WO2022105098A1 - 用于电机驱动器的控制装置、电机驱动器及高空作业车 - Google Patents

用于电机驱动器的控制装置、电机驱动器及高空作业车 Download PDF

Info

Publication number
WO2022105098A1
WO2022105098A1 PCT/CN2021/086348 CN2021086348W WO2022105098A1 WO 2022105098 A1 WO2022105098 A1 WO 2022105098A1 CN 2021086348 W CN2021086348 W CN 2021086348W WO 2022105098 A1 WO2022105098 A1 WO 2022105098A1
Authority
WO
WIPO (PCT)
Prior art keywords
battery
motor
module
processor
control device
Prior art date
Application number
PCT/CN2021/086348
Other languages
English (en)
French (fr)
Inventor
任会礼
孙卫平
钟懿
朱后
熊路
Original Assignee
湖南中联重科智能高空作业机械有限公司
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 湖南中联重科智能高空作业机械有限公司 filed Critical 湖南中联重科智能高空作业机械有限公司
Publication of WO2022105098A1 publication Critical patent/WO2022105098A1/zh

Links

Images

Classifications

    • 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
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02H—EMERGENCY PROTECTIVE CIRCUIT ARRANGEMENTS
    • H02H9/00—Emergency protective circuit arrangements for limiting excess current or voltage without disconnection
    • H02H9/02—Emergency protective circuit arrangements for limiting excess current or voltage without disconnection responsive to excess current
    • H02H9/025—Current limitation using field effect transistors
    • 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
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/70—Energy storage systems for electromobility, e.g. batteries

Definitions

  • the invention relates to the technical field of construction machinery, in particular to a control device for a motor driver, a motor driver and an aerial work vehicle.
  • regenerative braking technology has the following two characteristics: 1.
  • the travel motor driver is both an inverter and a rectifier. When the aerial work vehicle decelerates or descends a slope, the driver converts the kinetic energy into electrical energy, and then feeds the converted electrical energy back to the power Battery; 2.
  • the deceleration and braking time of aerial work vehicles is usually short, while the maximum speed is usually around 6 km/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.
  • the feedback current generated during the operation of the device is mainly absorbed by the lithium battery, or the feedback current is reduced by limiting the generated power of the motor.
  • the battery state is not judged, and there is no restriction on low temperature, normal temperature, or high temperature.
  • the power generation decreases, the effect of walking braking becomes worse, the braking distance becomes longer, and the risk of equipment is increased.
  • the purpose of the present invention is to provide a control device for a motor driver, a motor driver and an aerial work vehicle, which can effectively reduce the risk brought by pulse charging at low temperature.
  • one aspect of the present invention provides a control device for a motor driver, the motor driver includes a battery side for connecting with a battery and a motor side for connecting with a motor, including:
  • the current absorption module is used to absorb the feedback current generated by the motor
  • the first switch module is connected in series with the power supply circuit between the battery side and the motor side;
  • the processor configured as:
  • the first switch module is controlled to turn off the conduction from the motor side to the battery side, and the second switch module is controlled to switch to a conduction state, so that the current absorption module absorbs the feedback current.
  • the charging prohibited state includes one of the following: the temperature of the battery is lower than a predetermined temperature threshold; and the battery power is higher than a predetermined battery power threshold.
  • the processor being configured to determine that the battery is in a charge-prohibited state includes: the processor is configured to: acquire state information of the battery, and determine that the battery is in a charge-prohibited state according to the state information; or obtain an indication that the battery is in a charge-prohibited state signal of.
  • the processor being configured to determine that the motor generates a feedback current includes: the processor is configured to: in the case of determining that the motor is in a power generation state, determine that the motor generates a feedback current.
  • the above-mentioned control device further includes: a voltage detection module for respectively detecting the first voltage on the motor side and the second voltage on the battery side; the processor being configured to determine that the motor generates a feedback current includes: the processor being It is configured to: determine that the motor generates a feedback current when the first voltage is greater than the second voltage.
  • the first switch module includes at least one of the following: a field effect transistor; an insulated gate bipolar transistor; a switch and a diode connected in parallel, wherein the anode of the diode is electrically connected to the battery side, and the cathode of the diode is electrically connected Electrically connected to the motor side.
  • the above control device further includes: a bypass switch connected in parallel with the first switch module; and the processor is further configured to control the bypass switch to be turned on when a failure of the first switch module is detected.
  • the current sink module includes an energy consumption element and/or an energy storage element.
  • the energy consumption element is a braking resistor.
  • the above control device further includes: a temperature sensor for detecting the temperature of the energy consuming element; the processor is further configured to receive the temperature detected by the temperature sensor, and when the temperature is higher than a preset temperature threshold, Signal a fault to limit motor operation.
  • a second aspect of the present invention provides a motor driver, which is applied to an aerial work vehicle, comprising: a motor control module for controlling the operation of the motor; a communication module for communicating with a battery management system of a battery; The control device; wherein, the processor is further configured to obtain state information of the battery or a signal indicating that the battery is in a state of prohibiting charging from the battery management system through the communication module.
  • the communication module communicates with the battery management system through the CAN bus.
  • the motor driver further includes: a casing, which is provided with a plug-in port, and the current absorption module is inserted into the plug-in port from the outside of the casing.
  • a third aspect of the present invention provides an aerial work vehicle comprising a motor drive according to the above.
  • a first switch module and a second switch module are added to the front end of the motor control module of the motor driver, and a current absorption module is added.
  • the first switch module is controlled.
  • the conduction from the motor side to the battery side is turned off, and the second switch module is controlled to switch to the conduction state, so that the current absorption module absorbs the feedback current and blocks the phenomenon that the battery is charged by the feedback current when the battery is in the forbidden charging state.
  • the normal braking function of the motor can be maintained, which effectively reduces the risk of pulse charging at low temperature.
  • FIG. 1 schematically shows a schematic structural diagram of an example of a control device for a motor driver according to an embodiment of the present invention
  • FIG. 2 schematically shows a schematic structural diagram of an example of a control device for a motor driver according to another embodiment of the present invention
  • FIG. 3 schematically shows a schematic structural diagram of an example of a motor driver according to an embodiment of the present invention
  • FIG. 4 is a flowchart of a control method for a motor driver according to an embodiment of the present invention.
  • FIG. 5 schematically shows a schematic structural diagram of an example of a motor driver according to another embodiment of the present invention.
  • the second switch module 30 The current sink module
  • 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 or dissipating it in an electrical energy dissipation device.
  • 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 general inventive concept of the embodiments 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, so as to not affect the use of the equipment (for example, not to limit the power generated by the motor and thus not to affect the braking performance) ) to address the risk of higher pulse charging on aerial work vehicles.
  • FIG. 1 schematically shows a schematic structural diagram of an example of a control device for a motor driver according to an embodiment of the present invention.
  • the motor driver 100 may be applied to an aerial work vehicle, and the motor driver 100 may include a battery side for connecting with the battery 110 and a motor side for connecting with the motor 120 .
  • the control device may include: a current absorption module 30 for absorbing the feedback current generated by the motor 120; a first switch module 10, connected in series with a power supply circuit between the battery side and the motor side; a second switch module 20; and a processor 40, is configured to: determine that the battery 110 is in a state of prohibiting charging; determine that the motor 120 generates a feedback current; and control the first switch module 10 to turn off the conduction from the motor side to the battery side, and control the second switch module 20 to switch to the conduction state , so that the current absorbing module 30 absorbs the feedback current.
  • one end of the power supply circuit may be connected to the positive pole of the battery 110 , and the other end may be connected to the motor 120 through the motor control module 80 of the motor driver 100 .
  • the first switch module 10 can be connected in series in the power supply circuit.
  • the power supply circuit may be the positive mains power bus inside the motor driver 100 .
  • the second switch module 20 may be connected in parallel between the positive pole and the negative pole of the internal power supply of the motor driver 100 , and be connected in series with the current sink module 30 . Normally, the first switch module 10 is in an on state, and the second switch module 20 is in an off state.
  • the regenerative current can flow to the battery 110 to charge the battery 110 .
  • the intervention of the current sink module 30 is not required.
  • the current absorption module 30 When there is a risk that the battery 110 is charged by the feedback current, the current absorption module 30 is required to absorb the feedback current, the second switch module 20 can be turned on to conduct, and at least the conduction of the first switch module 10 from the motor side to the battery side can be turned off. This feedback current flows to the current sink module 30 .
  • the processor 40 determines that the battery 110 is in the state of prohibition of charging, if it is determined that the motor 120 generates a feedback current, the first switch module 10 is controlled to at least turn off the conduction from the motor side to the battery side, thereby blocking the The feedback current is cut off to flow to the battery 110 , and the second switch module 20 is controlled to switch from the OFF state to the ON state, and the feedback current flows to the current sink module 30 through the second switch module 20 , so that the current sink module 30 absorbs the feedback generated by the motor 120 . current.
  • the processor 40 when the processor 40 determines that the battery 110 is in a state of prohibition of charging, if it is determined that the motor 120 generates a feedback current, the processor 40 can control the first switch module 10 to disconnect the power supply circuit, that is, to cut off the connection between the battery 110 and the motor 120 . electrical circuit between.
  • the processor 40 may only turn off the conduction of the first switch module 10 from the motor side to the battery side, and still retain the conduction from the battery side to the motor side (ie, unidirectional conduction).
  • the charge prohibited state may include that the temperature of the battery 110 is lower than a predetermined temperature threshold.
  • a temperature threshold may be set, and when the temperature of the battery 110 is lower than the temperature threshold, the battery 110 may be damaged by the feedback current charging the battery 110 .
  • the setting of the temperature threshold can be set according to the actual application, such as 0°C, 2°C, 5°C and so on.
  • the prohibited charging state may include that the battery power (or remaining power, SOC value) of the battery 110 is higher than a predetermined battery power threshold.
  • the predetermined battery power threshold can be set according to the actual application, for example, the SOC value is 95%, 98%, and so on.
  • the configuration of the processor 40 to determine that the battery 110 is in a charge-prohibited state includes: the processor 40 is configured to: acquire state information of the battery 110, and determine that the battery 110 is in a charge-prohibited state according to the state information; or obtain an instruction A signal that the battery 110 is in a charge-disabled state.
  • the processor 40 may communicate with a battery management system (BMS) of the battery 110 (for example, through a CAN bus), and obtain status information of the battery 110 from the BMS, where the status information may include the temperature of the battery 110, the battery level, and the like .
  • BMS battery management system
  • the processor 40 determines whether the battery 110 is in a charge-disabled state (ie, compared to a predetermined temperature threshold or a predetermined battery level threshold) based on the acquired status information. If it is determined that the battery is in a charge-prohibited state, the above-described operations can be performed.
  • the BMS itself may determine the state of the battery 110 (eg, a charge-enabled state or a charge-disabled state) according to the collected state information of the battery 110 , and the processor 40 may directly obtain an indication from the BMS that the battery 110 is in a charge-disabled state. status signal.
  • the state of the battery 110 eg, a charge-enabled state or a charge-disabled state
  • the processor 40 may directly obtain an indication from the BMS that the battery 110 is in a charge-disabled state. status signal.
  • the processor 40 can obtain and judge the status information of the battery 110, or obtain a signal indicating that the battery 110 is in a charge-prohibited state, thereby reducing the workload of the processor 40 and increasing the accuracy of determining that the battery 110 is in a charge-prohibiting state.
  • the processor 40 being configured to determine that the motor 120 generates a feedback current includes: the processor 40 being configured to: in the case of determining that the motor 120 is in a power generation state, determining that the motor 120 generates a feedback current.
  • the traveling motor can be controlled to operate as a generator when the electric vehicle is braked, so as to convert the kinetic energy or gravitational potential energy of the vehicle into electrical energy, that is, when the aerial work vehicle is under active braking
  • the motor 120 is in the state of power generation, when the state is in the downhill state or the traction state.
  • the processor 40 may obtain a signal that the motor 120 is in a power generation state through the motor control module 80 of the motor driver 100, so as to determine that the motor 120 generates a feedback current.
  • FIG. 2 schematically shows a schematic structural diagram of an example of a control device for a motor driver according to another embodiment of the present invention.
  • the control device for the motor driver 200 further includes: a voltage detection module 50 for detecting the first voltage on the motor side and the second voltage on the battery side respectively; the processor 40 is Configuring to determine that the motor 120 generates a regenerative current includes the processor 40 being configured to determine that the motor 120 generates a regenerative current if the first voltage is greater than the second voltage.
  • the voltage detection module 50 detects the first voltage (the voltage at point B) on the motor side (the right end of the first switch module 10 in the figure) and the second voltage on the battery side (the left end of the first switch module 10 in the figure) After (the voltage at point A), the voltage signal is sent to the A/D converter 140, so that the A/D converter 140 converts the analog signal (voltage signal) into a digital signal that the processor 40 can recognize. After the digital signal about the first voltage and the second voltage sent by the A/D converter 140, compare the magnitudes of the first voltage and the second voltage, and determine that the first voltage (the voltage at point B) is greater than the second voltage (the voltage at point A) voltage), it is determined that the motor 120 generates a feedback current.
  • processor 40 may include, but are not limited to, general purpose processors, special purpose processors, conventional processors, programmable logic controllers (PLCs), digital signal processors (DSPs), multiple microprocessors, associated with DSP cores one or more microprocessors, controllers, microcontrollers, application specific integrated circuits (ASICs), field programmable gate array (FPGA) circuits, any other type of integrated circuits (ICs), state machines, and the like.
  • PLCs programmable logic controllers
  • DSPs digital signal processors
  • ASICs application specific integrated circuits
  • FPGA field programmable gate array
  • the first switch module 10 may be a controllable switch assembly, examples of which may include at least one of the following: field effect transistors; insulated gate bipolar transistors; parallel connected switches (eg, relays, triodes) ) and a diode, wherein the anode of the diode is electrically connected to the battery side, and the cathode of the diode is electrically connected to the motor side.
  • the first switch module 10 may adopt a single or multiple redundant design, and when multiple is adopted, it may be combined in parallel or in series in the power circuit.
  • the first switch module 10 is a field effect transistor (MOS transistor), and the MOS transistor is connected in series to the positive main power bus inside the motor driver 200 .
  • the first switch module 10 may also include a dedicated control chip for a MOS transistor.
  • the MOS transistor has a unidirectional conduction characteristic of a diode, which prevents the feedback current from flowing from the motor driver 200 to the battery.
  • the first switch module 10 can be controlled by the processor 40 to be turned on and off. Under normal circumstances, the MOS transistor is in an on state.
  • the MOS transistor When the current absorption module 30 is required to absorb the feedback current, the MOS transistor is controlled to conduct unidirectional conduction, that is, the B terminal (motor side) It is not conductive to the A terminal (battery side), and the A terminal (battery side) to the B terminal (motor side) is conductive.
  • the first switch module 10 is an insulated gate bipolar transistor (IGBT), and the processor 40 controls the on-off of the insulated gate bipolar transistor.
  • IGBT insulated gate bipolar transistor
  • the first switch module 10 is a switch (such as a bypass switch) and a diode connected in parallel, the diode has unidirectional conductivity, the battery side is connected to the diode anode, and the motor side is connected to the diode cathode. Normally, the switch conducts, shorting the diode.
  • the processor 40 controls the switch to be turned off, and current can flow from the battery 110 to the motor 120 through the diode, but cannot flow from the motor 120 to the battery 110 .
  • the second switch module 20 may be a controllable switch component, examples of which may include at least one of the following: field effect transistors, insulated gate bipolar transistors, relays, triodes.
  • the above-mentioned control device for the motor driver 200 further includes: a bypass switch 60 connected in parallel with the first switch module 10; the processor 40 is further configured to detect the first switch module 10 When a switch module 10 fails, the bypass switch 60 is controlled to be turned on.
  • a bypass switch 60 is connected in parallel with the first switch module 10 (MOS transistor), and when the processor 40 (CPU) detects that the first switch module 10 (MOS transistor) fails, the bypass switch 60 can be enabled to The first switch module 10 (MOS tube) is short-circuited to ensure the normal operation of the emergency action of the equipment.
  • the processor 40 can detect the state of the bypass switch 60, and can send the state of the bypass switch 60 to the whole machine controller 130 or other display devices through the communication module.
  • the current sinking module 30 includes energy dissipating elements and/or energy storage elements.
  • the current absorbing module 30 is an energy consuming element, such as a braking resistor or a power resistor, for absorbing excess feedback current and converting electrical energy into thermal energy.
  • the resistance can meet the braking distance of the driving motor 120, absorb the braking current generated by the driving motor 120 in a short time, and also meet the heat dissipation requirements of the whole machine.
  • the parameter matching of the energy dissipating element can be calculated by the energy conversion formula.
  • the current sink module 30 is an energy storage element, such as an ultracapacitor or a battery.
  • an energy storage device such as an ultracapacitor or a battery.
  • the above-mentioned control device for the motor driver 200 further includes: a temperature sensor 70 for detecting the temperature of the energy consuming element; the processor 40 is further configured In order to receive the temperature detected by the temperature sensor 70, when the temperature is higher than the preset temperature threshold, a fault signal is sent to limit the operation of the motor 120.
  • the temperature sensor 70 may be mounted on an energy consuming element (eg, a braking resistor) to detect the temperature of the braking resistor.
  • an energy consuming element eg, a braking resistor
  • the motor driver is provided with a port for receiving the temperature signal detected by the temperature sensor 70, and the processor 40 monitors in real time whether the energy consumption element (such as the braking resistor) is overheated during the process of absorbing the feedback current.
  • the temperature signal detected by the temperature sensor 70 on the (eg braking resistor), when the temperature is higher than the preset temperature threshold (eg 120°C), the fault signal that the temperature of the braking resistor is too high can be sent to the whole system through the bus.
  • the motor controller 130 restricts the operation of the motor 120 to improve the safety of equipment operation.
  • FIG. 3 schematically shows a schematic structural diagram of an example of a motor driver according to an embodiment of the present invention.
  • the same elements as in Fig. 1 or Fig. 2 are given the same reference numerals.
  • the motor driver 300 shown in FIG. 3 can be applied to an aerial work vehicle.
  • the motor driver 300 includes a battery side for connecting with the battery 110 and a motor side for connecting with the motor 120 , specifically, the motor
  • the driver 300 may include: a motor control module 80 for controlling the operation of the motor 120; a communication module 90 for communicating with the battery management system 150 of the battery 110; a first switch module 10, connected in series between the battery side and the motor side The power supply circuit; the second switch module 20 ; the current absorption module 30 for absorbing the feedback current generated by the motor 120 ; the processor 40 ; the voltage detection module 50 for respectively detecting the first voltage on the motor side and the second voltage on the battery side a bypass switch 60 connected in parallel with the first switch module 10; a temperature sensor 70 for detecting the temperature of an energy dissipating element (eg a braking resistor or a power resistor);
  • the management system 150 acquires status information of the battery 110 or a signal indicating that it is in a charge-prohibited state.
  • the motor driver 300 in the above-mentioned embodiment also includes a complete machine controller 130, which is equipped with a CAN communication module, which can transmit the operation signal of the whole machine to the motor driver 300.
  • the common operation control signal comes from the handle, which mainly includes the forward, backward, Steering, braking, etc., where the braking signal is mainly by releasing the handle or pushing the handle in the opposite direction.
  • the control of the motor 120 by the motor control module 80 specifically includes controlling parameters such as motor speed, direction, and motor braking current.
  • the motor control module 80 and the processor 40 may be integrated into one, that is, the motor control module 80 and the processor 40 are integrated into one component to reduce hardware costs, or they may exist independently on the motor driver 300 .
  • the communication module 90 communicates with the battery management system 150 via the CAN bus.
  • the above-mentioned motor driver 300 further includes: a housing provided with plug ports (eg, ports R+, R- as shown in the figure), and the current sink module 30 is inserted into the plug ports from the outside of the housing.
  • the plug-in port is provided, and the current absorption module 30 can be designed to be detachable, which facilitates the replacement of the current absorption module 30 .
  • the current sink module 30 is an energy storage element (eg, a supercapacitor or battery), if the energy storage element is full, it can be easily removed from the housing and replaced with another energy storage element.
  • the current absorbing module 30 is an energy consuming element (such as a braking resistor)
  • disposing the braking resistor outside is more conducive to heat dissipation when the feedback current is consumed.
  • being arranged on the outside also facilitates the design and arrangement of heat dissipation elements (eg, heat sinks).
  • FIG. 4 is a flowchart of a control method for a motor driver according to an embodiment of the present invention.
  • step S402 the aerial work vehicle is powered on.
  • the aerial work vehicle may include a motor driver 300, a battery 110 (such as a lithium battery), a motor 120, a complete machine controller 130 and other equipment, wherein the complete machine controller 130 can communicate with the battery 110 and the motor driver through the CAN bus, and the whole machine
  • the machine controller 130 transmits the operation signal of the whole machine to the motor driver.
  • the common operation signal of the whole machine mainly comes from the handle, which mainly includes the forward, backward, steering, braking, etc. of the equipment. Push in the opposite direction.
  • the motor driver 300 starts self-checking, and the self-checking process mainly includes:
  • the motor driver 300 sends the fault to the whole machine controller 130 through the bus, and restricts the movement of the motor 120 .
  • the motor driver 300 reads the data related to the battery status information sent by the BMS through the bus, and realizes the control and consumption of the feedback current generated during the braking process of the motor 120 .
  • step S404 the processor determines that the battery is in a charge-prohibited state.
  • the processor 40 may determine that the motor 120 is in the state of prohibition of charging by acquiring state information of the battery (eg, lithium battery), and determine that the state of the battery is in the state of prohibition of charging according to the state information, wherein the state information of the battery may include the temperature of the battery, the power of the battery (ie state of charge, SOC) and information such as allowable charging current.
  • state information of the battery eg, lithium battery
  • SOC state of charge
  • the predetermined temperature threshold is a preset lower temperature value.
  • the battery level When the acquired state information of the battery 110 is the battery level, if the battery level is higher than a predetermined battery level threshold (eg, 95%), for example, when the battery level is greater than 95%, it is determined that the battery 110 is in a charge-prohibited state.
  • a predetermined battery level threshold eg, 95%), for example, when the battery level is greater than 95%, it is determined that the battery 110 is in a charge-prohibited state.
  • the predetermined battery power threshold is a preset higher battery power.
  • the acquired state information of the battery 110 is the temperature and the battery level of the battery 110
  • a predetermined temperature threshold eg, 0 degrees Celsius
  • the battery level is higher than a predetermined battery level threshold (eg, 95%)
  • a predetermined battery level threshold eg, 95%
  • step S406 the processor determines that the motor generates a feedback current.
  • the way in which the processor 40 determines that the motor 120 generates the feedback current can be determined by the motor control module 80 that the motor 120 is in a power generation state. When the 120 is in the power generation state, the processor 40 determines that the motor 120 generates a feedback current.
  • the way in which the processor 40 determines that the motor 120 generates the feedback current may also detect the first voltage on the motor side and the second voltage on the battery side through the voltage detection module 50 (eg, a voltage sensor), respectively. When determining that the first voltage is greater than the second voltage In the case of , the processor 40 determines that the motor 120 generates a feedback current at this time.
  • the voltage detection module 50 eg, a voltage sensor
  • step S408 the processor controls the first switch module to turn off the conduction from the motor side to the battery side, and controls the second switch module to switch to the conduction state, so that the current sink module absorbs the feedback current.
  • the first switch module 10 is the MOS tube 1
  • the first switch module 10 is the MOS tube 2
  • the current sink module 30 is a power resistor as an example for illustration.
  • °C or the SOC is higher than 95%
  • the CPU obtains the voltage across the MOS tube 1, and when the first voltage on the motor side is greater than the second voltage on the battery side, it is determined that the motor 120 generates a feedback current.
  • the processor 40 controls MOS tube 1 starts the reverse blocking function, prohibits the reverse current from flowing to the battery through MOS tube 1, and turns on the conduction function of MOS tube 2 at the same time, and the feedback current generated by braking can be consumed through the power resistor. If the battery temperature is higher than 0 °C and the SOC is lower than 95%. Under this condition, the CPU no longer obtains the voltage across the MOS tube 1, and controls the MOS tube 1 to be turned on in both directions.
  • the tube 1 flows to the battery 110, and the battery 110 absorbs the braking current to achieve the effect of energy recovery.
  • the regenerative braking feedback current of the traveling motor 120 of the aerial work vehicle is generated.
  • the first is active braking during normal operation.
  • the second is in the downhill condition, due to the inertial effect of the gravitational potential energy of the whole machine, the rotor speed of the walking motor 120 exceeds the rotation speed of the synchronous magnetic field of the motor 120, and the rotation direction of the electromagnetic torque generated by the rotor winding is opposite to the rotor rotation direction.
  • the motor 120 is in a braking state and a power generating state at this time.
  • the driver can control and detect it. It effectively avoids the risk of lithium battery precipitation caused by the feedback current entering the lithium battery for charging at low temperature.
  • the above control process of absorbing feedback current can also be verified by the built-in voltage sensor.
  • the verification principle is as follows:
  • the voltage sensor is used to collect the voltage between the front end (point A) and the back end (point B) of MOS tube 1.
  • the voltage at point B is always less than or equal to the voltage at point A. If it is greater than that, it means there is feedback
  • the driver can send the fault to the controller of the whole machine through the bus to remind the feedback current absorption device to fail.
  • a motor driver 500 is provided. On the basis of the motor driver 300 shown in FIG. 3 , the bypass switch 60 is deleted, the whole machine controller 130 is cancelled, and the whole machine controller 130 is added.
  • the motor driver 500 can directly receive the input signal of the whole machine detection element 160, and can output the signal for controlling the whole machine execution element 170.
  • the input signal includes the original access to the whole machine controller 130.
  • Input signals such as switches, sensors, operating handles, etc., the output signals include output signals for controlling hydraulic valves, horns, lights, relay coils, etc.
  • the input signals and output signals are directly connected to the corresponding ports on the motor driver 500, and the driver performs The whole machine action control and the motor 120 control.
  • a display screen is added for fault display and parameter setting.
  • the display screen has a bus communication function, and can perform signal interaction with the motor driver 500 and the BMS (battery management system 150 ).
  • a control device for the motor driver is designed to maintain the normal braking performance of the traveling motor under low temperature conditions, and at the same time absorb the consumption.
  • the feedback current generated by the regenerative braking prevents the regenerative braking current from entering the lithium battery, causing the problem of lithium precipitation in the battery 110 . It can also avoid the problem of overcharging the lithium battery when the device is working under special conditions when the lithium battery is fully charged.
  • This scheme is mainly based on the existing driver functions, by upgrading and improving the driver, so that the driver can control the opening and closing of the feedback current circuit according to certain conditions while normally controlling the motor action. Under the condition of charging the lithium battery, the current generated by the regenerative braking is blocked to prevent it from entering the lithium battery, and the current is consumed by the braking power resistor.
  • An embodiment of the present invention also provides an aerial work vehicle, including the motor driver according to the above embodiment.
  • the solution provided by the present invention is improved and upgraded on the basis of the existing driver technology, and the feedback current absorption module is added.
  • the low temperature of the lithium battery aerial work vehicle driven by the motor is well solved.
  • Pulse charging problem Since the regenerative braking process of the motor itself is controlled by the driver, the feedback current absorbed by the driver can be controlled accurately.
  • the driver starts the resistance absorption control only when the conditions are met by receiving the battery information data sent by the BMS.
  • the regenerative braking regenerative current is still charged into the lithium battery. It can not only meet the normal motor braking function, but also avoid the low-temperature pulse charging of the lithium battery.
  • the current is recovered through the lithium battery, which reduces the power consumption, which is conducive to energy saving and improving the battery life of the device.
  • the solution can effectively avoid the risk of overcharging caused by charging the lithium battery with the feedback current generated when the lithium battery is fully charged.

Landscapes

  • Engineering & Computer Science (AREA)
  • Power Engineering (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)
  • Charge And Discharge Circuits For Batteries Or The Like (AREA)

Abstract

本发明涉及工程机械技术领域，公开了一种用于电机驱动器的控制装置、电机驱动器及高空作业车，其中电机驱动器包括用于与电池连接的电池侧和用于与电机连接的电机侧，上述控制装置包括：电流吸收模块，用于吸收电机产生的回馈电流；第一开关模块，串接于电池侧和电机侧之间的供电电路；第二开关模块；以及处理器，被配置成：确定电池处于禁止充电状态；确定电机产生回馈电流；以及控制第一开关模块关断从电机侧向电池侧的导通，并控制第二开关模块切换到导通状态，以使得电流吸收模块吸收回馈电流。本发明可有效降低低温时脉冲充电带来的风险。

Description

用于电机驱动器的控制装置、电机驱动器及高空作业车
相关申请的交叉引用
本申请要求2020年11月23日提交的中国专利申请202011323352.2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，具体地涉及一种用于电机驱动器的控制装置、电机驱动器及高空作业车。
背景技术
由于电驱动高空作业车(例如，自行走式)通常没有机械摩擦制动器，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，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，驱动器将动能转化成电能，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，而最大速度通常在6千米/小时左右，制动产生的瞬时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，当动力电池的温度较低，例如低于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电量降低，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。
现有技术针对设备工作中产生的回馈电流主要是通过锂电池吸收，或者通过限制电机的发电功率来减小回馈电流。通过锂电池吸收时，未对电池状态进行判断，无论低温、常温、高温均不做限制。通过限制电机发电功率，虽然能够减小回馈电流，但不能完全消除回馈电流。此外，发电功率减小，行走制动的效果变差，制动距离变长，增加设备风险。
发明内容
本发明的目的是提供一种用于电机驱动器的控制装置、电机驱动器以及高空作业车，可以有效降低低温时脉冲充电带来的风险。
为了实现上述目的，本发明一方面提供一种用于电机驱动器的控制装置，电机驱动器包括用于与电池连接的电池侧和用于与电机连接的电机侧，包括：
电流吸收模块，用于吸收电机产生的回馈电流；
第一开关模块，串接于电池侧和电机侧之间的供电电路；
第二开关模块；以及
处理器，被配置成：
确定电池处于禁止充电状态；
确定电机产生回馈电流；以及
控制第一开关模块关断从电机侧向电池侧的导通，并控制第二开关模块切换到导通状态，以使得电流吸收模块吸收回馈电流。
在本发明实施例中，禁止充电状态包括以下中的一者：电池的温度低于预定温度阈值；电池电量高于预定电池电量阈值。
在本发明实施例中，处理器被配置成确定电池处于禁止充电状态包括：处理器被配置成：获取电池的状态信息，根据状态信息确定电池处于禁止充电状态；或者获取指示电池处于禁止充电状态的信号。
在本发明实施例中，处理器被配置成确定电机产生回馈电流包括：处理器被配置成：在确定电机处于发电状态的情况下，确定电机产生回馈电流。
在本发明实施例中，上述控制装置还包括：电压检测模块，用于分别检测电机侧的第一电压和电池侧的第二电压；处理器被配置成确定电机产生回馈电流包括：处理器被配置成：在第一电压大于第二电压的情况下，确定电机产生回馈电流。
在本发明实施例中，第一开关模块包括以下中的至少一者：场效应晶体管；绝缘栅双极型晶体管；并联连接的开关和二极管，其中二极管的正极与电池侧电连接，二极管的负极与电机侧电连接。
在本发明实施例中，上述控制装置还包括：旁路开关，与第一开关模块并联连接；处理器还被配置成在检测到第一开关模块发生故障的情况下控制旁路开关导通。
在本发明实施例中，电流吸收模块包括能量消耗元件和/或能量存储元件。
在本发明实施例中，能量消耗元件为制动电阻。
在本发明实施例中，上述控制装置还包括：温度传感器，用于检测能量消耗元件的温度；处理器还被配置成接收温度传感器检测的温度，在温度高于预设温度阈值的情况下，发出故障信号以限制电机工作。
本发明第二方面提供一种电机驱动器，应用于高空作业车，包括：电机控制模块，用于控制电机工作；通信模块，用于与电池的电池管理系统通信；根据上述的用于电机驱动器的控制装置；其中，处理器还被配置成通过通信模块从电池管理系统获取电池的状态信息或指示电池处于禁止充电状态的信号。
在本发明实施例中，通信模块通过CAN总线与电池管理系统通信。
在本发明实施例中，电机驱动器还包括：外壳，设置有插接口，电流吸收模块从外壳的外部插入到插接口。
本发明第三方面提供一种高空作业车，包括根据上述的电机驱动器。
通过上述方案，在电机驱动器的电机控制模块前端增加第一开关模块和第二开关模块，并增加电流吸收模块，在确定电池处于禁止充电状态且电机产生回馈电流的情况下，控制第一开关模块关断从电机侧向电池侧的导通，并控制第二开关模块切换到导通状态，以使得电流吸收模块吸收回馈电流，阻断了电池处于禁止充电状态下回馈电流对电池充电的现象，通过电流吸收模块吸收回馈电流的同时，可以保持电机正常制动功能，有效降低了低温时脉冲充电带来的风险。
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示意性示出了根据本发明一实施例的用于电机驱动器的控制装置的示例的结构示意图；
图2示意性示出了根据本发明另一实施例的用于电机驱动器的控制装置的示例的结构示意图；
图3示意性示出了根据本发明一实施例的电机驱动器的示例的结构示意图；
图4是根据本发明一实施例的用于电机驱动器的控制方法的流程图；以及
图5示意性示出了根据本发明另一实施例的电机驱动器的示例的结构示意图。
附图标记说明
100、200、300     电机驱动器                110               电池
130               整机控制器                140               A/D转换器
120               电机                      10                第一开关模块
20                第二开关模块              30                电流吸收模块
40                处理器                    50                电压检测模块
60                旁路开关                  70                温度传感器
80                电机控制模块              90                通信模块
150               电池管理系统              160               整机检测元件
170               整机执行元件
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或消耗在电能耗散装置中。
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 发明实施例的总体发明构思采用抑制脉冲回馈电流对电池充电结合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(例如不限制电机发电功率由此不影响制动性能)，解决较高脉冲充电对高空作业车带来的风险。
图1示意性示出了根据本发明一实施例的用于电机驱动器的控制装置的示例的结构示意图。如图1所示，电机驱动器100可以应用于高空作业车，电机驱动器100可以包括用于与电池110连接的电池侧和用于与电机120连接的电机侧。控制装置可以包括：电流吸收模块30，用于吸收电机120产生的回馈电流；第一开关模块10，串接于电池侧和电机侧之间的供电电路；第二开关模块20；处理器40，被配置成：确定电池110处于禁止充电状态；确定电机120产生回馈电流；以及控制第一开关模块10关断从电机侧向电池侧的导通，并控制第二开关模块20切换到导通状态，以使得电流吸收模块30吸收回馈电流。
具体地，供电电路的一端可以与电池110的正极相连接，另一端可以通过电机驱动器100的电机控制模块80与电机120相连接。第一开关模块10可以串联在该供电电路中。在一示例中，该供电电路可以是电机驱动器100内部正极总电源母线。第二开关模块20可以并联在电机驱动器100内部电源正极与负极之间，并与电流吸收模块30串联连接。通常情况下第一开关模块10处于导通状态，第二开关模块20处于断开状态。也就是说，在电池110处于回馈电流充电无风险的情况下，如果电机120产生回馈电流，则回馈电流可以流向电池110以对电池110进行充电。这时，不需要电流吸收模块30的介入。
当回馈电流对电池110充电存在风险时，需要电流吸收模块30吸收回馈电流，可以打开第二开关模块20以导通，至少关断第一开关模块10从电机侧向电池侧的导通，由此回馈电流流向电流吸收模块30。
在本发明实施例中，当处理器40确定电池110处于禁止充电状态时，如果确定电机120产生回馈电流，则控制第一开关模块10至少关断从电机侧向电池侧的导通，从而阻断回馈电流流向电池110，并控制第二开关模块20从断开状态切换到导通状态，回馈电流通过第二开关模块20流向电流吸收模块30，以使得电流吸收模块30吸收电机120产生的回馈电流。
在本发明实施例中，当处理器40确定电池110处于禁止充电状态时，如果确定电机120产生回馈电流，可以控制第一开关模块10断开供电电路，也就是 说切断电池110与电机120之间的电回路。可替换地，处理器40可以只关断第一开关模块10从电机侧向电池侧的导通，仍然保留从电池侧向电机侧的导通(即单向导通)。
如本申请背景技术部分中所述，当电池110的温度过低时，脉冲回馈电流对电池充电会导致电池的负极片大面积析锂，对电池110造成损害，带来安全隐患。在本发明实施例中，禁止充电状态可以包括电池110的温度低于预定温度阈值。具体地，可以设置一温度阈值，在电池110的温度低于该温度阈值时，回馈电流对电池110充电会对电池110造成损害。温度阈值的设置可以根据实际应用情况来设定，例如0℃、2℃、5℃等。当电池110的温度低于预定温度阈值时，可以确定此时电池110处于禁止充电状态。
另外，当电池110的电量(例如荷电状态SOC值)处于很高水平时(例如，SOC为95％)，如果电机120产生的回馈电流对电池110充电，则会存在电池过充电的风险。鉴于此，在本发明可替换或附加实施例中，禁止充电状态可以包括电池110的电池电量(或者称剩余电量，SOC值)高于预定电池电量阈值。预定电池电量阈值可以根据实际应用情况来设定，例如SOC值为95％、98％等。
在本发明实施例中，处理器40被配置成确定电池110处于禁止充电状态包括：处理器40被配置成：获取电池110的状态信息，根据状态信息确定电池110处于禁止充电状态；或者获取指示电池110处于禁止充电状态的信号。
在本发明实施例中，处理器40可以(例如通过CAN总线)与电池110的电池管理系统(BMS)通信，从BMS获取电池110的状态信息，状态信息可以包括电池110的温度、电池电量等。处理器40根据获取的状态信息来确定电池110是否处于禁止充电状态(即，与预定温度阈值或预定电池电量阈值进行比较)。如果确定电池处于禁止充电状态，则可以进行上述的操作。可替换地或附加地，BMS本身可以根据采集的电池110的状态信息来确定电池110的状态(例如，允许充电状态或禁止充电状态)，处理器40可以直接向BMS获取指示电池110处于禁止充电状态的信号。
处理器40可以通过获取电池110的状态信息并进行判断，也可以通过获取指示电池110处于禁止充电状态的信号从而减少处理器40的工作量，增加确定电池110处于禁止充电状态的准确性。
在本发明一实施例中，处理器40被配置成确定电机120产生回馈电流包括：处理器40被配置成：在确定电机120处于发电状态的情况下，确定电机120产生回馈电流。
可以理解，当电机驱动器100应用于高空作业车时，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者重力势能转化为电能，即当高空作业车处于主动制动状态或者下坡状态或者牵引状态的时候，电机120处于发电状态。
具体地，处理器40可以通过电机驱动器100的电机控制模块80获取电机120处于发电状态的信号，从而确定电机120产生回馈电流。
图2示意性示出了根据本发明另一实施例的用于电机驱动器的控制装置的示例的结构示意图。在图2中，与图1中相同的元件使用相同的附图标记。在一个实施例中，如图2所示，用于电机驱动器200的控制装置还包括：电压检测模块50，用于分别检测电机侧的第一电压和电池侧的第二电压；处理器40被配置成确定电机120产生回馈电流包括：处理器40被配置成：在第一电压大于第二电压的情况下，确定电机120产生回馈电流。
具体地，电压检测模块50在检测到电机侧(图中第一开关模块10的右端)的第一电压(B点电压)和电池侧(图中第一开关模块10的左端)的第二电压(A点电压)后，将该电压信号发送至A/D转换器140，以便A/D转换器140将模拟信号(电压信号)转换成处理器40能够识别的数字信号，处理器40在接收到A/D转换器140发送的关于第一电压和第二电压的数字信号后，比较第一电压和第二电压的大小，在确定第一电压(B点电压)大于第二电压(A点电压)的情况下，确定电机120产生回馈电流。
处理器40的示例可以包括但不限于，通用处理器、专用处理器、常规处理器、可编程逻辑控制器(PLC)、数字信号处理器(DSP)、多个微处理器、与DSP核心关联的一个或多个微处理器、控制器、微控制器、专用集成电路(ASIC)、现场可编程门阵列(FPGA)电路、其他任何类型的集成电路(IC)以及状态机等等。
在一个实施例中，第一开关模块10可以是可控开关组件，其示例可以包括以下中的至少一者：场效应晶体管；绝缘栅双极型晶体管；并联连接的开关(例 如，继电器、三极管)和二极管，其中二极管的正极与电池侧电连接，二极管的负极与电机侧电连接。
在一个实施例中，第一开关模块10可以采用单个或多个冗余设计，采用多个时可并联或串联组合后在动力回路中。
在一个示例中，第一开关模块10为场效应晶体管(MOS管)，MOS管串联在电机驱动器200内部正极总电源母线上。第一开关模块10还可以包含MOS管的专用控制芯片，MOS管具有二极管单向导通特性，阻止回馈电流由电机驱动器200流向电池。第一开关模块10可由处理器40控制通断，正常情况下该MOS管处于导通状态，当需要电流吸收模块30吸收回馈电流时，控制该MOS管单向导通，即B端(电机侧)到A端(电池侧)不导通，A端(电池侧)到B端(电机侧)导通。
在一个示例中，第一开关模块10为绝缘栅双极型晶体管(IGBT)，由处理器40控制该绝缘栅双极型晶体管的通断。
在一个示例中，第一开关模块10为并联连接的开关(如旁路开关)和二极管，二极管具有单向导通性，电池侧接二极管正极，电机侧接二极管负极。正常情况下，开关导通，将二极管短路。当电池110处于禁止充电状态时，处理器40控制开关断开，电流可以从电池110通过该二极管流向电机120，无法从电机120流向电池110。
第二开关模块20可以是可控开关组件，其示例可以包括以下中的至少一者：场效应晶体管、绝缘栅双极型晶体管、继电器、三极管。
在一个实施例中，继续如图2所示，上述用于电机驱动器200的控制装置还包括：旁路开关60，与第一开关模块10并联连接；处理器40还被配置成在检测到第一开关模块10发生故障的情况下控制旁路开关60导通。
具体地，在第一开关模块10(MOS管)上并联旁路开关60，当处理器40(CPU)检测到第一开关模块10(MOS管)出现故障时，可以启用该旁路开关60将第一开关模块10(MOS管)短路，保障设备应急动作的正常进行。处理器40可以检测旁路开关60的状态，并能够通过通信模块将旁路开关60状态发送给整机控制器130或其他显示设备。
在一个实施例中，电流吸收模块30包括能量消耗元件和/或能量存储元件。
在一个示例中，电流吸收模块30为能量消耗元件，例如制动电阻或者功率电阻，用于吸收多余的回馈电流，将电能转化成热能。通过对能量消耗元件的阻值、功率进行匹配，该电阻能够满足驱动电机120的制动距离，还能满足短时间吸收驱动电机120产生的制动电流，同时还能满足整机的散热要求。能量消耗元件的参数匹配可通过能量转换公式计算得出。
在一个示例中，电流吸收模块30为能量存储元件，例如超级电容或蓄电池。使用能量储存装置的优势是回馈电流被吸收后可以给主电路供电，能量的利用率更高，更有利于节能和提高设备续航能力。
在电流吸收模块30是能量消耗元件的实施例中，继续参照图2，上述用于电机驱动器200的控制装置还包括：温度传感器70，用于检测能量消耗元件的温度；处理器40还被配置成接收温度传感器70检测的温度，在温度高于预设温度阈值的情况下，发出故障信号以限制电机120工作。
其中，温度传感器70可以搭载于能量消耗元件(例如制动电阻)上，用于检测制动电阻的温度。
具体地，电机驱动器上设置有接收温度传感器70检测的温度信号的端口，处理器40实时监控能量消耗元件(例如制动电阻)在吸收回馈电流过程中是否温度过高，可以通过接收能量消耗元件(例如制动电阻)上的温度传感器70检测到的温度信号，在温度高于预设温度阈值(例如120℃)的情况下，可通过总线将制动电阻温度过高的故障信号发送至整机控制器130以限制电机120工作，提高设备运行的安全性。
图3示意性示出了根据本发明一实施例的电机驱动器的示例的结构示意图。在图3中，与图1或图2中相同的元件使用相同的附图标记。在一个实施例中，如图3所示的电机驱动器300可以应用于高空作业车，电机驱动器300包括用于与电池110连接的电池侧和用于与电机120连接的电机侧，具体地，电机驱动器300可以包括：电机控制模块80，用于控制电机120工作；通信模块90，用于与电池110的电池管理系统150通信；第一开关模块10，串接于电池侧和电机侧之间的供电电路；第二开关模块20；电流吸收模块30，用于吸收电机120产生的回馈电流；处理器40；电压检测模块50，用于分别检测电机侧的第一电压和电池侧的第二电压；旁路开关60，与第一开关模块10并联连接；温度传感器 70，用于检测能量消耗元件(例如制动电阻或者功率电阻)的温度；处理器40还被配置成通过通信模块90从电池管理系统150获取电池110的状态信息或指示处于禁止充电状态的信号。
上述实施例中的电机驱动器300还包括整机控制器130，配置CAN通信模块，能够将整机动作操作信号传输给电机驱动器300，常用操作控制信号来自于手柄，主要包括设备的前进、后退、转向、刹车等，其中刹车信号主要通过松开手柄或者将手柄推向反方向。电机控制模块80控制电机120工作具体包括控制电机转速、方向、电机制动电流等参数。
在一些实施例中，电机控制模块80可以与处理器40合二为一，即电机控制模块80与处理器40集成到一个元件上，减少硬件成本，也可以各自独立存在于电机驱动器300上。
在一个实施例中，通信模块90通过CAN总线与电池管理系统150通信。
在一个实施例中，上述电机驱动器300还包括：外壳，设置有插接口(例如，如图所示的端口R+、R-)，电流吸收模块30从外壳的外部插入到插接口。设置插接口，电流吸收模块30可以设计为可拆卸式的，便于电流吸收模块30的更换。例如，在电流吸收模块30是能量储存元件(例如超级电容或蓄电池)的示例中，如果能量储存元件储存电量已满，可以很方便从外壳拆卸并更换另一个能量储存元件。在电流吸收模块30是能量消耗元件(例如制动电阻)的示例中，除了便于拆卸更换之外，将制动电阻设置在外部更利于在消耗回馈电流时散热。此外，设置在外部，还有利于散热元件(例如散热片)的设计和布置。
下面以图3所示的电机驱动器为例对控制流程进行解释和说明，图4是根据本发明一实施例的用于电机驱动器的控制方法的流程图。
在步骤S402中，对高空作业车进行上电。
其中，高空作业车可以包括电机驱动器300、电池110(例如锂电池)、电机120以及整机控制器130等设备，其中整机控制器130可以通过CAN总线与电池110、电机驱动器进行通信，整机控制器130将整机动作操作信号传输给电机驱动器，常用整机动作操作信号主要来自于手柄，主要包括设备的前进、后退、转向、刹车等，其中刹车信号主要通过松开手柄或者将手柄推向反方向。
在一些实施例中，高空作业车上电之后，电机驱动器300开始自检，自检 过程主要包括：
1)电机控制模块80状态及故障检测。
2)第一开关模块(MOS管1)状态及故障检测，初始状态为A点到B点导通，B点到A点阻断。
3)第二开关模块(MOS管2)状态及故障检测，初始状态为断开。
4)通信模块故障检测。
5)旁路开关60状态检测，初始状态为断开。
6)功率电阻故障检测，检测功率电阻连接正常，导通无故障。
以上自检如有异常，电机驱动器300通过总线将故障发送至整机控制器130，并限制电机120动作。电机驱动器300自检无异常后，通过总线读取BMS发出的电池状态信息相关的数据，实现对电机120制动过程中产生的回馈电流进行控制消耗。
在步骤S404中，处理器确定电池处于禁止充电状态。
具体地，处理器40确定电机120处于禁止充电状态可以通过获取电池(例如锂电池)的状态信息，根据状态信息确定电池处于禁止充电状态，其中，电池的状态信息可以包括电池的温度、电池电量(即荷电状态，SOC)以及允许充电电流等信息。
当获取到电池110的状态信息为电池110的温度的时候，在电池110的温度低于预定温度阈值(例如0摄氏度)的情况下，例如在电池110的温度低于0℃时，确定电池110处于禁止充电状态。其中，预定温度阈值为预先设置的温度较低的温度值。
当获取到电池110的状态信息为电池电量的时候，在电池电量高于预定电池电量阈值(例如95％)的情况下，例如在电池电量大于95％时，确定电池110处于禁止充电状态。其中，预定电池电量阈值为预先设置的较高电池电量。
当获取到电池110的状态信息为电池110的温度和电池电量的时候，在电池110的温度低于预定温度阈值(例如0摄氏度)且电池电量高于预定电池电量阈值(例如95％)的情况下，例如在电池110的温度低于0℃且电池电量大于95％时，确定电池110处于禁止充电状态。
在步骤S406中，处理器确定电机产生回馈电流。
具体地，处理器40确定电机120产生回馈电流的方式可以通过电机控制模块80确定电机120处于发电状态，发电状态具体可以包括高空作业车处于主动制动状态或者下坡状态或者牵引状态，当电机120处于发电状态的时候，处理器40确定电机120产生回馈电流。
此外，处理器40确定电机120产生回馈电流的方式还可以通过电压检测模块50(例如电压传感器)分别检测电机侧的第一电压和电池侧的第二电压，在判断第一电压大于第二电压的情况下，处理器40确定此时电机120产生回馈电流。
在步骤S408中，处理器控制第一开关模块关断从电机侧向电池侧的导通，并控制第二开关模块切换到导通状态，以使得电流吸收模块吸收回馈电流。
具体地，以第一开关模块10为MOS管1，第一开关模块10为MOS管2，电流吸收模块30为功率电阻为例进行说明，在电机120运行停止过程中，若电池温度低于0℃或SOC高于95％，且CPU通过获取MOS管1两端电压，在电机侧的第一电压大于电池侧的第二电压的情况下，判断电机120产生回馈电流，此时处理器40控制MOS管1启动反向阻断功能，禁止反向电流通过MOS管1流向电池，同时打开MOS管2的导通功能，即可通过功率电阻消耗制动产生的回馈电流，如果电池温度高于0℃且SOC低于95％，此条件下CPU不再获取MOS管1两端电压，并控制MOS管1双向均可导通，控制MOS管2处于断开状态，制动产生的回馈电流通过MOS管1流向电池110，电池110吸收制动电流达到能量回收的效果。
高空作业车行走电机120的再生制动回馈电流产生的方式有两种工况，第一种是正常工作中的主动刹车制动。第二种是下坡工况中，由于整机重力势能的惯性作用，导致行走电机120转子转速超过电机120同步磁场的旋转速度，转子绕组所产生的电磁转矩的旋转方向与转子旋转方向相反，此时电机120处于制动状态和发电状态。无论是以上哪种工况产生的回馈电流，驱动器均能进行控制和检测。有效避免了回馈电流在低温下进入锂电池充电，造成锂电池析锂的风险。
以上吸收回馈电流的控制过程，驱动器还可通过内置的电压传感器进行校验，校验原理如下：
通过电压传感器用于采集MOS管1前端(A点)、后端(B点)之间的电 压，制动控制过程中，B点电压始终是小于等于A点电压，如果大于，则表示有回馈电流流入锂电池，即意味着驱动器消耗回馈电流的元件可能出现故障，此时驱动器可将该故障通过总线发送至整机控制器，提醒回馈电流吸收装置失效。
在一个实施例中，如图5所示，提供一种电机驱动器500，在图3所示的电机驱动器300的基础上，删去了旁路开关60，取消设置整机控制器130，增加了整机检测元件160和整机执行元件170，电机驱动器500可直接接收整机检测元件160的输入信号，并可输出控制整机执行元件170的信号，输入信号包括原来接入整机控制器130中的开关、传感器、操作手柄等输入信号，输出的信号包括控制液压阀、喇叭、灯、继电器线圈等的输出信号，输入信号和输出信号直接接入电机驱动器500上的对应端口，由驱动器进行整机动作控制以及电机120控制。另外再增加显示屏，用于故障显示以及参数设置。其中显示屏具备总线通信功能，能够与电机驱动器500、BMS(电池管理系统150)进行信号交互。
综上，本方案针对高空作业车不含机械摩擦制动器以及作业工况特殊的特点，设计一种用于电机驱动器的控制装置，在低温情况下，保持正常的行走电机制动性能，同时吸收消耗再生制动产生的回馈电流，防止再生制动电流进入到锂电池，造成电池110析锂的问题。还可以避免锂电池满电状态下，设备在特殊工况下工作时给锂电池造成的过充问题。
本方案主要是在现有驱动器功能的基础上，通过对驱动器进行升级改进，使得驱动器在能够正常控制电机动作的同时，按一定条件控制回馈电流线路的打开和关闭，使得在低温或其他不允许锂电池充电的条件下，将再生制动产生的电流进行阻断，防止其进入锂电池，并且将该电流通过制动功率电阻进行消耗。
本发明一实施例还提供一种高空作业车，包括根据上述实施方式中的电机驱动器。
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电机驱动器的描述，于此不再赘述。
本发明提供的解决方案，通过在现有驱动器技术基础上进行改进升级，增加回馈电流吸收模块，在成本增加较少的基础上，很好地解决了采用电机驱动行走的锂电池高空作业车低温脉冲充电问题。由于电机的再生制动过程本身就是通过驱动器控制的，所以通过驱动器控制吸收回馈电流也就能够达到准确无误。同 时驱动器通过接收BMS发出的电池信息数据，只有在条件满足时，才启动电阻吸收控制。平时仍然将再生制动的回馈电流充入锂电池。实现了既能满足正常的电机制动功能，又能避免锂电池低温脉冲充电。常温下通过锂电池回收电流，减少了电能消耗，有利于节能和提升设备的续航能力。另外该方案还能有效避免在锂电池满电情况下，产生的回馈电流对锂电池进行充电造成的过充风险。
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 (14)

  1. 一种用于电机驱动器的控制装置，所述电机驱动器包括用于与电池连接的电池侧和用于与电机连接的电机侧，其特征在于，包括：
    电流吸收模块，用于吸收所述电机产生的回馈电流；
    第一开关模块，串接于所述电池侧和所述电机侧之间的供电电路；
    第二开关模块；以及
    处理器，被配置成：
    确定所述电池处于禁止充电状态；
    确定所述电机产生回馈电流；以及
    控制所述第一开关模块关断从所述电机侧向所述电池侧的导通，并控制所述第二开关模块切换到导通状态，以使得所述电流吸收模块吸收所述回馈电流。
  2. 根据权利要求1所述的控制装置，其特征在于，所述禁止充电状态包括以下中的一者：
    所述电池的温度低于预定温度阈值；
    所述电池电量高于预定电池电量阈值。
  3. 根据权利要求1所述的控制装置，其特征在于，所述处理器被配置成确定所述电池处于禁止充电状态包括：
    所述处理器被配置成：
    获取所述电池的状态信息，根据所述状态信息确定所述电池处于禁止充电状态；或者
    获取指示所述电池处于禁止充电状态的信号。
  4. 根据权利要求1所述的控制装置，其特征在于，所述处理器被配置成确定所述电机产生回馈电流包括：
    所述处理器被配置成：在确定所述电机处于发电状态的情况下，确定所述电机产生回馈电流。
  5. 根据权利要求1所述的控制装置，其特征在于，还包括：
    电压检测模块，用于分别检测所述电机侧的第一电压和所述电池侧的第二电压；
    所述处理器被配置成确定所述电机产生回馈电流包括：
    所述处理器被配置成：在所述第一电压大于所述第二电压的情况下，确定所述电机产生回馈电流。
  6. 根据权利要求1所述的控制装置，其特征在于，所述第一开关模块包括以下中的至少一者：
    场效应晶体管；
    绝缘栅双极型晶体管；
    并联连接的开关和二极管，其中所述二极管的正极与所述电池侧电连接，所述二极管的负极与所述电机侧电连接。
  7. 根据权利要求1所述的控制装置，其特征在于，还包括：
    旁路开关，与所述第一开关模块并联连接；
    所述处理器还被配置成在检测到所述第一开关模块发生故障的情况下控制所述旁路开关导通。
  8. 根据权利要求1所述的控制装置，其特征在于，所述电流吸收模块包括能量消耗元件和/或能量存储元件。
  9. 根据权利要求8所述的控制装置，其特征在于，所述能量消耗元件为制动电阻。
  10. 根据权利要求8所述的控制装置，其特征在于，还包括：
    温度传感器，用于检测能量消耗元件的温度；
    所述处理器还被配置成接收所述温度传感器检测的温度，在所述温度高于 预设温度阈值的情况下，发出故障信号以限制所述电机工作。
  11. 一种电机驱动器，应用于高空作业车，其特征在于，包括：
    电机控制模块，用于控制电机工作；
    通信模块，用于与电池的电池管理系统通信；
    根据权利要求1至10中任意一项所述的用于电机驱动器的控制装置；
    其中，所述处理器还被配置成通过所述通信模块从所述电池管理系统获取所述电池的状态信息或指示所述电池处于禁止充电状态的信号。
  12. 根据权利要求11所述的电机驱动器，其特征在于，所述通信模块通过CAN总线与所述电池管理系统通信。
  13. 根据权利要求11所述的电机驱动器，其特征在于，还包括：
    外壳，设置有插接口，所述电流吸收模块从所述外壳的外部插入到插接口。
  14. 一种高空作业车，其特征在于，包括根据权利要求11至13中任意一项所述的电机驱动器。
PCT/CN2021/086348 2020-11-23 2021-04-12 用于电机驱动器的控制装置、电机驱动器及高空作业车 WO2022105098A1 (zh)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
CN202011323352.2A CN112910068A (zh) 2020-11-23 2020-11-23 用于电机驱动器的控制装置、电机驱动器及高空作业车
CN202011323352.2 2020-11-23

Publications (1)

Publication Number Publication Date
WO2022105098A1 true WO2022105098A1 (zh) 2022-05-27

Family

ID=76111406

Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/CN2021/086348 WO2022105098A1 (zh) 2020-11-23 2021-04-12 用于电机驱动器的控制装置、电机驱动器及高空作业车

Country Status (2)

Country Link
CN (1) CN112910068A (zh)
WO (1) WO2022105098A1 (zh)

Families Citing this family (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN113746171B (zh) * 2021-09-03 2024-08-09 北京科易动力科技有限公司 电池电路及其控制方法
CN114274785A (zh) * 2021-12-15 2022-04-05 无锡江南智造科技股份有限公司 自动驾驶中长距离持续下坡制动的控制系统及控制方法
CN114301118A (zh) * 2021-12-23 2022-04-08 江苏大艺科技股份有限公司 直流无刷电动工具
WO2024051201A1 (zh) * 2022-09-07 2024-03-14 湖南中联重科智能高空作业机械有限公司 用于下坡工况的控制系统及高空作业车

Citations (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN102490722A (zh) * 2011-12-28 2012-06-13 重庆长安汽车股份有限公司 一种汽车滑行能量回收方法及系统
CN202541337U (zh) * 2012-03-05 2012-11-21 郑州宇通客车股份有限公司 一种混合动力汽车制动系统及使用该系统的混合动力汽车
US20130032416A1 (en) * 2011-08-02 2013-02-07 Gouker Joel P Ultracapacitor soft-start apparatus and method
CN105818708A (zh) * 2016-04-21 2016-08-03 东软集团股份有限公司 一种电池充电系统及方法
CN108128171A (zh) * 2017-12-21 2018-06-08 成都客车股份有限公司 电动汽车的制动能量回馈系统与电缓速方法
CN108859775A (zh) * 2017-05-09 2018-11-23 郑州宇通客车股份有限公司 一种制动能量回馈控制电路及功率分配方法

Family Cites Families (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN107512179A (zh) * 2016-06-15 2017-12-26 北京科易动力科技有限公司 一种动力电池系统以及用于该系统的控制方法
CN108973780A (zh) * 2018-09-20 2018-12-11 南京恒天领锐汽车有限公司 一种新型纯电动重型汽车制动电阻控制装置
CN111525656B (zh) * 2020-06-03 2022-03-18 桑顿新能源科技(长沙)有限公司 电池电能回馈系统以及车辆
CN213367428U (zh) * 2020-08-03 2021-06-04 湖南中联重科智能高空作业机械有限公司 用于控制回馈电流的电路装置及高空作业车
CN112078368B (zh) * 2020-08-03 2022-03-29 湖南中联重科智能高空作业机械有限公司 回馈电流控制装置及高空作业车

Patent Citations (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US20130032416A1 (en) * 2011-08-02 2013-02-07 Gouker Joel P Ultracapacitor soft-start apparatus and method
CN102490722A (zh) * 2011-12-28 2012-06-13 重庆长安汽车股份有限公司 一种汽车滑行能量回收方法及系统
CN202541337U (zh) * 2012-03-05 2012-11-21 郑州宇通客车股份有限公司 一种混合动力汽车制动系统及使用该系统的混合动力汽车
CN105818708A (zh) * 2016-04-21 2016-08-03 东软集团股份有限公司 一种电池充电系统及方法
CN108859775A (zh) * 2017-05-09 2018-11-23 郑州宇通客车股份有限公司 一种制动能量回馈控制电路及功率分配方法
CN108128171A (zh) * 2017-12-21 2018-06-08 成都客车股份有限公司 电动汽车的制动能量回馈系统与电缓速方法

Also Published As

Publication number Publication date
CN112910068A (zh) 2021-06-04

Similar Documents

Publication Publication Date Title
WO2022105098A1 (zh) 用于电机驱动器的控制装置、电机驱动器及高空作业车
CN104163111B (zh) 基于双向dc/dc的电动车复合能源增程系统
CN109159669B (zh) 一种电驱动系统的保护系统和方法
JP5677261B2 (ja) 蓄電システム
CN102231553B (zh) 带电源控制的电池管理系统
US9960612B2 (en) Charging and discharging system for a vehicle including a first fuse in the vehicle and a second fuse in a cable connected to the vehicle
CN112078368B (zh) 回馈电流控制装置及高空作业车
CN204289653U (zh) 一种内置于电机驱动系统的电池加热结构
CN103481785B (zh) 增程式动力系统及其双电压保护方法
CN102009599A (zh) 电动汽车及其控制系统
US20140346775A1 (en) Shovel and control method of shovel
CN112260342B (zh) 锂电池系统及高空作业车
CN213367428U (zh) 用于控制回馈电流的电路装置及高空作业车
CN112259829B (zh) 锂电池系统及高空作业车
CN105141214A (zh) 一种电机控制器对母线电压故障的处理方法
CN111231762A (zh) 一种用于新能源汽车的动力集成控制系统及控制方法
KR20210075265A (ko) 차량용 모터 시스템 제어 장치 및 그의 모터 시스템 제어 방법
AU2021347695B2 (en) Lithium battery system and overhead working truck
CN106965678B (zh) 一种基于整车控制器vms的新能源整车管理系统
JP5381360B2 (ja) 電源装置
KR20210112444A (ko) 전력 릴레이 어셈블리, 이를 포함하는 차량 및 전력 릴레이 어셈블리의 제어방법
CN105599578A (zh) 一种双动力电动汽车的控制系统
CN213305000U (zh) 用于捕获回馈电流的电路装置及高空作业车
CN103192739B (zh) 电-电混合纯电动汽车能源分配器及控制方法
CN203157758U (zh) 电-电混合纯电动汽车能源分配器

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: 21893256

Country of ref document: EP

Kind code of ref document: A1

NENP Non-entry into the national phase

Ref country code: DE

122 Ep: pct application non-entry in european phase

Ref document number: 21893256

Country of ref document: EP

Kind code of ref document: A1