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WO2020125625A1 - 动力电池的充电方法、电机控制电路及车辆 - Google Patents

动力电池的充电方法、电机控制电路及车辆 Download PDF

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Publication number
WO2020125625A1
WO2020125625A1 PCT/CN2019/125977 CN2019125977W WO2020125625A1 WO 2020125625 A1 WO2020125625 A1 WO 2020125625A1 CN 2019125977 W CN2019125977 W CN 2019125977W WO 2020125625 A1 WO2020125625 A1 WO 2020125625A1
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WO
WIPO (PCT)
Prior art keywords
phase
power
switch
module
power battery
Prior art date
Application number
PCT/CN2019/125977
Other languages
English (en)
French (fr)
Inventor
刘长久
潘华
宁荣华
刘洋
杨宁
Original Assignee
比亚迪股份有限公司
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 比亚迪股份有限公司 filed Critical 比亚迪股份有限公司
Priority to JP2021536281A priority Critical patent/JP7288057B2/ja
Priority to AU2019410616A priority patent/AU2019410616B2/en
Priority to US17/416,745 priority patent/US11876396B2/en
Priority to EP19898798.4A priority patent/EP3902087A4/en
Publication of WO2020125625A1 publication Critical patent/WO2020125625A1/zh
Priority to JP2023085909A priority patent/JP2023123426A/ja
Priority to US18/505,826 priority patent/US20240072562A1/en

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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
    • 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
    • B60L53/22—Constructional details or arrangements of charging converters specially adapted for charging electric vehicles
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02J—CIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
    • H02J7/00—Circuit arrangements for charging or depolarising batteries or for supplying loads from batteries
    • H02J7/007—Regulation of charging or discharging current or voltage
    • H02J7/00712—Regulation of charging or discharging current or voltage the cycle being controlled or terminated in response to electric parameters
    • H02J7/007182—Regulation of charging or discharging current or voltage the cycle being controlled or terminated in response to electric parameters in response to battery voltage
    • 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
    • H02P27/00—Arrangements or methods for the control of AC motors characterised by the kind of supply voltage
    • H02P27/04—Arrangements or methods for the control of AC motors characterised by the kind of supply voltage using variable-frequency supply voltage, e.g. inverter or converter supply voltage
    • H02P27/06—Arrangements or methods for the control of AC motors characterised by the kind of supply voltage using variable-frequency supply voltage, e.g. inverter or converter supply voltage using dc to ac converters or inverters
    • 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
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02J—CIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
    • H02J7/00—Circuit arrangements for charging or depolarising batteries or for supplying loads from batteries
    • H02J7/02—Circuit arrangements for charging or depolarising batteries or for supplying loads from batteries for charging batteries from ac mains by converters
    • H02J7/04—Regulation of charging current or voltage
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02M—APPARATUS FOR CONVERSION BETWEEN AC AND AC, BETWEEN AC AND DC, OR BETWEEN DC AND DC, AND FOR USE WITH MAINS OR SIMILAR POWER SUPPLY SYSTEMS; CONVERSION OF DC OR AC INPUT POWER INTO SURGE OUTPUT POWER; CONTROL OR REGULATION THEREOF
    • H02M3/00—Conversion of dc power input into dc power output
    • H02M3/02—Conversion of dc power input into dc power output without intermediate conversion into ac
    • H02M3/04—Conversion of dc power input into dc power output without intermediate conversion into ac by static converters
    • H02M3/10—Conversion of dc power input into dc power output without intermediate conversion into ac by static converters using discharge tubes with control electrode or semiconductor devices with control electrode
    • H02M3/145—Conversion of dc power input into dc power output without intermediate conversion into ac by static converters using discharge tubes with control electrode or semiconductor devices with control electrode using devices of a triode or transistor type requiring continuous application of a control signal
    • H02M3/155—Conversion of dc power input into dc power output without intermediate conversion into ac by static converters using discharge tubes with control electrode or semiconductor devices with control electrode using devices of a triode or transistor type requiring continuous application of a control signal using semiconductor devices only
    • H02M3/156—Conversion of dc power input into dc power output without intermediate conversion into ac by static converters using discharge tubes with control electrode or semiconductor devices with control electrode using devices of a triode or transistor type requiring continuous application of a control signal using semiconductor devices only with automatic control of output voltage or current, e.g. switching regulators
    • H02M3/158—Conversion of dc power input into dc power output without intermediate conversion into ac by static converters using discharge tubes with control electrode or semiconductor devices with control electrode using devices of a triode or transistor type requiring continuous application of a control signal using semiconductor devices only with automatic control of output voltage or current, e.g. switching regulators including plural semiconductor devices as final control devices for a single load
    • H02M3/1584—Conversion of dc power input into dc power output without intermediate conversion into ac by static converters using discharge tubes with control electrode or semiconductor devices with control electrode using devices of a triode or transistor type requiring continuous application of a control signal using semiconductor devices only with automatic control of output voltage or current, e.g. switching regulators including plural semiconductor devices as final control devices for a single load with a plurality of power processing stages connected in parallel
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02M—APPARATUS FOR CONVERSION BETWEEN AC AND AC, BETWEEN AC AND DC, OR BETWEEN DC AND DC, AND FOR USE WITH MAINS OR SIMILAR POWER SUPPLY SYSTEMS; CONVERSION OF DC OR AC INPUT POWER INTO SURGE OUTPUT POWER; CONTROL OR REGULATION THEREOF
    • H02M7/00—Conversion of ac power input into dc power output; Conversion of dc power input into ac power output
    • H02M7/42—Conversion of dc power input into ac power output without possibility of reversal
    • H02M7/44—Conversion of dc power input into ac power output without possibility of reversal by static converters
    • H02M7/48—Conversion of dc power input into ac power output without possibility of reversal by static converters using discharge tubes with control electrode or semiconductor devices with control electrode
    • H02M7/53—Conversion of dc power input into ac power output without possibility of reversal by static converters using discharge tubes with control electrode or semiconductor devices with control electrode using devices of a triode or transistor type requiring continuous application of a control signal
    • H02M7/537—Conversion of dc power input into ac power output without possibility of reversal by static converters using discharge tubes with control electrode or semiconductor devices with control electrode using devices of a triode or transistor type requiring continuous application of a control signal using semiconductor devices only, e.g. single switched pulse inverters
    • H02M7/5387—Conversion of dc power input into ac power output without possibility of reversal by static converters using discharge tubes with control electrode or semiconductor devices with control electrode using devices of a triode or transistor type requiring continuous application of a control signal using semiconductor devices only, e.g. single switched pulse inverters in a bridge configuration
    • 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
    • H02P27/00—Arrangements or methods for the control of AC motors characterised by the kind of supply voltage
    • H02P27/04—Arrangements or methods for the control of AC motors characterised by the kind of supply voltage using variable-frequency supply voltage, e.g. inverter or converter supply voltage
    • H02P27/06—Arrangements or methods for the control of AC motors characterised by the kind of supply voltage using variable-frequency supply voltage, e.g. inverter or converter supply voltage using dc to ac converters or inverters
    • H02P27/08—Arrangements or methods for the control of AC motors characterised by the kind of supply voltage using variable-frequency supply voltage, e.g. inverter or converter supply voltage using dc to ac converters or inverters with pulse width modulation
    • 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
    • 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
    • B60L2240/52—Drive Train control parameters related to converters
    • B60L2240/526—Operating parameters
    • 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
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02J—CIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
    • H02J2207/00—Indexing scheme relating to details of circuit arrangements for charging or depolarising batteries or for supplying loads from batteries
    • H02J2207/20—Charging or discharging characterised by the power electronics converter
    • 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
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/80—Technologies aiming to reduce greenhouse gasses emissions common to all road transportation technologies
    • Y02T10/92—Energy efficient charging or discharging systems for batteries, ultracapacitors, supercapacitors or double-layer capacitors specially adapted for vehicles
    • 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 disclosure relates to the technical field of motor control, and in particular, to a charging method of a power battery, a motor control circuit, and a vehicle.
  • Direct charging means that the positive and negative poles of the charging pile are directly connected to the positive and negative bus of the power battery through a contactor or relay to directly charge the battery.
  • step-up charging is to add and connect a DC/DC bridge circuit that can step up and step down the positive and negative buses between the charging pile and the power battery.
  • Booster circuit which increases the volume and cost of the entire device.
  • the purpose of the present disclosure is to provide a power battery charging method, a motor control circuit, and a vehicle to solve the need to increase the boost circuit when the power battery is charged by the boost charging method in the prior art, resulting in an increase in the volume of the entire device and The question of cost.
  • a first aspect of the present disclosure provides a motor control circuit including a first switch module, a three-phase inverter, and a control module, a power supply module, the first switch module, and The three-phase inverter and the three-phase AC motor form a current loop.
  • the midpoints of the three-phase bridge arms of the three-phase inverter are respectively connected to the three-phase coils of the three-phase AC motor.
  • the N-line input or output current drawn from the connection point of the coil, the control module is respectively connected to the three-phase inverter, the first switch module, the three-phase AC motor and the power supply module, the control The module controls the three-phase inverter so that the motor control circuit receives the voltage of the power supply module and outputs direct current.
  • a second aspect of the present disclosure provides a charging method for a power battery. Based on the motor control circuit according to the first aspect, the charging method includes:
  • the charging method includes boost charging and direct charging
  • a third aspect of the present disclosure provides a vehicle including the motor control circuit described in the first aspect.
  • the present disclosure proposes a power battery charging method, a motor control circuit, and a vehicle.
  • the motor control circuit includes a first switch module, a three-phase inverter, and a control module, a power supply module, a first switch module, a three-phase inverter, and
  • the three-phase AC motor forms a current loop.
  • the midpoints of the three-phase bridge arms of the three-phase inverter are respectively connected to the three-phase coils of the three-phase AC motor.
  • the control module is respectively connected to the three-phase inverter, the first switch module, the three-phase AC motor and the power supply module.
  • the control module controls the three-phase inverter so that the motor control circuit receives the voltage of the power supply module and outputs direct current.
  • the technical solution of the present disclosure draws N wire from a three-phase AC motor, and then forms a different charging circuit with a three-phase inverter, a three-phase AC motor, and a power battery.
  • the control module detects that the maximum output voltage of the power supply module is not higher than the power At the battery voltage, the original three-phase inverter and three-phase AC motor are used to boost the voltage of the power supply module before charging the power battery.
  • control module detects that the maximum output voltage of the power supply module is higher than the power battery voltage
  • the power battery is directly charged, so that the power battery can be charged regardless of the voltage level of the power supply module, and the compatibility is strong.
  • FIG. 1 is a schematic structural diagram of a motor control circuit provided in Embodiment 1 of the present disclosure
  • FIG. 2 is another schematic structural diagram of a motor control circuit according to Embodiment 1 of the present disclosure.
  • FIG. 3 is a circuit diagram of a motor control circuit provided in Embodiment 1 of the present disclosure.
  • FIG. 4 is another circuit diagram of a motor control circuit provided in Embodiment 1 of the present disclosure.
  • FIG. 5 is a flowchart of a power battery charging method provided in Embodiment 2 of the present disclosure.
  • FIG. 6 is a current path diagram of a motor control circuit of a power battery charging method provided in Embodiment 2 of the present disclosure
  • FIG. 7 is another current path diagram of a motor control circuit of a power battery charging method provided in Embodiment 2 of the present disclosure.
  • Embodiment 8 is another current path diagram of a motor control circuit of a power battery charging method provided by Embodiment 2 of the present disclosure.
  • Embodiment 1 of the present disclosure provides a motor control circuit.
  • the motor control circuit includes a first switch module 102, a three-phase inverter 104, and a control module 108, a power supply module 101, a first switch module 102, three The phase inverter 104 and the three-phase AC motor 103 form a current loop.
  • the midpoints of the three-phase bridge arms of the three-phase inverter 104 are respectively connected to the three-phase coils of the three-phase AC motor 103.
  • the three-phase AC motor 103 passes through the three-phase coil
  • the N-line input or output current drawn from the connection point of the connection, the control module 108 is respectively connected to the three-phase inverter 104, the first switch module 102, the three-phase AC motor 103 and the power supply module 101, the control module 108 controls the three-phase inverter 104 causes the motor control circuit to receive the voltage of the power supply module 101 and output direct current.
  • the power supply provided by the power supply module 101 may be the DC power provided by the DC charging pile, or the DC power output from the rectified single-phase and three-phase AC charging pile, or the electrical energy generated by the fuel cell, or the range extender
  • the first switch module 102 is used to connect the power supply module 101 to the circuit according to the control signal, so that the power supply module 101, the first switch module 102, The three-phase AC motor 103 and the three-phase inverter form a current loop.
  • the first switch module 102 may be a switch provided at the positive pole and/or negative pole of the power supply module 101 to realize on-off control of the output current of the power supply module 101.
  • the three-phase AC motor 103 includes a three-phase coil.
  • the three-phase coil is connected to a midpoint.
  • the three-phase AC motor 103 may be a permanent magnet synchronous motor or an asynchronous motor, and the three-phase AC motor 103 is a three-phase four-wire system.
  • the three-phase inverter 104 includes six power switch units.
  • the power switch can be a device type such as transistor, IGBT, MOS tube, etc.
  • Two power switch units form a phase bridge
  • the arms form a three-phase bridge arm.
  • the connection points of the two power switch units in each phase arm are connected to the one-phase coil in the three-phase AC motor 103.
  • the control module 108 can collect the voltage, current, temperature, and three of the power battery 106.
  • the control module 108 may include a vehicle controller, a control circuit of the motor controller, and a BMS battery manager circuit. The three are connected by a CAN line. The module controls the turn-on and turn-off of the power switch in the three-phase inverter 104 and the turn-on and turn-off of the first switch module 102 according to the obtained information to realize the conduction of different current loops.
  • the control module 108 compares the voltage of the power supply module 101 with the voltage of the component to be charged, for example ,
  • the component to be charged may be a rechargeable battery, and different charging methods are used to charge the power battery according to the comparison result.
  • DC boost charging may be used for the power battery Charging
  • the first switch module 102 and the second switch module 105 can be turned on by controlling the power supply module 101 and the three-phase inverter through the three-phase inverter 104 104 and the three-phase coil of the three-phase AC motor 103 form an inductive energy storage loop, even if the power supply module 101 first charges the three-phase coil of the three-phase AC motor 103, and then passes through the power supply module 101 and the three-phase AC motor 103 The three-phase coil charges the power battery 106.
  • the control module 108 detects that the voltage of the power supply module 101 is higher than the voltage of the power battery, the control module 108 controls the first switch module 102 to be turned on to enable the external power supply
  • the power battery is charged by the three-phase AC motor 103 and the three-phase inverter 104.
  • the N-line is led out of the three-phase AC motor, and then a different charging circuit is formed with the three-phase inverter, the three-phase AC motor and the power battery.
  • the control module detects that the maximum output voltage of the power supply module is not higher than the power At the battery voltage, the original three-phase inverter and three-phase AC motor are used to boost the voltage of the power supply module before charging the power battery.
  • the control module detects that the maximum output voltage of the power supply module is higher than the power battery voltage, The power battery is directly charged, so that the power battery can be charged regardless of the voltage level of the power supply module, and the compatibility is strong.
  • there is no need to add an external booster circuit which reduces the cost of the external circuit.
  • the motor control circuit further includes a second switch module 105, and the three-phase inverter 104 is connected to the power battery 106 through the second switch module 105, and the second switch module 105 Connect the control module 108.
  • the second switch module 105 is used to connect the power battery 106 to the circuit or disconnect the circuit.
  • the second switch module 105 is a third switch, and the third switch is connected between the first end of the three-phase inverter 104 and the positive electrode of the power battery 106.
  • the second switch module 106 is a fourth switch, and the fourth switch is connected between the second end of the three-phase inverter 104 and the negative electrode of the power battery.
  • the second switch module 106 includes the above-mentioned third switch and fourth switch.
  • the first switch module 102 is a first switch, and the first switch is connected between the positive electrode of the power supply module 101 and the connection point of the three-phase coil of the three-phase AC motor 103.
  • the first switch module 102 is a second switch, and the second switch is connected between the negative electrode of the power supply module 101 and the second end of the three-phase inverter 104.
  • the first switch module 102 includes the above-mentioned first switch and second switch.
  • connection relationship in this embodiment may be: the first end and the second end of the first switch module 102 are connected to the positive electrode and the negative electrode of the power supply module 101, and the third end of the first switch module 102 is connected to the three-phase coil of the three-phase AC motor 103 Connection point, the fourth end of the first switch module 102 is connected to the second end of the three-phase inverter 104 and the second end of the second switch module 105, and the first end of the three-phase inverter 104 is connected to the second switch module
  • the first terminal of 105, the third terminal and the fourth terminal of the second switch module 105 are connected to the positive electrode and the negative electrode of the power battery 106.
  • the first switch module 102 includes a first switch and a second switch
  • the second switch module 105 includes a third switch and a fourth switch
  • the first end and the second end of the first switch are the first switch module 102 first One end and the third end
  • the first end and the second end of the second switch are the second end and the fourth end of the first switch module 102 respectively
  • the first end and the second end of the third switch are the second switch respectively
  • the first end and the second end of the fourth switch are the second end and the fourth end of the second switch module 105, respectively.
  • the three-phase inverter 104 includes a first power switching unit, a second power switching unit, a third power switching unit, a fourth power switching unit, a fifth power switch, and a sixth power Switch, the control end of each power switch unit is connected to the control module 108, the input ends of the first power switch unit, the third power switch unit and the fifth power switch unit are connected together and form the first end of the three-phase inverter 104, The output ends of the second power switching unit, the fourth power switching unit, and the sixth power switching unit are connected together and form the second end of the three-phase inverter 104, and the first phase coil of the three-phase AC motor 103 is connected to the first power switch The output end of the unit and the input end of the fourth power switch unit, the second phase coil of the three-phase AC motor 103 is connected to the output end of the third power switch unit and the input end of the sixth power switch unit, The three-phase coil is connected to the output terminal of the fifth power switch unit and the
  • the first power switch unit and the fourth power switch unit in the three-phase inverter 104 constitute an A-phase bridge arm
  • the third power switch unit and the sixth power switch unit constitute a B-phase bridge arm
  • the input of the fifth power switch unit The terminal and the second power switch unit form a C-phase bridge arm
  • the control mode of the three-phase inverter 104 may be any one or a combination of several types as follows: For example, any bridge arm of A, B, and C three phases or There are 7 control heating methods for any two arms and three arms, which is flexible and simple. The switching of the bridge arms can help to achieve large, medium and small selection of heating power.
  • any phase bridge arm power switch for control For low-power heating, you can select any phase bridge arm power switch for control, and the three-phase bridge arms can be switched in turn. Work, control the first power switch unit and the fourth power switch unit to implement heating for a period of time, then the B-phase bridge arm works alone, control the third power switch unit and the sixth power switch unit to implement heating for the same time, and then the C phase
  • the bridge arm works alone, controls the fifth power switch unit and the second power switch unit to implement heating for the same time, and then switches to the A-phase bridge arm operation, so that the cycle is realized to realize the three-phase inverter 104 and the three-phase coil in turn heating ,
  • the AB phase bridge arm works first to control the first power switch unit
  • the fourth power switch unit, the third power switch unit and the sixth power switch unit are heated for a period of time
  • the BC phase bridge arm works to control the third
  • the three-phase current is basically DC, the average value is basically the same, and because the three-phase winding is symmetrical, the three-phase synthesis inside the motor at this time
  • the magnetomotive force is basically zero, so the stator magnetic field is basically zero, and the motor basically has no torque, which is conducive to greatly reducing the stress of the drive train.
  • a switch module 102 includes a switch K1 and a switch K2
  • a second switch module 105 includes a switch K3 and a switch K4
  • the first power switch unit in the three-phase inverter 104 includes a first upper arm VT1 and a first upper bridge diode VD1.
  • the second power switch unit includes a second lower bridge arm VT2 and a second lower bridge diode VD2
  • the third power switch unit includes a third upper bridge arm VT3 and a third upper bridge diode VD3
  • the fourth power switch unit includes a fourth lower bridge Arm VT4 and fourth lower bridge diode VD4
  • the fifth power switch unit includes a fifth upper bridge arm VT5 and fifth upper bridge diode VD5
  • the sixth power switch unit includes a sixth lower bridge arm VT6 and a sixth lower bridge diode VD6
  • the three-phase AC motor 103 is a three-phase four-wire system, and the connection point of the three-phase coil leads to the N wire, and the N wire is connected to the switch K1, and the three-phase coil is respectively above and below the A, B, and C phases in the three-phase inverter 104
  • the bridge arms are connected, and a capacitor C2 is connected in parallel across the power battery 106.
  • FIG. 4 is a circuit diagram of another example of the motor control circuit of the present disclosure.
  • an inductor L1 is connected in series between the switch K1 and the positive electrode of the power supply module 101, and between the power supply module and the switches K1 and K2.
  • a capacitor C1 is connected in parallel, and the capacitor C1 can be selected according to local charging regulations and charging protocols, and the capacitance value can be adjusted according to actual needs. It should be noted that the inductance L1 can also be set between the capacitor C1 and the switch K1.
  • Embodiment 2 of the present disclosure provides a power battery charging method. Based on the motor control circuit provided in Embodiment 1, as shown in FIG. 5, the charging method includes:
  • Step S101 Acquire the voltage of the power supply module and the voltage of the power battery, and select a charging method according to the voltage of the power supply module and the voltage of the power battery, where the charging method includes boost charging and direct charging.
  • step S102 the first switch module is controlled to be turned on so that the power supply module outputs direct current, and the three-phase inverter is controlled so that the power supply module charges the power battery according to the selected charging method.
  • the execution subject is the control module 108.
  • the control module 108 detects that the power supply module 101 is connected to the circuit, for example, when the charging gun is plugged into the DC charging interface of the vehicle, the control module 108 compares The voltage of the power supply module 101 and the voltage of the power battery 106 are selected according to the comparison results to charge the power battery 106.
  • DC boost can be used
  • the charging method is to charge the power battery 106.
  • the first switch module 102 can be turned on by controlling the three-phase inverter 103 to control the power supply module 101 to three
  • the three-phase coil of the three-phase AC motor 103 is charged, and then the power supply module 101 and the three-phase coil of the three-phase AC motor 103 are used to charge the power battery 106.
  • the three-phase coil of the three-phase AC motor 104 is also Output voltage, the voltage output by the power supply module 101 and the voltage output by the three-phase coil are superimposed to realize the boost of the voltage of the power supply module 101, and the normal charging of the power battery 106 can be achieved; when the control module 108 detects the power supply When the maximum output voltage of the module 101 is higher than the voltage of the power battery 106, the control module 108 controls the first switch module 102 to be turned on, so that the output voltage of the power supply module 101 directly charges the power battery 106.
  • the three-phase coil in the AC motor leads to the N wire, and then forms a different charge and discharge circuit with the power battery and the three-phase inverter.
  • the original The three-phase inverter 103 and the three-phase AC motor boost the voltage of the power supply module before charging the power battery.
  • the voltage of the power supply module is directly Charging the power battery realizes that the power battery can be charged regardless of the voltage level of the power supply module, and has strong compatibility and adaptability.
  • the charging method is selected according to the voltage of the power supply module and the voltage of the power battery, including:
  • the boost charging mode is selected.
  • Control the three-phase inverter to make the power supply module charge the power battery according to the selected charging method including:
  • the three-phase inverter is controlled so that the charging process of the three-phase coil of the three-phase AC motor by the power supply module and the discharging process of the three-phase coil of the three-phase AC motor to the power battery are alternately performed to charge the charging voltage of the power supply module Charge the power battery after boosting.
  • the power supply module 101, the first switch module 102, the three-phase AC motor 103, and the three-phase inverter 104 constitute a charging circuit
  • the power supply module 101, the first switch module 102, the three-phase The AC motor 103, the three-phase inverter 104, and the power battery 106 constitute a discharge circuit
  • the three-phase inverter is controlled so that the charging process of the three-phase coil of the three-phase AC motor by the power supply module and the discharging process of the three-phase coil of the three-phase AC motor to the power battery alternately include:
  • the three-phase inverter 104 is controlled to alternately conduct the charging circuit and the discharging circuit.
  • a neutral wire is drawn from the three-phase AC motor 103, and connected to the power supply module 101 through the first switch module 102, and then the three-phase AC motor 103 and the power supply module 101 can be realized by controlling the three-phase inverter 104 ,
  • the three-phase inverter 104 and the power battery 106 form a charging circuit and a discharging circuit.
  • the three-phase inverter 104 includes a three-phase bridge arm, each phase arm includes two power switch units connected in series, and the three-phase coils of the three-phase AC motor 103 are respectively The connection point of the two power switch units connecting each phase arm.
  • the three-phase inverter is controlled so that the charging process of the three-phase coil of the three-phase AC motor by the power supply module and the discharging process of the three-phase coil of the three-phase AC motor to the power battery alternately include:
  • the control of the three-phase inverter 104 can be controlled to switch different bridge arms to realize the DC charging function according to the needs.
  • the bridge arm that controls conduction can be any of the three-phase bridge arms or any of the bridge arms. There are 7 switching charging modes for two-phase bridge arms or three-phase bridge arms.
  • controlling the two power switch units on at least one phase bridge arm of the three-phase inverter to alternately conduct including:
  • the number of bridge arm conductions of the three-phase inverter 104 is obtained according to the power to be charged of the power battery 106, and a corresponding number of bridge arms are controlled to work according to the number of bridge arm conductions.
  • the number of bridge arm conductions can be selected according to the power of the power battery 106 to be charged.
  • the power of the power battery 106 can be obtained according to the charging power command issued by the battery manager.
  • Controlling the corresponding number of bridge arms to work means that the phase There is current flowing on the bridge arm, that is, the two power switch units in the phase bridge arm are alternately turned on and participate in different current loops.
  • the phase bridge arm that is, the two power switch units in the phase bridge arm are alternately turned on and participate in different current loops.
  • boost charging for low power boost charging, you can choose any phase bridge arm to work to boost Charging.
  • boost charging For medium power boost charging, you can choose any two-phase bridge arm to work for boost charging.
  • For high power boost charging you can choose three-phase bridge arms to work at the same time for boost charging.
  • a corresponding number of bridge arms are selected for boost charging according to the power to be charged of the power battery, and a corresponding control method is implemented according to the power to be charged of the power battery, thereby improving the charging efficiency of the power battery.
  • obtaining the number of bridge arm conductions of the three-phase inverter according to the power to be charged of the power battery, and controlling the corresponding number of bridge arms to work according to the bridge arm conduction quantities including:
  • control module 108 when the control module 108 detects that the power to be charged of the power battery 106 is small, it can control one of the three-phase bridge arms to conduct to meet the charging requirements. It is assumed that the three-phase bridge arms include the A-phase bridge arm and the B-phase bridge arm. The arm and the C-phase bridge arm can control any one of the three-phase bridge arms to work all the time, and can also control the three-phase bridge arm rotation switching work.
  • the three-phase bridge arm rotation switching work refers to the three-phase bridge arm working in turn.
  • the number of bridge arm conductions of the three-phase inverter is obtained according to the power to be charged of the power battery, and the corresponding number of bridge arms are controlled to work according to the bridge arm conduction numbers, including:
  • the bridge arm works or the three groups of two-phase bridge arms in the three-phase bridge arm work in sequence.
  • the three-phase inverter includes an A-phase bridge arm, a B-phase bridge arm and a C-phase bridge arm.
  • the first group of two-phase bridge arms includes A-phase bridge arm and B-phase bridge arm.
  • the second group of two-phase bridge arms includes A-phase bridge arm and C-phase bridge arm.
  • the first group of three-phase bridge arms includes B-phase bridge arm and C-phase bridge arm.
  • control module 108 when the control module 108 detects that the power to be charged of the power battery 106 is not less than the first preset power and less than the second preset power, it can control the two bridge arms of the three-phase bridge arm to conduct to meet the charging demand, and can be controlled Any two-phase bridge arm in the three-phase bridge arm is always working, and it can also control the three groups of two-phase bridge arms in the three-phase bridge arm to switch in turn.
  • the A-phase bridge arm and the B-phase bridge arm can be regarded as the first Group of two-phase bridge arms, consider the A-phase bridge arm and the C-phase bridge arm as the second group of two-phase bridge arms, and the B-phase bridge arm and the C-phase bridge arm as the third group of two-phase bridge arms.
  • a group of two-phase bridge arms work, C-phase bridge arms do not work, and then control the second group of two-phase bridge arms, B-phase bridge arms do not work, and then control the third group of two-phase bridge arms, A-phase bridge arms do not work , And then control the three groups of two-phase bridge arms in turn to switch work in turn, can achieve three-phase inverter 104 and three-phase coil heating balance.
  • control module detects that the power to be charged of the power battery is not less than the first preset power and less than the second preset power, it determines that the number of bridge arm conductions of the three-phase inverter is 2 Articles, including:
  • the phases of the PWM control signals sent by the control module 108 to the two-phase bridge arms are 180 degrees out of phase.
  • the inverter switching phase control method can be implemented.
  • the two-phase control signals sent to the two-phase bridge arms are respectively about 180° out of phase In this way, the positive and negative ripples of the two-phase coils are superimposed on each other and cancel each other, so that the total ripple can be greatly reduced.
  • control module obtains the number of bridge arm conductions of the three-phase inverter according to the power to be charged of the power battery, and controls the corresponding number of bridge arms to work according to the number of bridge arm conductions, including:
  • control module 108 When the control module 108 detects that the power to be charged of the power battery 106 is not less than the second preset power, it determines that the number of bridge arm conductions of the three-phase inverter 104 is three, and controls the three-phase bridge arms to work simultaneously.
  • control module 108 when the control module 108 detects that the power to be charged of the power battery 106 is relatively large, it can control the three bridge arms of the three-phase bridge arm to conduct to meet the charging demand, and control the three-phase bridge arms of the three-phase bridge arm to work simultaneously. Since the three-phase circuit is theoretically balanced, the current output from the three-phase bridge arms is balanced, and the three-phase inverter 104 and the three-phase coil heating are balanced.
  • control module when the control module detects that the power to be charged of the power battery is not less than the second preset power, it determines that the number of bridge arm conductions of the three-phase inverter is 3, and further includes:
  • PWM control signals with different phases are sent to the three-phase bridge arms, where the phase of the PWM control signal of the one-phase bridge arm is different from the phase of the PWM control signals of the other two-phase bridge arms by 120 degrees and -120 degrees, respectively.
  • the inverter switching phase shift control method can be implemented.
  • the three-phase control signals output to the three-phase bridge arms are shifted by about 120° phase.
  • the positive and negative ripples of the phase coils are superimposed on each other and cancel each other, so that the total ripple can be greatly reduced.
  • Synchronous control can also be adopted, that is, the three-phase bridge arm power switches are controlled simultaneously, synchronously turned on and synchronously turned off, so that the three-phase current increases at the same time when it is turned on and decreases at the same time, which is beneficial to the three-phase current at any instant
  • the time tends to be more equal, so that the three-phase composite magnetomotive force tends to zero, so that the stator magnetic field tends to zero, and the motor basically has no torque.
  • control module 108 obtains the current value of each phase bridge arm when the three-phase bridge arms work simultaneously, and averages the current of the three-phase bridge arms by adjusting the control signal of each phase bridge arm The value is within the same preset current range.
  • the three-phase AC motor 103 and the three-phase circuit of the motor controller are not necessarily the same, so the three-phase current is not necessarily equal during open-loop control, and the current difference may become larger in the long run, so it is necessary Carry out independent closed-loop control of three-phase current, and control the average value of three-phase current to the same preset equilibrium value accuracy range.
  • control module 108 obtains the current value of each phase bridge arm when the three-phase bridge arms work simultaneously, and adjusts the control signal of each phase bridge arm to make the current of the three-phase bridge arm The values are not exactly the same and the current difference between each two-phase bridge arm is less than the preset current threshold.
  • one of the phase currents is controlled to be slightly larger than the other two-phase currents, and the other two-phase currents can be controlled as two-phase currents with equal average values or slightly unequal currents.
  • the magnetic field generated by the phase current is not zero, but it is very small.
  • the torque of the motor is not zero, but it is very small. This is beneficial to let the motor shaft output a small torque on the car, mesh the gear gap, and reduce the torque.
  • the jitter and noise caused by the fluctuation, the size of the current and the output torque can be determined by controlling the size of the three-phase current according to the actual situation.
  • the charging circuit and the discharging circuit can be alternately turned on in the following manner: the control module 108 outputs a PWM control signal to the three-phase inverter 104 to alternately turn on the charging circuit and the discharging circuit, and obtain the power battery 106
  • the power to be charged, the corresponding current is obtained according to the power to be charged, the actual charging current of the power battery 106 and the current corresponding to the power to be charged are compared, and the duty ratio of the PWM control signal is adjusted according to the comparison result to adjust the output to Power battery 106 current.
  • the control module 108 receives the power to be charged from the battery manager, and then obtains the corresponding current to obtain the power to be charged, and compares the charging current for charging the power battery 106 with the current corresponding to the power to be charged, when the charging current is less than When the current value corresponding to the required charging power is adjusted, the PWM conduction duty ratio is increased. When the charging current is greater than the current value corresponding to the required charging power, the PWM conduction duty ratio is adjusted to decrease until the charging power is satisfied.
  • control steps of the control module 108 specifically include:
  • Step 1 The control module 108 controls the switches K1, K2, K3, and K4 to close;
  • Step 2 the control module 108 sends a PWM control signal to the three-phase inverter 104.
  • the control module 108 controls the three-phase inverter 104 Phase A, the fourth lower arm VT4 is turned on, the first upper arm VT1 switch is turned off, and the other two phase B, C upper and lower bridge power switches are all turned off.
  • the phase A coil is turned on, the current increases, and the inductor starts to store energy ,
  • the right end of the phase A inductor voltage is positive and the left end is negative, and the phase B and C inductor voltages are opposite to the phase A.
  • Step 3 as shown in FIG. 7, during the turn-off period in each PWM control signal period, the control module 108 controls the A-phase fourth lower arm VT4 in the three-phase inverter 104 to turn off, the first The VT1 switch of the bridge arm is turned on, the other two-phase B and C upper and lower bridge power switches are all turned off, and the phase A current continues to flow through the upper bridge diode.
  • the inductor begins to discharge and the current decreases.
  • the left end of the phase A inductor voltage is positive and the right end It is negative, and the phase B and C phase inductor voltages are opposite to the phase A phase.
  • the phase A inductor voltage and the power supply module 101 voltage are superimposed, so as to achieve boost to charge the battery.
  • Step 4 The control module 108 collects the battery charging current. When the current is less than the current value corresponding to the required charging power, the adjustment increases the PWM conduction duty cycle, and when the current is greater than the current value corresponding to the required charging power, the adjustment decreases the PWM Turn on the duty cycle until the charging power is met, and then detect the three-phase current of the motor to facilitate overcurrent and overtemperature control.
  • Step 5 Before the battery is fully charged, repeat steps 2-4. If the battery is fully charged, control the detection circuit to open the switches K1, K2, K3, K4;
  • FIGS. 6 and 7 For ease of understanding, the current flow direction arrows in the energy storage stage and the discharge stage are marked in FIGS. 6 and 7.
  • the above two figures only show the switching method of charging using the A-phase bridge arm and the A-phase coil, and can also be switched to any one of the B- and C-phase bridge arms and any one of the B and C-phase coils for charging, and any two A charging control method in which the three-phase coils of the phase bridge arm or the three-phase bridge arm work simultaneously.
  • FIG. 8 is a circuit schematic diagram of an embodiment of the motor control circuit of the present disclosure, and the connection mode is exactly the same as FIG. 3, because the three-phase during direct charging The coil is naturally conducted through the bridge diode on the three-phase inverter 104 to form a three-phase charging current, so this charging method cannot be similar to boost charging to achieve three-phase different bridge arms and coil switching.
  • the control steps specifically include:
  • Step 1 The control module 108 controls all six power switches of the three-phase inverter 104 to be turned off;
  • Step 2 The control module 108 controls the switches K1, K2, K3, and K4 to be closed, and the power supply module 101 starts to supply power.
  • the three-phase coil of the three-phase AC motor 103 and the upper bridge diode of the three-phase inverter 104 start for the power battery 106.
  • Charging, the size of the charging current is controlled by the control module 108 sending charging power or charging current to the DC charging pile;
  • Step 3 The control module 108 collects the battery charging current and the three-phase current of the motor to control overcurrent and overtemperature during the charging process;
  • Step 4 Before the power battery is fully charged, repeat steps 2-3. If the power battery is fully charged, the control module 108 turns off the switches K1, K2, K3, and K4;
  • the three-phase current is DC, and its average value is basically the same, so that the three-phase heating of the motor and the inverter is basically the same, and because the three-phase winding is symmetrical, the three-phase synthetic magnetomotive force inside the motor is basically zero, so the stator magnetic field is basically If it is zero, the motor basically has no torque, which is conducive to greatly reducing the stress of the drive train.
  • the power battery DC charging method of the present disclosure can be applied to but not limited to the above embodiments, and can be applied to both pure electric vehicles and plug-in hybrid vehicles.
  • Embodiment 3 of the present disclosure provides a vehicle including the motor control circuit provided in the above embodiment.

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  • Transportation (AREA)
  • Mechanical Engineering (AREA)
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Abstract

一种动力电池（106）的充电方法、电机控制电路及车辆，电机控制电路包括第一开关模块（102）、三相逆变器（104）以及控制模块（108），供电模块（101）、第一开关模块（102）、三相逆变器（104）以及三相交流电机（103）形成电流回路，三相交流电机（103）通过三相线圈的连接点引出的N线输入或者输出电流，控制模块（108）控制三相逆变器（104）使电机控制电路接收供电模块（101）的电压并输出直流电。本技术方案通过在三相交流电机（103）中引出N线，进而与三相逆变器（104）、三相交流电机（103）以及动力电池（106）组成不同的充电回路，检测到供电模块（101）的电压不高于动力电池（106）电压时，采用原有的三相逆变器（104）和三相交流电机（103）对供电模块（101）的电压进行升压后再给动力电池（106）充电，实现不需要额外增加外部升压电路，减少了外加电路的成本。

Description

动力电池的充电方法、电机控制电路及车辆
相关申请的交叉引用
本公开基于申请号为201811574168.8，申请日为2018年12月21日的中国专利申请提出，并要求该中国专利申请的优先权，该中国专利申请的全部内容在此引入本公开作为参考。
技术领域
本公开涉及电机控制技术领域，尤其涉及一种动力电池的充电方法、电机控制电路及车辆。
背景技术
随着电动汽车的发展和快速普及，电动汽车动力电池的充电技术变得越来越重要，充电技术需要满足不同用户的需求，以及电动汽车动力电池与充电桩的适应性和兼容性。
目前动力电池直流充电一般分为直接充电方式和升压充电方式两种，直接充电就是充电桩的正负极通过接触器或继电器直接和动力电池正负母线相连接，对电池进行直接充电，中间无升压或降压电路；升压充电就是在充电桩和动力电池之间的正负母线增加并接一个可双向升降压的DC/DC桥式电路。
对于直接充电，当充电桩的最大输出电压低于动力电池电压时，充电桩无法给电池充电；对于升压充电又需要单独增加一个DC/DC桥式电路、电感以及相应的控制检测电路等构成的升压电路，这样又增加了整个装置的体积和成本。
发明内容
本公开的目的在于提供一种动力电池的充电方法、电机控制电路及车辆，以解决现有技术中存在对动力电池进行充电采用升压充电方式时需要增加升压电路导致增加整个装置的体积和成本的问题。
本公开是这样实现的，本公开第一方面提供一种电机控制电路，所述电机控制电路包括第一开关模块、三相逆变器以及控制模块，供电模块、所述第一开关模块、所述三相逆变器以及三相交流电机形成电流回路，所述三相逆变器的三相桥臂的中点分别连接三相交流电机的三相线圈，所述三相交流电机通过三相线圈的连接点引出的N线输入或者输出电流，所述控制模块分别与所述三相逆变器、所述第一开关模块、所述三相交流电机以及所述供电模块连接，所述控制模块控制所述三相逆变器使所述电机控制电路接收所述供电模 块的电压并输出直流电。
本公开第二方面提供一种动力电池的充电方法，基于第一方面所述的电机控制电路，所述充电方法包括：
获取所述供电模块的电压和所述动力电池的电压，并根据所述供电模块的电压和所述动力电池的电压选择充电方式，其中，所述充电方式包括升压充电和直接充电；
控制所述第一开关模块和所述第二开关模块导通使所述供电模块输出直流电，并控制所述三相逆变器使所述供电模块按照所选择的充电方式对所述动力电池进行充电。
本公开第三方面提供一种车辆，所述车辆包括第一方面所述的电机控制电路。
本公开提出了一种动力电池的充电方法、电机控制电路及车辆，电机控制电路包括第一开关模块、三相逆变器以及控制模块，供电模块、第一开关模块、三相逆变器以及三相交流电机形成电流回路，三相逆变器的三相桥臂的中点分别连接三相交流电机的三相线圈，三相交流电机通过三相线圈的连接点引出的N线输入或者输出电流，控制模块分别与三相逆变器、第一开关模块、三相交流电机以及供电模块连接，控制模块控制三相逆变器使电机控制电路接收供电模块的电压并输出直流电。本公开技术方案通过在三相交流电机中引出N线，进而与三相逆变器、三相交流电机以及动力电池组成不同的充电回路，控制模块检测到供电模块的最高输出电压不高于动力电池电压时，采用原有的三相逆变器和三相交流电机对供电模块的电压进行升压后再给动力电池充电，控制模块检测到供电模块的最高输出电压高于动力电池电压时，直接对动力电池进行充电，实现了无论供电模块的电压高低都可以给动力电池充电，并且兼容性适应性较强，同时不需要额外增加外部升压电路，减少了外加电路的成本。
附图说明
为了更清楚地说明本公开实施例中的技术方案，下面将对实施例或现有技术描述中所需要使用的附图作简单地介绍，显而易见地，下面描述中的附图仅仅是本公开的一些实施例，对于本领域普通技术人员来讲，在不付出创造性劳动性的前提下，还可以根据这些附图获得其他的附图。
图1是本公开实施例一提供的一种电机控制电路的结构示意图；
图2是本公开实施例一提供的一种电机控制电路的另一结构示意图；
图3是本公开实施例一提供的一种电机控制电路的电路图；
图4是本公开实施例一提供的一种电机控制电路的另一电路图；
图5是本公开实施例二提供的一种动力电池的充电方法的流程图；
图6是本公开实施例二提供的一种动力电池的充电方法的电机控制电路的电流路径图；
图7是本公开实施例二提供的一种动力电池的充电方法的电机控制电路的另一电流路径图；
图8是本公开实施例二提供的一种动力电池的充电方法的电机控制电路的又一电流路径图。
具体实施方式
为了使本公开的目的、技术方案及优点更加清楚明白，以下结合附图及实施例，对本公开进行进一步详细说明。应当理解，此处所描述的具体实施例仅仅用以解释本公开，并不用于限定本公开。
为了说明本公开的技术方案，下面通过具体实施例来进行说明。
本公开实施例一提供一种电机控制电路，如图1所示，电机控制电路包括第一开关模块102、三相逆变器104以及控制模块108，供电模块101、第一开关模块102、三相逆变器104以及三相交流电机103形成电流回路，三相逆变器104的三相桥臂的中点分别连接三相交流电机103的三相线圈，三相交流电机103通过三相线圈的连接点引出的N线输入或者输出电流，控制模块108分别与三相逆变器104、第一开关模块102、三相交流电机103以及供电模块101连接，控制模块108控制三相逆变器104使电机控制电路接收供电模块101的电压并输出直流电。
其中，供电模块101提供的电源可以是直流充电桩提供的直流电，也可以是单相、三相交流充电桩经过整流后输出的直流电，也可以是燃料电池发出的电能，也可以是增程器如发动机转动带动发电机发电，经发电机控制器整流后的直流电等电源形式，第一开关模块102用于根据控制信号使供电模块101接入电路，使供电模块101、第一开关模块102、三相交流电机103以及三相逆变器形成电流回路，第一开关模块102可以为在供电模块101的正极和/或负极设置的开关，以实现对供电模块101输出电流的通断控制，三相交流电机103包括三相线圈，三相线圈连接于一个中点，三相交流电机103可以是永磁同步电机或异步电机，并且该三相交流电机103为三相四线制，即通过三相线圈的连结点引出的N线输入或者输出电流，三相逆变器104包括六个功率开关单元，功率开关可以是晶体管、IGBT、MOS管等器件类型，两个功率开关单元构成一相桥臂，共形成三相桥臂，每相桥臂中两个功率开关单元的连接点连接三相交流电机103中的一相线圈，控制模块108可以采集动力电池106的电压、电流、温度、三相交流电机103的相电流以及供电模块101的电压，控制模块108可以包括整车控制器、电机控制器的控制电路和BMS电池管理器电路，三者通过CAN线连接，控制模块108中的不同模块根据所获取的信息控制三相逆变器104中功率开关的导通和关断以及第一开关模块102的通断以实现不同电流回路的导通。
其中，当控制第一开关模块102使供电模块101接入电路时，例如，当直流充电枪插到车辆的直流充电接口时，控制模块108比较供电模块101的电压和待充电部件电压大小，例如，该待充电部件可以为充电电池，根据比较结果选择不同的充电方式对动力电池进行充电，当供电模块101的电压不高于动力电池电压时，可以采用直流升压充电的方式为动力电池进行充电，由于三相交流电机103的三相线圈可以存储电能，可以通过控制第一开关模块102和第二开关模块105导通，并通过三相逆变器104使供电模块101与三相逆变器104以及三相交流电机103的三相线圈形成一个电感储能回路，即使供电模块101先对三相交流电机103的三相线圈的进行充电，再通过供电模块101和三相交流电机103的三相线圈对动力电池106进行充电，由于三相交流电机103的三相线圈此时也输出电压，则将供电模块101输出的电压与三相线圈输出的电压进行叠加进而实现了对供电模块101的电压的升压，可以实现对动力电池的正常充电；当控制模块108检测到供电模块101的电压高于动力电池的电压时，控制模块108通过控制第一开关模块102导通，使外部电源通过三相交流电机103和三相逆变器104对动力电池进行充电。
本公开实施例通过在三相交流电机中引出N线，进而与三相逆变器、三相交流电机以及动力电池组成不同的充电回路，控制模块检测到供电模块的最高输出电压不高于动力电池电压时，采用原有的三相逆变器和三相交流电机对供电模块的电压进行升压后再给动力电池充电，控制模块检测到供电模块的最高输出电压高于动力电池电压时，直接对动力电池进行充电，实现了无论供电模块的电压高低都可以给动力电池充电，并且兼容性适应性较强，同时不需要额外增加外部升压电路，减少了外加电路的成本。
如图2所示，本公开实施例一的一种实施方式中，电机控制电路还包括第二开关模块105，三相逆变器104通过第二开关模块105连接动力电池106，第二开关模块105连接控制模块108。
其中，第二开关模块105用于使动力电池106接入电路或者断开电路。
对于第二开关模块105，作为第一种实施方式，第二开关模块105为第三开关，第三开关连接在三相逆变器104的第一端和动力电池106的正极之间。
作为第二开关模块105的第二种实施方式，第二开关模块106为第四开关，第四开关连接在三相逆变器104的第二端和动力电池的负极之间。
作为第二开关模块105的第三种实施方式，第二开关模块106包括上述第三开关和第四开关。
对于第一开关模块，作为第一种实施方式，第一开关模块102为第一开关，第一开关连接在供电模块101的正极和三相交流电机103的三相线圈的连接点之间。
作为第一开关模块102的第二种实施方式，第一开关模块102为第二开关，第二开关 连接在供电模块101的负极和三相逆变器104的第二端之间。
作为第一开关模块102的第三种实施方式，第一开关模块102包括上述的第一开关和第二开关。
本实施方式的连接关系可以为：第一开关模块102的第一端和第二端连接供电模块101的正极和负极，第一开关模块102的第三端连接三相交流电机103中三相线圈的连接点，第一开关模块102的第四端连接三相逆变器104的第二端以及第二开关模块105的第二端，三相逆变器104的第一端连接第二开关模块105的第一端，第二开关模块105的第三端和第四端连接动力电池106的正极和负极。
其中，第一开关模块102包括第一开关和第二开关，第二开关模块105包括第三开关和第四开关，第一开关的第一端和第二端分别为第一开关模块102的第一端和第三端，第二开关的第一端和第二端分别为第一开关模块102的第二端和第四端，第三开关的第一端和第二端分别为第二开关模块105的第一端和第三端，第四开关的第一端和第二端分别为第二开关模块105的第二端和第四端。
对于三相逆变器104，具体的，三相逆变器104包括第一功率开关单元、第二功率开关单元、第三功率开关单元、第四功率开关单元、第五功率开关以及第六功率开关，每个功率开关单元的控制端连接控制模块108，第一功率开关单元、第三功率开关单元以及第五功率开关单元的输入端共接并形成三相逆变器104的第一端，第二功率开关单元、第四功率开关单元以及第六功率开关单元的输出端共接并形成三相逆变器104的第二端，三相交流电机103的第一相线圈连接第一功率开关单元的输出端和第四功率开关单元的输入端，三相交流电机103的第二相线圈连接第三功率开关单元的输出端和第六功率开关单元的输入端，三相交流电机103的第三相线圈连接第五功率开关单元的输出端和第二功率开关单元的输入端。
其中，三相逆变器104中第一功率开关单元和第四功率开关单元构成A相桥臂，第三功率开关单元和第六功率开关单元构成B相桥臂，第五功率开关单元的输入端和第二功率开关单元构成C相桥臂，对三相逆变器104的控制方式可以是如下任一种或几种的组合：如可以实现A、B、C三相任一桥臂或任两桥臂，以及三桥臂共7种控制加热方式，灵活简单。通过桥臂的切换可以有利于实现加热功率的大中小选择，如对于小功率加热，可以选择任一相桥臂功率开关进行控制，且三相桥臂可以轮流切换，例如A相桥臂先单独工作，控制第一功率开关单元和第四功率开关单元实施加热一段时间，然后B相桥臂单独工作，控制第三功率开关单元和第六功率开关单元实施加热同样长的时间，再然后C相桥臂单独工作，控制第五功率开关单元和第二功率开关单元实施加热同样长的时间，再切换到A相桥臂工作，如此循环以实现三相逆变器104和三相线圈轮流通电发热，让三相发热更均衡； 如对于中功率加热，可以选择任两相桥臂功率开关进行控制，且三相桥臂可以轮流切换，例如AB相桥臂先工作，控制第一功率开关单元、第四功率开关单元、第三功率开关单元和第六功率开关单元实施加热一段时间，然后BC相桥臂工作，控制第三功率开关单元、第六功率开关单元、第五功率开关单元和第二功率开关单元实施加热同样长的时间，再然后CA相桥臂工作，控制第五功率开关单元、第二功率开关单元、第一功率开关单元和第四功率开关单元实施加热同样长的时间，再然后切换到AB相桥臂工作，如此循环以实现三相逆变器104和三相线圈发热更均衡；如对于大功率加热，可以选择三相桥臂功率开关进行控制，且由于三相回路理论上均衡，从而三相电流均衡，实现三相逆变器104和三相线圈发热均衡三相电流基本为直流，其平均值基本一致，以及由于三相绕组对称，此时电机内部的三相合成磁动势基本为零，从而定子磁场基本为零，电机基本无转矩产生，这有利于大大减小传动系的应力。
下面通过具体的电路结构对本公开技术方案进行具体说明：
图3为本公开电机控制电路一种举例的电路图，为方便说明电机控制电路，上图忽略了其它电器设备，只考虑了动力电池106、三相逆变器104以及三相交流电机103，第一开关模块102包括开关K1和开关K2，第二开关模块105包括开关K3和开关K4，三相逆变器104中第一功率开关单元包括第一上桥臂VT1和第一上桥二极管VD1，第二功率开关单元包括第二下桥臂VT2和第二下桥二极管VD2，第三功率开关单元包括第三上桥臂VT3和第三上桥二极管VD3，第四功率开关单元包括第四下桥臂VT4和第四下桥二极管VD4，第五功率开关单元包括第五上桥臂VT5和第五上桥二极管VD5，第六功率开关单元包括第六下桥臂VT6和第六下桥二极管VD6，三相交流电机103是三相四线制，三相线圈的连结点引出N线，且N线和开关K1连接，三相线圈分别和三相逆变器104中的A、B、C相上下桥臂之间连接，动力电池106两端还并联电容C2。
图4为本公开电机控制电路另一种举例的电路图，与图3的不同点在于：在开关K1和供电模块101的正极之间串接一个电感L1，供电模块和开关K1、开关K2之间并接一个电容C1，该电容C1可以根据当地有关的充电法规，充电协议等选取该电容，且容值大小根据实际需要调整。需要说明的是，电感L1还可以设置在电容C1与开关K1之间。
本公开实施例二提供一种动力电池的充电方法，基于实施例一提供的电机控制电路，如图5所示，充电方法包括：
步骤S101，获取供电模块的电压和动力电池的电压，并根据供电模块的电压和动力电池的电压选择充电方式，其中，充电方式包括升压充电和直接充电。
步骤S102，控制第一开关模块导通使供电模块输出直流电，并控制三相逆变器使供电模块按照所选择的充电方式对动力电池进行充电。
在上述步骤中，如图1所示，执行主体为控制模块108，当控制模块108检测到供电模块101接入电路时，例如，当充电枪插到车辆的直流充电接口时，控制模块108比较供电模块101的电压和动力电池106的电压大小，根据比较结果选择不同的充电方式对动力电池106进行充电，当供电模块101的最高输出电压不高于动力电池106电压时，可以采用直流升压充电的方式为动力电池106进行充电，由于三相交流电机103的三相线圈可以存储电能，可以通过控制第一开关模块102导通，并通过控制三相逆变器103使供电模块101对三相交流电机103的三相线圈进行充电，再使供电模块101和三相交流电机103的三相线圈对动力电池106进行充电，在放电过程中由于三相交流电机104的三相线圈此时也输出电压，则将供电模块101输出的电压与三相线圈输出的电压进行叠加进而实现了对供电模块101的电压的升压，可以实现对动力电池106的正常充电；当控制模块108检测到供电模块101的最高输出电压高于动力电池106的电压时，控制模块108通过控制第一开关模块102导通，使供电模块101的输出电压直接对动力电池106进行充电，本公开实施例在三相交流电机中的三相线圈引出N线，进而与动力电池以及三相逆变器组成不同的充放电回路，通过控制模块检测到供电模块的最高输出电压不高于动力电池电压时，采用原有的三相逆变器103和三相交流电机对供电模块的电压进行升压后再给动力电池充电，控制模块检测到供电模块的最高输出电压高于动力电池电压时，使供电模块的电压直接给动力电池充电，实现了无论供电模块的电压高低，都可以给动力电池充电，并且兼容性适应性较强，同时不需要额外增加外部升压或者降压电路，减少了外加电路的成本。
进一步的，根据供电模块的电压和动力电池的电压选择充电方式，包括：
当检测到供电模块的电压不高于动力电池的电压时选择升压充电方式。
控制三相逆变器使供电模块按照所选择的充电方式对动力电池进行充电，包括：
控制三相逆变器使供电模块对三相交流电机的三相线圈的充电过程以及供电模块和三相交流电机的三相线圈对动力电池的放电过程交替进行，以将供电模块的充电电压进行升压后再对动力电池进行充电。
作为一种实施方式，如图1所示，供电模块101、第一开关模块102、三相交流电机103以及三相逆变器104构成充电回路，供电模块101、第一开关模块102、三相交流电机103、三相逆变器104以及动力电池106构成放电回路。
控制三相逆变器使供电模块对三相交流电机的三相线圈的充电过程以及供电模块和三相交流电机的三相线圈对动力电池的放电过程交替进行，包括：
控制三相逆变器104使充电回路和放电回路交替导通。
本实施方式中，在三相交流电机103中引出中性线，通过第一开关模块102与供电模块101连接，进而可以通过控制三相逆变器104实现三相交流电机103中与供电模块101、 三相逆变器104以及动力电池106组成充电回路和放电回路，通过控制充电回路和放电回路的交替导通，实现了即使供电模块101的电压不高于动力电池106的电压时也可以给动力电池106充电，兼容性适应性较强，同时不需要额外增加外部升压电路，减少了外加电路的成本。
对于三相逆变器104，作为一种实施方式，三相逆变器104包括三相桥臂，每相桥臂包括两个串联连接的功率开关单元，三相交流电机103的三相线圈分别连接每相桥臂的两个功率开关单元的连接点。
控制三相逆变器使供电模块对三相交流电机的三相线圈的充电过程以及供电模块和三相交流电机的三相线圈对动力电池的放电过程交替进行，包括：
控制三相逆变器104中至少一相桥臂上的两个功率开关单元交替导通，使供电模块101对三相交流电机103的三相线圈的充电过程以及供电模块101和三相交流电机103的三相线圈对动力电池106的放电过程交替进行。
其中，对于三相逆变器104的控制可以根据需要控制切换不同的桥臂导通实现直流充电功能，例如，控制导通的桥臂可以是三相桥臂中的任一相桥臂或任两相桥臂或者以及三相桥臂共7种切换充电方式。
进一步的，控制三相逆变器中至少一相桥臂上的两个功率开关单元交替导通，包括：
根据动力电池106的待充电功率获取三相逆变器104的桥臂导通数量，并根据桥臂导通数量控制相应数量的桥臂进行工作。
其中，可以根据动力电池106的待充电功率大小选择桥臂导通数量，动力电池106的待充电功率可以根据电池管理器发出的充电功率指令获得，控制相应数量的桥臂进行工作是指使该相桥臂上有电流流动，即该相桥臂中的两个功率开关单元交替导通参与到不同的电流回路中，例如，对于小功率升压充电，可以选择任一相桥臂工作进行升压充电，对于中功率升压充电，可以选择任两相桥臂工作进行升压充电，对于大功率升压充电，可以选择三相桥臂同时工作进行升压充电。
本实施方式中根据动力电池的待充电功率选择与之对应数量的桥臂工作进行升压充电，根据动力电池的待充电功率实施相对应的控制方式，提升了对动力电池的充电效率。
作为第一种实施方式，根据动力电池的待充电功率获取三相逆变器的桥臂导通数量，并根据桥臂导通数量控制相应数量的桥臂进行工作，包括：
检测动力电池106的待充电功率小于第一预设功率时判定三相逆变器104的桥臂导通数量为1条，控制三相桥臂中的任意一相桥臂工作或者三相桥臂轮流切换工作。
其中，控制模块108检测到动力电池106的待充电功率较小时，控制三相桥臂中的1条桥臂导通即可满足充电需求，假设三相桥臂包括A相桥臂、B相桥臂和C相桥臂，可以 控制三相桥臂中的任意一相桥臂一直工作，也可以控制三相桥臂轮流切换工作，三相桥臂轮流切换工作是指三相桥臂依次工作，例如，先控制A相桥臂工作，B相桥臂和C相桥臂不工作，再控制B相桥臂工作，A相桥臂和C相桥臂不工作，再控制C相桥臂工作，A相桥臂和B相桥臂不工作，然后再控制三相桥臂依次轮流切换，可以实现三相逆变器104和三相线圈发热均衡。
作为第二种实施方式，根据动力电池的待充电功率获取三相逆变器的桥臂导通数量，并根据桥臂导通数量控制相应数量的桥臂进行工作，包括：
检测动力电池106的待充电功率不小于第一预设功率并且小于第二预设功率时判定三相逆变器104的桥臂导通数量为2条，控制三相桥臂中的任意2相桥臂工作或者三相桥臂中的三组两相桥臂依次工作，其中，三相逆变器包括A相桥臂、B相桥臂以及C相桥臂，第一组两相桥臂包括A相桥臂和B相桥臂，第二组两相桥臂包括A相桥臂和C相桥臂，第一组三相桥臂包括B相桥臂和C相桥臂。
其中，控制模块108检测到动力电池106的待充电功率不小于第一预设功率并且小于第二预设功率时，控制三相桥臂中的2条桥臂导通才能满足充电需求，可以控制三相桥臂中的任意二相桥臂一直工作，也可以控制三相桥臂中的三组两相桥臂轮流切换工作，例如，可以将A相桥臂和B相桥臂视为第一组两相桥臂，将A相桥臂和C相桥臂视为第二组两相桥臂，将B相桥臂和C相桥臂视为第三组两相桥臂，即先控制第一组两相桥臂工作，C相桥臂不工作，再控制第二组两相桥臂工作，B相桥臂不工作，再控制第三组两相桥臂工作，A相桥臂不工作，然后再控制三组两相桥臂依次轮流切换工作，可以实现三相逆变器104和三相线圈发热均衡。
在上述第二种实施方式中，进一步的，控制模块检测动力电池的待充电功率不小于第一预设功率并且小于第二预设功率时判定三相逆变器的桥臂导通数量为2条，之后还包括：
控制模块108分别向两相桥臂发送的PWM控制信号的相位相差180度。
其中，为了降低充电线路的总纹波，可以进行逆变器开关错相位控制方式，当只用到两相桥臂工作时，向两相桥臂分别发送的两相控制信号相差约180°相位，这样两相线圈的正负纹波相互叠加，相互抵消，从而可以使总的纹波大大降低。
作为第三种实施方式，控制模块根据动力电池的待充电功率获取三相逆变器的桥臂导通数量，并根据桥臂导通数量控制相应数量的桥臂进行工作，包括：
控制模块108检测动力电池106的待充电功率不小于第二预设功率时判定三相逆变器104的桥臂导通数量为3条，控制三相桥臂同时工作。
其中，控制模块108检测到动力电池106的待充电功率较大时，控制三相桥臂中的3条桥臂导通才能满足充电需求，控制三相桥臂中的三相桥臂同时工作，由于三相回路理论 上均衡，从而三相桥臂输出的电流均衡，实现三相逆变器104和三相线圈发热均衡。
在上述第三种实施方式中，进一步的，控制模块检测动力电池的待充电功率不小于第二预设功率时判定三相逆变器的桥臂导通数量为3条，之后还包括：
向三相桥臂发送相位相同的PWM控制信号；
或者，向三相桥臂发送相位不同的PWM控制信号，其中，一相桥臂的PWM控制信号的相位与另外两相桥臂的PWM控制信号的相位分别相差120度和-120度。
其中，为了降低充电线路的总纹波，可以进行逆变器开关错相位控制方式，控制三相桥臂均工作时，向三相桥臂输出的三相控制信号错开约120°相位，这样三相线圈的正负纹波相互叠加，相互抵消，从而可以使总的纹波大大降低。也可以采取同步控制方式，也即三相桥臂功率开关同时进行控制，同步开通、同步关断，这样三相电流开通时同时增加，关断时也同时减小，有利于三相电流在任一瞬时更趋于相等，从而三相合成磁动势更趋于为零，从而定子磁场更趋于为零，电机基本无转矩产生。
在上述第三种实施方式中，进一步的，控制模块108在三相桥臂同时工作时获取每相桥臂的电流值，并通过调节每相桥臂的控制信号使三相桥臂的电流平均值处于同一预设电流范围内。
其中，有时实际电路中由于三相交流电机103和电机控制器三相回路不一定完全一样，从而开环控制时三相电流不一定相等，且长期下去电流差异可能会越来越大，故需要进行三相电流独立闭环控制，将三相电流的平均值控制到同一预设的均衡值精度范围。
在上述第三种实施方式中，进一步的，控制模块108在三相桥臂同时工作时，获取每相桥臂的电流值，并通过调节每相桥臂的控制信号使三相桥臂的电流值不完全相同并且每两相桥臂的电流差值小于预设电流阈值。
其中，在进行三相电流独立闭环控制时，将其中一相电流控制稍微大于另外两相电流，另外两相电流可以控制为平均值相等的两相电流或者稍微不相等的电流，这样可以让三相电流产生的磁场不为零，但是很小，这时电机转矩也不为零，但很小，这有利于在车上让电机转轴输出一个小扭矩，将齿轮间隙啮合，减少由于转矩波动带来的抖动和噪声，至于电流大小及输出转矩大小可以根据实际情况需要控制三相电流的大小来决定。
作为一种实施方式，可以采用以下方式控制充电回路和放电回路的交替导通：控制模块108向三相逆变器104输出PWM控制信号使充电回路和放电回路交替导通，并获取动力电池106的待充电功率，根据待充电功率获取对应的电流，将对动力电池106的实际充电电流与待充电功率获取对应的电流进行对比，根据对比结果调节PWM控制信号的占空比，以调节输出至动力电池106的电流。
其中，控制模块108接收电池管理器发出的待充电功率，再获取待充电功率获取对应 的电流，将对动力电池106进行充电的充电电流与待充电功率获取对应的电流进行对比，当充电电流小于所需充电功率对应的电流值时，调节增加PWM导通占空比，当充电电流大于所需充电功率对应的电流值时，调节减小PWM导通占空比，直至满足充电功率为止。
下面通过图3所示的具体的电路结构对本公开技术方案进行具体说明：
控制模块108的控制步骤具体包括：
步骤1，控制模块108控制开关K1、K2、K3、K4闭合；
步骤2，如图6所示，控制模块108向三相逆变器104发送PWM控制信号，在每个PWM控制信号周期中的导通时间段内，控制模块108控制三相逆变器104中A相第四下桥臂VT4导通，第一上桥臂VT1开关断开，其它两相B、C上下桥功率开关全部关断，此时A相线圈导通，电流增加，电感开始储能，A相电感电压右端为正，左端为负，而B、C相电感电压与A相相反。
步骤3，如图7所示，在每个PWM控制信号周期中的关断时间段内，控制模块108控制三相逆变器104中的A相第四下桥臂VT4关断，第一上桥臂VT1开关导通，其它两相B、C上下桥功率开关全部关断，A相电流通过上桥二极管续流，电感开始放电，电流减小，此时A相电感电压左端为正，右端为负，而B、C相电感电压与A相相反，A相电感电压与供电模块101电压叠加，从而实现升压给电池充电。
步骤4，控制模块108采集电池充电电流，当电流小于所需充电功率对应的电流值时，调节增加PWM导通占空比，当电流大于所需充电功率对应的电流值时，调节减小PWM导通占空比，直至满足充电功率为止，同时再检测电机三相电流，便于过流、过温控制。
步骤5，在电池充满电前，重复步骤2-4，如果电池充满电，则控制检测电路断开开关K1、K2、K3、K4；
为方便理解，在图6和图7都标注有储能阶段、放电阶段的电流流向箭头。以上两图只画出了利用A相桥臂和A相线圈实现充电的切换方式，也可以根据需要切换成B、C任一相桥臂和B、C任一相线圈实现充电，以及任意两相桥臂或三相桥臂的三相线圈同时工作的充电控制方式。
假定直流充电桩最大输出电压高于动力电池106电压，在具体实施中，图8为本公开电机控制电路一种实施例的电路示意图，其连接方式和图3完全一致，由于直接充电时三相线圈自然通过三相逆变器104上桥二极管导通，形成三相充电电流，故此种充电方式不能类似升压充电能实现三相不同桥臂和线圈切换。在具体实施中，为了实现直接充电方式，如图8所示，控制步骤具体包括：
步骤1，控制模块108控制三相逆变器104的6个功率开关全部关断；
步骤2，控制模块108控制开关K1、K2、K3、K4闭合，供电模块101开始供电，通 过三相交流电机103的三相线圈、三相逆变器104的上桥二极管，为动力电池106开始充电，充电电流大小由控制模块108发送充电功率或充电电流给直流充电桩控制；
步骤3，控制模块108采集电池充电电流和电机三相电流，以对充电过程中过流和过温控制；
步骤4，在动力电池充满电前，重复步骤2-3，如果动力电池充满电，则控制模块108断开开关K1、K2、K3、K4；
为方便理解，在图8都标注有电流流向箭头。三相电流为直流，其平均值基本一致，从而电机和逆变器三相发热基本一致，以及由于三相绕组对称，此时电机内部的三相合成磁动势基本为零，从而定子磁场基本为零，电机基本无转矩产生，这有利于大大减小传动系的应力。
本公开的动力电池直流充电方法、以及相应的系统和装置可应用于但不限于以上实施例，既可应用于纯电动也可应用于插电混动等车型。
本公开实施例三提供一种车辆，车辆包括上述实施例所提供的电机控制电路。
以上实施例仅用以说明本公开的技术方案，而非对其限制；尽管参照前述实施例对本公开进行了详细的说明，本领域的普通技术人员应当理解：其依然可以对前述各实施例所记载的技术方案进行修改，或者对其中部分技术特征进行等同替换；而这些修改或者替换，并不使相应技术方案的本质脱离本公开各实施例技术方案的精神和范围，均应包含在本公开的保护范围之内。

Claims (17)

  1. 一种电机控制电路，其特征在于，所述电机控制电路包括第一开关模块、三相逆变器以及控制模块，供电模块、所述第一开关模块、所述三相逆变器以及三相交流电机形成电流回路，所述三相逆变器的三相桥臂的中点分别连接三相交流电机的三相线圈，所述三相交流电机通过三相线圈的连接点引出的N线输入或者输出电流，所述控制模块分别与所述三相逆变器、所述第一开关模块、所述三相交流电机以及所述供电模块连接，所述控制模块控制所述三相逆变器使所述电机控制电路接收所述供电模块的电压并输出直流电。
  2. 如权利要求1所述的电机控制电路，其特征在于，所述电机控制电路还包括第二开关模块，所述三相逆变器通过所述第二开关模块连接动力电池，所述第二开关模块连接所述控制模块。
  3. 如权利要求2所述的电机控制电路，其特征在于，所述第一开关模块的第一端和第二端连接所述供电模块的正极和负极，所述第一开关模块的第三端连接所述三相交流电机中三相线圈的连接点，所述第一开关模块的第四端连接所述三相逆变器的第二端以及所述第二开关模块的第二端，所述三相逆变器的第一端连接所述第二开关模块的第一端，所述第二开关模块的第三端和第四端连接所述动力电池的正极和负极。
  4. 如权利要求2或3中任一项所述的电机控制电路，其特征在于，所述第一开关模块包括第一开关和第二开关，所述第二开关模块包括第三开关和第四开关，所述第一开关的第一端和第二端分别为所述第一开关模块的第一端和第三端，所述第二开关的第一端和第二端分别为所述第一开关模块的第二端和第四端，所述第三开关的第一端和第二端分别为所述第二开关模块的第一端和第三端，所述第四开关的第一端和第二端分别为所述第二开关模块的第二端和第四端。
  5. 如权利要求1-4中任一项所述的电机控制电路，其特征在于，所述第一开关模块为第一开关，所述第一开关连接在所述供电模块的正极和所述三相交流电机的三相线圈的连接点之间；
    或者，所述第一开关模块为第二开关，所述第二开关连接在所述供电模块的负极和所述三相逆变器的第二端之间。
  6. 如权利要求2-4中任一项所述的电机控制电路，其特征在于，所述第二开关模块为第三开关，所述第三开关连接在所述三相逆变器的第一端和动力电池的正极之间；
    或者，所述第二开关模块为第四开关，所述第四开关连接在所述三相逆变器的第二端和动力电池的负极之间。
  7. 一种动力电池的充电方法，基于权利要求1所述的电机控制电路，其特征在于，所 述充电方法包括：
    获取所述供电模块的电压和动力电池的电压，并根据所述供电模块的电压和所述动力电池的电压选择充电方式，其中，所述充电方式包括升压充电和直接充电；
    控制所述第一开关模块导通使所述供电模块输出直流电，并控制所述三相逆变器使所述供电模块按照所选择的充电方式对所述动力电池进行充电。
  8. 如权利要求7所述的动力电池的充电方法，其特征在于，所述根据供电模块的电压和所述动力电池的电压选择充电方式，包括：
    当检测到所述供电模块的最高输出电压不高于所述动力电池的电压时选择升压充电方式；
    控制所述三相逆变器使所述供电模块按照所选择的充电方式对所述动力电池进行充电，包括：
    控制所述三相逆变器使所述供电模块对所述三相交流电机的三相线圈的充电过程以及所述供电模块和所述三相交流电机的三相线圈对所述动力电池的放电过程交替进行，以将所述供电模块的充电电压进行升压后再对所述动力电池进行充电。
  9. 如权利要求8所述的动力电池的充电方法，其特征在于，所述供电模块、所述第一开关模块、所述三相交流电机以及所述三相逆变器构成充电回路，所述供电模块、所述第一开关模块、所述三相交流电机、所述三相逆变器以及所述动力电池构成放电回路；
    所述控制所述三相逆变器使所述供电模块对所述三相交流电机的三相线圈的充电过程以及所述供电模块和所述三相交流电机的三相线圈对所述动力电池的放电过程交替进行，包括：
    控制所述三相逆变器使所述充电回路和所述放电回路交替导通。
  10. 如权利要求8或9中任一项所述的动力电池的充电方法，其特征在于，所述三相逆变器包括三相桥臂，每相桥臂包括两个串联连接的功率开关单元，所述三相交流电机的三相线圈分别连接每相桥臂的两个功率开关单元的连接点；
    所述控制所述三相逆变器使所述供电模块对所述三相交流电机的三相线圈的充电过程以及所述供电模块和所述三相交流电机的三相线圈对所述动力电池的放电过程交替进行，包括：
    控制所述三相逆变器中至少一相桥臂上的两个功率开关单元交替导通，使所述供电模块对所述三相交流电机的三相线圈的充电过程以及所述供电模块和所述三相交流电机的三相线圈对所述动力电池的放电过程交替进行。
  11. 如权利要求10所述的动力电池的充电方法，其特征在于，所述控制所述三相逆变器中至少一相桥臂上的两个功率开关单元交替导通，包括：
    根据所述动力电池的待充电功率获取所述三相逆变器的桥臂导通数量，并根据所述桥臂导通数量控制相应数量的桥臂进行工作。
  12. 如权利要求11所述的动力电池的充电方法，其特征在于，所述根据所述动力电池的待充电功率获取所述三相逆变器的桥臂导通数量，并根据所述桥臂导通数量控制相应数量的桥臂进行工作，包括：
    所述控制模块检测所述动力电池的待充电功率小于第一预设功率时判定所述三相逆变器的桥臂导通数量为1条，控制所述三相桥臂中的任意一相桥臂工作或者所述三相桥臂轮流切换工作。
  13. 如权利要求11或12中任一项所述的动力电池的充电方法，其特征在于，所述根据所述动力电池的待充电功率获取所述三相逆变器的桥臂导通数量，并根据所述桥臂导通数量控制相应数量的桥臂进行工作，包括：
    所述控制模块检测所述动力电池的待充电功率不小于第一预设功率并且小于第二预设功率时判定所述三相逆变器的桥臂导通数量为2条，控制所述三相桥臂中的任意2相桥臂工作或者所述三相桥臂中的三组两相桥臂依次工作，其中，所述三相逆变器包括A相桥臂、B相桥臂以及C相桥臂，第一组两相桥臂包括A相桥臂和B相桥臂，第二组两相桥臂包括A相桥臂和C相桥臂，第一组三相桥臂包括B相桥臂和C相桥臂。
  14. 如权利要求13所述的动力电池的充电方法，其特征在于，所述控制模块检测所述动力电池的待充电功率不小于第一预设功率并且小于第二预设功率时判定所述三相逆变器的桥臂导通数量为2条，之后还包括：
    所述控制模块分别向两相桥臂发送的PWM控制信号的相位相差180度。
  15. 如权利要求11-14中任一项所述的动力电池的充电方法，其特征在于，所述控制模块根据所述动力电池的待充电功率获取所述三相逆变器的桥臂导通数量，并根据所述桥臂导通数量控制相应数量的桥臂进行工作，包括：
    所述控制模块检测所述动力电池的待充电功率不小于第二预设功率时判定所述三相逆变器的桥臂导通数量为3条，控制所述三相桥臂同时工作。
  16. 如权利要求15所述的动力电池的充电方法，其特征在于，所述控制模块检测所述动力电池的待充电功率不小于第二预设功率时判定所述三相逆变器的桥臂导通数量为3条，之后还包括：
    向三相桥臂发送相位相同的PWM控制信号；
    或者，向三相桥臂发送相位不同的PWM控制信号，其中，一相桥臂的PWM控制信号的相位与另外两相桥臂的PWM控制信号的相位分别相差120度和-120度。
  17. 一种车辆，其特征在于，所述车辆包括权利要求1-6中任一项所述的电机控制电 路。
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