WO2007041948A2 - Systeme de commande multiplicateur de demarrage et de generation et procede d'utilisation de ce systeme et vehicule dynamique hybride a deplacement electrique utilisant ce systeme et ce procede - Google Patents
Systeme de commande multiplicateur de demarrage et de generation et procede d'utilisation de ce systeme et vehicule dynamique hybride a deplacement electrique utilisant ce systeme et ce procede Download PDFInfo
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- WO2007041948A2 WO2007041948A2 PCT/CN2006/002647 CN2006002647W WO2007041948A2 WO 2007041948 A2 WO2007041948 A2 WO 2007041948A2 CN 2006002647 W CN2006002647 W CN 2006002647W WO 2007041948 A2 WO2007041948 A2 WO 2007041948A2
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- 238000000034 method Methods 0.000 title claims abstract description 24
- 238000004804 winding Methods 0.000 claims abstract description 179
- 238000010248 power generation Methods 0.000 claims description 68
- 230000001105 regulatory effect Effects 0.000 claims description 35
- 239000007788 liquid Substances 0.000 claims description 14
- 230000017525 heat dissipation Effects 0.000 claims description 7
- 238000006243 chemical reaction Methods 0.000 claims description 6
- 238000005070 sampling Methods 0.000 claims description 4
- 238000004378 air conditioning Methods 0.000 claims description 3
- 239000000498 cooling water Substances 0.000 claims description 3
- 238000012545 processing Methods 0.000 claims description 2
- 230000005611 electricity Effects 0.000 claims 1
- 230000001360 synchronised effect Effects 0.000 description 24
- 238000005516 engineering process Methods 0.000 description 9
- 230000033228 biological regulation Effects 0.000 description 8
- 238000013461 design Methods 0.000 description 6
- 238000010586 diagram Methods 0.000 description 6
- 239000000203 mixture Substances 0.000 description 4
- 230000001133 acceleration Effects 0.000 description 3
- 238000004891 communication Methods 0.000 description 3
- 238000011161 development Methods 0.000 description 3
- 230000000694 effects Effects 0.000 description 3
- 230000005284 excitation Effects 0.000 description 3
- 230000002457 bidirectional effect Effects 0.000 description 2
- 230000001276 controlling effect Effects 0.000 description 2
- 238000001816 cooling Methods 0.000 description 2
- 239000000446 fuel Substances 0.000 description 2
- 238000004364 calculation method Methods 0.000 description 1
- 230000008094 contradictory effect Effects 0.000 description 1
- 230000005347 demagnetization Effects 0.000 description 1
- 230000006866 deterioration Effects 0.000 description 1
- 230000009977 dual effect Effects 0.000 description 1
- 238000004519 manufacturing process Methods 0.000 description 1
- 238000012986 modification Methods 0.000 description 1
- 230000004048 modification Effects 0.000 description 1
- 230000007935 neutral effect Effects 0.000 description 1
- 239000007858 starting material Substances 0.000 description 1
- 230000009466 transformation Effects 0.000 description 1
- 238000000844 transformation Methods 0.000 description 1
Classifications
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- 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
- B60L50/00—Electric propulsion with power supplied within the vehicle
- B60L50/50—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells
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- H—ELECTRICITY
- H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
- H02P—CONTROL OR REGULATION OF ELECTRIC MOTORS, ELECTRIC GENERATORS OR DYNAMO-ELECTRIC CONVERTERS; CONTROLLING TRANSFORMERS, REACTORS OR CHOKE COILS
- H02P25/00—Arrangements or methods for the control of AC motors characterised by the kind of AC motor or by structural details
- H02P25/16—Arrangements or methods for the control of AC motors characterised by the kind of AC motor or by structural details characterised by the circuit arrangement or by the kind of wiring
- H02P25/18—Arrangements or methods for the control of AC motors characterised by the kind of AC motor or by structural details characterised by the circuit arrangement or by the kind of wiring with arrangements for switching the windings, e.g. with mechanical switches or relays
-
- 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
- B60L50/00—Electric propulsion with power supplied within the vehicle
- B60L50/50—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells
- B60L50/51—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells characterised by AC-motors
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- 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
- B60L58/18—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries of two or more battery modules
- B60L58/20—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries of two or more battery modules having different nominal voltages
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- H—ELECTRICITY
- H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
- H02P—CONTROL OR REGULATION OF ELECTRIC MOTORS, ELECTRIC GENERATORS OR DYNAMO-ELECTRIC CONVERTERS; CONTROLLING TRANSFORMERS, REACTORS OR CHOKE COILS
- H02P9/00—Arrangements for controlling electric generators for the purpose of obtaining a desired output
- H02P9/14—Arrangements for controlling electric generators for the purpose of obtaining a desired output by variation of field
- H02P9/26—Arrangements for controlling electric generators for the purpose of obtaining a desired output by variation of field using discharge tubes or semiconductor devices
- H02P9/30—Arrangements for controlling electric generators for the purpose of obtaining a desired output by variation of field using discharge tubes or semiconductor devices using semiconductor devices
- H02P9/305—Arrangements for controlling electric generators for the purpose of obtaining a desired output by variation of field using discharge tubes or semiconductor devices using semiconductor devices controlling voltage
- H02P9/307—Arrangements for controlling electric generators for the purpose of obtaining a desired output by variation of field using discharge tubes or semiconductor devices using semiconductor devices controlling voltage more than one voltage output
-
- 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
- B60L2210/00—Converter types
- B60L2210/30—AC to DC converters
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- 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
- B60L2210/00—Converter types
- B60L2210/40—DC to AC converters
-
- 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
- B60L2220/00—Electrical machine types; Structures or applications thereof
- B60L2220/50—Structural details of electrical machines
- B60L2220/54—Windings for different functions
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- 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
- B60L2220/00—Electrical machine types; Structures or applications thereof
- B60L2220/50—Structural details of electrical machines
- B60L2220/56—Structural details of electrical machines with switched windings
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- 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
- B60L2220/00—Electrical machine types; Structures or applications thereof
- B60L2220/50—Structural details of electrical machines
- B60L2220/58—Structural details of electrical machines with more than three phases
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D2200/00—Input parameters for engine control
- F02D2200/02—Input parameters for engine control the parameters being related to the engine
- F02D2200/04—Engine intake system parameters
- F02D2200/0404—Throttle position
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- H—ELECTRICITY
- H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
- H02P—CONTROL OR REGULATION OF ELECTRIC MOTORS, ELECTRIC GENERATORS OR DYNAMO-ELECTRIC CONVERTERS; CONTROLLING TRANSFORMERS, REACTORS OR CHOKE COILS
- H02P2101/00—Special adaptation of control arrangements for generators
- H02P2101/45—Special adaptation of control arrangements for generators for motor vehicles, e.g. car alternators
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/60—Other road transportation technologies with climate change mitigation effect
- Y02T10/64—Electric machine technologies in electromobility
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/60—Other road transportation technologies with climate change mitigation effect
- Y02T10/70—Energy storage systems for electromobility, e.g. batteries
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/60—Other road transportation technologies with climate change mitigation effect
- Y02T10/72—Electric energy management in electromobility
Definitions
- the present invention relates to the field of electric hybrid vehicles; and more particularly to an electric drive and power generation control technology in the field of electric hybrid vehicles, and more particularly to an electric/power generation multiplexing control technology thereof.
- Background Art In recent years, in the field of automobiles, in order to alleviate global problems such as energy shortage and deterioration of ecological environment, the development of "energy-saving” and “environmental-friendly” new electric hybrid vehicles has become an inevitable direction for the development of modern automobiles.
- the so-called electric hybrid is a mixture of electric and other power:
- the permanent magnet synchronous motor/exciting motor is used as a motor combination to realize the start/electric assist multiplexing function; when the car is decelerating or driving normally Use a permanent magnet synchronous motor/excitation motor as a generator to achieve energy feedback and charge the battery pack.
- the design theory of permanent magnet motor limits the realization of low-speed starting high torque and high-speed assisting large torque.
- the permanent magnet motor designed according to the rated speed of 800r/min has a starting torque much larger than that of the permanent magnet motor designed according to the rated speed of 3000r/min, but its maximum speed cannot be limited due to the backlash of the electric winding. When it reaches 3000r/min, high-speed power can not be realized.
- the permanent magnet motor designed according to the rated speed of 3000r/min can realize the large torque boost in the high-speed zone, but its torque at low-speed starting is very small. That is to say, the permanent magnet motor designed according to the low speed starting performance requirements cannot meet the performance requirements of the high speed zone assisting; The permanent magnet motor cannot meet the requirements of low-speed starting performance; the two are contradictory and cannot be combined. '
- the existing low-voltage motor/power generation multiplexing control technology uses low-voltage MOSFET power devices or modules to achieve low-voltage permanent magnet brushless motor drive control.
- the performance of the MOSFET power device is the low operating voltage of the high current tube or module.
- the operating voltage of the 200A ⁇ 600A power tube or module is usually 150V, but the operating current of the 300V ⁇ 600V power tube or module is only tens of ampere. Therefore, in low-voltage motor/power multiplex control systems, only high-current MOSFETs or modules can be used.
- 42V means that the generator charging voltage is 42VDC, and the battery operating voltage is 36V; the operating voltage is 36V and the rated speed is 800r/
- the permanent magnet synchronous motor designed by min has a backlash of electric winding at 800r/min which is close to 36V.
- the engine speed can reach about 6500r/min, that is, the permanent magnet synchronous motor designed at 800r/min is at 6500r/
- the back potential at min can reach more than 200 volts. This voltage has far exceeded the normal operating voltage of the MOSFET or module and will directly damage the MOSFET or module. Therefore, at present, many automobile companies at home and abroad have avoided the problems in the above-mentioned permanent magnet automobile 42V electric/power generation multiplexing electrical system. Although the torque and efficiency of the excitation motor are not as high as those of the permanent magnet synchronous motor, it is still adopted. Excitation type 42V electric / power generation and its control system.
- existing high-voltage or low-voltage electric hybrid systems there are two sets of battery packs and two sets of power generation charging systems; for example, the above 42V system includes 12V, 36V two sets of battery packs and 14V, 42V two sets of power generation.
- Charging system At present, most automobile companies realize two sets of battery packs and two sets of power generation charging systems: Using a power generation charging system, directly providing a voltage battery pack charging and/or load power; DC-powering the power generation charging system DC boost or buck, providing another type of battery pack charging and / or load power.
- This conversion method of DC-DC boost or step-down generator output voltage has large loss and low efficiency; especially for high-power, low-voltage DC-DC, The loss is more and the efficiency is lower; and the DC-DC control system is technically difficult, and its design and manufacturing cost is almost close to a brushless permanent magnet motor drive control system.
- the major automobile companies currently use high-voltage hybrid systems, that is, battery packs with higher voltages, high-voltage IGBT modules with higher tube pressure and high operating current, and motor drive control systems.
- the permanent magnet synchronous brushless sine wave motor and its weak magnetic drive control system are adopted; the weak magnetic drive control system adopts the weak magnetic mode to realize the high torque of the motor at low speed and realize the high speed electric power of the motor; correspondingly the principle of weak magnetic control
- the stator winding is in the d-axis, the current is applied to make the stator magnetic field and the permanent magnet of the rotor generate the same polarity magnetic field to weaken the permanent magnet magnetic strength of the rotor, thereby improving the motor speed and controlling the output of the generator.
- an object of the present invention is to provide a motor power generation multiplexing control system and method which enable a hybrid engine to achieve low speed and large torque starting and high speed and large torque without weak magnetic control. Electric power, at the same time achieve efficient, simple and reliable direct voltage regulation charging system.
- Another object of the present invention is to provide an electric hybrid vehicle using the above-described motor power generation multiplexing control system and method.
- a first technical solution of the present invention provides a motor power generation multiplexing control system, the motor power generation multiplexing control system comprising: a motor drive controller, a motor including a start winding and an electric assist winding, And a magnetoelectric switch for performing low speed starting and high speed electric assisted condition conversion;
- the output windings of the starting winding and the electric assist winding are respectively connected to the upper contact and the lower contact of the magnetic switch;
- the three-phase AC output of the motor drive controller is respectively connected to the movable contact of the magnetoelectric switch;
- the starting winding and the electric assist winding may be a star connection or a delta connection; and the design may be designed by a winding of a motor through a tap or an independent arrangement, or may be a winding of two motors. Designed separately;
- the magnetoelectric switching can be either unidirectional or bidirectional;
- the motor drive controller, the start winding, and the electric assist winding may have a waveform of a trapezoidal wave or a sine wave.
- the above-mentioned motor power generation multiplexing control system further comprises a high voltage rectification chopper voltage regulation circuit and a low voltage rectification chopper voltage regulation circuit:
- the high-voltage rectification chopper voltage regulating circuit has a three-phase input end connected to the three-phase output end of the starting winding, and is configured to convert the three-phase AC voltage outputted by the starting winding into a DC voltage and then supply the high-voltage power supply/battery pack Charging and / or load power, can also be used to convert the three-phase AC voltage output from the starting winding into a DC voltage and then supply the low voltage power / battery pack charging and / or load power;
- the low-voltage rectifying chopper voltage regulating circuit has a three-phase input end connected to the three-phase output end of the electric assist winding, and is used for converting the three-phase alternating current voltage outputted by the electric power assist winding into a direct current voltage and then supplying the low-voltage power supply/
- the battery pack is charged and/or charged.
- the motor power generation multiplexing control system may further include a power generation winding, the power generation winding is connected in phase with the start winding and the electric power assist winding, or is an independent winding in phase with the start winding and the electric power assist winding; And the three-phase output end of the power generating winding is connected to the three-phase input end of the high-voltage rectifying chopper voltage regulating circuit; when the DC voltage output by the high-voltage rectifying chopper voltage regulating circuit is lower than the charging of the high-voltage power supply/battery pack At the time of voltage, the power generating winding is configured to increase a DC voltage output by the high voltage rectifying chopper voltage regulating circuit to a charging voltage of the high voltage power source/battery pack.
- the present invention also designs a simple and practical housing with better heat dissipation effect for the motor drive controller in the above-described motor-electric power generation multiplexing control system: the housing of the housing is provided with a liquid collecting groove, and the product The liquid groove is filled with a heat of high specific heat, and the package cover plate of the heat dissipation liquid is sealingly connected to the outer casing, and the motor drive controller is fixed on the package cover plate; preferably, the outer casing is provided with a passage for providing a fueling bolt The hole is in communication with the effluent groove; Still preferably, a fin is provided on the outer wall of the outer casing and the inner wall of the sump.
- the second technical solution of the present invention provides a motor power generation multiplexing control method, which is applied to the motor power generation multiplexing control system provided by the present invention, and includes:
- the start winding and the motor drive controller are turned on by the magnetoelectric switch, and the motor drive controller operates to drive the start winding to start the engine of the electric hybrid vehicle;
- the start winding and the motor drive controller are disconnected by the magnetoelectric switch, and the connection between the electric assist winding and the motor drive controller is turned on, and the drive is driven.
- the electric assist winding is electrically assisted.
- the motor power generation multiplexing control method further includes:
- the three-phase output of the starting winding is passed through a high voltage rectifying chopper voltage regulating circuit, and the output DC is supplied to the high voltage power supply/battery pack for charging or / and load power;
- the three-phase output of the electric assist winding is passed through a low-voltage rectified chopper voltage regulating circuit, and the output DC is supplied to a low-voltage power supply/battery pack for charging or / and load power;
- the three-phase output of the power generating winding is passed through a high voltage rectifying chopper voltage regulating circuit, and the output DC is supplied to the high voltage power supply/battery pack for charging or / and load power;
- the three-phase output of the starting winding is passed through a low-voltage rectified chopper voltage regulating circuit, and the output DC is supplied to a low-voltage power supply/battery pack for charging or/and load power;
- the generating winding is increased; the generating winding is connected in phase with the starting winding and the auxiliary winding. Or a separate winding designed in phase with the starting winding and the boosting winding, and the three-phase output of the generating winding passes through the high voltage rectifying chopper regulating circuit, and the output DC is supplied to the high voltage power supply/battery pack for charging or/and The load is powered.
- a third aspect of the present invention provides an electric hybrid vehicle using the above-described electric power generation multiplexing control system and method for low-speed starting and high-speed electric assisted vehicle working conditions. Conversion.
- the car also includes CAN (Controller Area Network, controller area network) and a motor chip having a CAN bus function; the motor chip is connected to the engine ECU (Engine Control Unit) through the CAN bus for processing the motor drive
- the starting winding/electric power assist winding collected by the controller, the high voltage/low voltage rectifying chopper voltage regulating circuit, and the working state information of the magnetoelectric switching switch, and the method collected by the ECU of the engine Automobile engine and vehicle running state information; and, the motor chip feeds back the electric driving signal, the magnetoelectric switching switch control signal, and the rectifying chopper regulating circuit on/off signal and the engine ECU signal obtained by the motor chip
- the motor drive controller and the vehicle control signal that needs to be controlled after being sent to the engine ECU to realize hybrid operation such as zero idle start and stop, acceleration electric assist, continuous torque controllable electric assist, deceleration energy feedback, and the like Features;
- the working state information includes a motor rotor phase, a speed, a voltage, a current, a power generation output voltage, an "A" point sampling voltage, and a "W" end output speed pulse of the starting winding/electric power assist winding, the magnetic The electric switch state and the like;
- the vehicle running state information includes: the engine speed, the cooling water temperature, the output torque, the throttle position, the vehicle speed, the air conditioning hurricane, and the like.
- the vehicle controls the start and stop of the start winding/electric power assist winding through an engine throttle position sensor or an electronic throttle.
- An advantage of the present invention is that: due to the use of the starting and electric assisted double winding and switching control technology, the low speed high torque starting and the high speed and large torque electric assisting condition can be realized without the weak magnetic control, so that the above electric power generation multiplexing control is realized.
- the system and method are highly efficient, have large torque, and are reasonably designed to be implemented.
- Another advantage of the present invention is that: due to the use of a magnetoelectric switch technology that enables start-up and electric assisted condition switching, the magnetoelectric switch can automatically switch into a high-speed electric power assister when the engine is started to a rated speed. Moreover, the three-phase output end of the starting winding with high back EMF is in an open state; the above-mentioned motor power generation multiplexing control system and method avoid the existing low-voltage electric/power generation multiplexing control technology, and the engine is running at high speed The back EMF generated by the start winding is prone to damage to the high current MOSFET or module power device.
- Still another advantage of the present invention is that the two sets of battery packs and the electrical load are ideally solved by connecting the three-phase output terminals of the starter winding and the electric assist winding to two sets of high and low voltage rectified chopper voltage regulating circuits. Power supply problem.
- FIG. 1 is a block diagram of a motor power generation multiplexing control system of the present invention
- FIG. 2 is a schematic view showing the connection between the motor-generated power generation multiplexing control system and the automobile engine ECU in the electric hybrid vehicle of the present invention
- the motor power generation multiplexing control system provided by the present invention includes a motor drive controller (100), a motor (200), and a magnetoelectric switch (300); and a motor drive controller (100) includes a control circuit and a driving circuit (120) and a three-phase power driving circuit (110).
- the motor (200) includes a starting winding (210) and an electric assist winding (220).
- the motor drive controller (100) is a trapezoidal wave or sine wave motor drive controller;
- the motor (200) is a permanent magnet brushless synchronous motor, and
- the start winding (210) and the electric assist winding (220) are a permanent
- the windings of the magnetic brushless synchronous motor are designed as taper or sinusoidal starting windings and electric assist windings, which are respectively connected by star or delta, or two independent permanent magnet brushless synchronous motors are respectively designed to start.
- the output windings of the starting winding (210) and the electric assist winding (220) are respectively connected to the upper and lower contacts of the magnetic switch (300), and the motor drive controller (100)
- Three-phase AC output is connected to magnetic power switch a moving contact of the switch (300); and a position speed sensor (230) disposed on the motor (200) for supplying a rotor phase position signal and a speed signal of the permanent magnet brushless synchronous motor to the motor drive controller (100) .
- the method for applying the electric power generation multiplexing control system to the motor power generation multiplexing control is: when the start winding (210) is connected to the motor drive controller (100) by the magnetoelectric switch (300), the motor drive controller (100) The working drive start winding (210) starts the engine; when the engine runs to the rated speed, the low speed and large torque starting condition is completed, and the magnetoelectric switch (300) automatically switches to start the motor (200).
- the winding (210) is disconnected from the motor drive controller (100), and then the electric assist winding (220) of the motor (200) is connected to the motor drive controller (100), and the electric assist winding (220) is driven to achieve high speed. Torque electric boost.
- the above double winding and magnetoelectric switching control technology not only solves the problem of low speed and large torque starting and high speed and large torque electric assist, but also solves the problem that the back electromotive force is higher than the normal working voltage of the power device:
- the motor starting winding with high back EMF is disconnected from the motor drive controller by the above-mentioned magnetoelectric switch, and the electric assist winding with low back EMF is connected to the motor drive controller; thus, the magnetic The electric switch also completes the switching of the back EMF overvoltage protection while completing the switching of the starting and electric assisting conditions.
- the motor power generation multiplexing control system further includes a high voltage rectification chopper voltage regulation circuit (510), a high voltage power supply or battery pack (520), and a low voltage rectification chopper voltage regulation circuit (410).
- a high voltage rectification chopper voltage regulation circuit 510
- a high voltage power supply or battery pack 520
- a low voltage rectification chopper voltage regulation circuit 410
- a low voltage power supply or battery pack (420); in an actual circuit implementation, the three-phase input of the high voltage rectified chopper voltage regulator circuit (510) is connected to the start winding (210) or the three-phase output of the generator winding, The three-phase AC voltage outputted by the starting winding (210) is converted into a DC voltage and then supplied to a high voltage power supply or a battery pack (520) for charging; the three-phase input terminal of the low-voltage rectified chopper regulating circuit (410) and the electric assist winding ( 220) or connected to the three-phase output of the start winding (210) for converting the three-phase AC voltage outputted by the electric assist winding (220) into a DC voltage and then supplying it to the low voltage power supply or the battery pack (420) for charging.
- the electric power generation multiplexing control system in the electric hybrid vehicle of the present invention further has a vehicle control function, that is, a motor chip (130) having a CAN (Controller Area Network) bus function, Motor drive controller (100), high and low voltage rectifier chopper regulator circuit (410, 510), and engine control unit (Engine Control Unit) (600) integrated integrated control;
- the drive controller (100) is the same as the motor drive controller shown in FIG. 1, and includes a control circuit and a drive circuit (120) and a three-phase power drive circuit (110).
- the motor drive controller (100) is realized by a motor chip (130) having a CAN (Controller Area Network) bus function, and the motor drive control, power generation voltage regulation, and vehicle control software and The circuit is integrated in the motor drive controller (100) circuit; the motor chip (130) is used as the lower position machine, and is connected to the automobile engine ECU (600) as the upper computer, and the motor drive, power generation, and vehicle operation are realized through the CAN bus. Such as integrated communication control. As shown in FIG.
- CAN Controller Area Network
- the first embodiment of the motor-electric power generation multiplexing control system of the present invention adopts: a permanent magnet brushless synchronous motor drive controller, and the permanent magnet brushless synchronous motor drive controller is composed of a control circuit and a drive circuit ( 120), a three-phase power drive circuit (110); a star-connected permanent magnet brushless synchronous motor (200) with a multi-tap winding, the motor (200) including a start winding (210) Ul, VI, W1 And electric power-assisted windings (220) U2, V2, W2; a set of three-phase high-current two-way magnetic switch (300); - 14V low-voltage rectifier chopper voltage regulator circuit (410) and a set of 42V high-voltage rectifier chopping Voltage circuit (510).
- a permanent magnet brushless synchronous motor drive controller is composed of a control circuit and a drive circuit ( 120), a three-phase power drive circuit (110); a star-connected permanent magnet brushless synchronous motor (200) with a multi-tap winding
- the specific composition is as follows:
- the system uses a set of low voltage 12V battery packs (420) and a set of high voltage 36V battery packs (520), which are composed of six-unit power tubes Tl, ⁇ 2, ⁇ 3, ⁇ 4, ⁇ 5, ⁇ 6 to form a three-phase bridge power MOSFET drive.
- the module that is, the three-phase power drive circuit (110); the positive electrode of the high voltage battery pack (520) is connected to the positive input terminal of the MOSFET drive module, the high voltage battery pack C520) is connected to the negative input terminal of the MOSFET drive module.
- the three-phase AC output terminals A, B, C of the three-phase bridge power MOSFET drive module pass the three-phase high-current bidirectional magnetoelectric switch (300), and the starting winding (210) of the permanent magnet brushless synchronous motor (200) , VI, W1 or electric assist winding (220) U2, V2, W2 respectively Switch connections.
- the position velocity sensor (230) provided on the permanent magnet brushless synchronous motor (200) collects the phase position signal and the rotational speed signal of the permanent magnet rotor (240), and supplies it to the control circuit and the drive circuit (120) to implement the control function.
- the starting winding (210) of the permanent magnet brushless synchronous motor (200) UK VI, W1 is connected to the three-phase input of the high-voltage rectified chopper regulating circuit (510). If the starting winding (210) is at low engine speed, the starting When the three-phase AC voltage of the winding output does not reach the charging voltage of the high-voltage battery pack (520), the generating winding (250) U, V, W can be redesigned, and the generating winding (250) U, V, W and the starting winding ( 210) UK VI, W1 is connected in series with the high-voltage rectified chopper voltage regulator circuit (510). The output DC is supplied to the high-voltage 36V battery pack (520) for charging and load power.
- the electric assist winding (220) U2, V2, W2 of the permanent magnet brushless synchronous motor (200) is connected to the three-phase input terminal of the low-voltage rectified chopper voltage regulating circuit (410), and the output DC is supplied to the low-voltage 12V battery pack (420) for charging.
- the battery pack (420) is charged and charged.
- the voltage regulator in the rectifying chopper voltage regulating circuit (410, 510) controls the output level state of the charging indicating end "D+” and the neutral end “N” according to the sampling voltage of the "A" point.
- the speed measuring part circuit rectifies and shapes the stator induced alternating current, and outputs the speed pulse signal from the "W" end.
- a voltage regulator is used to output a pulse duty cycle regulator (411, 511).
- the voltage regulator measures the voltage from the "B+” armature, and modulates the pulse with the corresponding duty cycle to control the thyristor. Extreme, thus controlling the proportion of thyristor work on and off time.
- the regulator reduces the trigger pulse width, and the thyristor turn-off time is extended to lower the output voltage. If the output voltage is low, the regulator emits a pulse to increase the ratio of the thyristor turn-on time. The output voltage then rises.
- the rectifier chopper regulator circuit (410, 510) is operated in this dynamic balance state to maintain a constant voltage and stable output of 14V and 42V.
- the vehicle control function can be added, that is, the motor drive controllers (110 and 120), the high and low voltage rectifier chopper voltage regulator circuits (410, 510), the vehicle control and the engine ECU.
- Integrated integrated control Among them:
- the motor drive controller (110 and 120) adopts the motor chip with CAN bus function, integrates the motor drive control, power generation voltage regulation and vehicle control software and circuit in the motor drive controller circuit; the motor chip is used as the lower position machine. It is connected to the engine ECU of the host computer, and realizes integrated communication control such as motor drive, power generation, and vehicle operation through the CAN bus.
- the motor chip also needs to collect the feedback signal of the motor rotor phase, speed, voltage, current and other electric drive; power generation output voltage, "A" point sampling point pressure, “W” end output speed pulse, circuit on/off switch, etc. Signal required; the vehicle collects signals required for vehicle control such as engine speed, engine cooling water temperature, engine throttle position, vehicle speed, and air conditioning heater through the engine ECU.
- the motor chip passes the signal collected by the above system through calculation, and outputs the control magnetoelectric switch control signal according to the working condition; outputs the electric drive circuit enable, start/stop, torque adjustment change amount and other signals; output power generation voltage regulating circuit Signals such as on/off; output signals such as fuel cut and power off of the engine ECU.
- the starting, electric assist and dual voltage power output are interlocked.
- the high and low voltage two sets of rectified chopper regulating circuits (410, 510) are in the state of no output stop ⁇ working.
- the high and low voltage two sets of rectifying chopper voltage regulating circuits (410, 510) are in the output working state. This interlocking working state mode can greatly improve the power of the automobile engine during starting or acceleration.
- the motor start and stop is controlled by the car engine throttle position sensor (230) or electronic throttle, which can simultaneously control the engine and motor, such as engine and motor stop, start, accelerate electric power, normal running or decelerating power.
- the car engine throttle position sensor (230) or electronic throttle can simultaneously control the engine and motor, such as engine and motor stop, start, accelerate electric power, normal running or decelerating power.
- the second embodiment of the motor-electric power generation multiplexing control system of the present invention adopts: two sets of permanent magnet brushless synchronous motor drive controllers (100), and the two sets of permanent magnet brushless synchronous motor drive controllers are controlled by Circuit and drive circuit (120), three-phase power drive circuit (111, 112) Composition; a triangular-connected permanent magnet brushless synchronous motor (200), which includes both the starting winding (210) Ul, VI, W1 and the electric assist winding (220) U2, V2 , W2; - a three-phase high-current one-way magnetic switch (300), a 14V low-voltage rectifier chopper voltage regulator circuit (410) and a 42V high-voltage rectifier chopper voltage regulator circuit (420).
- the specific composition is different: two sets of three-phase bridge power MOSFET drive modules of the system, that is, three-phase power drive circuits (111, 112), the positive input terminals of which are connected with the positive pole of the high-voltage battery pack (520), and the negative input thereof The terminal is connected to the negative pole of the high voltage battery pack (520); a set of three-phase bridge power MOSFET drive module, that is, the three-phase AC output terminals A, B, and C of the three-phase power drive circuit (111), through the three-phase high current single
- the magnetoelectric switch (300) is connected to the starting winding (210) Ul, VI, W1 of the permanent magnet brushless synchronous motor (200); another set of three-phase bridge power MOSFET driving module, that is, a three-phase power driving circuit (112)
- the three-phase AC output terminals Al, Bl, CI are directly connected to the electric assist windings (220) U2, V2, W2 of the permanent magnet brushless synchronous motor (200).
- the closing and opening of the three-phase high-current one-way magnetic switch (300) realizes switching control of two sets of three-phase bridge power MOSFET drive modules, that is, three-phase power drive circuits (111, 112), thereby completing the start and electric Helps transform the two conditions.
- Permanent magnet brushless synchronous motor (200) start winding (210) Ul, VI, W1 is connected to the three-phase input of high-voltage rectifier chopper regulator circuit (510), output DC supply high-voltage 36V battery pack (520) charging and load Power; Electric assist winding (220) U2, V2, W2 are connected to the three-phase input of the low-voltage rectified chopper regulator circuit (410), and the output DC is supplied to the low-voltage 12V battery pack (420) for charging and load.
- the starting winding (210) when the starting winding (210) is at a low speed of the engine, the three-phase AC voltage outputted by the starting winding (210) does not reach the charging voltage of the high-voltage battery pack (520), and a set of generating windings is added.
- the generating winding is a delta-connected independent winding, which is connected to a high-voltage rectifying chopper voltage regulating circuit (510), and the output DC is supplied to the high-voltage battery pack (520) for charging and load power.
- FIG. 5 is a diagram showing the motor drive controller of the motor-generated power generation multiplexing control system of the present invention Schematic diagram of the shell, where: 1 a shell; 2 - effluent groove; 3 - heat sink; 4 a package cover (module fixed bottom plate); 5 - package cover fixing bolt; 6 - 0 seal ring; - Refueling bolts; 8 - Gaskets; 9 - Heat sinks; 10 - Modules; 11 - Module fixing bolts; 12 - Housing fixing holes.
- the driving controller usually uses air-cooling or water-cooling to dissipate heat from the driving power module.
- the driving controller In a hybrid electric vehicle with pure electric or long-time electric working conditions, the driving controller is preferably air-cooled or water-cooled, but is short.
- the start-up acceleration assists the mild hybrid power
- the air-cooled or water-cooled heat dissipation system has a complicated structure and high cost.
- the present invention specially designs a heat-dissipating shell with a simple and practical effect, and a heat-dissipating housing (1) is provided with a liquid collecting groove (2) and a liquid collecting groove (2).
- the heat sink (3) with high specific heat is installed, and the package cover (4) of the heat sink (3) is sealed with the outer casing (1).
- the package cover (4) is also used as the module fixed base plate, and the module (10) is fixed. On the heat sink package cover (4).
- a through hole for setting the refueling bolt (7) is opened in the outer casing (1) to communicate with the sump groove (2).
- a heat sink (9) is provided on the outer wall of the outer casing (1) and the inner wall of the liquid plenum (2).
- the module (10) is mounted on the heat-dissipating package cover (4), which solves the heat generated by the control system power device when it is started or boosted in a short time. It is first absorbed by the heat sink (3) and then passed through the case.
- Natural heat dissipation It is to be understood that the above summary of the invention and the specific embodiments thereof are intended to clarify the practical application of the technical solutions provided by the present invention, and should not be construed as limiting the scope of the present invention.
Landscapes
- Engineering & Computer Science (AREA)
- Power Engineering (AREA)
- Life Sciences & Earth Sciences (AREA)
- Sustainable Development (AREA)
- Sustainable Energy (AREA)
- Transportation (AREA)
- Mechanical Engineering (AREA)
- Control Of Motors That Do Not Use Commutators (AREA)
- Control Of Eletrric Generators (AREA)
- Electric Propulsion And Braking For Vehicles (AREA)
- Control Of Ac Motors In General (AREA)
- Control Of Multiple Motors (AREA)
Description
Claims
Priority Applications (3)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
EP06804904A EP1947759A2 (en) | 2005-10-10 | 2006-10-10 | An starting and generating multiplying control system, and a method for using the system, and an electromotion mixed dynamic vehicle which uses the system and the method |
US12/083,370 US20090218970A1 (en) | 2005-10-10 | 2006-10-10 | Starting and Generating Multiplying Cotnrol System,and Method for Using the System, and an Electromotion Mixed Dynamic Vehicle |
JP2008534851A JP2009512409A (ja) | 2005-10-10 | 2006-10-10 | 電動・発電混成制御システム、その方法及びハイブリッドカー |
Applications Claiming Priority (2)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
CN200510113059.2 | 2005-10-10 | ||
CN200510113059A CN1949655B (zh) | 2005-10-10 | 2005-10-10 | 电动-发电复用控制方法及其*** |
Publications (2)
Publication Number | Publication Date |
---|---|
WO2007041948A2 true WO2007041948A2 (fr) | 2007-04-19 |
WO2007041948A3 WO2007041948A3 (fr) | 2007-05-24 |
Family
ID=37943156
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
PCT/CN2006/002647 WO2007041948A2 (fr) | 2005-10-10 | 2006-10-10 | Systeme de commande multiplicateur de demarrage et de generation et procede d'utilisation de ce systeme et vehicule dynamique hybride a deplacement electrique utilisant ce systeme et ce procede |
Country Status (6)
Country | Link |
---|---|
US (1) | US20090218970A1 (zh) |
EP (1) | EP1947759A2 (zh) |
JP (1) | JP2009512409A (zh) |
KR (1) | KR20080070655A (zh) |
CN (1) | CN1949655B (zh) |
WO (1) | WO2007041948A2 (zh) |
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Also Published As
Publication number | Publication date |
---|---|
CN1949655B (zh) | 2010-05-12 |
KR20080070655A (ko) | 2008-07-30 |
US20090218970A1 (en) | 2009-09-03 |
CN1949655A (zh) | 2007-04-18 |
EP1947759A2 (en) | 2008-07-23 |
JP2009512409A (ja) | 2009-03-19 |
WO2007041948A3 (fr) | 2007-05-24 |
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