WO2016008300A1 - 一种采用开关磁阻电机作为功率变压器的动力*** - Google Patents

一种采用开关磁阻电机作为功率变压器的动力*** Download PDF

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Publication number
WO2016008300A1
WO2016008300A1 PCT/CN2015/072718 CN2015072718W WO2016008300A1 WO 2016008300 A1 WO2016008300 A1 WO 2016008300A1 CN 2015072718 W CN2015072718 W CN 2015072718W WO 2016008300 A1 WO2016008300 A1 WO 2016008300A1
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Prior art keywords
power
motor
thyristor
storage device
controller unit
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PCT/CN2015/072718
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English (en)
French (fr)
Inventor
毛珂
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成都宇能通能源开发有限公司
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Priority to US15/327,166 priority Critical patent/US20170136915A1/en
Publication of WO2016008300A1 publication Critical patent/WO2016008300A1/zh

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L15/00—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L15/00—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles
    • B60L15/02—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles characterised by the form of the current used in the control circuit
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L53/00—Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles
    • B60L53/20—Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles characterised by converters located in the vehicle
    • B60L53/24—Using the vehicle's propulsion converter for charging
    • 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
    • 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
    • B60L58/24—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries for controlling the temperature of batteries
    • B60L58/25—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries for controlling the temperature of batteries by controlling the electric load
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02K—DYNAMO-ELECTRIC MACHINES
    • H02K47/00—Dynamo-electric 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
    • 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
    • B60L2220/10—Electrical machine types
    • B60L2220/14—Synchronous machines
    • 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
    • B60L2220/10—Electrical machine types
    • B60L2220/18—Reluctance machines
    • 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
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/40—Drive Train control parameters
    • B60L2240/42—Drive Train control parameters related to electric machines
    • B60L2240/421—Speed
    • 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
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/40—Drive Train control parameters
    • B60L2240/42—Drive Train control parameters related to electric machines
    • B60L2240/423—Torque
    • 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
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/40—Drive Train control parameters
    • B60L2240/54—Drive Train control parameters related to batteries
    • B60L2240/545—Temperature
    • 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
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/40—Drive Train control parameters
    • B60L2240/54—Drive Train control parameters related to batteries
    • B60L2240/547—Voltage
    • 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
    • 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
    • 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
    • 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
    • Y02T10/7072—Electromobility specific charging systems or methods for batteries, ultracapacitors, supercapacitors or double-layer capacitors
    • 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
    • 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
    • Y02T90/00—Enabling technologies or technologies with a potential or indirect contribution to GHG emissions mitigation
    • Y02T90/10—Technologies relating to charging of electric vehicles
    • Y02T90/12—Electric charging stations
    • 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
    • Y02T90/00—Enabling technologies or technologies with a potential or indirect contribution to GHG emissions mitigation
    • Y02T90/10—Technologies relating to charging of electric vehicles
    • Y02T90/14—Plug-in electric vehicles

Definitions

  • the present invention relates to a power system, and more particularly to a power system using a thyristor as a power transformer.
  • Lithium battery has small volume, light weight, high working voltage (three times that of nickel-cadmium battery and hydrogen-nickel battery), and high specific energy (up to 200WH/kg, which is three times that of hydrogen-nickel battery), cycle life Long, low self-discharge rate, no memory effect, no pollution, good safety and so on.
  • the bottleneck that currently hinders the development of power lithium-ion batteries is the safety performance and management system of automotive power batteries.
  • safety performance lithium ion power batteries have high energy density, high operating temperature, and poor working environment, which greatly reduce their safety performance. Together with the people-oriented safety concept, users put forward very high requirements for battery safety.
  • the iron-lithium battery In terms of the management system of the automobile power battery, since the operating voltage of the single-power lithium-ion battery is 3.7V, the iron-lithium battery is 3.2v. In order to achieve the power required for the vehicle power, it often takes hundreds of V voltages, so it must be increased by connecting multiple batteries in series. Voltage, but because the battery is difficult to achieve a completely uniform charge and discharge, resulting in a single battery in a series of battery packs will be charged and discharged imbalance, the battery will be undercharged and over-discharged, and this situation will This leads to a sharp deterioration in battery performance, which eventually causes the entire battery to fail to work properly or even be scrapped, which greatly affects the battery life and reliability.
  • the number of charge and discharge times of a single battery is 2,000 times under normal conditions, but the total number of charge and discharge times after grouping is usually only 300 to 500 times, and the usage time is too short, such as the investment of the early Beijing Olympic Games.
  • Electric vehicle only used 3 The battery can't be used for a month, which makes the cost of the power battery increase, which is not conducive to the promotion of electric vehicles.
  • the entire power system is light in weight, small in size, easy to assemble and convenient to manufacture, and the present invention bypasses the conventional battery.
  • a driving system using a plurality of singly-connected reluctance motors in which the rotors of the independent storage devices are mechanically connected in parallel is creatively proposed.
  • the object of the present invention is to overcome the deficiencies of the prior art, and to provide a system that can efficiently utilize a lower system voltage, output a larger power, can tolerate the difference between the power storage devices, has a strong fault tolerance, and is flexible in system manufacturing.
  • the high compactness and low weight use the singular reluctance motor as the power system of the power transformer.
  • a power system using a thyristor as a power transformer comprising a motor controller unit, a power storage device, two power converters and a motor unit
  • the power storage device, the power converter and the motor are respectively connected to the motor controller unit, one power converter is connected to the power storage device, the other power converter is connected to the external power source, and the two power converters are respectively connected to the motor group.
  • the motor unit includes one or more mechanically parallel motors, each of which has two power variations
  • the converter is directly connected.
  • the motor is a yoke reluctance motor.
  • the motor has at least one phase comprising two independent coil windings, and the two coil windings are respectively connected to two driving circuits, and the driving circuit is respectively connected with the electric energy storage component and the external power source, and the motor controller unit passes through two A separate power supply and drive circuit controls the four quadrant operation of the motor.
  • the power storage device is a device that can be repeatedly charged and discharged.
  • the motor controller unit receives and executes the control signals of the overall controller unit, and uploads the actual operating data collected by the motor control unit to the overall controller and executes the basic control strategy.
  • the motor is a transformer.
  • the control strategy includes a battery management control strategy, a charging control strategy, a power storage module balance control strategy, and a solar maximum power tracking control strategy.
  • the beneficial effects of the present invention are:
  • the power system can efficiently utilize a lower system voltage, output a larger power, has a greater tolerance of the storage device, and can mix and use different types of power storage devices. , strong fault tolerance, flexible system manufacturing, high system compactness, low weight and low cost.
  • FIG. 1 is a power system connection block diagram
  • FIG. 2 is a schematic diagram of the operation of a thyristor reluctance motor as a transformer
  • FIG. 3 is a schematic diagram of the operation of the thyristor reluctance motor as a transformer.
  • a power system using a thyristor as a power transformer includes a motor
  • the controller unit, the power storage device, the two power converters and the motor group, the power storage device, the power converter and the motor are respectively connected to the motor controller unit, one power converter is connected to the power storage device, and the other power converter is connected
  • the external power supply is connected, and the two power converters are respectively connected to the motor group.
  • the motor unit comprises one or more mechanically parallel motors, each motor being directly connected to two power converters.
  • the motor is a ⁇ reluctance motor.
  • the motor has at least one phase comprising two independent coil windings, and the two coil windings are respectively connected to two driving circuits, and the driving circuit is respectively connected with the electric energy storage component and the external power source, and the motor controller unit passes through two A separate power supply and drive circuit controls the four quadrant operation of the motor.
  • the power storage device is a device that can be repeatedly charged and discharged.
  • the motor controller unit receives and executes the control signals of the overall controller unit, and uploads the actual operational data collected by the motor control unit to the overall controller and executes the basic control strategy.
  • the motor is a transformer.
  • the control strategy includes a battery management control strategy, a charging control strategy, a power storage module balance control strategy, and a solar energy maximum power tracking control strategy.
  • the power system may be composed of a plurality of power units, and the shut-off reluctance motors in each power unit are mechanically connected in parallel, and each motor has an independent motor control unit and two power amplifiers.
  • the motor controller unit can respectively control two independent power sources to realize four-quadrant operation of the motor, and each controller unit performs control regulation signals received from the total controller unit, such as speed control, torque control, and rotor position. Control, etc.
  • the actual operation data of the motor control unit is uploaded to the overall controller, and each control unit collects data of the power system through the communication system and makes a basic control strategy.
  • the battery management system BMS can be used to collect information about the battery system.
  • the battery management control strategy in the basic control strategy includes that the battery needs to stop charging when the charging threshold voltage exceeds the upper limit voltage, and the battery module discharges the threshold voltage beyond the lower limit voltage to stop discharging, and the battery module is overheated. Need to smash heat sinks, reduce power and even stop running. When the controller finds that these parameters reach the upper or lower limit of the battery management system setting, the corresponding control will be taken.
  • the strategy is to ensure that the battery operates within a safe, reasonable and efficient range.
  • the charging control strategy includes the system charging on the external power supply.
  • the maximum speed charging can be achieved by setting the power limit on the overall controller to ensure that the external power supply is not overloaded. .
  • the power storage module balance control strategy is that each subsystem adopts different conditions according to the condition of its own system energy storage system. Control Strategy. The master controller issues different control commands for different subsystem conditions to ensure that each subsystem can maximize its capabilities.
  • each motor controller personalizes the controller command according to the remaining WH number of the internal storage system of the system, the voltage of each cell, the temperature of the component, and the health of the component.
  • the execution of the operation If the amount of remaining WH of the power storage device is different, the synchronous discharge with the same state of charge is ensured. That is, the power storage device with a large WH number has a large discharge power, and the power storage device with a small WH number has a small discharge power. All the electrical storage devices complete the discharge as synchronously as possible.
  • each power storage device is independently charged after charging, and can be charged to the optimal state by the motor controller to ensure that each subsystem can maximize its ability to ensure its own safety and longevity.
  • the singular reluctance motor can be operated in two states of a motor and a generator.
  • the system can directly A power converter connected to the storage element is driven by the controller to convert the amount of electricity stored by the storage element or the external power source into power.
  • the mechanical power of the input motor can also be electrically fed back to the storage device or external power source when needed.
  • the specific operating state of the reluctance motor is that the total control task is respectively reached to each motor controller unit through the data calculation by the total controller for the control target, and each motor controller unit adopts a certain control strategy for different
  • the control device implements control so that the motor can realize four-quadrant operation through two independent power sources.
  • the single-phase sigma reluctance motor generally has no self-starting capability, if there are only two windings on one phase of the motor, in the actual use process, the reluctance motor can be used to start the rotor first. , and then from the control system to single-phase operation can also achieve a smooth start.
  • the singular reluctance motor can be used as a transformer. When the electric energy stored in the energy storage system is inverted into alternating current by k5, k6, k7, k8, the magnetic field is completed by the motor body.
  • Coupling generating an AC voltage on another coil, and performing full-bridge rectification by means of diodes dl, d2, d3, d4 connected in parallel on the kl, k2, k3, k4 switching devices to become DC power supply to the external device; when external power is passed k 1 , k2 , k3 , k4 are inverted into alternating current, and the magnetic field coupling is completed by the motor body, and the alternating voltage is generated on the other coil, through the diodes d5 and d6 connected in parallel to the switching devices k5, k6, k7, k8, D7 and d8 perform full-bridge rectification to convert DC power to the energy storage system.
  • the external electrical energy is inverted by kl, k2, k3, k4 into an alternating current to complete the magnetic field coupling through the motor body, and an alternating voltage is generated on one phase coil of the motor, and two consecutive passages on the bypass device are connected.
  • the flow diodes vd4 and vd3 and the system have a full-bridge rectifier circuit consisting of freewheeling diodes vdl and vd2, which then become DC to charge the energy storage system.
  • the mechanical parallel connection between the internal motors of the power system of the present invention can avoid the grouping effect caused by the series connection of the conventional batteries, and the overall controller can make them according to the different conditions of the batteries according to the information provided by each motor controller.
  • the personalized working state ensures that each battery pack can work within a safe range, thus avoiding the occurrence of group effects.
  • the same can be used as a power transformer, which can conveniently charge the energy of the external power supply into the energy storage power source.
  • the charging power is large and the speed is fast. Since there are no excessive parts, almost no Need to increase the weight of any system, the entire system has the ability to low-voltage and high-power fast charging. If used in electric vehicles, it will be easy to obtain supplemental energy through the traditional grid, which is extremely convenient to use.

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  • Engineering & Computer Science (AREA)
  • Power Engineering (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Life Sciences & Earth Sciences (AREA)
  • Sustainable Development (AREA)
  • Sustainable Energy (AREA)
  • Charge And Discharge Circuits For Batteries Or The Like (AREA)
  • Control Of Electric Motors In General (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)

Abstract

本发明公开了一种采用开关磁阻电机作为功率变压器的动力***，它包括电机控制器单元、储电装置、两个功率变换器和电机组，储电装置、功率变换器和电机分别与电机控制器单元连接，一个功率变换器与储电装置连接，另一个功率变换器与外部电源连接，两个功率变换器分别与电机组连接。该动力***可以高效的利用较低的***电压，输出较大的功率，具有较大的储电装置差异性容忍度，可以混合使用不同种类的储电装置，容错能力强，***制造柔性好，***紧凑度高，重量低，成本低。

Description

一种釆用幵关磁阻电机作为功率变压器的动力*** 技术领域
[0001] 本发明涉及一种动力***， 特别是一种采用幵关磁阻电机作为功率变压器的动 力***。
背景技术
[0002] 新能源电动汽车最主要的部件是动力电池、 电动机和能量转换控制***， 而动 力电池要实现快速充电、 安全等高性能， 是技术门槛最高、 也是利润最集中的 部分,目前仍没有被很好的解决。 新能源汽车对电池要求很高， 必须具有高比能 量、 高比功率、 快速充电和深度放电的性能， 而且要求成本尽量低、 使用寿命 尽量长。 传统的铅酸电池、 镍镉电池和镍氢电池本身技术比较成熟， 但它们用 在汽车上作为动力电池则存在较大的问题。 目前， 越来越多的汽车厂家选择采 用锂电池作为新能源汽车的动力电池。
[0003] 锂电池具有体积小、 质量轻、 工作电压高 （是镍镉电池、 氢镍电池的 3倍） 、 比能量大 （可达 200WH/kg， 是氢镍电池的 3倍） 、 循环寿命长、 自放电率低、 无 记忆效应、 无污染、 安全性好等优点。 目前阻碍动力锂离子电池发展的瓶颈是 安全性能和汽车动力电池的管理***。 安全性能方面， 由于锂离子动力电池能 量密度大、 工作温度高、 工作环境恶劣使其安全性能大大降低， 加上以人为本 的安全理念， 用户对电池的安全性提出了非常高的要求。 汽车动力电池的管理 ***方面， 由于单个动力锂离子电池的工作电压是 3.7V， 铁锂电池为 3.2v为了 达到汽车动力需要的功率往往需要数百 V电压， 因此必须由多个电池串联而提高 电压， 但由于电池难以做到完全均一的充放电， 因此导致串联的多个电池组内 的单个电池会出现充放电不平衡的状况， 电池会出现充电不足和过放电现象， 而这种状况会导致电池性能的急剧恶化， 最终导致整组电池无法正常工作， 甚 至报废， 从而大大影响电池的使用寿命和可靠性能。 以磷酸铁锂电池为例， 其 单体电池充放电次数正常情况下是 2000次， 但成组后整体的充放电次数往往只 有 300~500次， 使用的吋间太短， 比如早期北京***投入的电动车辆只用了 3 个月电池就不能用了， 这使得动力电池成本增加， 不利于电动汽车的推广使用
[0004] "单体充放电次数"是在实验室环境中由专业人员操作进行实践的， 但实际运行 中， 温度、 湿度、 震动等都会影响电池寿命， 因此， 有人从技术、 成本上得出 结论， 锂电动力***充放电次数在 700~800次吋， 与燃油车的成本相平， 若锂电 动力***充放电次数超过 1000次， 则综合成本会优于燃油车。 但充放电次数如 何超过 1000次仍是个世界性难题。
[0005] 由于电动汽车成本中， 动力***要占一半左右， 因此， 尽管国家有政策支持与 补贴， 相关试点城市也在不断扩大， 各地鼓励电动汽车产业发展的积极性也很 高， 但由于电池技术本身尚有待攻克和完善之处， 电动汽车仍然没能很好的发 展起来。 因此， 尽管电动汽车热度很高， 但来自终端的需求却难以旺盛， 这反 过来限制了锂电产业的发展。
[0006] 为了能实现动力锂电池组的无充电站快速充电， 具有高可靠性， 减少电池成组 效应， 使得整个动力***重量轻， 体积小， 组装容易和制造便利， 本发明绕幵 传统电池简单串联后在通过一个功率变换器驱动一个电机的特点， 创造性地提 出采用多个应用独立储电装置转子机械并联的幵关磁阻电机的驱动***。
技术问题
[0007] 本发明的目的在于克服现有技术的不足， 提供一种能够高效利用较低的***电 压， 输出较大功率， 能容忍储电装置间的差异性， 容错能力强， ***制造柔性 好， 紧凑度高， 重量低的采用幵关磁阻电机作为功率变压器的动力***。
问题的解决方案
技术解决方案
[0008] 本发明的目的是通过以下技术方案来实现的： 一种采用幵关磁阻电机作为功率 变压器的动力***， 它包括电机控制器单元、 储电装置、 两个功率变换器和电 机组， 储电装置、 功率变换器和电机分别与电机控制器单元连接， 一个功率变 换器与储电装置连接， 另一个功率变换器与外部电源连接， 两个功率变换器分 别与电机组连接。
[0009] 所述的电机组包括一个或一个以上机械并联的电机， 每个电机都与两个功率变 换器直接连接。
[0010] 所述的电机为幵关磁阻电机。
[0011] 所述的电机至少有一相包含了两个独立的线圈绕组， 两个线圈绕组分别与两个 驱动电路相连， 驱动电路分别与电储能元件和外部电源连接， 电机控制器单元 通过两套独立的电源和驱动电路， 控制所述电机的四象限运行。
[0012] 所述的储电装置为能够反复充放电的装置。
[0013] 它包括一个总控制器， 电机控制器单元接收和执行总控制器单元的控制信号， 同吋将电机控制单元采集的实吋运行数据上传总控制器， 并执行基本的控制策 略。
[0014] 所述的电机为变压器。
[0015] 所述的控制策略包括电池管理控制策略、 充电控制策略、 储电模组平衡控制策 略、 太阳能最大功率追踪控制策略。
发明的有益效果
有益效果
[0016] 本发明的有益效果是： 该动力***可以高效的利用较低的***电压， 输出较大 的功率， 具有较大的储电装置差异性容忍度， 可以混合使用不同种类的储电装 置， 容错能力强， ***制造柔性好， ***紧凑度高， 重量低， 成本低。
对附图的简要说明
附图说明
[0017] 图 1为动力***连接框图
[0018] 图 2为幵关磁阻电机作为变压器运行示意图 A;
[0019] 图 3为幵关磁阻电机作为变压器运行示意图 B。
本发明的实施方式
[0020] 下面结合附图进一步详细描述本发明的技术方案， 但本发明的保护范围不局限 于以下所述。
[0021] 如图 1所示， 一种采用幵关磁阻电机作为功率变压器的动力***， 它包括电机 控制器单元、 储电装置、 两个功率变换器和电机组， 储电装置、 功率变换器和 电机分别与电机控制器单元连接， 一个功率变换器与储电装置连接， 另一个功 率变换器与外部电源连接， 两个功率变换器分别与电机组连接。
[0022] 所述的电机组包括一个或一个以上机械并联的电机， 每个电机都与两个功率变 换器直接连接。
[0023] 所述的电机为幵关磁阻电机。
[0024] 所述的电机至少有一相包含了两个独立的线圈绕组， 两个线圈绕组分别与两个 驱动电路相连， 驱动电路分别与电储能元件和外部电源连接， 电机控制器单元 通过两套独立的电源和驱动电路， 控制所述电机的四象限运行。
[0025] 所述的储电装置为能够反复充放电的装置。
[0026] 它包括一个总控制器， 电机控制器单元接收和执行总控制器单元的控制信号， 同吋将电机控制单元采集的实吋运行数据上传总控制器， 并执行基本的控制策 略。
[0027] 所述的电机为变压器。
[0028] 所述的控制策略包括电池管理控制策略、 充电控制策略、 储电模组平衡控制策 略、 太阳能最大功率追踪控制策略。
[0029] 如图 1所示， 动力***可以由多个动力单元组成， 每个动力单元中的幵关磁阻 电机机械并联， 各电机都有独立的电机控制单元和两个功率放大器。
[0030] 电机控制器单元可以分别控制两套独立的电源实现电机的四象限运行， 每一个 控制器单元都执行接收自总控制器单元的控制规定信号， 如转速控制、 转矩控 制、 转子位置控制等。 同吋将该电机控制单元的实吋运行数据上传总控制器， 每一个控制单元通过通讯***对该动力***进行数据的收集， 并作出基本的控 制策略。 如对储电装置信息的采集就可以采用电池管理*** （BMS) 收集电池 ***的信息。
[0031] 基本控制策略中电池管理控制策略包括电池在充电的吋候电压超过了上限电压 就需要停止充电， 电池单体放电的吋候电压超过了下限电压就需要停止放电， 电池模组过热就需要打幵散热装置， 降低功率运行甚至停止运行。 当控制器发 现这些参数达到了电池管理***设置的上限或者下限值， 就会采取相应的控制 策略， 保证电池运行在安全合理高效的范围内。
[0032] 充电控制策略包括***在外接电源上充电的吋候， 为了保证外接电源不过载， 就会在总控制器上通过设置功率限值在实现保证外部电源不过载的情况下最大 速度的充电。
[0033] 由于每一个电池单元由于制造的原因不可能一模一样， 同样每一个模组更不可 能一模一样， 因而储电模组平衡控制策略就是每一个子***根据自身***储能 ***的状况采用不同的控制策略。 总控制器通过针对不同的子***状况发出不 同的控制指令， 以保证每一个子***都可以尽可能的发挥最大的能力。
[0034] 其中每个电机控制器根据通讯获得的该***内部储电***的剩余 WH数、 每个 单体的电压、 温度以及元件的健康程度， 再结合自身的情况对控制器指令进行 个性化的执行操作。 如在储电装置剩余 WH数量不同的吋候进行保证荷电态相同 的同步放电。 即 WH数大的储电装置放电功率较大， WH数小的储电装置放电功 率较小。 所有的储电装置尽可能同步完成放电。 当有储能装置达到过放电门限 吋， 为保证其不损坏则停止放电操作同吋通过控制器驱动电机工作在发电状态 使其充入一定的电量。 每个储电装置在充电吋都进行独立充电， 可以通过电机 控制器将其充电到最佳状态， 以保证每一个子***在可以保证自身安全和寿命 的情况下， 尽可能的发挥最大的能力。
[0035] 如图 1所示的***框图中， 幵关磁阻电机可以运行在电动机和发电机两种状态 ， 当幵关磁阻电机采用储能元件储存的电力以电动机运行吋， ***可以直接通 过控制器驱动与储电元件相连的功率转换器将储电元件所储存的电量或外部电 源转化为动力。 在需要的吋候也可以将输入电机的机械功率发出电回馈到储电 装置或外部电源。 磁阻电机具体处于何种运行状态， 是通过总控制器针对控制 目标通过数据计算将总的控制任务分别下达到每一个电机控制器单元， 每个电 机控制器单元再采用一定控制策略对不同的幵关器件实施控制， 从而实现电机 分别可以通过 2个独立的电源实现 4象限运行。
[0036] 由于单相幵关磁阻电机一般无自启动能力， 如果电机上只有一相上有两个绕组 ， 在实际使用过程中可以采用先用多相的绕组先将磁阻电机将转子启动， 再由 控制***转为单相运行也可是实现顺利启动。 [0037] 如图 2所示， 幵关磁阻电机可以作为变压器使用， 当储能***内储存的电能通 过 k5、 k6、 k7、 k8 4个幵关器件逆变成交流电， 通过电机本体完成磁场耦合， 在 另外一个线圈上产生交流电压， 通过并联在 kl、 k2、 k3、 k4幵关器件上的二极 管 dl、 d2、 d3、 d4进行全桥整流变为直流电向外接设备供电； 当外接电能通过 k 1、 k2、 k3、 k4逆变成交流电， 再通过电机本体完成磁场耦合， 在另外一个线圈 上产生交流电压， 通过并联在幵关器件 k5、 k6、 k7、 k8上的二极管 d5、 d6、 d7 、 d8进行全桥整流变为直流电向储能***充电。
[0038] 如图 3所示外接电能通过 kl、 k2、 k3、 k4逆变成交流通过电机本体完成磁场耦 合， 在电机一个相线圈上产生交流电压， 通过并联在幵关器件上的两个续流二 极管 vd4和 vd3和***原来就有的续流二极管 vdl和 vd2组成的全桥整流电路后变 为直流电向储能***充电。
[0039] 本发明的动力***内部电机之间机械并联可以避免传统电池串联后造成的成组 效应， 总控制器根据每个电机控制器提供的信息， 可以根据没个电池的不同状 况， 使它们工作在不同的工作状态， 个性化的工作状态保证了每一个电池组都 可以工作在安全的范围内， 从而避免了成组效应的发生。
[0040] 同吋可以用幵关磁阻电机作为一个功率变压器， 可以很方便的将外接电源的能 量充入储能电源， 其充电功率大， 速度快， 由于没有增加过多的零件， 几乎不 需要增加任何***重量整个***就具有低压大功率快速充电的能力。 如果用于 电动汽车也将很容易通过传统的电网获得补充能量， 使用极为方便。

Claims

权利要求书
一种采用幵关磁阻电机作为功率变压器的动力***， 其特征在于 ： 它包括电机控制器单元、 储电装置、 两个功率变换器和电机组 ， 储电装置、 功率变换器和电机分别与电机控制器单元连接， 一 个功率变换器与储电装置连接， 另一个功率变换器与外部电源连 接， 两个功率变换器分别与电机组连接。
根据权利要求 1所述的一种采用幵关磁阻电机作为功率变压器的动 力***， 其特征在于： 所述的电机组包括一个或一个以上机械并 联的电机， 每个电机都与两个功率变换器直接连接。
根据权利要求 2所述的一种采用幵关磁阻电机作为功率变压器的动 力***， 其特征在于： 所述的电机为幵关磁阻电机。
根据权利要求 2所述的一种采用幵关磁阻电机作为功率变压器的动 力***， 其特征在于： 所述的电机至少有一相包含了两个独立的 线圈绕组， 两个线圈绕组分别与两个驱动电路相连， 驱动电路分 别与电储能元件和外部电源连接， 电机控制器单元通过两套独立 的电源和驱动电路， 控制所述电机的四象限运行。
根据权利要求 1所述的一种采用幵关磁阻电机作为功率变压器的动 力***， 其特征在于： 所述的储电装置为能够反复充放电的装置 根据权利要求 1所述的一种采用幵关磁阻电机作为功率变压器的动 力***， 其特征在于： 它包括一个总控制器， 电机控制器单元接 收和执行总控制器单元的控制信号， 同吋将电机控制单元采集的 实吋运行数据上传总控制器， 并执行基本的控制策略。
根据权利要求 2所述的一种采用幵关磁阻电机作为功率变压器的动 力***， 其特征在于： 所述的电机为变压器。
根据权利要求 6所述的一种采用幵关磁阻电机作为功率变压器的动 力***， 其特征在于： 所述的控制策略包括电池管理控制策略、 充电控制策略、 储电模组平衡控制策略、 太阳能最大功率追踪控 制策略。
PCT/CN2015/072718 2014-07-18 2015-02-11 一种采用开关磁阻电机作为功率变压器的动力*** WO2016008300A1 (zh)

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