electric parameters in response to temperature of the battery
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02J—CIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
    • H02J7/00—Circuit arrangements for charging or depolarising batteries or for supplying loads from batteries
    • H02J7/14—Circuit arrangements for charging or depolarising batteries or for supplying loads from batteries for charging batteries from dynamo-electric generators driven at varying speed, e.g. on vehicle
    • H02J7/1446—Circuit arrangements for charging or depolarising batteries or for supplying loads from batteries for charging batteries from dynamo-electric generators driven at varying speed, e.g. on vehicle in response to parameters of a vehicle
    • 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
    • B60L2200/00—Type of vehicles
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    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/40—Drive Train control parameters
    • B60L2240/42—Drive Train control parameters related to electric machines
    • B60L2240/429—Current
    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • B60L2240/00—Control parameters of input or output; Target parameters
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Definitions

  • the invention relates to the technical field of construction machinery, in particular to a feedback current control device and an aerial work vehicle.
  • the deceleration and parking of the aerial work vehicle rely on the energy feedback type regenerative braking technology.
  • the regenerative braking technology has the following two characteristics: 1.
  • the traveling motor driver is both an inverter and a rectifier. When the aerial work vehicle decelerates or descends a slope, it converts kinetic energy into electrical energy, and then feeds the converted electrical energy back to power Battery; 2.
  • the deceleration and braking time of aerial work vehicles is usually short, and the maximum speed is usually about 6KM/H, and the instantaneous pulse feedback current generated by braking is usually large. Therefore, for work conditions that require stop-and-go (such as brushing work, transition work in the construction site), a high-frequency pulse feedback current will be generated.
  • heating devices are usually configured inside the battery.
  • the battery management system BMS
  • the charger uses the charger to supply power to the heating device, and the battery is heated to a suitable temperature through the heater. Therefore, when the electric-driven aerial work vehicle decelerates or goes downhill, the regenerative braking technology is used for braking, and the generated feedback current can directly flow into the battery at a suitable temperature.
  • the power of the heating device is limited by various factors, and the temperature rise rate is usually around 10 °C/h. When the temperature is low, the heating time is longer, which affects the customer's use of the equipment.
  • the purpose of the present invention is to provide a feedback current control device and an aerial work vehicle, which can effectively avoid the risk of lithium deposition caused by the pulse feedback current to the battery during low-temperature charging, thereby greatly reducing the probability of lithium deposition in the battery and the occurrence of heat in the battery.
  • the risk of loss of control can improve the safety of the battery.
  • the feedback current control device includes: a power circuit between a driver and a battery includes: a power supply circuit for supplying power to the driver from the battery; For the current capture circuit for shunting the feedback current sent by the driver, the feedback current control device includes: a feedback current capture module, the feedback current capture module is located on the current capture circuit and is used for capturing the feedback current ; a first switch module, the first switch module is on the current capture circuit, for turning on or off the current capture circuit; and a control module, the control module includes: a first receiving unit for receiving all the a first voltage at one end of the driver on the power supply circuit, a second voltage at one end of the battery and the temperature of the battery; a first control unit, configured to measure the difference between the first voltage and the second voltage value and the temperature of the battery to perform the following operations: when the difference between the first voltage and the second voltage is greater than a preset voltage and the temperature of the battery is less than or
  • the power circuit further comprises: a charging circuit for delivering a feedback current to the battery from the driver, wherein the charging circuit is connected in parallel with the power supply circuit, and correspondingly, the feedback current control device further comprises: A second switch module, the second switch module is located on the charging circuit, and is used for turning on or off the charging circuit, and the control module further includes: a second receiving unit, used for receiving the current allowable state of the battery
  • the first control unit is further configured to: when the difference between the first voltage and the second voltage is greater than the preset voltage and the temperature of the battery is greater than the preset temperature In this case, perform the following operations: turn on the charging circuit by controlling the second switch module; turn on the current capture circuit by controlling the first switch module, and turn on the current capture circuit by controlling the first switch module
  • the on-off time is controlled to control the driver to charge the battery with the current allowable charging current and through the charging circuit.
  • control module further comprises: a determining unit, configured to determine the generated current of the motor according to the target speed of the motor, the actual speed of the motor and the braking time of the aerial work vehicle; and a sending unit, configured to The determined power generation current is sent to the driver to allow the driver to control the electric motor to generate power with the power generation current.
  • a determining unit configured to determine the generated current of the motor according to the target speed of the motor, the actual speed of the motor and the braking time of the aerial work vehicle
  • sending unit configured to The determined power generation current is sent to the driver to allow the driver to control the electric motor to generate power with the power generation current.
  • the determining unit configured to determine the power generation current includes: in the case that the target rotational speed, the actual rotational speed and the braking time satisfy a preset condition, determining that the power generation current is a maximum power generation current,
  • the preset condition is that the braking time is less than the preset braking time or the difference between the target speed and the actual speed is greater than the preset speed difference; or when the target speed, the actual speed and
  • the generating current is determined according to the minimum generating current, the maximum allowable braking time and the maximum generating current.
  • the feedback current control device further comprises: a third switch module, the third switch module is located on the power supply circuit and connected in parallel with the second switch module, for unidirectionally conducting the power supply circuit to only The driver is allowed to be powered by the battery.
  • the second switch module is a contactor, a combination of a first diode and a contactor connected in series, or a first field effect transistor.
  • the control module further includes: a third control unit, configured to control the first field effect when the third switch module fails
  • the first chip of the effect transistor conducts the charging circuit unidirectionally to allow power to the driver only from the battery.
  • the first switch module is a second field effect transistor; and the third switch module is a second diode or a third field effect transistor, wherein the third field effect transistor has a second chip, corresponding to
  • the control module further includes: a fourth control unit, configured to control the second chip of the third field effect transistor to conduct the power supply circuit unidirectionally, so as to allow only the power supply from the battery to the driver powered by.
  • the feedback current control device further comprises: a bypass switch, the bypass switch is connected in parallel with the second switch module, correspondingly, the control module further comprises: a fifth control unit for When both the second switch module and the third switch module are faulty, the bypass switch is controlled to be closed to supply power to the driver from the battery.
  • the feedback current capture module is an energy consumption module or an energy storage module.
  • the energy consumption module is a braking resistor.
  • the present invention creatively realizes that when the difference between the first voltage at the driver end and the second voltage at the battery end on the power supply circuit is greater than the preset voltage and the temperature of the battery is lower than the preset temperature (eg, 0°C) , the first switch module is turned on and the feedback current is captured by the feedback current capture module, so that the feedback current capture module can capture all the feedback current during low-temperature charging, thereby effectively avoiding pulses during low-temperature charging
  • the risk of lithium deposition caused by the feedback current to the battery can greatly reduce the probability of lithium deposition in the battery and the risk of thermal runaway of the battery, which can improve the safety of the battery.
  • a second aspect of the present invention provides an aerial work vehicle, which includes: the feedback current control device described above.
  • FIG. 1 is a schematic structural diagram of a feedback current control device provided by an embodiment of the present invention
  • FIG. 2 is a structural diagram of a control module provided by an embodiment of the present invention.
  • FIG. 3 is a schematic structural diagram of a feedback current control device provided by an embodiment of the present invention.
  • FIG. 4 is a schematic structural diagram of a feedback current control device according to an embodiment of the present invention.
  • FIG. 5 is a flowchart of a charging control process for a battery provided by an embodiment of the present invention.
  • Control module 62 The first receiving unit
  • Regenerative braking When an electric vehicle is braking, the (walking) motor can be controlled to operate as a generator, thereby converting the kinetic or potential energy of the vehicle into electrical energy and storing it in an energy storage module.
  • Feedback current During the regenerative braking process, the driver converts the electric energy generated by the (walking) motor into a current that can be used by the energy storage module or other energy-consuming components. This current is called the feedback current.
  • the motor generates a pulse feedback current with a high frequency, which is far greater than the pulse feedback current of the passenger car.
  • the charging current is reduced to meet the requirements for the use of aerial work vehicles. Therefore, the embodiment of the present invention adopts the strategy of suppressing the pulse feedback current to charge the battery and absorbing the feedback energy to the maximum extent, which can solve the problem of relatively low power consumption without affecting the use of the equipment (without heating, limiting the power generated by the motor but not affecting the braking performance). Risk of high-pulse charging for aerial work vehicles.
  • FIG. 1 is a structural diagram of a feedback current control device according to an embodiment of the present invention.
  • the power circuit between the driver 20 and the battery 30 may include: a power supply circuit for supplying power to the driver 20 from the battery 30 ; current capture circuit.
  • the feedback current control device may include: a feedback current capture module 40, the feedback current capture module 40 is located on the current capture circuit and used to capture the feedback current sent by the driver 20; a first switch module 50, the first The switch module 50 is located on the current capture circuit, and is used to turn on or off the current capture circuit; and a control module 60, the control module 60 includes: a first receiving unit 62, which is used for receiving the power supply circuit.
  • a switch module 50 turns on the current capture circuit, so that the feedback current is captured by the feedback current capture module 40 , as shown in FIG. 2 .
  • the first end of the power supply circuit is connected to the positive electrode of the driver 20 and the other end thereof is connected to the positive electrode of the battery 30 .
  • One end of the current capture circuit is connected to point B on the power supply circuit (any point on the power supply circuit between the current output end of the second switch module 10 and the driver 20) (ie the positive pole of the driver),
  • the other end of the current capture circuit is connected to the positive electrode of the negative electrode of the battery, which is used for absorbing the feedback energy to the maximum extent and saving energy while suppressing the low temperature of the battery to charge the battery with the pulse feedback current to prevent the battery from lithium precipitation , to improve the battery life of the device.
  • this embodiment does not need to heat the battery when the battery is at a low temperature (for example, the battery temperature is less than 0° C.), does not affect the user's operating experience, and is beneficial to improving the endurance of the aerial work vehicle. Since the battery does not need to be heated, the user can operate the device without waiting for the battery to warm up, which improves the control experience of the device. In addition, when the device is working, it does not need to rely on consuming battery energy to maintain the battery temperature above 0°C, thus reducing power consumption, which is beneficial to energy saving and improving the battery life of the device.
  • a preset temperature for example, 0° C.
  • the power circuit further includes: a charging circuit for feeding feedback current to the battery from the driver, wherein the charging circuit is connected in parallel with the power supply circuit to form a main circuit between the driver and the battery.
  • the feedback current control device further includes: a second switch module 10, the second switch module 10 is located on the charging circuit, and is used to turn on or off the charging circuit. If it is desired to (completely) capture the feedback current through the above process, the charging circuit needs to be disconnected by controlling the second switch module 10 in advance, and then the above process of capturing the feedback current is performed.
  • the charging current on the charging circuit is regulated by the first switch module disposed on the current capturing circuit.
  • control module 60 further includes: a second receiving unit (not shown), configured to receive the current allowable charging current of the battery 30 .
  • the current allowable charging current may be determined according to the current SOC (State of Charge, state of charge) of the battery 30 .
  • the first control unit 64 is further configured to: when the difference between the first voltage and the second voltage is greater than the preset voltage (for example, 0.3V) and the temperature of the battery is greater than the In the case of a preset temperature (eg, 0° C.), the following operations are performed: turn on the charging circuit by controlling the second switch module 10 ; and turn on the current by controlling the first switch module 50
  • the capture circuit controls the driver 20 to charge the battery 30 with the current allowable charging current and through the charging circuit by regulating the on-off time of the first switch module 50 .
  • the first switch module 50 may be a second field effect transistor 52 (which may be referred to as a MOS transistor 52 for short, as shown in FIG. 3 or FIG. 4 ).
  • the difference between the first voltage and the second voltage being greater than the preset voltage indicates that the motor generates a larger feedback current, and the temperature of the battery is greater than the preset temperature (for example, 0°C) indicates this There is no danger of lithium precipitation when the battery is charged.
  • the PI control algorithm can be used by the control module 60 (for example, the CPU 66) to control the pulse width modulation (PWM) duty cycle, so as to control the on-off time of the MOS transistor 52 and realize the precise shunting control of the feedback current.
  • PWM pulse width modulation
  • this embodiment can charge the battery according to the current allowable charging current (as close as possible to the current maximum current allowable charging current but not exceeding the current maximum current allowable charging current), and the excess feedback energy passes through the feedback current on the current capture circuit
  • the capture module 40 is consumed to avoid overcharging, which is beneficial to prolong battery life.
  • the feedback current capture module 40 may be an energy consumption module (not shown) or an energy storage module (not shown).
  • the energy consumption module (not shown) can be a braking resistor 42, as shown in FIG. 3 or 4, wherein the braking resistor 42 not only needs to meet the requirement of braking distance, but also ensures the regenerative electromotive force Less than the protection voltage of the drive, the size of which can be determined according to existing algorithms;
  • the energy storage module (not shown) may be a supercapacitor (not shown) or a battery (not shown).
  • the feedback current capture module 40 adopts the braking resistor 42, which has the advantages of lower cost and smaller volume (easy to be installed on an aerial work vehicle with limited space).
  • the feedback current capture module 40 adopts an energy storage module, which has the advantage that after the feedback energy is absorbed, the battery can be powered by a power supply circuit, and the utilization rate of energy is higher, which is more conducive to energy saving and improvement of equipment performance. battery life.
  • the feedback current control device may further include: a third switch module 70, which is located on the power supply circuit and is connected in parallel with the second switch module 10 for unidirectionally conducting the power supply circuit to The drive 20 is only allowed to be powered by the battery 30 . That is to say, the third switch module 70 on the power supply circuit is mainly used for realizing the charging function; the second switch module 10 on the charging circuit is mainly used for blocking the pulse charging current.
  • the second switch module 10 may be a contactor 12 (shown in FIG. 3 ), a combination of a first diode (not shown) and a contactor (not shown) connected in series, or a first field effect
  • the transistor 14 may be referred to as the MOS transistor 14 for short, as shown in FIG. 4 ).
  • the control module 60 may further include: a first field effect transistor 14.
  • Three control units are used to control the first chip of the first field effect transistor 14 to unidirectionally conduct the charging circuit when the third switch module 70 fails, so that only The driver 20 is allowed to be powered by the battery 30 .
  • the third switch module 70 is a second diode (not shown) or a third field effect transistor 72 (as shown in FIG. 3 or FIG. 4 ), wherein the third field effect transistor 72 has a second chip.
  • the control module 60 may further include: a fourth control unit (not shown) for controlling the second chip of the third field effect transistor 72 (may be referred to as a MOS transistor 72 for short) to unidirectionally conduct The power supply circuit is turned on to allow only the battery 30 to supply power to the driver 20 .
  • the third switch module 70 is a second diode (not shown), which has the advantage of low cost.
  • the third switch module 70 is a third field effect transistor 72 (as shown in FIG. 3 or FIG.
  • FIG. 3 A brief description is given by taking the feedback current control device shown in FIG. 3 as an example.
  • the main circuit ie the power circuit
  • the contactor 12 and the MOS transistor 72 connected in parallel are arranged; and on the current capture circuit for capturing the feedback current, there is arranged MOS transistor 52 and braking resistor 42 .
  • the MOS tube 72 is equipped with a dedicated control chip, which has a unidirectional conduction characteristic of a diode, preventing the feedback current from flowing from the driver to the battery.
  • the on-off of the contactor 12 is controlled by the CPU 66. Under normal circumstances (the normal situation means that the SOC is greater than the preset percentage or the temperature of the battery is less than or equal to the preset temperature, for example, the SOC>95% (the preset percentage may also be other reasonable).
  • the preset temperature can also be other reasonable values, which can be set according to actual needs)
  • the contactor 12 is controlled to conduct the charging circuit where it is located, so that the feedback current can be changed from
  • the driver 20 flows to the battery 30 through the charging circuit; at the same time, in order to avoid excessive current flowing to the battery 30 (for example, exceeding the current allowable charging current of the battery 30), the CPU 66 can use a PI control algorithm to control the PWM duty cycle.
  • the on-off time of the MOS transistor 52 is regulated by the duty ratio, so as to control the driver 20 to charge the battery 30 with the current allowable charging current.
  • the feedback current control device shown in FIG. 4 As an example.
  • the MOS transistor 14 and the MOS transistor 72 connected in parallel are arranged on the main circuit (ie, the power circuit) between the driver 20 and the battery 30 .
  • the MOS transistors on the power circuit adopt a redundant design, that is, two MOS transistors are connected in series in the power circuit in parallel.
  • This redundant design can reduce the voltage drop on the power circuit when the aerial work vehicle is in a high current condition (for example, on a slope with a certain angle (such as 45 degrees) in a climbing state.), which not only reduces the The temperature of the MOS tube prolongs the service life of the MOS tube, and can also avoid the consumption of feedback energy so that the battery can absorb the braking energy to the maximum extent.
  • the MOS transistor 52 and the braking resistor 42 are arranged on the current capture circuit for capturing the feedback current.
  • the MOS transistor 72 is configured with a dedicated control chip, which has the unidirectional conduction characteristic of a diode to prevent the feedback current from flowing from the driver to the battery.
  • the MOS tube 14 is controlled by the CPU 66 to be turned on and off, and is normally in an off state; and when the temperature of the battery is greater than a preset temperature (for example, 0°C), that is to say, a feedback current can be sent to the battery 30 (the battery is in In the charging state), the MOS transistor 14 is controlled to conduct the charging circuit where it is located, so that the feedback current can flow from the driver 20 to the battery 30 through the charging circuit; at the same time, in order to avoid excessive current flowing to the battery 30 (for example, Exceeding the current allowable charging current of the battery 30), the PWM duty cycle can be controlled by the CPU 66 using a PI control algorithm to regulate the on-off time of the MOS tube 52, thereby controlling the driver 20 to charge the current allowable charging current to all The battery 30 is charged.
  • the MOS transistor 72 is equipped with a dedicated control chip, that is, it has a unidirectional conduction characteristic of a diode, which prevents the feedback current from flowing from the driver to the battery; when the feedback current control device is in a normal working state, the MOS transistor 14 can play the same role as the upper
  • the MOS transistor 14 has the same function, that is, allowing the driver 20 to charge the battery 30 with the current allowable charging current.
  • the charging circuit where the MOS tube 14 is located can be unidirectionally conducted through the CPU 66 control chip.
  • the driver 20 can continue to be powered by the battery 30, and on the other hand, the flow of feedback current from the driver to the battery can be prevented.
  • the temperature of the battery is greater than the preset temperature (eg, 0° C.)
  • operations similar to those in the previous embodiment can be performed, and details are not described herein again.
  • the feedback current control device has a braking control function, which can effectively suppress the damage to the battery caused by the pulse feedback current when the battery is low temperature. That is to say, when the aerial work vehicle decelerates or descends a slope, if the temperature of the battery 30 is lower than the preset temperature (for example, 0°C), the feedback current is blocked by the MOS transistor 72 and cannot flow to the battery, thereby effectively inhibiting the battery
  • the preset temperature for example, 0°C
  • the maximum value of the pulse feedback current is reduced as much as possible to flatten the waveform of the pulse feedback current, thereby reducing the impact on the battery.
  • the generated current of the motor can be controlled, and the specific content is described in the following description.
  • the control module 60 may further include: a determining unit (not shown) for determining the generated current of the electric motor 80 according to the target rotational speed and the actual rotational speed of the electric motor 80 and the braking time of the aerial work vehicle; and a sending unit ( Not shown), for sending the determined power generation current to the driver 20, so as to allow the driver 20 to control the electric motor 80 to generate power with the power generation current.
  • a determining unit for determining the generated current of the electric motor 80 according to the target rotational speed and the actual rotational speed of the electric motor 80 and the braking time of the aerial work vehicle
  • a sending unit not shown
  • the determining unit (not shown) for determining the power generation current may include: in the case that the target rotational speed, the actual rotational speed and the braking time satisfy a preset condition, determining that the power generation current is the maximum generating current, wherein the preset condition is that the braking time is less than the preset braking time or the difference between the target speed and the actual speed is greater than the preset speed difference; or when the target speed, the When the actual rotational speed and the braking time do not meet the preset conditions, the generating current is determined according to the minimum generating current, the maximum allowable braking time and the maximum generating current.
  • the minimum power generation current means that the power generated by this current can meet the requirements of the minimum braking distance under non-extreme conditions (for example, driving at a speed of 6km/h on flat ground).
  • the minimum generating current can usually be expressed as a percentage of the maximum generating current.
  • the determining unit (not shown) for determining the power generation current according to the minimum power generation current, the maximum allowable braking time and the maximum power generation current may include: according to the minimum power generation current I min , the maximum allowable braking time Time T max , the maximum power generation current I max and the following formula (1), determine the power generation current,
  • I max , I min , and T max need to be determined in combination with specific vehicle models and working conditions, and t is the braking time (which can be set in advance according to actual needs).
  • the power generation current can be calculated according to the following rules.
  • the generating current 100% I max .
  • the braking distance is usually required to be short during the emergency stop operation, so the braking power requirement is the highest, and the power generation current of the emergency stop operation is usually set to 100% I max .
  • the difference between the target speed and the actual speed is large (for example, the difference may be 500 rpm, and the preset speed difference may be 200 rpm (but the preset speed is not limited to 200 rpm))
  • the generating current 100% I max .
  • the resistance is large, and it is possible to climb the slope, and the kinetic energy that can be converted into electric energy is reduced. Since the power generation is not large, the peak value of the feedback current is not high.
  • the power generation current can be calculated according to the above formula (1).
  • the control module 60 After the generated current is calculated, the control module 60 sends it to the driver 20 through the CAN bus, and the driver 20 controls the motor 80 to generate electricity with the generated current. Therefore, the present embodiment can control the stable output of feedback energy and reduce the impact feedback current without affecting the braking performance, thereby effectively reducing the impact on the battery.
  • a bypass switch connected in parallel with the second switch module may also be provided, and by closing the bypass switch, the battery is maintained to supply power to the driver.
  • the feedback current control device may further include: a bypass switch 90 connected in parallel with the second switch module 10 , as shown in FIG. 4 .
  • the control module 60 may further include: a fifth control unit (not shown), configured to control the bypass when both the second switch module 10 and the third switch module 70 fail. Circuit switch 90 is closed to power the driver 20 from the battery 30 .
  • each control unit eg. the first control unit, the second control unit, the third control unit, the fourth control unit, and the fifth control unit
  • each control unit may be independent control units, or may be integrated in the same control unit.
  • the feedback current control device may further include: a first voltage sensor (not shown) for collecting the first voltage at one end of the driver 20 on the main circuit; and a second voltage sensor (not shown) ) for collecting the second voltage at one end of the battery 30 on the main circuit.
  • the first voltage sensor (not shown) and the second voltage sensor (not shown) may be a voltmeter 100 and a voltmeter 110, respectively.
  • the battery charging control process may include the following steps S501-508.
  • Step S501 power on the aerial work vehicle.
  • step S502 the CPU obtains the temperature of the battery, the current allowable charging current of the battery, the voltages UA and UB across the MOS transistor 72, the target and actual speed of the motor, and the braking time.
  • the CPU 66 obtains the status information of the battery 30 through the CAN controller 120 , which includes the temperature of the battery 30 , the real-time SOC of the battery 30 and the allowable charging current under the real-time SOC (referred to as the current allowable charging current). These status information are provided by the BMS (Battery Management System, battery management system) 140 of the battery 30 .
  • the CPU 66 obtains from the A/D converter 130 the front-end voltage (U A ) of the MOS transistor 72 , the back-end voltage (U B ) of the MOS transistor 72 , the target speed and actual speed of the motor 80 , and the braking time of the aerial work vehicle (also called the deceleration time).
  • step S503 the CPU executes power generation control.
  • the CPU 66 can determine the power generation current of the motor 80 according to the target speed and the actual speed of the motor 80 and the braking time of the aerial work vehicle (for the specific determination process, please refer to the description above, which will not be repeated here) ; Then the CPU 66 sends the determined power generation current to the driver 20, and the driver 20 uses the power generation current to control the motor 80 to generate power.
  • the purpose of controlling the power generation current is to reduce the maximum value of the pulse feedback current as much as possible under the requirement of the minimum braking distance, so as to flatten the waveform of the pulse feedback current, thereby reducing the impact on the battery, which is also conducive to the control system. Precise control.
  • Another advantage of the controlled generation current is that it can suppress the peak value of the voltage at point B and avoid the overvoltage alarm of the driver.
  • step S504 the CPU determines whether the difference between the voltage U B and the voltage U A is smaller than the preset voltage; if so, executes step S505; otherwise, executes step S502 again.
  • step S505 needs to be further performed to determine whether the battery can be connected to the battery according to the temperature of the battery. Carry out charging; otherwise, it indicates that the motor does not generate a large feedback current, and the process returns to step S502.
  • the preset voltage for example, 0.3V
  • step S505 the CPU determines whether the temperature of the battery is less than or equal to the preset temperature, and if so, executes step S506; otherwise, executes step S507.
  • the braking control is performed by executing step S506 , that is, a large feedback current is diverted to the current capture circuit to consume the feedback current through the braking resistor 42 , that is, the battery 30 is not charged.
  • the charging control is performed by performing step S507, that is, the battery is charged by limiting the charging current.
  • step S506 the CPU executes braking control.
  • the braking control is turned on.
  • the CPU 66 controls the MOS tube 14 to disconnect the charging circuit, and controls the MOS tube 52 to conduct the current capture circuit (that is, the braking circuit). At this time, all the feedback current is consumed by the braking resistor 42, thereby avoiding charging the battery. .
  • the purpose of braking control is to prevent the risk of lithium deposition in the battery due to pulsed feedback current when the battery is low temperature.
  • step S507 the CPU executes charging control.
  • the charging control is turned on.
  • the CPU 66 controls the MOS tube 14 to turn on the charging circuit, and controls the MOS tube 52 to turn on the current capture circuit (that is, the braking circuit).
  • the duty ratio is used to control the on-off time of the MOS tube 7, so as to adjust the shunting size of the feedback current on the current capture circuit, that is, to achieve precise control of the braking current, and finally ensure that the charging current is equal to the current allowable charging current of the battery.
  • the purpose of charge control is to avoid overcharging.
  • the present invention creatively passes the first voltage on the power supply circuit when the first voltage at one end of the driver and the second voltage at one end of the battery are greater than the preset voltage and the temperature of the battery is less than the preset temperature (for example, 0°C).
  • a switch module is turned on and the feedback current is captured by the feedback current capture module, so that the feedback current capture module can capture all the feedback current during low temperature charging, thereby effectively avoiding the pulse feedback current during low temperature charging.
  • the risk of lithium precipitation generated by the battery can greatly reduce the probability of lithium precipitation and the risk of thermal runaway of the battery, which can improve the safety of the battery.
  • An embodiment of the present invention further provides an aerial work vehicle, wherein the aerial work vehicle includes: the feedback current control device according to the above.

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Abstract

一种回馈电流控制装置及高空作业车，回馈电流控制装置包括：回馈电流捕获模块（40），其处于电流捕获电路上，用于捕获回馈电流；第一开关模块（50），用于导通或断开电流捕获电路；以及控制模块（60），其包括：第一接收单元（62），用于接收供电电路上的驱动器（20）一端的第一电压与电池（30）一端的第二电压及电池（30）的温度；第一控制单元（64），用于根据第一电压与第二电压的差值及电池（30）的温度执行以下操作：在第一电压与第二电压的差值大于预设电压且电池（30）的温度小于或等于预设温度的情况下，通过控制第一开关模块（50）来导通电流捕获电路，以由回馈电流捕获模块（40）来捕获回馈电流。

Description

回馈电流控制装置及高空作业车
相关申请的交叉引用
本申请要求2020年08月03日提交的中国专利申请202010768953.8的权益，该申请的内容通过引用被合并于本文。
技术领域
本发明涉及工程机械技术领域，具体地涉及一种回馈电流控制装置及高空作业车。
背景技术
由于电驱动高空作业车(自行走式)通常没有机械摩擦制动器，故该高空作业车减速和停车均依赖能量回馈型再生制动技术。然而，所述再生制动技术具有以下两个特点：1、行走电机驱动器既是逆变器又是整流器，高空作业车减速或者下坡时，将动能转化电能，然后将所转换的电能回馈给动力电池；2、高空作业车的减速和制动时间通常较短，而最大速度通常6KM/H左右，制动产生的瞬时的脉冲回馈电流通常较大。因此，对于需要走走停停的作业工况(如喷刷作业、工地内转场作业)，会产生频率较高的脉冲回馈电流。
对于使用锂离子动力电池的电驱动高空作业车，大量实验结果表明，当动力电池的温度低于0℃时，脉冲回馈电流会导致电池的负极片大面积析锂。析锂会导致动力的电池容量降低，严重析锂会生成锂枝晶，刺穿隔膜，进而引起电池内部短路。如果电池出现大面积短路，则会有热失控的风险。因此，有必要采取强有力的措施，避免低温时脉冲充电带来的风险。
为避免低温脉冲充电带来的风险，通常在电池内部配置加热器件。在对电池进行充电时，若温度较低则电池管理系统(BMS)利用充电器给加热器件供电，通过所述加热器加热电池至合适温度。由此，电驱动高空作业车减速或者下坡时，利用再生制动技术进行制动，所产生的回馈电流可在合适温度下直接流入电池。然而，受多种因素限制加热器件的功率不太，温升速率通常在10℃/h左右。在温度较低时，加热所需的时间较长，影响客户使用设备。另外，由于高空作业车通常是间歇工作，停机间隔较长，电池温度难以保持(不能保证放电时电 池温度一直维持在0℃以上)，所以这种方式效果不好，且用户体验差，因此现有技术对于降低低温时脉冲充电带来的风险的效果极其有限。
发明内容
本发明的目的是提供一种回馈电流控制装置及高空作业车，其可有效地避免低温充电时脉冲回馈电流对电池产生的析锂风险，从而可极大地降低电池析锂的概率和电池出现热失控的风险，可提升电池的安全性。
为了实现上述目的，本发明一方面提供一种回馈电流控制装置，所述回馈电流控制装置包括：驱动器与电池之间的动力电路包括：由所述电池向所述驱动供电的供电电路；以及用于对所述驱动器所输送的回馈电流进行分流的电流捕获电路，所述回馈电流控制装置包括：回馈电流捕获模块，该回馈电流捕获模块处于所述电流捕获电路上，用于捕获所述回馈电流；第一开关模块，该第一开关模块处于所述电流捕获电路上，用于导通或断开所述电流捕获电路；以及控制模块，该控制模块包括：第一接收单元，用于接收所述供电电路上的所述驱动器一端的第一电压与所述电池一端的第二电压及所述电池的温度；第一控制单元，用于根据所述第一电压与所述第二电压的差值及所述电池的温度执行以下操作：在所述第一电压与所述第二电压的差值大于预设电压且所述电池的温度小于或等于预设温度的情况下，通过控制所述第一开关模块来导通所述电流捕获电路，以由所述回馈电流捕获模块来捕获所述回馈电流。
优选地，所述动力电路还包括：由所述驱动器向所述电池输送回馈电流的充电电路，其中所述充电电路与所述供电电路并联连接，相应地，所述回馈电流控制装置还包括：第二开关模块，该第二开关模块位于所述充电电路上，用于导通或断开所述充电电路，所述控制模块还包括：第二接收单元，用于接收所述电池的当前允许充电电流，相应地，所述第一控制单元还用于，在所述第一电压与所述第二电压的差值大于所述预设电压且所述电池的温度大于所述预设温度的情况下，执行以下操作：通过控制所述第二开关模块来导通所述充电电路；以及通过控制所述第一开关模块来导通所述电流捕获电路，并通过调控所述第一开关模块的通断时间，来控制所述驱动器以所述当前允许充电电流且通过所述充电电路向所述电池充电。
优选地，所述控制模块还包括：确定单元，用于根据电动机的目标转速、所述电动机的实际转速及高空作业车的制动时间，确定所述电动机的发电电流；以及发送单元，用于将所确定的所述发电电流发送给所述驱动器，以允许该驱动器以所述发电电流来控制所述电动机进行发电。
优选地，所述确定单元用于确定所述发电电流包括：在所述目标转速、所述实际转速及所述制动时间满足预设条件的情况下，确定所述发电电流为最大发电电流，其中所述预设条件为所述制动时间小于预设制动时间或者所述目标转速与所述实际转速的差值大于预设转速差值；或者在所述目标转速、所述实际转速及所述制动时间不满足所述预设条件的情况下，根据最小发电电流、最大允许制动时间及最大发电电流确定所述发电电流。
优选地，所述回馈电流控制装置还包括：第三开关模块，该第三开关模块位于所述供电电路上且与所述第二开关模块并联连接，用于单向导通所述供电电路以仅允许由所述电池向所述驱动器供电。
优选地，所述第二开关模块为接触器、串联连接的第一二极管与接触器的组合或者第一场效应晶体管。
优选地，所述第一场效应晶体管具有第一芯片，相应地，所述控制模块还包括：第三控制单元，用于在所述第三开关模块故障的情况下，控制所述第一场效应晶体管的所述第一芯片来单向导通所述充电电路，以仅允许由所述电池向所述驱动器供电。
优选地，所述第一开关模块为第二场效应晶体管；以及所述第三开关模块为第二二极管或第三场效应晶体管，其中所述第三场效应晶体管具有第二芯片，相应地，所述控制模块还包括：第四控制单元，用于控制所述第三场效应晶体管的所述第二芯片来单向导通所述供电电路，以仅允许由所述电池向所述驱动器供电。
优选地，所述回馈电流控制装置还包括：旁路开关，该旁路开关与所述第二开关模块并联连接，相应地，所述控制模块还包括：第五控制单元，用于在所述第二开关模块与所述第三开关模块均故障的情况下，控制所述旁路开关闭合以由所述电池为所述驱动器供电。
优选地，所述回馈电流捕获模块为能量消耗模块或能量存储模块。
优选地，所述能量消耗模块为制动电阻。
通过上述技术方案，本发明创造性地在供电电路上的驱动器一端的第一电压与电池一端的第二电压的差值大于预设电压且电池的温度小于预设温度(例如0℃)的情况下，通过第一开关模块来导通由回馈电流捕获模块来捕获所述回馈电流，由此，在低温充电时所述回馈电流捕获模块可捕获所有的回馈电流，从而可有效地避免低温充电时脉冲回馈电流对电池产生的析锂风险，进而可极大地降低电池析锂的概率和电池出现热失控的风险，可提升电池的安全性。
本发明第二方面提供一种高空作业车，所述高空作业车包括：根据所述的回馈电流控制装置。
本发明的其它特征和优点将在随后的具体实施方式部分予以详细说明。
附图说明
附图是用来提供对本发明的进一步理解，并且构成说明书的一部分，与下面的具体实施方式一起用于解释本发明，但并不构成对本发明的限制。在附图中：
图1是本发明一实施例提供的回馈电流控制装置的结构示意图；
图2是本发明一实施例提供的控制模块的结构图；
图3是本发明一实施例提供的回馈电流控制装置的结构示意图；
图4是本发明一实施例提供的回馈电流控制装置的结构示意图；以及
图5是本发明一实施例提供的对电池的充电控制过程的流程图。
附图标记说明
10           第二开关模块        12        接触器
14、52、72   MOS管               20        驱动器
30           电池                40        回馈电流捕获模块
42           制动电阻            50        第一开关模块
60           控制模块            62        第一接收单元
64           第一控制单元        66        CPU
70           第三开关模块        80        电动机
90           旁路开关            100、110  电压表
120           CAN控制器         130       A/D转换器
140           BMS
具体实施方式
以下结合附图对本发明的具体实施方式进行详细说明。应当理解的是，此处所描述的具体实施方式仅用于说明和解释本发明，并不用于限制本发明。
在介绍本发明的具体实施例之前，先对两个概念进行简单的说明。
再生制动：电动车制动时，(行走)电动机可被控制作为发电机运行，从而将车辆的动能或势能变换为电能，并储存在能量储存模块中。
回馈电流：再生制动过程中，驱动器将(行走)电动机产生的电能转化成可供储能模块或者其他耗能元件使用的电流，此电流被称之为回馈电流。
考虑高空作业车不含机械摩擦制动器以及作业工况的特点，电动机产生频率较高的脉冲回馈电流，该脉冲回馈电流远远大于乘用车的脉冲回馈电流，采用现有技术远远无法将脉冲充电电流降低到符合高空作业车使用的要求。因此，本发明实施例采用抑制脉冲回馈电流对电池充电+最大限度吸收回馈能量的策略，能够在不影响设备使用的前提下(不加热、限制电机发电功率但不影响制动性能)，解决较高脉冲充电对高空作业车带来的风险。
图1是本发明一实施例提供一种回馈电流控制装置的结构图。如图1所示，驱动器20与电池30之间的动力电路可包括：由所述电池30向所述驱动20供电的供电电路；以及用于对所述驱动器20所输送的回馈电流进行分流的电流捕获电路。所述回馈电流控制装置可包括：回馈电流捕获模块40，该回馈电流捕获模块40处于所述电流捕获电路上，用于捕获所述驱动器20输送的回馈电流；第一开关模块50，该第一开关模块50处于所述电流捕获电路上，用于导通或断开所述电流捕获电路；以及控制模块60，该控制模块60包括：第一接收单元62，用于接收所述供电电路上的所述驱动器20一端的第一电压与所述电池30一端的第二电压与所述电池30的温度；第一控制单元64，用于根据所述第一电压与所述第二电压的差值及所述电池的温度执行以下操作：在所述第一电压与所述第二电压的差值大于预设电压且所述电池的温度小于或等于预设温度的情况下，通过控制所述第一开关模块50来导通所述电流捕获电路，以由所述回馈电流捕获模 块40来捕获所述回馈电流，如图2所示。
其中，所述供电电路的第一端与驱动器20的正极相连接且其另一端与电池30的正极相连接。所述电流捕获电路的一端与所述供电电路上的B点(第二开关模块10的电流输出端与所述驱动器20之间的供电电路上的任意一点)(即驱动器的正极)相连接，以及所述电流捕获电路的另一端与所述电池的负极的正极相连接，其用于在抑制电池低温时脉冲回馈电流对电池充电以防止电池析锂的同时，最大限度吸收回馈能量，节约能量，提升设备的续航能力。
具体地，当电池温度低于预设温度(例如，0℃)时，所产生的回馈能量(回馈电流)通过所述回馈电流捕获模块40(例如，制动电阻42)全部转化成热能消耗掉，不会被输送给电池(不会对电池进行充电)。由此，本实施例在电池处于低温(例如，电池温度小于0℃)时不需要对电池加热，不影响用户操作体验，有利于提升高空作业车的续航能力。由于无需加热电池，故用户无需等待电池预热即可操作设备，提升了设备的操控体验。另外，设备工作时，不需要依靠消耗电池能量维持电池温度在0℃以上，因此减少了电能消耗，有利于节能和提升设备的续航能力。
所述动力电路还包括：由所述驱动器向所述电池输送回馈电流的充电电路，其中所述充电电路与所述供电电路并联连接，以形成所述驱动器与所述电池之间的主电路。相应地，所述回馈电流控制装置还包括：第二开关模块10，该第二开关模块10位于所述充电电路上，用于导通或断开所述充电电路。若想要通过上述过程对回馈电流进行(完全)捕获，则需要提前通过控制所述第二开关模块10来断开所述充电电路，然后再执行上述捕获回馈电流的过程。
在电池处于常温时，如果给满电电池充电会有过充风险，过充易导致析锂，也可能引起电池热失控。当高空作业车处于高速下坡工况时，设备的势能转化动能，多余的动能转化成电能给电池充电。对于满电电池而言，这种长时的充电会导致电池过充。为了避免过充现象，在本实施例中，通过设置于电流捕获电路上的第一开关模块来调控充电电路上的充电电流。
具体地，所述控制模块60还包括：第二接收单元(未示出)，用于接收所述电池30的当前允许充电电流。其中，所述当前允许充电电流可根据所述电池30的当前SOC(StateofCharge，荷电状态)来确定。相应地，所述第一控制单 元64还用于，在所述第一电压与所述第二电压的差值大于所述预设电压(例如，0.3V)且所述电池的温度大于所述预设温度(例如，0℃)的情况下，执行以下操作：通过控制所述第二开关模块10来导通所述充电电路；以及通过控制所述第一开关模块50来导通所述电流捕获电路，并通过调控所述第一开关模块50的通断时间，来控制所述驱动器20以所述当前允许充电电流且通过所述充电电路向所述电池30充电。其中，所述第一开关模块50可为第二场效应晶体管52(可简称为MOS管52，如图3或图4所示)。
其中，所述第一电压与所述第二电压的差值大于所述预设电压表明电动机产生较大的回馈电流，所述电池的温度大于所述预设温度(例如，0℃)表明此时对电池充电不会产生析锂的危险。在这种情形下，可通过控制模块60(例如CPU 66)采用PI控制算法控制脉冲宽度调制(PWM)占空比，从而控制MOS管52的通断时间，实现对回馈电流的精确分流的控制，以保证充电电路上的充电电流等于电池的当前允许充电电流(可根据实际要求确定，可为与当前SOC相对应的当前最大当前允许充电电流的预设百分比(例如，80％-100％中的任一值，具体可为98％))。因此，本实施例可根据当前允许充电电流(尽可能接近当前最大当前允许充电电流但又不超过该当前最大当前允许充电电流)对电池进行充电，多余的回馈能量通过电流捕获电路上的回馈电流捕获模块40消耗掉，避免出现过充现象，从而有利于延长电池寿命。
其中，所述回馈电流捕获模块40可为能量消耗模块(未示出)或能量存储模块(未示出)。具体地，所述能量消耗模块(未示出)可为制动电阻42，如图3或4所示，其中，所述制动电阻42既要满足制动距离的需要，又要保证再生电动势小于驱动器的保护电压，其大小可根据现有的算法来确定；所述能量存储模块(未示出)可为超级电容(未示出)或蓄电池(未示出)。在一实施例中，所述回馈电流捕获模块40采用所述制动电阻42，其优势是成本较低，体积较小(便于在空间有限的高空作业车上安装)。在另一实施例中，所述回馈电流捕获模块40采用能量储存模块，其优势是回馈能量被吸收后可以通过供电电路为电池供电，能量的利用率更高，更有利于节能和提高设备的续航能力。
所述回馈电流控制装置还可包括：第三开关模块70，该第三开关模块70位于所述供电电路上且与所述第二开关模块10并联连接，用于单向导通所述供 电电路以仅允许由所述电池30向所述驱动器20供电。也就是说，供电电路上的第三开关模块70主要用于实现充电功能；充电电路上的第二开关模块10主要用于阻断脉冲充电电流。
其中，所述第二开关模块10可为接触器12(如图3所示)、串联连接的第一二极管(未示出)与接触器(未示出)的组合或者第一场效应晶体管14(可简称为MOS管14，如图4所示)。具体地，在所述第二开关模块10为所述第一场效应晶体管14的情况下，所述第一场效应晶体管14具有第一芯片，相应地，所述控制模块60还可包括：第三控制单元(未示出)，用于在所述第三开关模块70故障的情况下，控制所述第一场效应晶体管14的所述第一芯片来单向导通所述充电电路，以仅允许由所述电池30向所述驱动器20供电。
其中，所述第三开关模块70为第二二极管(未示出)或第三场效应晶体管72(如图3或图4所示)，其中所述第三场效应晶体管72具有第二芯片。相应地，所述控制模块60还可包括：第四控制单元(未示出)，用于控制所述第三场效应晶体管72(可简称为MOS管72)的所述第二芯片来单向导通所述供电电路，以仅允许由所述电池30向所述驱动器20供电。在一实施例中，所述第三开关模块70为第二二极管(未示出)，其优势是成本低。在另一实施例中，所述第三开关模块70为第三场效应晶体管72(如图3或图4所示)，其优势是体积较小，有利于电路板布置；并且其内阻较小，当供电电路的电流较大时，压降较小(由此发热少)，故回馈能量耗散少。
以图3所示的回馈电流控制装置为例进行简要说明。在所述驱动器20与所述电池30之间的主电路(即动力回路)上，布置了并联连接的接触器12与MOS管72；以及在用于捕获回馈电流的电流捕获电路上，布置了MOS管52与制动电阻42。
MOS管72配置有专用控制芯片，其具有二极管单向导通特性，阻止回馈电流由驱动器流向电池。接触器12由CPU 66控制通断，正常情况下(正常情况是指SOC大于预设百分比或电池的温度小于或等于预设温度，例如SOC>95％(所述预设百分比还可为其他合理的数值，例如90％等)或电池的温度大于或等于0℃(所述预设温度还可为其他合理的数值，可根据是实际需求进行设置)时)处于断开状态；而当电池的温度大于预设温度(例如0℃)时，也就是说，可向 所述电池30输送回馈电流(电池处于充电状态)时，控制接触器12导通其所在的充电电路，从而回馈电流可从驱动器20通过该充电电路流向电池30；与此同时，为了避免流向所述电池30的电流过大(例如，超过该电池30的当前允许充电电流)，可通过CPU 66采用PI控制算法控制PWM占空比，来调控所述MOS管52的通断时间，从而控制所述驱动器20以当前允许充电电流向所述电池30充电。
以图4所示的回馈电流控制装置为例进行简要说明。在所述驱动器20与所述电池30之间的主电路(即动力回路)上，布置了并联连接的MOS管14与MOS管72。在所述动力回路上的MOS管采用冗余设计，也就是说，两个MOS管并联后串联在动力回路中。在高空作业车处于大电流工况(例如，在一定角度(如45度)的坡度路况上处于爬坡状态。)下，这种冗余设计可降低动力回路上的压降，从而不仅可降低MOS管的温度，延长MOS管的使用寿命，还可避免回馈能量的消耗以使得电池能最大限度吸收制动能量。并且，在用于捕获回馈电流的电流捕获电路上，布置了MOS管52与制动电阻42。
在一实施例中，MOS管72配置有专用控制芯片，其具有二极管单向导通特性，阻止回馈电流由驱动器流向电池。MOS管14由CPU 66控制通断，正常情况下处于断开状态；而当电池的温度大于预设温度(例如0℃)时，也就是说，可向所述电池30输送回馈电流(电池处于充电状态)时，控制MOS管14导通其所在的充电电路，从而回馈电流可从驱动器20通过该充电电路流向电池30；与此同时，为了避免流向所述电池30的电流过大(例如，超过该电池30的当前允许充电电流)，可通过CPU 66采用PI控制算法控制PWM占空比，来调控所述MOS管52的通断时间，从而控制所述驱动器20以当前允许充电电流向所述电池30充电。
在另一实施例中，MOS管72配置有专用控制芯片，即具有二极管单向导通特性，阻止回馈电流由驱动器流向电池；在回馈电流控制装置处于正常工作状态下，MOS管14可发挥与上一实施例中的MOS管14相同的作用，即允许所述驱动器20以当前允许充电电流向所述电池30充电。但在所述MOS管72故障的情况下，由于MOS管14也配置有专用控制芯片，即具有二极管单向导通特性，可通过CPU 66控制芯片来单向导通MOS管14所在的充电电路，一方面可继续 由电池30对驱动器20进行供电，另一方面还可阻止回馈电流由驱动器流向电池。而当电池的温度大于预设温度(例如0℃)时，可执行与上一实施例中类似的操作，于此不再进行赘述。
在上述实施例中，回馈电流控制装置具有制动控制功能，其能有效抑制电池低温时脉冲回馈电流对电池产生的危害。也就是说，当高空作业车减速或者下坡时，若电池30的温度低于预设温度(例如0℃)，则回馈电流被MOS管72阻断，无法流向电池，从而有效地抑制了电池低温时脉冲回馈电流的充电现象，大大降低了电池析锂的概率和电池出现热失控的风险，提升了电池的安全性。
为了在满足最小制动距离的要求下，尽可能降低脉冲回馈电流的最大值，以压平脉冲回馈电流的波形，从而减小对电池的冲击。在本发明实施例中，可对电动机的发电电流进行控制，具体内容详见下文的描述。
所述控制模块60还可包括：确定单元(未示出)，用于根据电动机80的目标转速与实际转速及高空作业车的制动时间，确定所述电动机80的发电电流；以及发送单元(未示出)，用于将所确定的所述发电电流发送给所述驱动器20，以允许该驱动器20以所述发电电流来控制所述电动机80进行发电。
所述确定单元(未示出)用于确定所述发电电流可包括：在所述目标转速、所述实际转速及所述制动时间满足预设条件的情况下，确定所述发电电流为最大发电电流，其中所述预设条件为所述制动时间小于预设制动时间或者所述目标转速与所述实际转速的差值大于预设转速差值；或者在所述目标转速、所述实际转速及所述制动时间不满足所述预设条件的情况下，根据最小发电电流、最大允许制动时间及最大发电电流确定所述发电电流。
其中，所述最小发电电流是指以此电流发电在非极端情况下(例如，在平地以6km/h的速度行驶。)能满足最小制动距离的要求。所述最小发电电流通常可采用最大发电电流的百分比来表示。
其中，所述确定单元(未示出)用于根据最小发电电流、最大允许制动时间及最大发电电流确定所述发电电流可包括：根据所述最小发电电流I min、所述最大允许制动时间T max、所述最大发电电流I max及下式(1)，确定所述发电电流，
Figure PCTCN2021084038-appb-000001
其中，I max、I min、T max的取值需要结合具体的车型和工况调试确定，t为制 动时间(可提前根据实际需求进行设置)。
具体地，可根据下列规则计算发电电流。
当制动时间小于1s(例如预设制动时间)时，发电电流＝100％I max。急停操作时通常要求制动距离短，因此制动功率要求最高，通常急停操作的发电电流设置为100％I max。
当目标转速与实际转速的差值较大(比如差值可为500rpm，预设转速差值可为200rpm(但该预设转速不限于200rpm))时，发电电流＝100％I max。此时阻力较大，有可能在爬坡，能转化成电能的动能减少，由于发电功率不大，故回馈电流峰值不高。
而在其他情况下，发电电流可按照上述公式(1)进行计算。
在计算出发电电流后，控制模块60通过CAN总线发送给驱动器20，该驱动器20以所述发电电流来控制所述电动机80进行发电。由此，本实施例可在不影响制动性能的情况下，控制回馈能量平稳输出，降低冲击回馈电流，从而可有效地减小对电池的冲击。
为了防止在第二开关模块10和所述第三开关模块70均故障的情况下，对于处于正常作业工况下的高空作业车而言，由于所述电池30无法正常对其进行供电，故无法将所述高空作业车移动到紧急故障点，以供相关维修人员进行检修工作。
在本发明实施例中，还可设置与第二开关模块并联连接的旁路开关，通过闭合该旁路开关来维持由电池对驱动器进行供电。具体地，所述回馈电流控制装置还可包括：旁路开关90，该旁路开关90与所述第二开关模块10并联连接，如图4所示。相应地，所述控制模块60还可包括：第五控制单元(未示出)，用于在所述第二开关模块10与所述第三开关模块70均故障的情况下，控制所述旁路开关90闭合以由所述电池30为所述驱动器20供电。
当然，上述实施例中的各个控制单元(例如，第一控制单元、第二控制单元、第三控制单元、第四控制单元及第五控制单元)可为相互独立的控制单元，也可为集成在同一控制单元。
所述回馈电流控制装置还可包括：第一电压传感器(未示出)，用于采集所述主电路上的所述驱动器20一端的所述第一电压；以及第二电压传感器(未示 出)，用于采集所述主电路上的所述电池30一端的所述第二电压。其中，所述第一电压传感器(未示出)与所述第二电压传感器(未示出)可分别为电压表100、电压表110。
具体而言，下面以图4所示的回馈电流控制装置为例对电池的充电控制过程进行解释和说明，如图5所示。
如图5所示，所述对电池的充电控制过程可包括以下步骤S501-508。
步骤S501，对高空作业车进行上电。
步骤S502，CPU获取电池的温度、电池的当前允许充电电流、MOS管72两端的电压U A与U B、电动机的目标转速与实际转速及制动时间。
CPU 66通过CAN控制器120上获取电池30的状态信息，其包括电池30的温度和电池30的实时SOC和该实时SOC下允许的充电电流(简称为当前允许充电电流)。这些状态信息由电池30的BMS(Battery Management System，电池管理系统)140提供。CPU 66从A/D转换器130获取MOS管72前端电压(U A)、MOS管72后端电压(U B)、电动机80的目标转速与实际转速及高空作业车的制动时间(还可称为减速时间)。
步骤S503，CPU执行发电控制。
发电控制：CPU 66可根据电动机80的目标转速与实际转速及高空作业车的制动时间，确定所述电动机80的发电电流(具体确定过程可参见上文的描述内容，于此不再赘述)；然后CPU 66将所确定的发电电流发送给驱动器20，该驱动器20采用所述发电电流来控制所述电动机80进行发电。
控制发电电流的目的是，在满足最小制动距离的要求下，尽可能降低脉冲回馈电流的最大值，以压平脉冲回馈电流的波形，从而减小对电池的冲击，也有利于控制系统进行精准控制。发电电流得到控制的另一个好处是，可以抑制B点电压的峰值，避免驱动器出现过压报警。
步骤S504，CPU判断电压U B与电压U A的差值是否小于预设电压；若是，则执行步骤S505；否则，重新执行步骤S502。
若电压U B与电压U A的差值大于所述预设电压(例如，0.3V)，表明电动机产生较大的回馈电流，则需要进一步执行步骤S505来根据电池的温度来判断是否能够对电池进行充电；否则，表明电动机并未产生较大的回馈电流，返回执 行步骤S502。
步骤S505，CPU判断电池的温度是否小于或等于预设温度，若是，则执行步骤S506；否则，执行步骤S507。
若电压U B与电压U A的差值大于所述预设电压(例如，0.3V)且所述电池的温度小于或等于所述预设温度(例如，0℃)，表明此时对电池充电会产生析锂的危险。此时，通过执行步骤S506来执行制动控制，也就是说，将较大的回馈电流引流到电流捕获电路，以通过制动电阻42来消耗所述回馈电流，即不对电池30进行充电。
若电压U B与电压U A的差值大于所述预设电压(例如，0.3V)且所述电池的温度大于所述预设温度(例如，0℃)，表明此时对电池充电不会产生析锂的危险。此时，通过执行步骤S507来执行充电控制，也就是说，通过限制充电电流来对电池进行充电。
步骤S506，CPU执行制动控制。
当电压U B与电压U A的差值大于所述预设电压(例如，0.3V)且电池的温度小于或等于所述预设温度(例如，0℃)时，开启制动控制。
制动控制：CPU 66控制MOS管14断开充电电路，并控制MOS管52导通电流捕获电路(即制动回路)，此时所有回馈电流通过制动电阻42消耗掉，从而避免给电池充电。制动控制的目的是防止因电池低温时脉冲回馈电流导致电池析锂的风险。
步骤S507，CPU执行充电控制。
当电压U B与电压U A的差值大于所述预设电压(例如，0.3V)且电池的温度大于所述预设温度(例如，0℃)时，开启充电控制。
充电控制：CPU 66控制MOS管14导通充电电路，并控制MOS管52导通电流捕获电路(即制动回路)，同时以电池的当前允许充电电流为目标值，采用PI控制算法控制PWM占空比来控制MOS管7的通断时间，从而调控回馈电流在电流捕获电路上的分流大小，即实现制动电流的精准控制，最终保证充电电流等于电池的当前允许充电电流。充电控制的目的是避免过充。
综上所述，本发明创造性地在供电电路上的驱动器一端的第一电压与电池一端的第二电压大于预设电压且电池的温度小于预设温度(例如0℃)的情况下， 通过第一开关模块来导通由回馈电流捕获模块来捕获所述回馈电流，由此，在低温充电时所述回馈电流捕获模块可捕获所有的回馈电流，从而可有效地避免低温充电时脉冲回馈电流对电池产生的析锂风险，进而可极大地降低电池析锂的概率和电池出现热失控的风险，可提升电池的安全性。
本发明一实施例还提供一种高空作业车，所述高空作业车包括：根据所述的回馈电流控制装置。
有关本发明实施例提供的高空作业车的具体细节及益处可参阅上述针对回馈电流控制装置的描述，于此不再赘述。
以上结合附图详细描述了本发明的优选实施方式，但是，本发明并不限于上述实施方式中的具体细节，在本发明的技术构思范围内，可以对本发明的技术方案进行多种简单变型，这些简单变型均属于本发明的保护范围。
另外需要说明的是，在上述具体实施方式中所描述的各个具体技术特征，在不矛盾的情况下，可以通过任何合适的方式进行组合。为了避免不必要的重复，本发明对各种可能的组合方式不再另行说明。
此外，本发明的各种不同的实施方式之间也可以进行任意组合，只要其不违背本发明的思想，其同样应当视为本发明所公开的内容。

Claims (12)

  1. 一种回馈电流控制装置，其特征在于，驱动器与电池之间的动力电路包括：由所述电池向所述驱动供电的供电电路；以及用于对所述驱动器所输送的回馈电流进行分流的电流捕获电路，
    所述回馈电流控制装置包括：
    回馈电流捕获模块，该回馈电流捕获模块处于所述电流捕获电路上，用于捕获所述回馈电流；
    第一开关模块，该第一开关模块处于所述电流捕获电路上，用于导通或断开所述电流捕获电路；以及
    控制模块，该控制模块包括：
    第一接收单元，用于接收所述供电电路上的所述驱动器一端的第一电压与所述电池一端的第二电压及所述电池的温度；
    第一控制单元，用于根据所述第一电压与所述第二电压的差值及所述电池的温度执行以下操作：
    在所述第一电压与所述第二电压的差值大于预设电压且所述电池的温度小于或等于预设温度的情况下，通过控制所述第一开关模块来导通所述电流捕获电路，以由所述回馈电流捕获模块来捕获所述回馈电流。
  2. 根据权利要求1所述的回馈电流控制装置，其特征在于，所述动力电路还包括：由所述驱动器向所述电池输送回馈电流的充电电路，其中所述充电电路与所述供电电路并联连接，
    相应地，所述回馈电流控制装置还包括：第二开关模块，该第二开关模块位于所述充电电路上，用于导通或断开所述充电电路，
    所述控制模块还包括：
    第二接收单元，用于接收所述电池的当前允许充电电流，
    所述第一控制单元还用于，在所述第一电压与所述第二电压的差值大于所述预设电压且所述电池的温度大于所述预设温度的情况下，执行以下操作：
    通过控制所述第二开关模块来导通所述充电电路；以及
    通过控制所述第一开关模块来导通所述电流捕获电路，并通过调控所述第一开关模块的通断时间，来控制所述驱动器以所述当前允许充电电流且通过所述充电电路向所述电池充电。
  3. 根据权利要求2所述的回馈电流控制装置，其特征在于，所述回馈电流控制装置还包括：
    第三开关模块，该第三开关模块位于所述供电电路上且与所述第二开关模块并联连接，用于单向导通所述供电电路以仅允许由所述电池向所述驱动器供电。
  4. 根据权利要求3所述的回馈电流控制装置，其特征在于，所述第二开关模块为接触器、串联连接的第一二极管与接触器的组合或者第一场效应晶体管。
  5. 根据权利要求4所述的回馈电流控制装置，其特征在于，所述第一场效应晶体管具有第一芯片，
    相应地，所述控制模块还包括：第三控制单元，用于在所述第三开关模块故障的情况下，控制所述第一场效应晶体管的所述第一芯片来单向导通所述充电电路，以仅允许由所述电池向所述驱动器供电。
  6. 根据权利要求3所述的回馈电流控制装置，其特征在于，所述第一开关模块为第二场效应晶体管；以及
    所述第三开关模块为第二二极管或第三场效应晶体管，其中所述第三场效应晶体管具有第二芯片，
    相应地，所述控制模块还包括：第四控制单元，用于控制所述第三场效应晶体管的所述第二芯片来单向导通所述供电电路，以仅允许由所述电池向所述驱动器供电。
  7. 根据权利要求3所述的回馈电流控制装置，其特征在于，所述回馈电流控制装置还包括：
    旁路开关，该旁路开关与所述第二开关模块并联连接，
    相应地，所述控制模块还包括：第五控制单元，用于在所述第二开关模块与所述第三开关模块均故障的情况下，控制所述旁路开关闭合以由所述电池为所述驱动器供电。
  8. 根据权利要求1所述的回馈电流控制装置，其特征在于，所 述控制模块还包括：
    确定单元，用于根据电动机的目标转速、所述电动机的实际转速及高空作业车的制动时间，确定所述电动机的发电电流；以及
    发送单元，用于将所确定的所述发电电流发送给所述驱动器，以允许该驱动器以所述发电电流来控制所述电动机进行发电。
  9. 根据权利要求8所述的回馈电流控制装置，其特征在于，所述确定单元用于确定所述发电电流包括：
    在所述目标转速、所述实际转速及所述制动时间满足预设条件的情况下，确定所述发电电流为最大发电电流，其中所述预设条件为所述制动时间小于预设制动时间或者所述目标转速与所述实际转速的差值大于预设转速差值；或者
    在所述目标转速、所述实际转速及所述制动时间不满足所述预设条件的情况下，根据最小发电电流、最大允许制动时间及最大发电电流确定所述发电电流。
  10. 根据权利要求1所述的回馈电流控制装置，其特征在于，所述回馈电流捕获模块为能量消耗模块或能量存储模块。
  11. 根据权利要求10所述的回馈电流控制装置，其特征在于，所述能量消耗模块为制动电阻。
  12. 一种高空作业车，其特征在于，所述高空作业车包括：根据权利要求1-11中的任一项权利要求所述的回馈电流控制装置。
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