CN101913326A - Regenerative braking energy feedback circuit system for dual motor drive hybrid track-laying vehicle - Google Patents
Regenerative braking energy feedback circuit system for dual motor drive hybrid track-laying vehicle Download PDFInfo
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- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
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- Y02T10/00—Road transport of goods or passengers
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Abstract
The invention relates to a regenerative braking energy feedback circuit system for a dual motor drive hybrid track-laying vehicle, which comprises a control system and a power system. The regenerative braking energy feedback circuit system is used for the dual motor driven hybrid track-laying vehicle, the energy generated by regenerative braking under the straight running condition of the vehicle can charge a power battery pack to save energy through the regenerative braking energy feedback circuit system, and the energy generated by regenerative braking of an internal motor under the steering working condition can quickly complement energy required by the driving of an external motor through the regenerative braking energy feedback circuit system; and the feedback energy generated by regenerative braking can be reasonably and effectively utilized because the whole circuit system is comprehensively coordinated and controlled by a comprehensive electric controller; therefore, the integral efficiency of the vehicle transmission system is improved.
Description
Technical field
The present invention relates to a kind of regenerative braking energy feedback circuit system, particularly a kind of regenerative braking energy feedback circuit system for dual motor drive hybrid track-laying vehicle.
Background technology
The tracklaying vehicle type of drive generally is divided into mechanical drive, hydraulic transmission, hydrostatic drive and electric tramsmission.Energy that mechanical type continuously tracked vehicle straight braking produces and the energy major part that the braking of low speed side crawler belt produces when turning to become heat energy and loss, and system effectiveness is low.Although the energy that hydraulic transmission, the braking of hydraulic driven continuously tracked vehicle produce can be utilized brake system structure and hydraulic control circuit relative complex.Planting traditional approach with first three compares, electric tramsmission continuously tracked vehicle brake system adopts the electromechanical combination brake mode usually, the energy that braking produces transmits, stores by regenerative braking energy feedback circuit system with the form of electric energy and utilizes, realizes energy-conservationly, and energy is rationally utilized; Particularly the B.P. that the braking of low speed crawler belt produces during Vehicular turn can transmit by the regenerative brake control system, and required power when turning to replenish the high speed crawler belt improves system effectiveness.
Motor vehicle driven by mixed power adopts a plurality of propulsions source, can improve the manoevreability and the economy of vehicle, is extensively adopted by the electric tramsmission vehicle.Some patent documentations relevant with the motor vehicle driven by mixed power regeneration brake system are arranged at present, as: " a kind of regenerating brake control method of hybrid vehicle " (national patent, application number: 200610098185.X), " hybrid power car regenerative brake and anti-lock integrated control system " (national patent, 200710055687.9) and the system and method for regenerative brake " in the hybrid electric vehicle prolong " (national patent application number:, application number: 200810124959.0), its disclosed content all is about single motor-driven hybrid power wheeled car regeneration brake system and control method.Therefore, the regeneration brake system that relates to of above-mentioned patent is not suitable for the motor vehicle driven by mixed power of Dual-motors Driving; In addition, because tracklaying vehicle turns to travel principle and braking in a turn mode different with wheeled car, so above-mentioned patent is not suitable for the regeneration brake system of tracklaying vehicle yet.Document " emulation of continuously tracked vehicle electric drive system electric apparatus Associated brake " and document " Associated brake optimal control of continuously tracked vehicle electric drive system electric apparatus and emulation " do not relate to the design plan of regenerative braking energy feedback circuit system yet.
Summary of the invention
The objective of the invention is to satisfy the demand of regenerative brake control system of the hybrid power tracklaying vehicle of Dual-motors Driving, design a kind of hybrid power tracklaying vehicle regenerative braking energy feedback circuit system that is used for Dual-motors Driving at prior art.Its basic thought is: the hybrid power tracklaying vehicle of Dual-motors Driving is braked the energy that produces transmit, store with the form of electric energy and utilize.
The objective of the invention is to be achieved through the following technical solutions.
A kind of regenerative braking energy feedback circuit system for dual motor drive hybrid track-laying vehicle comprises: control system and power system;
Wherein, control system, as shown in Figure 1, comprising: acceleration pedal and displacement pickup 1 thereof, brake pedal and displacement pickup 2 thereof, electronics gear collecting unit 3, bearing circle and angular-motion transducer 4 thereof, integrated electronics controller 5, inboard motor D SP control unit 6, outside motor D SP control unit 7, energy conversion control unit 8, Engine-Generator group control unit 9 and electrokinetic cell administrative unit 10;
Power system, as shown in Figure 2, comprising: inboard power of motor inverter circuit 11, outside power of motor inverter circuit 12, energy converter 13, inboard motor 14, outside motor 15, power battery pack 16, Engine-Generator group 17, inboard pump rise resistance R d1, outside pump rises resistance R d2;
Inboard power of motor inverter circuit 11 is made of 6 igbt V1, V2, V3, V4, V5, V6 and 6 sustained diode 1, D2, D3, D4, D5, D6 and 1 electric capacity of voltage regulation Cd1; Outside power of motor inverter circuit 12 is made of 6 insulated gate bipolar transistor module V7, V8, V9, V10, V11, V12 and 6 sustained diode 7, D8, D9, D10, D11, D12 and 1 electric capacity of voltage regulation Cd2; Energy converter 13 comprises that generator commutation circuit 18, inboard pump rise resistor power K switch 7, outside pump rises resistor power K switch 8, power battery pack power switch K9; Wherein generator commutation circuit 18 is made of 6 insulated gate bipolar transistor module V13, V14, V15, V16, V17, V18 and 6 sustained diode 13, D14, D15, D16, D17, D18 and 1 electric capacity of voltage regulation Cd3; The stator of inboard motor 14 and outside motor 15 all adopts the star-like winding of three-phase; The stator of the electrical generator of Engine-Generator group 17 also adopts the star-like winding of three-phase.
The annexation of control system circuit is:
Acceleration pedal and displacement pickup 1 thereof, brake pedal and displacement pickup 2 thereof, electronics gear collecting unit 3, the signal of bearing circle and angular-motion transducer 4 thereof is respectively by the first signal wire (SW) L1, secondary signal line L2, the 3rd signal wire (SW) L3, the 4th signal wire (SW) L4 is input to the first signal terminal P1 of integrated electronics controller 5, secondary signal terminals P 2, the 3rd signal terminal P3, the 4th signal terminal P4, inboard motor D SP control unit 6, outside motor D SP control unit 7, energy conversion control unit 8, the information of Engine-Generator group control unit 9 and electrokinetic cell administrative unit 10 is respectively by a CAN bus N1, the 2nd CAN bus N2, the 3rd CAN bus N3, the 4th CAN bus N4, the 5th CAN bus N5 is transferred to a CAN bus terminal P5 of integrated electronics controller 5, the 2nd CAN bus terminal P6, the 3rd CAN bus terminal P7, the 4th CAN bus terminal P8, the 5th CAN bus terminal P9, inboard motor D SP control unit 6 outputs 6 road insulated gate bipolar transistor module control signals are respectively by the first control line S1, the second control line S2, the 3rd control line S3, the 4th control line S4, the 5th control line S5, the 6th control line S6 controls 6 insulated gate bipolar transistor module V1 of inboard power of motor inverter circuit 11, V2, V3, V4, V5, the switch of V6, outside motor D SP control unit 7 outputs 6 road insulated gate bipolar transistor module control signals are respectively by the 7th control line S7, the 8th control line S8, the 9th control line S9, the tenth control line S10, the 11 control line S11,6 insulated gate bipolar transistor module V7 of the 12 control line S12 control outside power of motor inverter circuit 12, V8, V9, V10, V11, the switch of V12, energy conversion control unit 8 outputs 6 road insulated gate bipolar transistor module control signals are respectively by the 13 control line S13, the 14 control line S14, the 15 control line S15, the 16 control line S16, the 17 control line S17,6 insulated gate bipolar transistor module V13 of the generator commutation circuit 18 of the 18 control line S18 control energy converting means 13, V14, V15, V16, V17, the switch of V18, in addition, energy conversion control unit 8 outputs 3 way switch control signals are respectively by the 19 control line S19, the 20 control line S20, the inboard pump of the 21 control line S21 control energy converting means 13 rises resistor power K switch 7, outside pump rises resistor power K switch 8, power battery pack power switch K9.
The annexation of power system circuit is:
The anodal U+ of vehicle direct supply bus is connected with the negative pole of the collecting electrode of 3 insulated gate bipolar transistor module V1, V2 of the positive pole of electric capacity of voltage regulation Cd1, inboard power of motor inverter circuit 11, V3,3 sustained diode 1, D2, D3 respectively; The negative pole U-of vehicle direct supply bus is connected with the positive pole of the emitter of 3 insulated gate bipolar transistor module V4, V5 of the negative pole of electric capacity of voltage regulation Cd1, inboard power of motor inverter circuit 11, V6,3 sustained diode 4, D5, D6 respectively; The emitter of insulated door bipolar transistor module V1 is connected with the input end A1 of the three-phase stator winding of the negative pole of the collecting electrode of the positive pole of sustained diode 1, insulated gate bipolar transistor module V4, sustained diode 4 and inboard motor 14 respectively; The emitter of insulated door bipolar transistor module V2 is connected with the input end B1 of the three-phase stator winding of the negative pole of the collecting electrode of the positive pole of sustained diode 2, insulated gate bipolar transistor module V5, sustained diode 5 and inboard motor 14 respectively; The emitter of insulated door bipolar transistor module V3 is connected with the input end C1 of the three-phase stator winding of the negative pole of the collecting electrode of the positive pole of sustained diode 3, insulated gate bipolar transistor module V6, sustained diode 6 and inboard motor 14 respectively;
The anodal U+ of vehicle direct supply bus also is connected with the negative pole of the collecting electrode of 3 insulated gate bipolar transistor module V7, V8 of the positive pole of electric capacity of voltage regulation Cd2, outside power of motor inverter circuit 12, V9, sustained diode 7, D8, D9; The negative pole U-of vehicle direct supply bus also is connected with the positive pole of the emitter of 3 insulated gate bipolar transistor module V10, V11 of the negative pole of electric capacity of voltage regulation Cd2, outside power of motor inverter circuit 12, V12, sustained diode 10, D11, D12 respectively; The emitter of insulated door bipolar transistor module V7 is connected with the input end A2 of the three-phase stator winding of the negative pole of the collecting electrode of the positive pole of sustained diode 7, insulated gate bipolar transistor module V10, sustained diode 10 and outside motor 15 respectively; The emitter of insulated door bipolar transistor module V8 is connected with the input end B2 of the three-phase stator winding of the negative pole of the collecting electrode of the positive pole of sustained diode 8, insulated gate bipolar transistor module V11, sustained diode 11 and outside motor 15 respectively; The emitter of insulated door bipolar transistor module V9 is connected with the input end C2 of the three-phase stator winding of the negative pole of the collecting electrode of the positive pole of sustained diode 9, insulated gate bipolar transistor module V12, sustained diode 12 and outside motor 15 respectively;
The anodal U+ of vehicle direct supply bus also rises the positive pole of resistor power K switch 7, the positive pole that outside pump rises resistor power K switch 8, the end of power battery pack power switch K9 with the collecting electrode of 3 insulated gate bipolar transistor module V13, V14 of the generator commutation circuit 18 of the positive pole of electric capacity of voltage regulation Cd3, energy converter 13, V15, sustained diode 13, the negative pole of D14, D15, inboard pump and is connected; The negative pole U-of vehicle direct supply bus also is connected with the positive pole of the emitter of 3 insulated gate bipolar transistor module V16, V17 of the generator commutation circuit 18 of the negative pole of electric capacity of voltage regulation Cd3, energy converter 13, V18, sustained diode 16, D17, D18; The emitter of insulated door bipolar transistor module V13 is connected with the input end A of the three-phase stator winding of the electrical generator of the negative pole of the collecting electrode of the positive pole of sustained diode 13, insulated gate bipolar transistor module V16, sustained diode 16 and Engine-Generator group 17 respectively; The emitter of insulated door bipolar transistor module V14 is connected with the input end B of the three-phase stator winding of the electrical generator of the negative pole of the collecting electrode of the positive pole of sustained diode 14, insulated gate bipolar transistor module V17, sustained diode 17 and Engine-Generator group 17 respectively; The emitter of insulated door bipolar transistor module V15 is connected with the input end C of the three-phase stator winding of the electrical generator of the negative pole of the collecting electrode of the positive pole of sustained diode 15, insulated gate bipolar transistor module V18, sustained diode 18 and Engine-Generator group 17 respectively;
The negative pole that inboard pump rises resistor power K switch 7 is connected with the end that inboard pump rises resistance R d1, the negative pole that outside pump rises resistor power K switch 8 is connected with the end that outside pump rises resistance R d2, the other end of power battery pack power switch K9 is connected with the positive pole of power battery pack 16, and inboard pump rises the other end of resistance R d1, the other end that outside pump rises resistance R d2 and the negative pole of power battery pack 16 and is connected with the negative pole U-of vehicle direct supply bus.
The working process of the regenerative braking energy feedback circuit system that the present invention relates to comprises straight operating mode electric braking process and steering situation electric braking process.
During vehicle straight operating mode electric braking mode of operation, chaufeur is stepped on brake pedal, brake pedal and displacement pickup 1 thereof pass to integrated electronics controller 5 with the electric braking signal by the first signal wire (SW) L1, integrated electronics controller 5 is transferred to inboard motor D SP control unit 6 and outside motor D SP control unit 7 respectively by a CAN bus N1 and the 2nd CAN bus N2 after the electric braking signal conditioning is become the lock torque signal, inboard motor D SP control unit 6 and outside motor D SP control unit 7 calculate by analysis, export 6 road control signals respectively and control conducting and the shutoff of 6 insulated gate bipolar transistor module V7～V12 of 6 insulated gate bipolar transistor module V1～V6 of inboard power of motor inverter circuit 11 and outside power of motor inverter circuit 12, make inboard motor 14 produce identical lock torque with outside motor 15, the both sides motor is in generating state, produce the regenerative brake feedback energy, feedback energy passes to inboard power of motor inverter circuit 11 and outside power of motor inverter circuit 12 from inboard motor 14 and outside motor 15 by three power power-lines respectively in the mode of electric energy, again respectively by the insulated gate bipolar transistor module V1～V6 and the sustained diode 1～D6 of inboard power of motor inverter circuit 11, insulated gate bipolar transistor module V7～the V12 of outside power of motor inverter circuit 12 and sustained diode 7～D12 pass to anodal U+ of vehicle direct supply bus and negative pole U-, when direct supply bus voltage during less than power battery pack 16 deboosts, power battery pack power switch K9 conducting, feedback energy gives power battery pack 16 chargings, when direct supply bus voltage during greater than power battery pack 16 deboosts, power battery pack power switch K9 closes, inboard pump rises resistor power K switch 7 and outside pump rises 8 conductings of resistor power K switch, inboard pump rises resistance R d1 and outside pump rises resistance R d2 work, and remaining electric energy is with thermal energy consumption.
When Vehicular turn operating mode electric braking mode is worked, when the vehicle left-handed turning to the time, left motor is inboard motor 14, chaufeur is the steering dish left, bearing circle and angular-motion transducer 4 thereof pass to integrated electronics controller 5 with turn sign by the 4th signal wire (SW) L4, after integrated electronics controller 5 is processed into torque signals with the turn sign analytical calculation, by a CAN bus N1 to the inside motor D SP control unit 6 send the lock torque signals, control inboard motor 14 and produce lock torque, pass through the 2nd CAN bus N2 motor D SP control unit 7 transmission drag torque signals laterally again, control outside motor 15 produces drag torque, inboard motor 14 is in generating state, produce the regenerative brake feedback energy, outside motor 15 is in driving condition, consumed power, need the direct supply bus that the driving electric power is provided, the regenerative brake feedback energy that inboard motor 14 produces passes to inboard power of motor inverter circuit 11 by three power power-lines from inboard motor 14 in the mode of electric energy, pass to vehicle direct supply bus then, by vehicle direct supply bus feedback energy is passed to the dc supply input of outside power of motor inverter circuit 12 again, outside power of motor inverter circuit 12 is transformed into alternating current with direct current (DC) and gives outside motor 15 electric energy supplement by three power power-lines, when regenerating braking energy has surpassed 15 energy requirements of outside motor, vehicle direct supply bus voltage raises, regenerated energy is given electric capacity of voltage regulation Cd2 and power battery pack 16 chargings by vehicle direct supply bus, cause the direct supply bus voltage to raise gradually and produce the pump up voltage, when the direct supply bus voltage is higher than direct supply bus deboost Umax, inboard pump rises resistor power K switch 7 and outside pump rises 8 conductings of resistor power K switch, power battery pack power switch K9 closes, unnecessary energy rises resistance R d2 by outside pump and absorbs, suppress to reduce the pump up voltage, the direct supply bus voltage is descended; When the direct supply bus voltage drops to direct supply bus rated operational voltage Ue, inboard pump rises resistor power K switch 7 and outside pump and rises that resistor power K switch 8 is closed, power battery pack power switch K9 conducting, both sides machine operation institute energy requirement during the assurance Vehicular turn.When the vehicle right-hand turning to the time, its principle of work and vehicle right-hand turning to the time identical.
Beneficial effect
The hybrid power tracklaying vehicle that regenerative brake feedback energy Circuits System involved in the present invention is used for Dual-motors Driving, the energy that vehicle straight operating mode regenerative brake produces can charge to power battery pack by regenerative braking energy feedback circuit system of the present invention, saved the energy, the energy that the inboard motor regenerative brake of steering situation produces can replenish outside motor-driven institute energy requirement rapidly by regenerative braking energy feedback circuit system of the present invention; And because the present invention adopts integrated electronics controller synthesis co-operative control entire circuit system, therefore, the feedback energy that regenerative brake is produced utilizes rationally and effectively, thereby improves the whole efficiency of vehicle drive system.
Description of drawings
Fig. 1 is the constructional drawing of control system of the present invention;
Fig. 2 is the circuit diagram of power system of the present invention;
Wherein: L1-first signal wire (SW); L2-secondary signal line; L3-the 3rd signal wire (SW); L4-the 4th signal wire (SW); N1-the one CAN bus; N2-the 2nd CAN bus; N3-the 3rd CAN bus; N4-the 4th CAN bus; N5-the 5th CAN bus; 1-brake pedal and displacement pickup thereof; 2-brake pedal and displacement pickup thereof; 3-electronics gear collecting unit; 4-bearing circle and angular-motion transducer thereof; 5-integrated electronics controller; The inboard motor D SP of 6-control unit; 7-outside motor D SP control unit; 8-energy conversion control unit; 9-Engine-Generator group control unit; 10-electrokinetic cell administrative unit; The inboard power of motor inverter circuit of 11-; 12-outside power of motor inverter circuit; The 13-energy converter; The inboard motor of 14-; 15-outside motor; The 16-power battery pack; 17-Engine-Generator group; 18-generator commutation circuit.
The specific embodiment
Below in conjunction with specific embodiment technical solution of the present invention is done detailed description.
Be that a dual motor drive hybrid track-laying vehicle is equipped regenerative braking energy feedback circuit system of the present invention, wherein integrated electronics controller 5 adopts 16 Motorola's micro controller systems, inboard motor D SP control unit 6, outside motor D SP control unit 7 and energy conversion control unit 8 adopt the TMS320LF28XX of Texas Instrument digital signal processor, Engine-Generator group control unit 9 and electrokinetic cell administrative unit 10 adopt 16 Motorola's micro controller systems, inboard motor 14, outside motor 15 adopts permasyn morot, power battery pack 16 adopts lithium-ion-power cell, Engine-Generator group 17 adopts diesel engine-mag-dynamo, insulated gate bipolar transistor module V1～V18 selects the insulated door bipolar transistor module of Siemens 1000A/1200V for use, and electric capacity of voltage regulation Cd1～Cd3 adopts the electrolytic condenser of 3900uF/600V.
During vehicle straight operating mode electric braking mode of operation, chaufeur is stepped on brake pedal, brake pedal and displacement pickup 1 thereof pass to integrated electronics controller 5 with the electric braking signal by the first signal wire (SW) L1, integrated electronics controller 5 is transferred to inboard motor D SP control unit 6 and outside motor D SP control unit 7 respectively by a CAN bus N1 and the 2nd CAN bus N2 after the electric braking signal conditioning is become the lock torque signal, inboard motor D SP control unit 6 and outside motor D SP control unit 7 calculate by analysis, export 6 road control signals respectively and control conducting and the shutoff of 6 insulated gate bipolar transistor module V7～V12 of 6 insulated gate bipolar transistor module V1～V6 of inboard power of motor inverter circuit 11 and outside power of motor inverter circuit 12, make inboard motor 14 produce identical lock torque with outside motor 15, the both sides motor is in generating state, produce the regenerative brake feedback energy, feedback energy passes to inboard power of motor inverter circuit 11 and outside power of motor inverter circuit 12 from inboard motor 14 and outside motor 15 by three power power-lines respectively in the mode of electric energy, again respectively by the insulated gate bipolar transistor module V1～V6 and the sustained diode 1～D6 of inboard power of motor inverter circuit 11, insulated gate bipolar transistor module V7～the V12 of outside power of motor inverter circuit 12 and sustained diode 7～D12 pass to anodal U+ of vehicle direct supply bus and negative pole U-, when direct supply bus voltage during less than power battery pack 16 deboosts, power battery pack power switch K9 conducting, feedback energy gives power battery pack 16 chargings, when direct supply bus voltage during greater than power battery pack 16 deboosts, power battery pack power switch K9 closes, inboard pump rises resistor power K switch 7 and outside pump rises 8 conductings of resistor power K switch, inboard pump rises resistance R d1 and outside pump rises resistance R d2 work, and remaining electric energy is with thermal energy consumption.
When Vehicular turn operating mode electric braking mode is worked, when the vehicle left-handed turning to the time, left motor is inboard motor 14, chaufeur is the steering dish left, bearing circle and angular-motion transducer 4 thereof pass to integrated electronics controller 5 with turn sign by the 4th signal wire (SW) L4, after integrated electronics controller 5 is processed into torque signals with the turn sign analytical calculation, by a CAN bus N1 to the inside motor D SP control unit 6 send the lock torque signals, control inboard motor 14 and produce lock torque, pass through the 2nd CAN bus N2 motor D SP control unit 7 transmission drag torque signals laterally again, control outside motor 15 produces drag torque, inboard motor 14 is in generating state, produce the regenerative brake feedback energy, outside motor 15 is in driving condition, consumed power, need the direct supply bus that the driving electric power is provided, the regenerative brake feedback energy that inboard motor 14 produces passes to inboard power of motor inverter circuit 11 by three power power-lines from inboard motor 14 in the mode of electric energy, pass to vehicle direct supply bus then, by vehicle direct supply bus feedback energy is passed to the dc supply input of outside power of motor inverter circuit 12 again, outside power of motor inverter circuit 12 is transformed into alternating current with direct current (DC) and gives outside motor 15 electric energy supplement by three power power-lines, when regenerating braking energy has surpassed 15 energy requirements of outside motor, vehicle direct supply bus voltage raises, regenerated energy is given electric capacity of voltage regulation Cd2 and power battery pack 16 chargings by vehicle direct supply bus, cause the direct supply bus voltage to raise gradually and produce the pump up voltage, when the direct supply bus voltage is higher than direct supply bus deboost Umax=600V, inboard pump rises resistor power K switch 7 and outside pump rises 8 conductings of resistor power K switch, power battery pack power switch K9 closes, unnecessary energy rises resistance R d2 by outside pump and absorbs, suppress to reduce the pump up voltage, the direct supply bus voltage is descended; When the direct supply bus voltage drops to direct supply bus rated operational voltage Ue=400V, inboard pump rises resistor power K switch 7 and outside pump and rises that resistor power K switch 8 is closed, power battery pack power switch K9 conducting, both sides machine operation institute energy requirement during the assurance Vehicular turn.When the vehicle right-hand turning to the time, its principle of work and vehicle right-hand turning to the time identical.
The above only is a preferred implementation of the present invention; should be understood that; for those skilled in the art; under the prerequisite that does not break away from the principle of the invention; can also make some improvement; perhaps part technical characterictic wherein is equal to replacement, these improvement and replace and also should be considered as protection scope of the present invention.
Claims (2)
1. a regenerative braking energy feedback circuit system for dual motor drive hybrid track-laying vehicle is characterized in that: comprising: control system and power system;
Control system comprises: acceleration pedal and displacement pickup thereof (1), brake pedal and displacement pickup (2) thereof, electronics gear collecting unit (3), bearing circle and angular-motion transducer (4) thereof, integrated electronics controller (5), inboard motor D SP control unit (6), outside motor D SP control unit (7), energy conversion control unit (8), Engine-Generator group control unit (9) and electrokinetic cell administrative unit (10);
Power system comprises: inboard power of motor inverter circuit (11), outside power of motor inverter circuit (12), energy converter (13), inboard motor (14), outside motor (15), power battery pack (16), Engine-Generator group (17), inboard pump rise resistance R d1, outside pump rises resistance R d2;
Inboard power of motor inverter circuit (11) is made of 6 igbt V1, V2, V3, V4, V5, V6 and 6 sustained diode 1, D2, D3, D4, D5, D6 and 1 electric capacity of voltage regulation Cd1; Outside power of motor inverter circuit (12) is made of 6 insulated gate bipolar transistor module V7, V8, V9, V10, V11, V12 and 6 sustained diode 7, D8, D9, D10, D11, D12 and 1 electric capacity of voltage regulation Cd2; Energy converter (13) comprises that generator commutation circuit (18), inboard pump rise resistor power K switch 7, outside pump rises resistor power K switch 8, power battery pack power switch K9; Wherein generator commutation circuit (18) is made of 6 insulated gate bipolar transistor module V13, V14, V15, V16, V17, V18 and 6 sustained diode 13, D14, D15, D16, D17, D18 and 1 electric capacity of voltage regulation Cd3; The stator of inboard motor (14) and outside motor (15) all adopts the star-like winding of three-phase; The stator of the electrical generator of Engine-Generator group (17) also adopts the star-like winding of three-phase;
The annexation of control system circuit is:
Acceleration pedal and displacement pickup thereof (1), brake pedal and displacement pickup thereof (2), electronics gear collecting unit (3), the signal of bearing circle and angular-motion transducer thereof (4) is respectively by first signal wire (SW) (L1), secondary signal line (L2), the 3rd signal wire (SW) (L3), the 4th signal wire (SW) (L4) is input to the first signal terminal P1 of integrated electronics controller (5), secondary signal terminals P 2, the 3rd signal terminal P3, the 4th signal terminal P4, inboard motor D SP control unit (6), outside motor D SP control unit (7), energy conversion control unit (8), the information of Engine-Generator group control unit (9) and electrokinetic cell administrative unit (10) is respectively by a CAN bus (N1), CAN bus (N2), the 3rd CAN bus (N3), the 4th CAN bus (N4), the 5th CAN bus (N5) is transferred to a CAN bus terminal P5 of integrated electronics controller (5), the 2nd CAN bus terminal P6, the 3rd CAN bus terminal P7, the 4th CAN bus terminal P8, the 5th CAN bus terminal P9, inboard motor D SP control unit (6) output 6 road insulated gate bipolar transistor module control signals are respectively by the first control line S1, the second control line S2, the 3rd control line S3, the 4th control line S4, the 5th control line S5, the 6th control line S6 controls 6 insulated gate bipolar transistor module V1 of inboard power of motor inverter circuit (11), V2, V3, V4, V5, the switch of V6, outside motor D SP control unit (7) output 6 road insulated gate bipolar transistor module control signals are respectively by the 7th control line S7, the 8th control line S8, the 9th control line S9, the tenth control line S10, the 11 control line S11,6 insulated gate bipolar transistor module V7 of the 12 control line S 12 control outside power of motor inverter circuits (12), V8, V9, V10, V11, the switch of V12, energy conversion control unit (8) output 6 road insulated gate bipolar transistor module control signals are respectively by the 13 control line S13, the 14 control line S14, the 15 control line S15, the 16 control line S16, the 17 control line S17,6 insulated gate bipolar transistor module V13 of the generator commutation circuit (18) of the 18 control line S18 control energy converting means (13), V14, V15, V16, V17, the switch of V18, in addition, energy conversion control unit (8) output 3 way switch control signals are respectively by the 19 control line S19, the 20 control line S20, the inboard pump of the 21 control line S21 control energy converting means (13) rises resistor power K switch 7, outside pump rises resistor power K switch 8, power battery pack power switch K9;
The annexation of power system circuit is:
The anodal U+ of vehicle direct supply bus is connected with the negative pole of the collecting electrode of 3 insulated gate bipolar transistor module V1, V2 of the positive pole of electric capacity of voltage regulation Cd1, inboard power of motor inverter circuit (11), V3,3 sustained diode 1, D2, D3 respectively; The negative pole U-of vehicle direct supply bus is connected with the positive pole of the emitter of 3 insulated gate bipolar transistor module V4, V5 of the negative pole of electric capacity of voltage regulation Cd1, inboard power of motor inverter circuit (11), V6,3 sustained diode 4, D5, D6 respectively; The emitter of insulated door bipolar transistor module V1 is connected with the input end A1 of the three-phase stator winding of the negative pole of the collecting electrode of the positive pole of sustained diode 1, insulated gate bipolar transistor module V4, sustained diode 4 and inboard motor (14) respectively; The emitter of insulated door bipolar transistor module V2 is connected with the input end B1 of the three-phase stator winding of the negative pole of the collecting electrode of the positive pole of sustained diode 2, insulated gate bipolar transistor module V5, sustained diode 5 and inboard motor (14) respectively; The emitter of insulated door bipolar transistor module V3 is connected with the input end C1 of the three-phase stator winding of the negative pole of the collecting electrode of the positive pole of sustained diode 3, insulated gate bipolar transistor module V6, sustained diode 6 and inboard motor (14) respectively;
The anodal U+ of vehicle direct supply bus also is connected with the negative pole of the collecting electrode of 3 insulated gate bipolar transistor module V7, V8 of the positive pole of electric capacity of voltage regulation Cd2, outside power of motor inverter circuit (12), V9, sustained diode 7, D8, D9; The negative pole U-of vehicle direct supply bus also is connected with the positive pole of the emitter of 3 insulated gate bipolar transistor module V10, V11 of the negative pole of electric capacity of voltage regulation Cd2, outside power of motor inverter circuit (12), V12, sustained diode 10, D11, D12 respectively; The emitter of insulated door bipolar transistor module V7 is connected with the input end A2 of the three-phase stator winding of the negative pole of the collecting electrode of the positive pole of sustained diode 7, insulated gate bipolar transistor module V10, sustained diode 10 and outside motor (15) respectively; The emitter of insulated door bipolar transistor module V8 is connected with the input end B2 of the three-phase stator winding of the negative pole of the collecting electrode of the positive pole of sustained diode 8, insulated gate bipolar transistor module V11, sustained diode 11 and outside motor (15) respectively; The emitter of insulated door bipolar transistor module V9 is connected with the input end C2 of the three-phase stator winding of the negative pole of the collecting electrode of the positive pole of sustained diode 9, insulated gate bipolar transistor module V12, sustained diode 12 and outside motor (15) respectively;
The anodal U+ of vehicle direct supply bus also rises the positive pole of resistor power K switch 7, the positive pole that outside pump rises resistor power K switch 8, the end of power battery pack power switch K9 with the collecting electrode of 3 insulated gate bipolar transistor module V13, V14 of the generator commutation circuit (18) of the positive pole of electric capacity of voltage regulation Cd3, energy converter (13), V15, sustained diode 13, the negative pole of D14, D15, inboard pump and is connected; The negative pole U-of vehicle direct supply bus also is connected with the positive pole of the emitter of 3 insulated gate bipolar transistor module V16, V17 of the generator commutation circuit (18) of the negative pole of electric capacity of voltage regulation Cd3, energy converter (13), V18, sustained diode 16, D17, D18; The emitter of insulated door bipolar transistor module V13 is connected with the input end A of the three-phase stator winding of the electrical generator of the negative pole of the collecting electrode of the positive pole of sustained diode 13, insulated gate bipolar transistor module V16, sustained diode 16 and Engine-Generator group (17) respectively; The emitter of insulated door bipolar transistor module V14 is connected with the input end B of the three-phase stator winding of the electrical generator of the negative pole of the collecting electrode of the positive pole of sustained diode 14, insulated gate bipolar transistor module V17, sustained diode 17 and Engine-Generator group (17) respectively; The emitter of insulated door bipolar transistor module V15 is connected with the input end C of the three-phase stator winding of the electrical generator of the negative pole of the collecting electrode of the positive pole of sustained diode 15, insulated gate bipolar transistor module V18, sustained diode 18 and Engine-Generator group (17) respectively;
The negative pole that inboard pump rises resistor power K switch 7 is connected with the end that inboard pump rises resistance R d1, the negative pole that outside pump rises resistor power K switch 8 is connected with the end that outside pump rises resistance R d2, the other end of power battery pack power switch K9 is connected with the positive pole of power battery pack (16), and inboard pump rises the other end of resistance R d1, the other end that outside pump rises resistance R d2 and the negative pole of power battery pack (16) and is connected with the negative pole U-of vehicle direct supply bus.
2. a kind of regenerative braking energy feedback circuit system for dual motor drive hybrid track-laying vehicle as claimed in claim 1 is characterized in that: its working process comprises straight operating mode electric braking process and steering situation electric braking process;
During the work of vehicle straight operating mode electric braking, chaufeur is stepped on brake pedal, brake pedal and displacement pickup thereof (1) pass to integrated electronics controller (5) with the electric braking signal by first signal wire (SW) (L1), integrated electronics controller (5) is transferred to inboard motor D SP control unit (6) and outside motor D SP control unit (7) respectively by a CAN bus (N1) and the 2nd CAN bus (N2) after the electric braking signal conditioning is become the lock torque signal, inboard motor D SP control unit (6) and outside motor D SP control unit (7) calculate by analysis, export 6 road control signals respectively and control 6 insulated gate bipolar transistor modules of inboard power of motor inverter circuit (11) (6 insulated gate bipolar transistor modules of V1～V6) and outside power of motor inverter circuit (12) (conducting and the shutoff of V7～V12), make inboard motor (14) produce identical lock torque with outside motor (15), the both sides motor is in generating state, produce the regenerative brake feedback energy, feedback energy passes to inboard power of motor inverter circuit (11) and outside power of motor inverter circuit (12) from inboard motor (14) and outside motor (15) by three power power-lines respectively in the mode of electric energy, again respectively by the insulated gate bipolar transistor module of inboard power of motor inverter circuit (11) (V1～V6) and flywheel diode (D1～D6), ((D7～D12) passes to vehicle direct supply bus positive pole U+ and negative pole U-to the insulated gate bipolar transistor module of outside power of motor inverter circuit (12) for V7～V12) and flywheel diode, when direct supply bus voltage during less than power battery pack (16) deboost, power battery pack power switch (K9) conducting, feedback energy is given power battery pack (16) charging, when direct supply bus voltage during greater than power battery pack (16) deboost, power battery pack power switch (K9) is closed, inboard pump rises resistor power switch (K7) and outside pump rises resistor power switch (K8) conducting, inboard pump rises resistance R d1 and outside pump rises resistance R d2 work, and remaining electric energy is with thermal energy consumption;
When Vehicular turn operating mode electric braking mode is worked, when the vehicle left-handed turning to the time, left motor is inboard motor (14), chaufeur is the steering dish left, bearing circle and angular-motion transducer thereof (4) pass to integrated electronics controller (5) with turn sign by the 4th signal wire (SW) (L4), after integrated electronics controller (5) is processed into torque signals with the turn sign analytical calculation, by a CAN bus (N1) motor D SP control unit (6) transmission to the inside lock torque signal, control inboard motor (14) and produce lock torque, again by the 2nd CAN bus (N2) motor D SP control unit (7) transmission laterally drag torque signal, control outside motor (15) produces drag torque, inboard motor (14) is in generating state, produce the regenerative brake feedback energy, outside motor (15) is in driving condition, consumed power, need the direct supply bus that the driving electric power is provided, the regenerative brake feedback energy that inboard motor (14) produces passes to inboard power of motor inverter circuit (11) by three power power-lines from inboard motor (14) in the mode of electric energy, pass to vehicle direct supply bus then, by vehicle direct supply bus feedback energy is passed to the dc supply input of outside power of motor inverter circuit (12) again, outside power of motor inverter circuit (12) is transformed into alternating current with direct current (DC) and gives outside motor (15) electric energy supplement by three power power-lines, when regenerating braking energy has surpassed outside motor (15) institute energy requirement, vehicle direct supply bus voltage raises, regenerated energy is given electric capacity of voltage regulation Cd2 and power battery pack (16) charging by vehicle direct supply bus, cause the direct supply bus voltage to raise gradually and produce the pump up voltage, when the direct supply bus voltage is higher than direct supply bus deboost Umax, inboard pump rises resistor power switch (K7) and outside pump rises resistor power switch (K8) conducting, power battery pack power switch (K9) is closed, unnecessary energy rises resistance R d2 by outside pump and absorbs, suppress to reduce the pump up voltage, the direct supply bus voltage is descended; When the direct supply bus voltage drops to direct supply bus rated operational voltage Ue, inboard pump rises resistor power switch (K7) and outside pump and rises that resistor power switch (K8) cuts out, power battery pack power switch (K9) conducting, both sides machine operation institute energy requirement during the assurance Vehicular turn; When the vehicle right-hand turning to the time, its principle of work and vehicle right-hand turning to the time identical.
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| Application Number | Priority Date | Filing Date | Title |
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| CN2010102297936A CN101913326B (en) | 2010-07-13 | 2010-07-13 | Regenerative braking energy feedback circuit system for dual motor drive hybrid track-laying vehicle |
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| CN2010102297936A CN101913326B (en) | 2010-07-13 | 2010-07-13 | Regenerative braking energy feedback circuit system for dual motor drive hybrid track-laying vehicle |
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| CN103552472A (en) * | 2013-09-19 | 2014-02-05 | 南京理工大学 | Regenerative braking method of non-road range extended electric vehicle |
| CN107804313A (en) * | 2016-09-08 | 2018-03-16 | 丰田自动车株式会社 | The control device of motor vehicle driven by mixed power |
| CN108599628A (en) * | 2017-11-30 | 2018-09-28 | 珠海格力节能环保制冷技术研究中心有限公司 | Emergency stop control device, servo-driver and servo-drive system |
| CN109747707A (en) * | 2019-01-25 | 2019-05-14 | 北京理工大学 | The believable network control steering system and its control method of electric car |
| CN109849678A (en) * | 2019-01-25 | 2019-06-07 | 云南航天神州汽车有限公司 | A kind of electric car regenerative braking safety control |
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| US5469816A (en) * | 1993-09-02 | 1995-11-28 | Nippondenso Co., Ltd. | Control mechanism for an electric generator motor in an internal combustion engine |
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| CN109849678A (en) * | 2019-01-25 | 2019-06-07 | 云南航天神州汽车有限公司 | A kind of electric car regenerative braking safety control |
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|---|---|
| CN101913326B (en) | 2012-05-23 |
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