CN218316264U - Electric vehicle controller circuit system - Google Patents
Electric vehicle controller circuit system Download PDFInfo
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- CN218316264U CN218316264U CN202221833197.3U CN202221833197U CN218316264U CN 218316264 U CN218316264 U CN 218316264U CN 202221833197 U CN202221833197 U CN 202221833197U CN 218316264 U CN218316264 U CN 218316264U
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Abstract
The utility model discloses a circuit system of an electric vehicle controller, which comprises a high-voltage unit, a low-voltage unit and an isolation unit; the high-pressure unit is used for power output; the low-voltage unit is used for man-machine interaction; the isolation unit is used for realizing two paths of isolated power supplies and transmitting information of the low-voltage unit and the high-voltage unit. The utility model designs a low cost, easy to realize, different from the traditional isolation circuit system which is isolated in the control part and the power part, the circuit system control part and the power part are not isolated, thus saving the cost of isolating components; the isolation of the power end and the user end is realized by adopting a scheme of a conventional non-isolated circuit plus isolated communication.
Description
Technical Field
The utility model relates to a controller technical field specifically is an electric vehicle controller circuit system.
Background
The motor controller for the low-speed light electric vehicle is provided with a non-isolation circuit system and an isolation circuit system, wherein the non-isolation system is generally used for a system with a power supply voltage of 72V or below, and the isolation circuit system is required under the conditions that the power supply voltage is higher than 72V or the power is higher and the reliability requirement is higher. The conventional isolation mode is that an isolation transformer is matched with an isolation driving chip, or the isolation transformer is matched with an optical coupling driving circuit, and the two modes aim to isolate driving signals between an MCU and an MOSFET. Both the cost of an isolation driving chip and the cost of an optical coupler driving circuit are higher, and the isolation driving chip and the optical coupler driving circuit need isolation except for a driving signal, and the isolation driving chip and the optical coupler driving circuit need isolation as long as signals of a high-voltage part need to be collected, for example, a battery voltage detection circuit also needs linear optical couplers for isolation, so that the cost is further increased.
SUMMERY OF THE UTILITY MODEL
Aiming at the technical defects, the utility model designs a low-cost, easy-to-realize, different from the traditional isolation circuit system which is isolated in the control part and the power part, and the control part and the power part of the circuit system are not isolated, thus saving the cost of isolation components; the isolation of the power end and the user end is realized by adopting a scheme of a conventional non-isolated circuit plus isolated communication.
In order to solve the technical problem, the utility model adopts the following technical scheme:
the utility model provides an electric vehicle controller circuit system, which comprises a high-voltage unit, a low-voltage unit and an isolation unit;
the high-pressure unit is used for power output;
the low-voltage unit is used for man-machine interaction;
the isolation unit is used for realizing two paths of isolated power supplies and transmitting information of the low-voltage unit and the high-voltage unit.
Preferably, the isolation unit includes an isolation transformer and an isolation communication circuit, and the isolation transformer circuit converts an input battery power supply to generate two isolated power supplies, which are a high-voltage side power supply and a low-voltage side power supply respectively, and are used for supplying power to the high-voltage unit, the low-voltage unit and the isolation communication circuit respectively.
Preferably, the high-voltage unit comprises a voltage detection circuit, a driving circuit, a power circuit, a current acquisition circuit, a position acquisition circuit, a high-voltage side microcontroller and a high-voltage side linear voltage stabilizer;
the high-voltage side power supply provides a driving signal for the power circuit through the driving circuit, and simultaneously generates a voltage signal through the high-voltage side linear voltage stabilizer to supply power for the current acquisition circuit, the position acquisition circuit and the isolation communication circuit.
Preferably, the low voltage unit comprises a low voltage side microcontroller, a user interface circuit, and a low voltage side linear regulator;
the low-voltage side power supply generates a voltage signal through the low-voltage side linear voltage stabilizer to supply power to the low-voltage side microcontroller, the user interface circuit and the isolation communication circuit.
Preferably, the driving circuit comprises an integrated driving chip and a peripheral circuit, and is used for converting the PWM signal output by the high-voltage side microcontroller into a PWM signal capable of directly driving the power tube.
Preferably, the power circuit is switched under the action of a PWM signal directly driving the power tube to realize inversion of the battery voltage, and a U, V, W three-phase voltage for driving the permanent magnet synchronous motor is generated.
Preferably, the current acquisition circuit and the position acquisition circuit respectively acquire U, V, W current and a motor rotor position signal generated by the power circuit, and input the signals into the high-voltage side microcontroller for adjusting the torque and the rotating speed of the motor.
Preferably, the voltage detection circuit is used for monitoring and collecting a battery voltage signal and transmitting the battery voltage signal to the high-voltage side microcontroller.
Preferably, the user interface circuit is configured to detect a user operation and transmit the detected signal to the low side microcontroller.
Preferably, the low-voltage side microcontroller is configured to forward information serially, send the received operation information of the user to the high-voltage side microcontroller, analyze the received operation state information sent by the high-voltage side microcontroller, and transmit the operation state information to the user through the interface circuit.
The beneficial effects of the utility model reside in that:
the utility model discloses be particularly suitable for the isolation circuit of 96V and above high voltage power supply. The circuit system isolates the high-voltage part from the low-voltage part, can prevent electric shock, reduces the interference of the high-voltage part on the low-voltage part and improves the reliability of the system. Compared with other isolation circuits, the circuit system is low in cost, and can be used under the condition that the anti-interference is required under 96V and the cost is restricted.
Drawings
In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the drawings used in the description of the embodiments or the prior art will be briefly described below, it is obvious that the drawings in the following description are only some embodiments of the present invention, and for those skilled in the art, other drawings can be obtained according to these drawings without creative efforts.
Fig. 1 is a schematic diagram of a circuit system of an electric vehicle controller according to an embodiment of the present invention;
FIG. 2 is a schematic diagram of an isolated communication circuit;
FIG. 3 is a schematic diagram of a voltage detection circuit;
FIG. 4 is a schematic diagram of a drive circuit;
FIG. 5 is a schematic diagram of a current acquisition circuit;
fig. 6 is a schematic diagram of a user interface circuit.
Description of reference numerals:
1-a high voltage unit; 10-high side power supply; 11-a voltage detection circuit; 12-a drive circuit; 13-a power circuit; 14-a current acquisition circuit; 15-a position acquisition circuit; 16-a high side microcontroller;
2-a low-pressure unit; 20-low side power supply; 21-a low side microcontroller; 22-user interface circuitry;
30-an isolation transformer; 31-isolating the communication circuit.
Detailed Description
The technical solutions in the embodiments of the present invention will be described clearly and completely with reference to the accompanying drawings in the embodiments of the present invention, and it is obvious that the described embodiments are only some embodiments of the present invention, not all embodiments. Based on the embodiments in the present invention, all other embodiments obtained by a person skilled in the art without creative work belong to the protection scope of the present invention.
Example (b):
in a power supply system with more than 96V, when a user interface and a power supply need to be isolated, a conventional isolation scheme is used, so that the circuit is complex, the number of components is large, and the cost is high.
As shown in fig. 1, the isolation circuit system includes a high voltage unit 1, a low voltage unit 2, and an isolation unit, where the high voltage unit 1 is responsible for power output, the low voltage unit 2 is responsible for human-computer interaction, and the isolation unit implements two isolated power supplies and is responsible for information transmission between the low voltage unit 2 and the high voltage unit 1.
Wherein the isolation unit comprises an isolation transformer 30 and an isolation communication circuit 31; the isolation communication circuit 31 is a bridge between the low-voltage side microcontroller 21 and the high-voltage side microcontroller 16, and is respectively supplied with power by a 3.3V power supply at the low-voltage side and a 3.3V voltage at the high-voltage side, so that isolation communication between the high-voltage unit 1 and the low-voltage unit 2 is realized;
the isolation transformer 30 converts the input battery power to generate two completely isolated power supplies, i.e., the high-voltage power supply 10 and the low-voltage power supply 20, which respectively supply power to the circuit of the high-voltage unit 1, the circuit of the low-voltage unit 2, and the isolation communication circuit 31.
As shown in fig. 2, the isolation communication circuit 31 may be constructed by discrete devices such as an optocoupler and a triode, or may be an isolation communication chip, such as an ISO7211C chip of TI corporation;
u1 is ISO7221, pins 1 and 4 are power supply terminals on the low-voltage side and are respectively connected with a low-voltage side 5V _Aand a GND _ A, pins 8 and 5 are power supply terminals on the high-voltage side and are respectively connected with a high-voltage side 5V _Band a GND _ B;
the No. 2 pin and the No. 4 pin of the U1 are low-voltage side data transceiving ends and are connected with a low-voltage side microcontroller 21;
the 7 th pin and the 6 th pin of the U1 are data transmitting ends of a high-voltage side and are connected with a high-voltage side microcontroller 16;
through the isolation chip, direct connection of signal lines is avoided, and isolation communication on two sides is realized.
The high-voltage unit 1 comprises a voltage detection circuit 11, a driving circuit 12, a power circuit 13, a current acquisition circuit 14, a position acquisition circuit 15, a high-voltage side microcontroller 16 and a high-voltage side linear voltage stabilizer 17;
the current acquisition circuit 14 and the position acquisition circuit 15 respectively acquire U, V, W current and a motor rotor position signal generated by the power circuit 13, input the signals to the high-voltage side microcontroller 16, and adjust the PWM output through the acquired information, thereby realizing the adjustment of the motor torque and the motor rotating speed.
The power circuit 13 performs switching under the action of the converted PWM to realize inversion of the battery voltage, and generates U, V, W three-phase voltage for driving the permanent magnet synchronous motor.
The output of the high-voltage side power supply 10 is generally between 10V and 15V, and on one hand, the voltage provides a driving signal for the power circuit 13 through the driving circuit 12, and on the other hand, the voltage generates a voltage signal of 5V or 3.3V through the high-voltage side linear voltage regulator 17 to supply power for the current collecting circuit 14, the position collecting circuit 15 and the isolation communication circuit 31 on the high-voltage side.
With reference to fig. 3, the voltage detection circuit 11 monitors and collects a battery voltage signal, and transmits the collected information to the high-voltage side microcontroller 16, so as to stop PWM output and stop motor rotation when the voltage is too high or too low, thereby protecting the battery and the power circuit; the voltage detection circuit 11 converts the battery voltage into a voltage range which can be identified by the microcontroller in a simplest serial voltage division mode; v _ BATT is connected with the battery voltage, and MCU _ BATT is connected with the IO port of the microcontroller.
As shown in fig. 4, the driving circuit 12 generally comprises an integrated driving chip and a peripheral circuit, and converts the PWM signal output by the high-voltage side microcontroller 16 into a PWM signal capable of directly driving the power transistor; the driving circuit 12 can be built by discrete devices, or can be a special driving chip, for example, a special driving chip of Yingfei 2EDL23N06 is adopted, and the driving circuit has three paths and respectively drives U, V, W three-phase MOSFETs; the 2 nd pin and the 3 rd pin of U2 are connected with the PWM output of the high-voltage side microcontroller 16, the driving capability is improved through U2, and the output ends G _ UT and G _ UB respectively drive the upper bridge MOSFET and the lower bridge MOSFET.
As shown in fig. 5, the signal output by the current collection circuit 14 through the sampling resistor or the current sensor enters the high-voltage side microcontroller through the op-amp.
The low-voltage unit 2 comprises a low-voltage side microcontroller 21, a user interface circuit 22 and a low-voltage side linear voltage stabilizer 23;
the low side power supply 20, typically outputting 5V, generates a 3.3V voltage signal through the low side linear regulator 23, powering the low side microcontroller 21, the user interface circuit 22, and the isolated communication circuit 31.
The user interface circuit 22 detects user operations, such as functions of quick start, soft start, acceleration, deceleration, braking, reversing and the like, and transmits detected signals to the low-voltage side microcontroller 21;
as shown in fig. 6, the user interface circuit 22 and the position acquisition circuit 15 both adopt the circuit scheme of fig. 6:
the USER _1 is connected with an external USER interface, generally a key switch, is connected to 5V through a pull-up resistor, a signal is accessed to the low-voltage side microcontroller, the default state is high level, when a USER operates, the outside is pulled down, and the input end of the microcontroller is set low;
the position acquisition circuit 15 is generally three paths, and receives output signals of hall sensors or other position sensors on the motor. When the sensor is not connected, the high-voltage side microcontroller 16 port is at a high level; after the sensor is connected, the sensor outputs a square wave signal, the square wave signal passes through the circuit to the high-voltage side microcontroller 16, and the high-voltage side microcontroller 16 identifies the position of the motor rotor according to the level of three paths of signals received at the same time.
The low-voltage side microcontroller 21 implements serial forwarding of information, packages and sends the received user operation information to the high-voltage side microcontroller 16, analyzes the received operation state information sent by the high-voltage side microcontroller 16 (for analysis by a communication protocol in the prior art), and then transmits the operation state information to a user through a user interface circuit, such as a rotation speed, a battery voltage, a temperature, fault information, and the like. The high-side and low-side microcontrollers are selected according to functional requirements, such as XMC4108 from England and STM32F103C8T6 from Italian semiconductor, respectively, and the linear voltage regulators are selected from the commonly used long-voltage 78M05 and BL1117 from Berlin.
It will be apparent to those skilled in the art that various changes and modifications may be made without departing from the spirit and scope of the invention. Thus, if such modifications and variations of the present invention fall within the scope of the claims and their equivalents, the present invention is also intended to include such modifications and variations.
Claims (7)
1. A circuit system of an electric vehicle controller is characterized by comprising a high-voltage unit, a low-voltage unit and an isolation unit;
the high-pressure unit is used for power output;
the low-voltage unit is used for man-machine interaction;
the isolation unit is used for realizing two paths of isolated power supplies and transmitting information of the low-voltage unit and the high-voltage unit;
the isolation unit comprises an isolation transformer and an isolation communication circuit, wherein the isolation transformer circuit converts an input battery power supply to generate two isolated power supplies which are respectively a high-voltage side power supply and a low-voltage side power supply and are respectively used for supplying power to the high-voltage unit, the low-voltage unit and the isolation communication circuit;
the high-voltage unit comprises a voltage detection circuit, a driving circuit, a power circuit, a current acquisition circuit, a position acquisition circuit, a high-voltage side microcontroller and a high-voltage side linear voltage stabilizer;
the high-voltage side power supply provides a driving signal for the power circuit through the driving circuit, and generates a voltage signal through the high-voltage side linear voltage stabilizer to supply power for the current acquisition circuit, the position acquisition circuit and the isolation communication circuit;
the low-voltage unit comprises a low-voltage side microcontroller, a user interface circuit and a low-voltage side linear voltage stabilizer;
the low-voltage side power supply generates a voltage signal through the low-voltage side linear voltage stabilizer to supply power to the low-voltage side microcontroller, the user interface circuit and the isolation communication circuit.
2. The electric vehicle controller circuit system according to claim 1, wherein the driving circuit comprises an integrated driving chip and peripheral circuits for converting the PWM signal outputted from the high-side microcontroller into a PWM signal capable of directly driving the power tube;
the driving circuit has three paths, which respectively drive U, V, W three-phase MOSFETs, the No. 2 pin and the No. 3 pin of the U2 of the driving circuit are connected with the PWM output of the high-voltage side microcontroller, and the output ends G _ UT and G _ UB respectively drive the upper bridge MOSFET and the lower bridge MOSFET.
3. The electric vehicle controller circuit system according to claim 2, wherein the power circuit is switched under the action of a PWM signal directly driving the power tube to realize inversion of the battery voltage, and a U, V, W three-phase voltage for driving the permanent magnet synchronous motor is generated.
4. The electric vehicle controller circuit system according to claim 3, wherein the current collection circuit and the position collection circuit respectively collect U, V, W current and motor rotor position signals generated by the power circuit, and input the signals into the high-voltage side microcontroller for adjusting the motor torque and the motor speed.
5. The electric vehicle controller circuitry of claim 1, wherein said voltage detection circuitry is configured to monitor a collected battery voltage signal for transmission to said high side microcontroller;
the voltage detection circuit is connected in series through a resistor for voltage division, the V _ BATT of the voltage detection circuit is connected with the voltage of the battery, and the MCU _ BATT is connected with an IO port of the microcontroller.
6. An electric vehicle controller circuitry as claimed in claim 1, wherein said user interface circuitry is adapted to detect user operation and transmit detected signals to the low side microcontroller;
the USER _1 of the USER interface circuit is connected with an external USER interface, is connected to 5V through a pull-up resistor, is connected with a low-voltage side microcontroller through a signal, is in a high level default state, and is pulled down from the outside and the input end of the microcontroller is set low when a USER operates.
7. The electric vehicle controller circuit system according to claim 6, wherein the low-voltage side microcontroller is configured to serially forward information, send the received user operation information to the high-voltage side microcontroller, and analyze the received operation status information sent from the high-voltage side microcontroller and transmit the operation status information to the user through the interface circuit;
the analysis is carried out through a communication protocol, and the state information transmitted to the user comprises the rotating speed, the battery voltage, the temperature and the fault information.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202221833197.3U CN218316264U (en) | 2022-07-15 | 2022-07-15 | Electric vehicle controller circuit system |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202221833197.3U CN218316264U (en) | 2022-07-15 | 2022-07-15 | Electric vehicle controller circuit system |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CN218316264U true CN218316264U (en) | 2023-01-17 |
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Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN202221833197.3U Active CN218316264U (en) | 2022-07-15 | 2022-07-15 | Electric vehicle controller circuit system |
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| Country | Link |
|---|---|
| CN (1) | CN218316264U (en) |
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2022
- 2022-07-15 CN CN202221833197.3U patent/CN218316264U/en active Active
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