[go: up one dir, main page]

CN113928143A - Control device, system, method, storage medium, and vehicle for vehicle - Google Patents

Control device, system, method, storage medium, and vehicle for vehicle Download PDF

Info

Publication number
CN113928143A
CN113928143A CN202111394471.1A CN202111394471A CN113928143A CN 113928143 A CN113928143 A CN 113928143A CN 202111394471 A CN202111394471 A CN 202111394471A CN 113928143 A CN113928143 A CN 113928143A
Authority
CN
China
Prior art keywords
charging
control signal
control
phase motor
vehicle
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Pending
Application number
CN202111394471.1A
Other languages
Chinese (zh)
Inventor
刘畅
王凯
甘银华
徐斌
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Weilai Automobile Technology Anhui Co Ltd
Original Assignee
Weilai Automobile Technology Anhui Co Ltd
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Weilai Automobile Technology Anhui Co Ltd filed Critical Weilai Automobile Technology Anhui Co Ltd
Priority to CN202111394471.1A priority Critical patent/CN113928143A/en
Publication of CN113928143A publication Critical patent/CN113928143A/en
Pending legal-status Critical Current

Links

Images

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
    • 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
    • B60L15/00—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles
    • B60L15/20—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed
    • 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
    • Y02T90/14—Plug-in electric vehicles

Landscapes

  • Engineering & Computer Science (AREA)
  • Power Engineering (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)
  • Charge And Discharge Circuits For Batteries Or The Like (AREA)

Abstract

The present invention relates to a control apparatus for a vehicle. The vehicle includes a battery, a power conversion device, and a three-phase motor, and has a charging mode and a driving mode. The control apparatus includes a first control device configured to issue a first control signal based on at least a rotor angle of the three-phase motor in a charging mode; and a second control device configured to issue a second control signal based on at least the rotor angle and the charging demand in the charging mode. The first control signal indicates an input phase, such that charging power is input to the three-phase motor via the input phase and is output to corresponding two phases of the power conversion device via the remaining two phases of the three-phase motor. Wherein the charging power is output to the battery after conversion by the power conversion device. Wherein the second control signal instructs on/off of the switching device of the power conversion apparatus so that the electromagnetic torque of the three-phase motor is zero. The invention also relates to a control system, a method, a storage medium and a vehicle for the vehicle.

Description

Control device, system, method, storage medium, and vehicle for vehicle
Technical Field
The present invention relates to the field of vehicle control, and in particular to a control apparatus, a control system, a control method, a computer-readable storage medium, and a vehicle for a vehicle.
Background
Currently, the mainstream electric vehicle high-voltage system platform in the market is generally 400V, and accordingly, the voltage level of the mainstream charging facilities (for example, charging piles) in the market is also mostly set to 400V. However, with the continuous development of the field of electric vehicles, higher voltage system platforms are receiving more attention and are favored.
For an electric automobile equipped with a higher voltage class system platform, how to charge the electric automobile by using the existing 400V charging facility is an urgent problem to be solved. One solution is to configure these electric vehicles with a dedicated DC-DC boost converter. However, the additionally configured DC-DC converter has large volume, high price and heavy weight, is not beneficial to the arrangement and light weight of the whole vehicle, and increases the cost of the whole vehicle.
Disclosure of Invention
According to an aspect of the present invention, a control apparatus for a vehicle is provided. The vehicle includes a battery, a power conversion apparatus, and a three-phase motor, the vehicle having a charging mode and a driving mode, the power conversion apparatus converting direct-current power received from the battery into alternating-current power and outputting to the three-phase motor in the driving mode. The control apparatus includes a first control device configured to issue a first control signal based on at least a rotor angle of the three-phase motor in the charging mode. Wherein the first control signal indicates an input phase such that charging power is input to the three-phase motor via the input phase and output to respective two phases of the power conversion apparatus via remaining two phases of the three-phase motor. And wherein the charging power is output to the battery after conversion via the power conversion device. The control apparatus further comprises a second control device configured to issue a second control signal based on at least the rotor angle and a charging demand in the charging mode. Wherein the second control signal instructs on/off of a switching device of the power conversion apparatus so that the electromagnetic torque of the three-phase motor is zero.
Alternatively or additionally to the above, in the control apparatus according to an embodiment of the present invention, the charging power has a first voltage level, the battery has a second voltage level, and the first voltage level is different from the second voltage level.
Alternatively or additionally to the above, in the control apparatus according to an embodiment of the present invention, the second control signal indicates that the switching device corresponding to the closing maintains the open state.
Alternatively or additionally to the above, in the control apparatus according to an embodiment of the present invention, the second control device is further configured to determine a stator current vector angle based on the rotor angle.
Alternatively or additionally to the above, in a control apparatus according to an embodiment of the invention, the charging demand includes at least a stator current reference value required for charging.
Alternatively or additionally to the above, in the control apparatus according to an embodiment of the present invention, the second control signal instructs on/off of a switching device of the power conversion apparatus so that a stator q-axis current is zero.
According to another aspect of the present invention, there is provided a control system for a vehicle, including: any one of the foregoing control apparatuses for a vehicle; and a switching device connected between the charging power supply and the three-phase motor. The switching device is configured to: receiving the first control signal, and; and switching on the charging power supply and the closed phase of the three-phase motor and switching off the charging power supply and the remaining two phases of the three-phase motor based on the first control signal.
According to another aspect of the present invention, a control method for a vehicle is provided. The vehicle includes a battery, a power conversion apparatus, and a three-phase motor, the vehicle having a charging mode and a driving mode, the power conversion apparatus converting direct-current power received from the battery into alternating-current power and outputting to the three-phase motor in the driving mode. The control method includes, in the charging mode: issuing a first control signal based on at least a rotor angle of the three-phase motor, wherein the first control signal indicates an input phase such that charging power is input to the three-phase motor via the input phase and output to respective two phases of the power conversion device via remaining two phases of the three-phase motor, and wherein the charging power is output to the battery after conversion via the power conversion device; and issuing a second control signal based at least on the rotor angle and the charging demand, wherein the second control signal indicates closing/opening of a switching device of the power conversion apparatus such that an electromagnetic torque of the three-phase motor is zero.
Alternatively or additionally to the above, in a control method according to an embodiment of the invention, the charging power has a first voltage level, the battery has a second voltage level, and the first voltage level is different from the second voltage level.
Alternatively or additionally to the above, in the control method according to an embodiment of the invention, the second control signal indicates that the switching device corresponding to the closing maintains an open state.
Alternatively or additionally to the above, in the control method according to an embodiment of the present invention, further including: determining a stator current vector angle based on the rotor angle; and issuing a second control signal based on at least the stator current vector angle and a charging demand.
Alternatively or additionally to the above, in a control method according to an embodiment of the invention, the charging demand includes at least a stator current reference value required for charging.
Alternatively or additionally to the above, in the control method according to an embodiment of the present invention, the second control signal instructs on/off of a switching device of the power conversion apparatus so that a stator q-axis current is zero.
According to another aspect of the present invention, there is provided a control apparatus for a vehicle, comprising a memory, a processor, and a computer program stored on the memory and executable on the processor. The processor realizes the aforementioned control method for a vehicle when executing the computer program.
According to another aspect of the present invention, there is provided a computer-readable storage medium having a computer program stored thereon. Which computer program, when being executed by a processor, realizes the aforementioned control method for a vehicle.
According to still another aspect of the present invention, there is provided a vehicle provided with any one of the control apparatuses for a vehicle described above.
The control scheme for the vehicle provided by the invention multiplexes the power conversion equipment and the motor inductance in the driving system through controlling the switching equipment and the switching device in the power conversion equipment, thereby converting the charging power into the power form required by the battery without adding additional power conversion equipment and inductance. The scheme has the advantages of low hardware cost, small size, high charging efficiency and high safety performance, so that the vehicle can flexibly use the existing charging facility without being limited by the power forms such as the voltage grade of the existing charging facility.
Drawings
The above and other objects and advantages of the present invention will become more fully apparent from the following detailed description taken in conjunction with the accompanying drawings.
Fig. 1 shows a block diagram of a control apparatus 100 for a vehicle 1000 according to one embodiment of the present invention.
Fig. 2 shows a schematic diagram of a switching device according to an embodiment of the invention.
Fig. 3 shows a schematic diagram of another switching device according to an embodiment of the invention.
FIG. 4 shows a schematic diagram of a control strategy for a vehicle according to one embodiment of the invention.
Fig. 5 shows a flowchart of a control method 5000 for a vehicle according to one embodiment of the invention.
Fig. 6 shows a block diagram of a control device 6000 for a vehicle according to one embodiment of the invention.
Detailed Description
It should be noted that the terms "first", "second", and the like herein are used for distinguishing similar objects, and are not necessarily used for describing a sequential order of the objects in terms of time, space, size, and the like. Furthermore, unless specifically stated otherwise, the terms "comprises," "comprising," and the like, herein are intended to mean non-exclusive inclusion. Also, the term "vehicle" or other similar terms herein are intended to mean any suitable vehicle having a drive system composed of at least a battery, a power conversion device, and a drive motor, for example, a hybrid car, an electric vehicle, a plug-in hybrid electric vehicle, and the like. A hybrid vehicle is a vehicle having two or more power sources, such as gasoline powered and electric vehicles.
Hereinafter, exemplary embodiments according to the present invention will be described in detail with reference to the accompanying drawings.
Fig. 1 shows a control apparatus 100 for a vehicle 1000 according to one embodiment of the invention. The vehicle 1000 has a charging mode and a driving mode. The drive system of vehicle 1000 includes battery 200, power conversion device 300, and three-phase motor 400. In the driving mode, the power conversion apparatus 300 operates in the manner of an inverter, and specifically, converts direct current power received from the battery 200 into alternating current power and outputs the alternating current power to the three-phase motor 400.
As shown in fig. 1, the vehicle 1000 further includes a control apparatus 100 for the charging mode. The control device 100 further comprises a first control means 110 and a second control means 120.
Wherein the first control device 110 is configured to issue the first control signal at least based on the rotor angle of the three-phase motor 400 in the charging mode. The first control signal indicates an input phase such that the charging power is input to the three-phase motor 400 via the indicated input phase and is output to the respective two phases of the power conversion apparatus 300 via the remaining two phases of the three-phase motor 400. The charging power is further output to the battery 200 after being converted by the power conversion device 300, thereby charging the battery 200.
In the context of the present invention, "charging power" is intended to mean the input power from a charging facility (such as a charging post, a charging station, etc.) for charging a vehicle.
In the embodiment shown in fig. 1, the charging power from the charging facility has a voltage level of 400V, while the nominal voltage level of the battery is 800V. The control device 100 multiplexes the power conversion device 300 in the vehicle drive system as a Boost converter in the charging mode. The Boost converter converts the charging voltage to the voltage level required by the battery, so that the existing charging facility can charge the vehicle with higher voltage level more flexibly without adding extra power conversion equipment. It is to be noted that in the context of the present invention, the charging power and the form of power required by the battery are not limited to the illustrated forms, but may be any case where the charging power does not match the form of power required by the battery, i.e. the power conversion device may be multiplexed as any suitable type of converter in the charging mode. For example, the voltage level of the charging power may be lower than the battery rated voltage level, as in the embodiment shown in fig. 1, multiplexing the power conversion device as a Boost converter; the voltage level of the charging power may also be higher than the nominal voltage level of the battery, and accordingly the power conversion device is multiplexed as a Buck converter.
Wherein the second control device 120 is configured to issue the second control signal in the charging mode based on at least the rotor angle of the three-phase motor 400 and the charging demand of the battery 200. The second control signal instructs the closing/opening of the switching devices of the power conversion apparatus 300 so that the electromagnetic torque (i.e., the bias torque) of the three-phase motor 400 is zero.
It is readily understood that in the context of the present invention, "electromagnetic torque is zero" is intended to mean that the electromagnetic torque is substantially zero. In actual conditions, the electromagnetic torque may have a certain fluctuation, but as long as the electromagnetic torque is near a zero value within an error range, the electromagnetic torque is zero.
Therefore, the control equipment can also reduce the current ripple during charging and improve the charging efficiency under the condition of not increasing extra inductance through multiplexing the three-phase motor inductance in the driving system. Further, the control equipment enables the three-phase motor not to generate bias torque when the vehicle is charged through the control over the input phase and the switching device, and potential safety risks possibly caused by the bias torque to the vehicle are avoided.
Although not shown in fig. 1, the vehicle 1000 may also include a switching device 500. The switching device 500 is connected between a charging power source that supplies charging power and the three-phase motor 400. The switching apparatus 500 is configured to receive a first control signal from the first control device 110, and to switch on the charging power supply with the closed phase of the three-phase motor 400 and to switch off the charging power supply with the remaining two phases of the three-phase motor 400 based on the received first control signal. The control device 100 and the switching device 500 may together constitute a control system for the vehicle 1000. This control system enables charging of battery 200 with a charging power different from that of battery 200 in voltage level or other parameters by multiplexing the drive system of vehicle 1000 while ensuring that motor 400 does not generate a bias torque.
Fig. 2 shows an example of a switching device. Wherein the switching device comprises three relay switches S1、S2And S3And they are respectively connected between the charging power supply and the input ports of the three phases (U-phase, V-phase and W-phase) of the motor. The switching equipment closes the relay switch corresponding to the input on the basis of the input phase indicated by the received first control signal, and opens the relay switches corresponding to the other two phases. For example, when the first control signal indicates that the input phase is the U-phase, the relay switch S corresponding to U1Closed and relay switch S corresponding to V phase and W phase2And S3And (5) disconnecting.
Fig. 3 shows another example of a switching device. The switching equipment comprises a single-pole three-throw relay switch, and three-phase input ports of the motor are respectively connected to three movable ends S of the single-pole three-throw relay switch1、S2And S3And the immobile end of the single-pole three-throw relay switch is connected to a charging power supply. Similarly, the switching device connects the charging power source to the moving end corresponding to the input based on the input phase indicated by the received first control signalAnd the other two corresponding movable ends are disconnected with the charging power supply. For example, when the first control signal indicates that the input phase is the U phase, the switching device charges the charging power source to the movable terminal S corresponding to the U phase1Turning on the charging power supply and the movable end S corresponding to the V phase and the W phase2And S3And (5) disconnecting.
For the embodiment shown in fig. 2, the control device may use the control schematic shown in fig. 4 to determine the first control signal and the second control signal.
Specifically, the first control means may be part of the angle processing module 420 and may be configured to determine the input phase based on the rotor angle θ of the three-phase motor according to table 1, thereby issuing the first control signal K to control the switching device such that, under motor conventions (i.e., with current flowing into the motor midpoint in the positive direction), charging power always flows into the motor from the input phase and flows out of the motor to the power conversion device from the remaining two phases. For example, when the rotor angle θ is in the range of-30 degrees to 30 degrees, the input phase is determined as the U-phase, and the first control signal K indicating this information is sent to the switching device (including three relay switches S as described above)1、S2And S3) Thereby closing the relay switch S corresponding to U1The relay switches S corresponding to the remaining two phases (V phase and W phase) are turned off2And S3. At this time, Iu is greater than 0, Iv is less than 0, and Iw is less than 0, that is, the charging power flows into the three-phase motor from the U-phase, and flows out of the three-phase motor from the V-phase and W-phase, and further flows into the power conversion device.
Figure BDA0003369477180000071
Figure BDA0003369477180000081
TABLE 1 rotor Angle vs. input phase relationship
The second control means may include the control means of fig. 4 in addition to the first control means (i.e., a part of the angle processing module 420) described aboveThe remaining portions of the angle processing module 420, including the voltage adjustment module 410, the remaining portions of the angle processing module 430, the inverse Park transform module, and the current control module 440. The second control means may be configured to be based on a rated voltage u of the batteryRefA rotor angle theta of the three-phase motor and each measured parameter to generate a second control signal, i.e. a duty ratio of each phase switching device in the power conversion apparatus, Du、DvAnd Dw. Second control signal Du、DvAnd DwThe respective phase currents in the power conversion apparatus may be controlled by instructing on/off of switching devices of the power conversion apparatus so that stator q-axis current iqIs zero, thereby causing the bias torque (i.e., electromagnetic torque T) of the three-phase motorem) Is zero. This is because the electromagnetic torque T of the motoremCan be obtained by the following formula.
Figure BDA0003369477180000082
Wherein, PnIs the number of pole pairs of a three-phase motor,
id、iqrespectively are d-axis current and q-axis current of a three-phase motor,
Ld、Lqare respectively a d-axis inductor and a q-axis inductor of the three-phase motor,
Figure BDA0003369477180000083
is the permanent magnetic flux of a three-phase motor.
It can be seen that when the q-axis current is iqWhen the control is zero, the electromagnetic torque T of the motoremIs always zero.
Further, in order to make q-axis current iqTo zero, the second control device issues a second control signal D in the following manneru、DvAnd Dw。
The voltage regulation module 410 passes the input rated voltage u of the batteryRefAnd a measured voltage uFbkTo obtain and output d-axis current reference voltage IdRef。
The angle processing module 420 may be configured to determine the stator current vector angle θ' based on the rotor angle θ of the three-phase motor in accordance with table 2 below.
Rotor angle theta Stator current vector angle theta'
-30 to 30 degrees θ
30 to 90 degrees π+θ
90 to 150 degrees θ
150 to 210 degrees θ-π
210 to 270 degrees θ
270 to 330 degrees θ-π
TABLE 2 rotor Angle vs. stator Current vector Angle relationship
The inverse Park transform module 430 references the d-axis current I from the voltage regulation module 410 with reference voltage IdRefStator current vector angle θ' from angle processing module 420 and I required for chargingqRefConverting 0 into three-phase reference current I of power conversion equipmentuRef、IvRefAnd IwRef. Three-phase reference current I directly output from Park inverse transformation module 430uRef、IvRefAnd IwRefMay be in accordance with the generator convention (i.e. positive direction with current flow from the motor into the power conversion device), when a direct output three-phase reference current I is useduRef、IvRefAnd IwRefTaking the inverse (i.e., multiplying by-1, respectively).
The current control module 440 utilizes the three-phase reference current I from the inverse Park transform module 430uRef、IvRefAnd IwRefStator current vector angle θ' from angle processing module 420 and measured three-phase current value Iufbk、IvfbkAnd IwfbkGenerating a second control signal Du、DvAnd DwI.e. the duty cycle of the switching devices of each phase of the power conversion apparatus.
Further, as shown in fig. 4, a first control signal K (which indicates an output phase) determined by the angle processing module 420 based on the rotor angle θ may also be input to the current control module 440. Accordingly, the second control signal D output by the current control module 440u、DvAnd DwAnd indicating that the upper and lower bridge arm switching devices corresponding to the input indicated by the first control signal do not act, and keeping the off state. For example, when the first control signal K indicates the input phase U-phase, the current control module 440 outputs a duty ratio D for the U-phase switching devicesuAnd the zero state is obtained, namely the U-phase upper and lower bridge arm switching devices are kept in an off state.
Thus, the control device can instruct the on/off of each phase switching device and the on/off of each switching device of the power conversion device based on the input of the rotor angle, the charging requirement and the like of the three-phase motor, so that the electromagnetic torque of the three-phase motor is zero when the multiplex driving system (including the power conversion device, the three-phase motor and the like) is charged.
It is noted that in the context of the present invention, "charging requirement" is intended to mean a requirement for a charging voltage, a charging current, etc., such as the battery nominal voltage u shown in fig. 4RefStator q-axis reference current I of three-phase motorqRefAnd the like.
Fig. 5 shows a control method 5000 for a vehicle according to one embodiment of the invention. The vehicle includes a battery, a power conversion device, and a three-phase motor, and has a charging mode and a driving mode. The power conversion apparatus converts direct current power received from the battery into alternating current power in a driving mode and outputs the alternating current power to the three-phase motor. The control method 5000 includes performing the following steps in the charging mode.
In step S510, a first control signal is issued based on at least a rotor angle of the three-phase motor. The first control signal indicates an input phase, such that charging power is input to the three-phase motor via the input phase and is output to corresponding two phases of the power conversion device via the remaining two phases of the three-phase motor. And, the charging power is output to the battery after conversion by the power conversion device.
Similarly to the above, the first control signal may be issued, for example, according to the rotor angle versus input phase relationship shown in table 1, such that under motor conventions, charging power always flows into the motor from the input phase and out of the motor to the power conversion device from the remaining two phases.
In step S520, a second control signal is issued based on at least the rotor angle and the charging demand. Wherein the second control signal instructs on/off of the switching device of the power conversion apparatus so that the electromagnetic torque of the three-phase motor is zero.
Similarly to the above, the stator current vector angle may be determined, for example, according to the relationship of the rotor angle to the stator current vector angle as shown in table 2. Furthermore, a second control signal may be issued based on the stator current vector angle and the charging demand, as shown for example in fig. 4, the second control signal instructing the closing/opening of the switching devices of the power conversion device so that the stator q-axis current, and thus the electromagnetic torque of the three-phase motor, is zero.
Similarly to the above, "charging demand" is intended to mean a demand for a charging voltage, a charging current, or the like, for example, the battery rated voltage u shown in fig. 4RefStator q-axis reference current I of three-phase motorqRefAnd the like.
In step S520, similarly to the above, the second control signal may indicate that the closed corresponding switching device maintains the open state, i.e., the duty ratio is zero.
Thus, the control method 5000 for a vehicle multiplexes the power conversion device in the drive system, the inductance in the motor to convert the charging power into the form of power required by the battery and charge the battery without adding additional power conversion device or inductance.
Optionally, the charging power has a first voltage level, the battery has a second voltage level, and the first voltage level is different from the second voltage level. Similarly to the above, the charging power may have a voltage level of 400V, while the battery may have a voltage level of 800V.
Fig. 6 shows a block diagram of a control device 6000 for a vehicle according to one embodiment of the invention. The control device 6000 includes a memory 610 and a processor 620, among others. Although not shown in fig. 6, the control device 6000 further includes a computer program stored on the memory 610 and executable on the processor 620, thereby implementing the control method for the vehicle in the foregoing embodiments.
Memory 610 may be, among other things, a random access memory RAM, a read only memory ROM, an erasable programmable read only memory EPROM, an electrically erasable programmable read only memory EEPROM, or an optical disk storage device, a magnetic disk storage device, or any other medium that can be used to carry or store desired program code in the form of machine-executable instructions or data structures and that can be accessed by processor 620. Processor 620 may be any suitable special purpose or general purpose processor such as a field programmable array FPGA, application specific integrated circuit ASIC, digital signal processing circuit DSP, or the like.
The control device 6000 may be a control device that is used independently for multiplexing the drive systems to perform charging, or may be incorporated in processing devices such as other electronic control units ECU, domain control units DCU, and the like.
It is to be understood that some of the block diagrams shown in the figures of the present invention are functional entities and do not necessarily correspond to physically or logically separate entities. These functional entities may be implemented in the form of software, or in one or more hardware modules or integrated circuits, or in different networks and/or processor means and/or microcontroller means.
It should also be understood that in some alternative embodiments, the functions/steps included in the foregoing methods may occur out of the order shown in the flowcharts. For example, two functions/steps shown in succession may be executed substantially concurrently or even in the reverse order. Depending on the functions/steps involved.
In addition, those skilled in the art will readily appreciate that the error detection method provided by one or more of the above-described embodiments of the present invention may be implemented by a computer program. For example, when a computer storage medium (e.g., a usb disk) storing the computer program is connected to a computer, the computer program is executed to perform the control method for a vehicle according to one or more embodiments of the present invention.
In summary, the control scheme for a vehicle according to an aspect of the present invention multiplexes the power conversion device and the motor inductance in the drive system by controlling the switching device and the switching device in the power conversion device, thereby converting the charging power into the form of power required by the battery without adding additional power conversion device and inductance, and has low hardware cost, small volume, and easy control. This enables the vehicle to flexibly use the existing charging facility without being restricted by the power form such as the voltage class of the existing charging facility.
On one hand, compared with the technical scheme that the charging power is symmetrically input into the motor from the three-phase input end, the control scheme provided by the invention can utilize the inductance in the motor to a greater extent, reduce ripples in the current and improve the charging efficiency.
On the other hand, compared with the traditional technical scheme that the charging power is input into the motor from the single-phase input end, the control scheme provided by the invention controls each switching device of the power conversion equipment through the second control signal, so that the electromagnetic torque of the motor is zero in the charging process, and the potential safety hazard possibly brought to the vehicle by the unexpected electromagnetic torque is avoided.
Although only a few embodiments of the present invention have been described in detail above, those skilled in the art will appreciate that the present invention may be embodied in many other forms without departing from the spirit or scope thereof. Accordingly, the present examples and embodiments are to be considered as illustrative and not restrictive, and various modifications and substitutions may be made therein without departing from the spirit and scope of the present invention as defined by the appended claims.

Claims (10)

1. A control apparatus for a vehicle including a battery, a power conversion apparatus, and a three-phase motor, the vehicle having a charging mode and a driving mode, the power conversion apparatus converting direct-current power received from the battery into alternating-current power and outputting to the three-phase motor in the driving mode, characterized by comprising:
a first control device configured to issue a first control signal based on at least a rotor angle of the three-phase motor in the charging mode, wherein the first control signal indicates an input phase such that charging power is input to the three-phase motor via the input phase and is output to respective two phases of the power conversion apparatus via remaining two phases of the three-phase motor, and wherein the charging power is output to the battery after conversion via the power conversion apparatus; and
a second control device configured to issue a second control signal based on at least the rotor angle and a charging demand in the charging mode, wherein the second control signal instructs on/off of switching devices of the power conversion apparatus such that an electromagnetic torque of the three-phase motor is zero.
2. The control apparatus according to claim 1,
the charging power has a first voltage level, the battery has a second voltage level, and the first voltage level is different from the second voltage level.
3. The control apparatus according to claim 1,
the second control signal indicates that the switching device corresponding to the closing maintains an open state; and/or
Said second control means is further configured to determine a stator current vector angle based on said rotor angle and to issue said second control signal based on at least said stator current vector angle and said charging demand; and/or
The charging requirement at least comprises a stator current reference value required by charging; and/or
The second control signal instructs on/off of a switching device of the power conversion apparatus so that a stator q-axis current is zero.
4. A control system for a vehicle, comprising:
the control apparatus for a vehicle according to any one of claims 1 to 3; and
a switching device connected between the charging power source and the three-phase motor and configured to:
receiving the first control signal, and;
and switching on a charging power supply that supplies the charging power with the closed phase of the three-phase motor and switching off the charging power supply with the remaining two phases of the three-phase motor based on the first control signal.
5. A control method for a vehicle including a battery, a power conversion apparatus, and a three-phase motor, the vehicle having a charging mode and a driving mode, the power conversion apparatus converting direct-current power received from the battery into alternating-current power and outputting to the three-phase motor in the driving mode, characterized by comprising, in the charging mode:
issuing a first control signal based on at least a rotor angle of the three-phase motor, wherein the first control signal indicates an input phase such that charging power is input to the three-phase motor via the input phase and output to respective two phases of the power conversion device via remaining two phases of the three-phase motor, and wherein the charging power is output to the battery after conversion via the power conversion device; and
issuing a second control signal based on at least the rotor angle and a charging demand, wherein the second control signal indicates a closing/opening of a switching device of the power conversion apparatus such that an electromagnetic torque of the three-phase motor is zero.
6. The control method according to claim 5,
the charging power has a first voltage level, the battery has a second voltage level, and the first voltage level is different from the second voltage level.
7. The control method according to claim 5,
the second control signal indicates that the switching device corresponding to the closing maintains an open state; and/or
The control method further comprises the following steps:
determining a stator current vector angle based on the rotor angle, an
Issuing said second control signal based on at least said stator current vector angle and said charging demand; and/or
The charging requirement at least comprises a stator current reference value required by charging; and/or
The second control signal instructs on/off of a switching device of the power conversion apparatus so that a stator q-axis current is zero.
8. A control apparatus for a vehicle comprising a memory, a processor and a computer program stored on the memory and executable on the processor, characterized in that the processor implements the control method according to any one of the claims 5 to 7 when executing the computer program.
9. A computer-readable storage medium, on which a computer program is stored, which, when being executed by a processor, carries out a control method according to any one of claims 5 to 7.
10. A vehicle provided with the control apparatus for a vehicle according to any one of claims 1 to 5.
CN202111394471.1A 2021-11-23 2021-11-23 Control device, system, method, storage medium, and vehicle for vehicle Pending CN113928143A (en)

Priority Applications (1)

Application Number Priority Date Filing Date Title
CN202111394471.1A CN113928143A (en) 2021-11-23 2021-11-23 Control device, system, method, storage medium, and vehicle for vehicle

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
CN202111394471.1A CN113928143A (en) 2021-11-23 2021-11-23 Control device, system, method, storage medium, and vehicle for vehicle

Publications (1)

Publication Number Publication Date
CN113928143A true CN113928143A (en) 2022-01-14

Family

ID=79287433

Family Applications (1)

Application Number Title Priority Date Filing Date
CN202111394471.1A Pending CN113928143A (en) 2021-11-23 2021-11-23 Control device, system, method, storage medium, and vehicle for vehicle

Country Status (1)

Country Link
CN (1) CN113928143A (en)

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN114670679A (en) * 2022-03-14 2022-06-28 臻驱科技（上海）有限公司 Energy conversion circuit and method of electric automobile

Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US20090058337A1 (en) * 2007-09-05 2009-03-05 Honda Motor Co., Ltd. Control device and control method of boost converter
CN111313790A (en) * 2018-12-12 2020-06-19 现代自动车株式会社 Apparatus for controlling a charging system utilizing a motor-driven system
CN111355429A (en) * 2018-12-21 2020-06-30 比亚迪股份有限公司 Motor driving apparatus, control method, vehicle, and readable storage medium
CN111347925A (en) * 2018-12-21 2020-06-30 比亚迪股份有限公司 Vehicle, motor control circuit, power battery charging method and heating method
CN111431254A (en) * 2019-06-30 2020-07-17 比亚迪股份有限公司 Charging control method and device, circuit topology, energy conversion device and vehicle

Patent Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US20090058337A1 (en) * 2007-09-05 2009-03-05 Honda Motor Co., Ltd. Control device and control method of boost converter
CN111313790A (en) * 2018-12-12 2020-06-19 现代自动车株式会社 Apparatus for controlling a charging system utilizing a motor-driven system
CN111355429A (en) * 2018-12-21 2020-06-30 比亚迪股份有限公司 Motor driving apparatus, control method, vehicle, and readable storage medium
CN111347925A (en) * 2018-12-21 2020-06-30 比亚迪股份有限公司 Vehicle, motor control circuit, power battery charging method and heating method
CN111431254A (en) * 2019-06-30 2020-07-17 比亚迪股份有限公司 Charging control method and device, circuit topology, energy conversion device and vehicle

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN114670679A (en) * 2022-03-14 2022-06-28 臻驱科技（上海）有限公司 Energy conversion circuit and method of electric automobile
CN114670679B (en) * 2022-03-14 2024-04-05 臻驱科技（上海）有限公司 Energy conversion circuit and method for electric vehicle

Similar Documents

Publication Publication Date Title
KR102565333B1 (en) Apparatus of controlling charging system using motor driving system
CA3066649C (en) Constant current fast charging of electric vehicles via dc grid using dual inverter drive
Fahem et al. On-board bidirectional battery chargers topologies for plug-in hybrid electric vehicles
CN109478792B (en) Vehicle electrical system and method for charging an electrically driven vehicle
CA2983328C (en) Constant current fast charging of electric vehicles via dc grid using dual inverter drive
KR101936992B1 (en) Charging system for wound rotor synchronous motor
JP5556677B2 (en) Battery charging circuit
CN112739571B (en) Integrated three-phase AC charger with dual inverter drive for vehicle applications
JP7313532B2 (en) Energy conversion devices, power systems and vehicles
AU2016318231A1 (en) A controller for an inductive load having one or more inductive windings
Subotic et al. On-board integrated battery chargers for electric vehicles using nine-phase machines
US10236707B2 (en) Charging system using wound rotor synchronous motor
CN114148193B (en) Charging apparatus and control method thereof
Dusmez et al. Cost effective solutions to level 3 on-board battery chargers
KR20120116722A (en) Electric vehicles and how to drive them
CN115635866A (en) System for charging battery of vehicle using motor driving system
KR20230119441A (en) System of charging battery for vehicle using motor driving system
Pescetto et al. Integrated isolated OBC for EVs with 6-phase traction motor drives
Liu et al. A novel single-phase bidirectional electric-drive-reconstructed onboard converter for electric vehicles
JP5662713B2 (en) Electric power system reactive power compensation device with electric vehicle charging function, and electric vehicle charging device with electric power system reactive power compensation function
CN113928143A (en) Control device, system, method, storage medium, and vehicle for vehicle
KR20190056153A (en) Charging system without power factor correction circuit
Shao et al. Zero torque integrated on-board ev battery charger with enhanced winding filter inductance
KR20190065814A (en) Integrated charger for electric vehicle
KR20130095082A (en) Electric vehicle and operating method of the same

Legal Events

Date Code Title Description
PB01 Publication
PB01 Publication
SE01 Entry into force of request for substantive examination
SE01 Entry into force of request for substantive examination