WO2024051201A1 - Système de commande pour une condition de travail en descente, et véhicule de travail surélevé - Google Patents

Système de commande pour une condition de travail en descente, et véhicule de travail surélevé Download PDF

Info

Publication number
WO2024051201A1
WO2024051201A1 PCT/CN2023/093829 CN2023093829W WO2024051201A1 WO 2024051201 A1 WO2024051201 A1 WO 2024051201A1 CN 2023093829 W CN2023093829 W CN 2023093829W WO 2024051201 A1 WO2024051201 A1 WO 2024051201A1
Authority
WO
WIPO (PCT)
Prior art keywords
circuit
current
driver
control system
controlling
Prior art date
Application number
PCT/CN2023/093829
Other languages
English (en)
Chinese (zh)
Inventor
任会礼
钟懿
张斌
朱后
熊路
杨存祥
沈裕强
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
Priority claimed from CN202211091407.0A external-priority patent/CN116461332A/zh
Priority claimed from CN202211090792.7A external-priority patent/CN116461330A/zh
Priority claimed from CN202211090793.1A external-priority patent/CN116461331A/zh
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 WO2024051201A1 publication Critical patent/WO2024051201A1/fr

Links

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L3/00—Electric devices on electrically-propelled vehicles for safety purposes; Monitoring operating variables, e.g. speed, deceleration or energy consumption
    • 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
    • B60L53/00—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
    • 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
    • B60L53/22—Constructional details or arrangements of charging converters specially adapted for charging electric vehicles
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • 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
    • B60L58/12—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]
    • B60L58/15—Preventing overcharging
    • 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
    • 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

Definitions

  • the invention relates to the technical field of engineering machinery, and specifically to a control system for downhill working conditions and an aerial work vehicle.
  • the driving system of electric-driven aerial work vehicles usually does not have service brakes. Its driving deceleration and parking rely on energy feedback regenerative braking technology, and parking relies on electromagnetic braking or hydraulic braking. There is a risk in this braking method: when going downhill, if the regenerative braking voltage exceeds the protection voltage of the driver, the braking torque will be limited (that is, the strength of the regenerative braking will be weakened), thereby putting the aerial work vehicle at risk of stalling. At this time, if the vehicle is stopped via the emergency stop switch, the parking brake will directly hold the brake, forcing the aerial work vehicle to slide. On the one hand, high-speed brakes cause greater damage to the brakes; on the other hand, the braking distance may become longer.
  • the object of the present invention is to provide a control system and aerial work vehicle for downhill working conditions, which can control when the DC bus voltage exceeds the first preset voltage (for example, a voltage smaller than the protection voltage of the driver) (i.e., The intervention control strategy (before overspeeding occurs on downhill slopes) reduces the DC bus voltage of the drive by capturing the feedback current, thereby preventing the braking torque from becoming smaller, thereby effectively suppressing the risk of stalling on downhill slopes.
  • the first preset voltage for example, a voltage smaller than the protection voltage of the driver
  • a first aspect of the present invention provides a control system for downhill working conditions.
  • the control system includes: a voltage detection device for detecting the DC bus voltage of the driver; a first current capture device for Capture the feedback current delivered by the driver; a first phase-opening device for conducting the first circuit where the first current capturing device is located; and a control device for when the DC bus voltage is equal to or greater than the first preset If the voltage is set, the first circuit is turned on by controlling the first phase-opening device, so that the feedback current is captured by the first current capturing device.
  • the first preset voltage is less than the protection voltage of the driver.
  • the first current capturing device is an energy storage device and/or an energy consumer.
  • the control device is also configured to control the current capture device when the DC bus voltage is less than or equal to the second preset voltage.
  • the first phase-opening device is used to conduct the first circuit to power the driver from the energy storage device, wherein the first preset voltage is greater than the second preset voltage.
  • control system further includes: a second current capturing device; and a second phase opening device for conducting the second circuit where the second current capturing device is located.
  • the second current capturing device is an energy storage device and/or an energy consumer.
  • the control device is further configured to perform the following operations: when powered on , by controlling the second phase-opening device to conduct the second circuit to precharge the energy storage device from the battery; and when the DC bus voltage is less than or equal to the second preset voltage
  • the second circuit is turned on by controlling the second phase-opening device to power the driver from the energy storage device, wherein the first preset voltage is greater than the second preset voltage.
  • the second circuit when the second phase-opening device includes a first contactor, a resistor and a second contactor, the second circuit includes: the first contactor and the resistor connected in series. the first subcircuit in; and the second subcircuit in which the second contactor is located, wherein both the first contactor and the resistor are connected in parallel with the second contactor, correspondingly, the
  • the control device for conducting the second circuit by controlling the second phase-opening device to precharge the energy storage device from the battery includes: controlling the first contactor to close and the third
  • the two contactors are disconnected to conduct the first sub-circuit to precharge the energy storage device by the battery, and the control device is used to conduct the second phase-opening device by controlling the second open-phase device.
  • the second circuit to power the driver from the energy storage device includes: conducting the second sub-circuit by controlling the first contactor to open and the second contactor to close, so as to power the driver from the energy storage device.
  • An energy storage device supplies the drive.
  • the second preset voltage is greater than the minimum operating voltage of the driver.
  • the control device is further configured to, when the energy storage device is in a saturated state, by controlling the first open phase A device is provided to cut off the first circuit, and to turn on the second circuit by controlling the second phase-opening device, so that the feedback current is captured by the second current capturing device.
  • the first phase opening device is a first high frequency phase opening
  • the second phase opening device is a second high frequency phase opening
  • the first high-frequency open phase and the second high-frequency open phase are field effect transistors.
  • the control device for turning on the first circuit by controlling the first phase-opening device includes: turning on the first circuit by controlling a duty cycle of the first high-frequency phase-opening device. , to control the speed at which the feedback current is captured by the first current capturing device, and the control device is used to conduct the second circuit by controlling the second phase-opening device including: by controlling the first Two high-frequency open-phase duty cycles are used to conduct the second circuit to control the speed at which the feedback current is captured by the second current capture device.
  • the present invention creatively first detects through the voltage detection device The DC bus voltage of the driver; then the feedback current delivered by the driver is captured through the first current capture device; and then the control device controls the first DC bus voltage when the DC bus voltage is equal to or greater than the first preset voltage.
  • a phase opening device conducts the first circuit to capture the feedback current by the first current capturing device. Therefore, the present invention can intervene in the control strategy when the DC bus voltage exceeds the first preset voltage (for example, a voltage smaller than the protection voltage of the driver) (that is, before downhill overspeed occurs), and reduces the voltage of the driver by capturing the feedback current.
  • the DC bus voltage can prevent the braking torque from becoming smaller, thereby effectively suppressing the risk of stalling on downhill slopes.
  • a second aspect of the present invention provides an aerial work vehicle, which includes: the control system for downhill working conditions.
  • the aerial work vehicle further includes: a parking brake; and a driver for controlling the parking brake to brake when the rotational speed of the electric motor is less than a preset rotational speed.
  • Figure 1A is a schematic diagram of a control system for downhill conditions provided by an embodiment of the present invention.
  • Figure 1B is a schematic diagram of a control system for downhill conditions provided by an embodiment of the present invention.
  • Figure 2 is a schematic diagram of a driving system including a control system provided by an embodiment of the present invention
  • Figure 3 is a schematic diagram of a control system for downhill conditions provided by an embodiment of the present invention.
  • Figure 4 is a schematic diagram of a control system for downhill conditions provided by an embodiment of the present invention.
  • Figure 5 is a schematic diagram of a control system for downhill conditions provided by an embodiment of the present invention.
  • Figure 6 is a schematic diagram of a control system for downhill conditions provided by an embodiment of the present invention.
  • Regenerative braking When an electric vehicle brakes, the (traveling) motor can be controlled to operate as a generator, thereby converting the vehicle's kinetic or potential energy into electrical energy and storing it in the 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 feedback current.
  • FIG. 1A is a schematic diagram of a control system (ie, safety protection device) for downhill conditions provided by an embodiment of the present invention.
  • the control system 1 may include: a voltage detection device 10 for detecting the DC bus voltage of the driver; a first current capture device 20 for capturing the feedback current delivered by the driver; a first open phase
  • the device 30 is used to conduct the first circuit in which the first current capturing device 20 is located; and the control device 40 is used to conduct the first circuit when the DC bus voltage is equal to or greater than the first preset voltage.
  • the first phase-opening device 30 is controlled to conduct the first circuit, so that the first current capturing device 20 captures the feedback current.
  • the motor works in the generator state to keep the vehicle speed constant.
  • the driver will generate a relatively high feedback electromotive force.
  • the driver will charge the battery, and the feedback electromotive force will not exceed the driver protection voltage.
  • the inventor's research found that during the operation of the aerial work vehicle, if the battery cannot be charged (battery is fully charged, battery power map (Map) limit, line failure, battery management system (BMS) failure, etc.), the feedback electromotive force will quickly reach the driver protection voltage.
  • the driver reduces the feedback braking intensity, resulting in insufficient braking torque, the vehicle speed may become faster and faster, and there is a risk of the equipment losing control. If the operator uses the speed control handle to slow down at this time, the driver will not be able to achieve the deceleration effect due to the limited feedback braking strength of the driver.
  • the driver will control the parking brake to apply the brake directly after a certain period of time (usually 5 seconds).
  • the battery system may neither be able to supply power to the driver 2 and the motor 100 nor be charged.
  • the vehicle controller (VCU) 90 and the battery management system (BMS) powered by the battery 110 can still operate normally.
  • the VCU 90 After receiving the status information provided by the BMS and performing fault diagnosis, the VCU 90 The parking instruction and warning information are issued, and the relay K1 that controls the enablement of driver 2 is still in the closed state.
  • the motor 100 enters the regenerative braking state from the electric state.
  • the electric energy generated by the regenerative braking can maintain the normal operation of the driver 2, and It is much greater than the energy consumption required by drive 2 for normal operation. Since the battery cannot be charged, the DC bus voltage of drive 2 will rise rapidly (i.e. the vehicle will stall when going downhill).
  • the DC bus voltage of the driver may increase, causing the vehicle to go down. Slope stall.
  • the first preset voltage is smaller than the protection voltage of the driver. If the protection voltage of the driver is 100V, the first preset voltage can be set to be less than 100V (for example, the first preset voltage is 95V).
  • the voltage detection device 10 may be a voltmeter 11, as shown in FIG. 3 .
  • the first phase opening device 30 may be a first high frequency phase opening 31, as shown in FIG. 3 .
  • the first high-frequency open phase 31 may be a field effect transistor (for example, MoS transistor).
  • the control device 40 is used to conduct the first circuit by controlling the first phase-opening device 30 including: controlling the duty cycle of the first high-frequency phase-opening device 31 to conduct the first circuit.
  • control device 40 is a central processing unit (CPU) 41, as shown in Figure 3 or Figure 4 .
  • CPU central processing unit
  • the CPU 41 controls the first high-frequency open phase by controlling the duty cycle of the first high-frequency open phase 31.
  • the current capture device 20 eg, energy storage device and/or energy consumer
  • the DC bus voltage of the control driver (that is, the feedback voltage) is lower than the protection voltage of the driver. At this time, since the driver will not limit the intensity of feedback braking, the speed of the aerial work vehicle can be controlled slower and slower.
  • the first current capturing device 20 is an energy storage device, for example, the capacitor 21 in FIG. 3
  • the second type of embodiment the first current capturing device 20 is an energy consumer.
  • the angle of the resistor 25 in Figure 5 explains and illustrates the control system in detail respectively.
  • the first current capture device 20 may be an energy storage device.
  • the energy storage device may be a capacitor 21 (as shown in Figure 3) or a battery.
  • the CPU 41 controls the duty cycle of the first high-frequency open phase 31 to conduct the circuit where the capacitor 21 is located. , to control the speed at which the feedback braking energy is absorbed by the capacitor, thereby controlling the feedback energy absorbed by the capacitor, thereby stabilizing the DC bus voltage to prevent it from exceeding the protection voltage.
  • the driver does not limit the intensity of regenerative braking (that is, it can provide sufficient braking torque)
  • the corresponding vehicle speed becomes slower and slower, thereby avoiding the risk of stalling.
  • the energy storage capacitor absorbs the feedback braking energy to stabilize the DC bus voltage.
  • the capacitor absorbs the feedback braking energy, thereby controlling the DC bus voltage of the driver (ie, there is a risk of stalling).
  • Feedback voltage is lower than the driver's protection voltage.
  • the DC bus voltage may be lower than the minimum operating voltage of the driver, causing the parking brake to directly apply the brake, which will cause a certain degree of damage to the parking brake.
  • the feedback braking energy absorbed by the energy storage device can also be used to supply power to the driver, thereby avoiding the control of the driver.
  • the parking brake directly applies the brake.
  • the control device is also configured to, when the DC bus voltage is less than or equal to a second preset voltage, by controlling the third A phase-opening device conducts the first circuit to power the driver from the energy storage device.
  • the first preset voltage is greater than the second preset voltage.
  • the second preset voltage is greater than the minimum operating voltage of the driver.
  • the second preset voltage can be reasonably set according to specific conditions, and it can be slightly larger than the minimum operating voltage (ie, the lowest voltage when the driver operates normally).
  • the CPU 41 controls the duty cycle of the first high-frequency open phase 31 to turn on the circuit where the capacitor 21 is located to control the speed at which the capacitor absorbs feedback braking energy, thereby controlling the feedback energy absorbed by the capacitor.
  • the DC bus voltage decreases (that is, the vehicle speed decreases)
  • the first high-frequency phase opening 31 which is equivalent to contactor
  • the parking brake Actuator holding brake When the 100 rpm of the motor is lower than a certain value (such as 30 rpm), the parking brake Actuator holding brake.
  • the control system may further include: a second current capturing device 20'; and a second phase opening device 30' for conducting the second circuit where the second current capturing device 20' is located, as shown in Figure 1B.
  • the second current capturing device may be an energy consumer (for example, the resistor 50 in FIG. 3) and/or an energy storage device (for example, the capacitor 24 in FIG. 5); and the second phase opening device may be is the second high-frequency open phase 32 (which may be a field effect transistor, that is, a MoS transistor), as shown in FIG. 3 .
  • the control device is further configured to control the first phase-opening device when the energy storage device is in a saturated state.
  • the first circuit is turned off, and the second circuit is turned on by controlling the second phase-opening device, so that the feedback current is captured by the second current capturing device.
  • the first circuit is cut off by controlling the first high-frequency open phase 31 , and the duty cycle of the second high-frequency open phase 32 is controlled by to conduct the second circuit in which it is located to control the speed at which the resistor 50 captures the feedback current, thereby controlling the feedback energy absorbed by the resistor, as shown in FIG. 3 . Therefore, the resistor 50 is activated only after the energy storage capacitor is saturated to consume excess feedback braking energy.
  • the first current capture device 20 may be an energy consumer.
  • the energy consumer may be a resistor 25 (as shown in Figure 4) or the like.
  • the CPU 41 controls the duty cycle of the first high-frequency open phase 31 to turn on the circuit where the resistor 25 is located. , to control the feedback braking energy consumed by resistor 25 speed, thereby controlling the feedback energy absorbed by the resistor, thereby stabilizing the DC bus voltage to prevent it from exceeding the protection voltage.
  • the driver does not limit the intensity of regenerative braking, the corresponding vehicle speed becomes slower and slower, thereby avoiding the risk of stalling.
  • the control system may further include: a second current capturing device 20'; and a second phase opening device 30' for conducting the second circuit where the second current capturing device 20' is located, as shown in Figure 1B.
  • the second current capturing device may be an energy consumer (for example, the resistor 50 in FIG. 3) and/or an energy storage device (for example, the capacitor 24 in FIG. 5); and the second phase opening device may be is the second high-frequency open phase 32 (which may be a field effect transistor, that is, a MoS transistor).
  • the control device is also used to perform the following operations: when powered on, by controlling the second phase-opening device 30' to conduct the second circuit to store energy from the battery.
  • the energy storage device is precharged; and when the DC bus voltage is less than or equal to the second preset voltage, the second circuit is turned on by controlling the second phase-opening device 30' to use the energy storage device Power the drive.
  • the first preset voltage is greater than the second preset voltage.
  • the second preset voltage is greater than the minimum operating voltage of the driver.
  • the second preset voltage can be reasonably set according to specific conditions, and it can be slightly larger than the minimum operating voltage (ie, the lowest voltage when the driver operates normally).
  • an energy storage device, an energy consumer and a corresponding circuit are added in the third embodiment to precharge the energy storage device when power is turned on. Therefore, after the DC bus voltage decreases (that is, the vehicle speed decreases), the energy precharged by the energy storage device can be used to supply power to the driver, thereby preventing the parking brake controlled by the driver from directly holding the brake.
  • the control The means for conducting the second circuit by controlling the second phase-opening device 30' to precharge the energy storage device from the battery includes: by controlling the second high-frequency phase-opening device 32 The second circuit is turned on according to a duty cycle to control the speed at which the energy storage is precharged by the battery.
  • the second phase-opening device 30' may be a second high-frequency phase-opening device 32 or a contactor (as shown in Figure 5).
  • the second high-frequency open phase 32 may be a field effect transistor (ie, MoS transistor).
  • the CPU 41 when powered on, the CPU 41 conducts the circuit in which it is located by controlling the duty cycle of the second high-frequency open phase 32, so that the circuit in which it is located is switched on.
  • the battery precharges the capacitor 24 .
  • the energy consumption resistor consumes the feedback braking energy, thereby controlling the DC bus voltage of the driver (ie, the feedback voltage ) is lower than the driver’s protection voltage.
  • the driver since the driver will not limit the intensity of feedback braking, the speed of the aerial work vehicle can be controlled slower and slower.
  • the CPU 41 controls the second high-frequency open phase 32 (which Equivalent to a contactor) to conduct the circuit in which it is located, so that the capacitor 24 supplies power to the driver 2 (as shown in Figure 5). Therefore, the capacitor 24 can provide assistance for the driver 2 to complete the braking process. Power supply (especially when the power system loses power). However, if the energy absorbed by the capacitor is insufficient, after the voltage decreases (that is, the vehicle speed decreases), the driver may cause a serious under-voltage alarm, and the parking brake will directly apply the brake.
  • the CPU 41 controls the duty cycle of the second high-frequency open phase 32 to complete the precharge of the energy storage capacitor 24 .
  • the function of precharge is to provide backup energy to driver 2 to complete the deceleration process.
  • the energy consumption resistor 25 still absorbs the feedback braking energy to stabilize the DC bus voltage.
  • the CPU controls the high-frequency phase opening to control the energy storage capacitor 24 to supply power to the driver, thereby smoothly reducing the corresponding vehicle speed.
  • the second phase-opening device 30 ′ may include a first contactor 34 , a resistor 60 and a second contactor 35
  • the second circuit may include: The first sub-circuit in which the first contactor 34 and the resistor 60 are connected in series; and the second sub-circuit in which the second contactor 35 is located, wherein both the first contactor 34 and the resistor 60 It is connected in parallel with the second contactor 35 .
  • control device 40 (for example, CPU 41) is used to conduct the second circuit by controlling the second phase opening device to precharge the energy storage device by the battery including: by Control the first contactor 34 to close and the second contactor 35 to open to conduct the first sub-circuit to precharge the energy storage device from the battery, and the control device 40 (for example, CPU 41) for conducting the second circuit by controlling the second phase-opening device to power the driver from the energy storage device includes: by controlling the first contactor 34 to open The second contactor 35 is closed to conduct the second sub-circuit to power the driver from the energy storage device.
  • the contactor 34 is controlled to close and the contactor 35 is disconnected to conduct the circuit in which it is located, so that the capacitor 24 is precharged by the battery.
  • the energy consumption resistor consumes the feedback braking energy, thereby controlling the DC bus voltage of the driver (ie, the feedback voltage ) is lower than the driver’s protection voltage.
  • the driver since the driver will not limit the intensity of feedback braking, the speed of the aerial work vehicle can be controlled slower and slower.
  • the CPU 41 disconnects the contactor 35 by controlling the contactor 34 It is closed to conduct the circuit in which it is located, so that the capacitor 24 supplies power to the driver 2, as shown in FIG. 6 . Therefore, the capacitor 24 can provide auxiliary power for the driver 2 to complete the braking process (especially is when the power system loses power). Therefore, the function of precharging is to provide backup energy to the driver 2 to complete the deceleration process.
  • the embodiment shown in FIG. 6 uses a precharge circuit composed of a contactor 34 and a resistor 60 to precharge the capacitor 24 , and uses a contactor 35 to conduct the connection between the capacitor 24 and the capacitor 24 .
  • Another circuit is used to power the driver using capacitor 24. Since the precharge circuit is separated from the power supply circuit, this embodiment can achieve a more reliable power supply purpose; and since this embodiment uses a simpler phase opening device (ie, contactor), it can use a simpler method to achieve control purposes.
  • the first current capture device 20 can be configured as an energy storage device and an energy consumer, and the respective control functions of the energy storage device and the energy consumer can be controlled through corresponding control strategies.
  • a phase-opening device is used to conduct the corresponding circuit to effectively capture the feedback current.
  • control system further includes: a digital-to-analog converter 70 for converting the analog signal of the DC bus voltage detected by the voltage detection device 10 into a digital signal, and converting the converted DC bus voltage into a digital signal.
  • the digital signal is output to the control device 40, as shown in Figure 2.
  • the overspeed control method based on the DC bus voltage in each of the above embodiments can realize downhill control of the vehicle.
  • the above control method has a stall protection function. It does not need to detect the speed of the vehicle or participate in speed control. Instead, it ensures that the driver can maximize the braking capacity of the motor by stabilizing the DC bus voltage, thereby preventing the vehicle from overspeeding. . Since the vehicle cannot speed, it is less likely to stall. Therefore, during the operation of the aerial work vehicle, whether the battery is fully charged, the limit of the battery power map (Map), or the DC bus voltage of the driver is high (or stalls downhill) caused by battery failure, etc. Overspeed control based on DC bus voltage is suppressed from the source, thereby effectively preventing the risk of stalling on downhill slopes.
  • the present invention creatively first detects the DC bus voltage of the driver through the voltage detection device; then captures the feedback current delivered by the driver through the first current capture device; and then uses the control device to detect the DC bus voltage when the DC bus voltage is equal to or greater than
  • the first circuit is turned on by controlling the first phase-opening device, so that the feedback current is captured by the first current capturing device. Therefore, the present invention can intervene in the control strategy when the DC bus voltage exceeds the first preset voltage (for example, a voltage smaller than the protection voltage of the driver) (that is, before downhill overspeed occurs), and reduces the voltage of the driver by capturing the feedback current.
  • the DC bus voltage can prevent the braking torque from becoming smaller, thereby effectively suppressing the risk of stalling on downhill slopes.
  • An embodiment of the present invention also provides an aerial work vehicle.
  • the aerial work vehicle may include: the control system (ie, safety protection device) 1 for downhill conditions.
  • the aerial work vehicle may also include: a parking brake 120; and a driver 2 for controlling the parking brake 120 to brake when the rotational speed of the motor is less than a preset rotational speed.
  • the aerial work vehicle may also include: a battery 80, a vehicle controller (VCU) 90, a motor 100, a reducer 130, wheels 140, a DC/DC converter 150, etc., as shown in Figure 2 .
  • the battery 80 is configured with a battery management system (BMS), and the vehicle controller (VCU) 90 exchanges information with the BMS through the CAN bus.
  • BMS battery management system
  • VCU vehicle controller
  • the VCU 90 can adjust the target speed of the electric motor 100 based on the battery status and fault information sent by the BMS.
  • the control system for downhill conditions is used to capture the feedback current generated by regenerative braking. Since the driver 2 does not limit the intensity of the regenerative braking, the motor 100 can achieve control through the reducer 130 . The deceleration of the wheels 140 is controlled, whereby the vehicle speed becomes lower and lower. Moreover, when the rotation speed of the electric motor 100 is less than the preset rotation speed, the parking brake is controlled to perform braking to achieve parking. Therefore, in this embodiment, when the driving system fails, the method of first reducing the speed and then holding the brake can be adopted to reduce damage to the parking brake as much as possible. harm, thereby extending its lifespan.
  • the above embodiment can absorb the energy generated by feedback braking through the resistor/capacitor and control the vehicle speed reduction in a timely manner.
  • the energy storage capacitor is used to replenish the power in time to maintain the normal operation of the drive until it completely stops. This can ensure that the parking brake is not damaged by dynamic impact energy, can greatly reduce the probability of high-speed braking, is conducive to extending the life of the parking brake, and reduces the risk of parking on a slope, thereby achieving safer and more efficient parking. Reliable downhill.
  • any combination of various embodiments of the present invention can also be carried out. As long as they do not violate the idea of the present invention, they should also be regarded as the disclosed content of the present invention.

Landscapes

  • Engineering & Computer Science (AREA)
  • Power Engineering (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Life Sciences & Earth Sciences (AREA)
  • Sustainable Development (AREA)
  • Sustainable Energy (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)

Abstract

La présente invention concerne un système de commande pour une condition de travail en descente, et un véhicule de travail surélevé. Le système de commande (1) comprend : un appareil de mesure de tension (10), qui est utilisé pour mesurer une tension de bus à courant continu d'un circuit de pilotage ; un premier appareil de capture de courant (20), qui est utilisé pour capturer un courant de rétroaction délivré par le circuit de pilotage ; un premier appareil de commutation (30), qui est utilisé pour conduire un premier circuit dans lequel se trouve le premier appareil de capture de courant (20) ; et un appareil de commande (40), qui est utilisé pour conduire le premier circuit en commandant le premier appareil de commutation (30) lorsque la tension de bus à courant continu est égale ou supérieure à une première tension prédéfinie, de telle sorte que le premier appareil de capture de courant (20) capture le courant de rétroaction. Le système peut intervenir dans une stratégie de commande pour réduire une tension de bus à courant continu d'un circuit de pilotage au moyen de la capture d'un courant de rétroaction, de façon à empêcher le couple de freinage de devenir plus petit, permettant ainsi de réduire efficacement le risque de calage en descente.
PCT/CN2023/093829 2022-09-07 2023-05-12 Système de commande pour une condition de travail en descente, et véhicule de travail surélevé WO2024051201A1 (fr)

Applications Claiming Priority (6)

Application Number Priority Date Filing Date Title
CN202211090792.7 2022-09-07
CN202211091407.0A CN116461332A (zh) 2022-09-07 2022-09-07 用于下坡工况的控制系统及高空作业车
CN202211090792.7A CN116461330A (zh) 2022-09-07 2022-09-07 用于下坡工况的控制系统及高空作业车
CN202211091407.0 2022-09-07
CN202211090793.1 2022-09-07
CN202211090793.1A CN116461331A (zh) 2022-09-07 2022-09-07 用于下坡工况的控制系统及高空作业车

Publications (1)

Publication Number Publication Date
WO2024051201A1 true WO2024051201A1 (fr) 2024-03-14

Family

ID=90192719

Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/CN2023/093829 WO2024051201A1 (fr) 2022-09-07 2023-05-12 Système de commande pour une condition de travail en descente, et véhicule de travail surélevé

Country Status (1)

Country Link
WO (1) WO2024051201A1 (fr)

Citations (10)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US4352049A (en) * 1979-11-26 1982-09-28 Westinghouse Electric Corp. Brake control apparatus and method
WO2012137315A1 (fr) * 2011-04-06 2012-10-11 三菱電機株式会社 Système d'alimentation électrique pour véhicule
CN105904971A (zh) * 2016-05-27 2016-08-31 苏州海格新能源汽车电控系统科技有限公司 一种用于并联混合动力汽车的高压泄荷装置
CN205768711U (zh) * 2016-05-27 2016-12-07 苏州海格新能源汽车电控系统科技有限公司 一种用于并联混合动力汽车的高压泄荷装置
CN111409465A (zh) * 2020-03-31 2020-07-14 潍柴动力股份有限公司 车辆的再生制动控制方法及控制装置
CN112078368A (zh) * 2020-08-03 2020-12-15 中联重科股份有限公司 回馈电流控制装置及高空作业车
CN213305000U (zh) * 2020-08-11 2021-05-28 湖南中联重科智能高空作业机械有限公司 用于捕获回馈电流的电路装置及高空作业车
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
CN112910068A (zh) * 2020-11-23 2021-06-04 湖南中联重科智能高空作业机械有限公司 用于电机驱动器的控制装置、电机驱动器及高空作业车
CN114734824A (zh) * 2022-04-18 2022-07-12 北京海泰微纳科技发展有限公司 电动汽车制动控制方法、电路及电动汽车

Patent Citations (11)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US4352049A (en) * 1979-11-26 1982-09-28 Westinghouse Electric Corp. Brake control apparatus and method
WO2012137315A1 (fr) * 2011-04-06 2012-10-11 三菱電機株式会社 Système d'alimentation électrique pour véhicule
CN105904971A (zh) * 2016-05-27 2016-08-31 苏州海格新能源汽车电控系统科技有限公司 一种用于并联混合动力汽车的高压泄荷装置
CN205768711U (zh) * 2016-05-27 2016-12-07 苏州海格新能源汽车电控系统科技有限公司 一种用于并联混合动力汽车的高压泄荷装置
CN111409465A (zh) * 2020-03-31 2020-07-14 潍柴动力股份有限公司 车辆的再生制动控制方法及控制装置
CN112078368A (zh) * 2020-08-03 2020-12-15 中联重科股份有限公司 回馈电流控制装置及高空作业车
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
WO2022027984A1 (fr) * 2020-08-03 2022-02-10 湖南中联重科智能高空作业机械有限公司 Dispositif de commande de courant de rétroaction et camion à plateforme élévatrice
CN213305000U (zh) * 2020-08-11 2021-05-28 湖南中联重科智能高空作业机械有限公司 用于捕获回馈电流的电路装置及高空作业车
CN112910068A (zh) * 2020-11-23 2021-06-04 湖南中联重科智能高空作业机械有限公司 用于电机驱动器的控制装置、电机驱动器及高空作业车
CN114734824A (zh) * 2022-04-18 2022-07-12 北京海泰微纳科技发展有限公司 电动汽车制动控制方法、电路及电动汽车

Similar Documents

Publication Publication Date Title
JP6462027B2 (ja) 電気またはハイブリッド自動車用のエネルギー蓄積システム
JP3330050B2 (ja) 電気自動車の制御装置
KR101997347B1 (ko) 자동차
CN104071018B (zh) 一种列车供电电路、列车及供电控制方法
US8543275B1 (en) Control device, control method, and electric motor car
JP2007195398A (ja) 車両推進システム
WO2013115098A1 (fr) Dispositif de commande de vitesse de véhicule et véhicule équipé de celui-ci
CN107539162A (zh) 一种中低速磁浮列车牵引系统
US11332115B2 (en) Power regeneration system of work vehicle
JP2011030362A (ja) 車両用電源装置
JP6255781B2 (ja) 電源回路の異常検出方法
WO2024051201A1 (fr) Système de commande pour une condition de travail en descente, et véhicule de travail surélevé
JP2006187160A (ja) ハイブリッドカー
KR100579298B1 (ko) 환경 차량의 보조 배터리 충전 제어방법
WO2018066624A1 (fr) Dispositif de commande de système d'alimentation
US20230010979A1 (en) Method and a master control unit for controlling an electrical system of an electric vehicle
US11718201B2 (en) Motor vehicle
CN116461330A (zh) 用于下坡工况的控制系统及高空作业车
JP2007125915A (ja) 車両用電源装置
JP2900309B2 (ja) 電動車の回生システム
CN116461332A (zh) 用于下坡工况的控制系统及高空作业车
CN116461331A (zh) 用于下坡工况的控制系统及高空作业车
JP2800586B2 (ja) 電気自動車用ブレーキ装置
JP6834911B2 (ja) 車両用電源システム
JP2005245104A (ja) 電気自動車

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: 23861905

Country of ref document: EP

Kind code of ref document: A1