CN114590140B - Charging and discharging management system of electric automobile - Google Patents
Charging and discharging management system of electric automobile Download PDFInfo
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- CN114590140B CN114590140B CN202210328163.7A CN202210328163A CN114590140B CN 114590140 B CN114590140 B CN 114590140B CN 202210328163 A CN202210328163 A CN 202210328163A CN 114590140 B CN114590140 B CN 114590140B
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- 238000006243 chemical reaction Methods 0.000 claims description 11
- 238000011217 control strategy Methods 0.000 abstract description 6
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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
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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
- B60L53/60—Monitoring or controlling charging stations
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- 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
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- H—ELECTRICITY
- H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
- H02P—CONTROL OR REGULATION OF ELECTRIC MOTORS, ELECTRIC GENERATORS OR DYNAMO-ELECTRIC CONVERTERS; CONTROLLING TRANSFORMERS, REACTORS OR CHOKE COILS
- H02P25/00—Arrangements or methods for the control of AC motors characterised by the kind of AC motor or by structural details
- H02P25/16—Arrangements or methods for the control of AC motors characterised by the kind of AC motor or by structural details characterised by the circuit arrangement or by the kind of wiring
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- H—ELECTRICITY
- H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
- H02P—CONTROL OR REGULATION OF ELECTRIC MOTORS, ELECTRIC GENERATORS OR DYNAMO-ELECTRIC CONVERTERS; CONTROLLING TRANSFORMERS, REACTORS OR CHOKE COILS
- 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
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/60—Other road transportation technologies with climate change mitigation effect
- Y02T10/70—Energy storage systems for electromobility, e.g. batteries
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- 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
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- 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 invention discloses a charge and discharge management system of an electric automobile, which comprises a plurality of electric automobiles, wherein each electric automobile comprises a motor, a charge and discharge module and a controller; the charging and discharging module comprises a first capacitor, an EMC filter circuit, a voltage bleeder circuit and an insulation detection circuit; the control end of the motor and the control end of the charging and discharging module are connected with the controller, and the controller is configured to control corresponding MOS tubes in a three-phase circuit of the motor to work in a PWM mode and/or a turn-off mode respectively according to the charging and discharging requirements of the electric vehicles, so that each electric vehicle can interact with other electric vehicles through the charging and discharging module. According to the charge and discharge management system for the electric automobile, provided by the embodiment of the invention, the charge and discharge module is additionally arranged, and the motor control strategy of the electric automobile is improved, so that when the electric automobile is deficient, other electric automobiles can be used as discharge vehicles to perform power interaction with the electric automobile through the charge and discharge module, and the problem of emergency rescue of the electric automobile caused by deficiency of power is solved.
Description
Technical Field
The invention relates to the technical field of electric automobile charging, in particular to a charging and discharging management system of an electric automobile.
Background
With the continuous development of new energy technology, electric automobiles are gradually accepted in the market and favored by consumers due to the advantages of quick start, zero emission, low noise, low energy consumption and the like.
However, because the number of charging facilities (charging piles and charging stations) of the electric automobile is small and the distribution is uneven, when the electric automobile is deficient, the automobile is difficult to power up and move, and cannot travel to nearby charging facilities to supplement electricity, so that the normal travel of the electric automobile is influenced, and the automobile experience of passengers is reduced, and therefore, how to improve the power shortage rescue of the electric automobile is a technical problem to be solved currently.
Disclosure of Invention
The invention provides a charge and discharge management system of an electric automobile, which solves the technical problem that the existing electric automobile is difficult to realize effective power supply, and improves a motor control strategy of the electric automobile by additionally arranging a charge and discharge module, so that when the electric automobile is deficient, other electric automobiles can be used as discharge vehicles to interact with the electric automobile through the charge and discharge module, thereby improving the problem of emergency rescue of the electric automobile caused by the deficiency of power.
In order to solve the above technical problems, an embodiment of the present invention provides a charge and discharge management system for an electric vehicle, including:
each electric automobile comprises a motor, a charge-discharge module and a controller;
the charging and discharging module comprises a first capacitor, an EMC filter circuit, a voltage bleeder circuit and an insulation detection circuit; the EMC filter circuit, the voltage bleeder circuit and the insulation detection circuit are connected in series to form a branch circuit which is connected in parallel with the first capacitor;
the first port of the motor is connected with one end of the first capacitor, and the second port of the motor is connected with the other end of the first capacitor;
the control end of the motor and the control end of the charge-discharge module are respectively connected with the controller, and the controller is configured to:
according to the charging and discharging requirements of the electric vehicles, corresponding MOS tubes in a three-phase circuit of the motor are controlled to work in a PWM mode and/or a turn-off mode respectively, so that each electric vehicle can interact with other electric vehicles through the charging and discharging modules.
As one preferable scheme, the charging and discharging requirements include a buck conversion requirement of the discharged electric automobile and a boost conversion requirement of the charged electric automobile.
As one preferable solution, the charged electric vehicle specifically includes:
an electric vehicle to be charged of a 12V low-voltage power battery, an electric vehicle to be charged of a 400V voltage platform and an electric vehicle to be charged of an 800V voltage platform.
As one preferable aspect, the three-phase circuit of the motor includes:
the second capacitor, the first bridge arm group, the second bridge arm group and the third bridge arm group are connected in parallel; the first bridge arm group comprises a first bridge arm and a second bridge arm which are connected in series, the second bridge arm group comprises a third bridge arm and a fourth bridge arm which are connected in series, and the third bridge arm group comprises a fifth bridge arm and a sixth bridge arm which are connected in series;
the first bridge arm comprises a first MOS tube and a first diode which are connected in parallel, the second bridge arm comprises a second MOS tube and a second diode which are connected in parallel, the third bridge arm comprises a third MOS tube and a third diode which are connected in parallel, the fourth bridge arm comprises a fourth MOS tube and a fourth diode which are connected in parallel, the fifth bridge arm comprises a fifth MOS tube and a fifth diode which are connected in parallel, and the sixth bridge arm comprises a sixth MOS tube and a sixth diode which are connected in parallel;
the connection point between the first bridge arm and the second bridge arm is connected with a first port of the motor through a first inductor; the connection point between the third bridge arm and the fourth bridge arm is connected with a first port of the motor through a second inductor; the connection point between the fifth bridge arm and the sixth bridge arm is connected with a first port of the motor through a third inductor; and one ends of the second bridge arm, the fourth bridge arm and the sixth bridge arm are respectively connected with a second port of the motor.
As one preferable scheme, one end of the second capacitor is connected with one end of the first bridge arm group through a fuse.
As one preferable aspect, the controller is further configured to:
if the step-down conversion requirement is met, respectively controlling the first MOS tube, the third MOS tube and the fifth MOS tube to work in the PWM mode, and respectively controlling the second MOS tube, the fourth MOS tube and the sixth MOS tube to work in the turn-off mode;
and if the boost conversion requirement is met, respectively controlling the first MOS transistor, the third MOS transistor and the fifth MOS transistor to operate in the turn-off mode, and respectively controlling the second MOS transistor, the fourth MOS transistor and the sixth MOS transistor to operate in the PWM mode.
As one preferable mode, the charge-discharge module is provided with a first port and a second port;
the first port is connected with the first end of the branch circuit through a first quick-charging contactor; the second port is connected with the second end of the branch circuit through a second quick-charging contactor.
As one preferable scheme, one end of the first quick charge contactor is connected with one end of the second capacitor through a bypass switch.
As one preferable scheme, the electric vehicles are subjected to power interaction through a DC gun, and the DC gun is connected between the charging and discharging modules of the electric vehicles.
As one preferable scheme, the DC gun is provided with a V2L mode interface and a V2V mode interface.
Compared with the prior art, the embodiment of the invention has the beneficial effects that at least one of the following points is adopted: the charging and discharging module is additionally arranged in the electric automobile and comprises a first capacitor, an EMC filter circuit, a voltage bleeder circuit and an insulation detection circuit, the control strategy of the motor is improved, corresponding MOS (metal oxide semiconductor) tubes in a three-phase circuit of the motor are controlled to work in a PWM (pulse-width modulation) mode and/or a turn-off mode respectively, and a three-phase staggered buck mode and a boost mode are formed, so that when the electric automobile is deficient, the effective resources on the periphery are fully utilized, the limitation of sites and charging facilities is avoided, the electric interaction is carried out on the charged automobile through a discharging automobile, the emergency rescue of the electric automobile is realized, the automobile is electrified and moved, and the normal running of the automobile and the automobile using experience of passengers are ensured.
Drawings
Fig. 1 is a schematic structural diagram of a charge and discharge management system of an electric vehicle according to an embodiment of the present invention;
FIG. 2 is a schematic diagram of a charge-discharge vehicle implementing DC V2V functions for an 800V platform vehicle in one embodiment of the invention;
FIG. 3 is a schematic diagram showing a PWM on configuration in buck mode according to one embodiment of the present invention;
FIG. 4 is a schematic diagram of PWM off configuration in buck mode according to one embodiment of the present invention;
FIG. 5 is a schematic diagram of an equivalent circuit structure of the L1 phase in a buck mode according to one embodiment of the present invention;
FIG. 6 is a schematic diagram of an equivalent circuit structure of the L1 phase in a buck mode when PWM is on according to one embodiment of the present invention;
FIG. 7 is a schematic diagram of an equivalent circuit structure of the L1 phase in a buck mode when PWM is off according to one embodiment of the present invention;
FIG. 8 is a schematic diagram of PWM on configuration in boost mode according to one embodiment of the present invention;
FIG. 9 is a schematic diagram showing a PWM off configuration in a boost mode according to one embodiment of the present invention;
FIG. 10 is a schematic diagram of an equivalent circuit structure of the L1 phase in a boost mode according to one embodiment of the present invention;
FIG. 11 is a schematic diagram of an equivalent circuit structure of the L1 phase in a boost mode when PWM is on in one embodiment of the present invention;
FIG. 12 is a schematic diagram of an equivalent circuit structure of the L1 phase when PWM is off in a boost mode according to one embodiment of the present invention;
FIG. 13 is a timing diagram of a DC V2L discharge in one embodiment of the invention;
FIG. 14 is a timing diagram of a DC V2V discharge in one embodiment of the invention;
reference numerals:
wherein, 1, a motor; 2. a charge-discharge module; 21. EMC filter circuit; 22. a voltage bleeder circuit; 23. an insulation detection circuit; A. a first bridge arm group; B. a second bridge arm group; C. a third bridge arm group; m, branch; c1, a first capacitor; c2, a second capacitor; d1, a first diode; d2, a second diode; d3, a third diode; d4, a fourth diode; d5, a fifth diode; d6, a sixth diode; q1, a first MOS tube; q2, a second MOS tube; q3, a third MOS tube; q4, a fourth MOS tube; q5, a fifth MOS tube; q6, a sixth MOS tube; FU1, fuse; l1, a first inductor; l2, a second inductor; l3, a third inductor; k1, a first quick charge contactor; k2, a second quick charge contactor; s2, a switch; s1, a bypass switch; RL, equivalent resistance.
Detailed Description
The following description of the embodiments of the present invention will be made clearly and fully with reference to the accompanying drawings, in which it is evident that the embodiments described are only some, but not all embodiments of the invention, and the purpose of these embodiments is to provide a more thorough and complete disclosure of the present invention. All other embodiments, which can be made by those skilled in the art based on the embodiments of the invention without making any inventive effort, are intended to be within the scope of the invention.
In the description of this application, the terms "first," "second," "third," and the like are used for descriptive purposes only and are not to be construed as indicating or implying relative importance or implicitly indicating the number of technical features indicated. Thus, a feature defining "a first", "a second", "a third", etc. may explicitly or implicitly include one or more such feature. In the description of the present application, unless otherwise indicated, the meaning of "a plurality" is two or more.
In the description of the present application, it should be noted that, unless explicitly specified and limited otherwise, the terms "mounted," "connected," and "connected" are to be construed broadly, and may be either fixedly connected, detachably connected, or integrally connected, for example; can be mechanically or electrically connected; can be directly connected or indirectly connected through an intermediate medium, and can be communication between two elements. The terms "vertical," "horizontal," "left," "right," "upper," "lower," and the like are used herein for descriptive purposes only and not to indicate or imply that the apparatus or element being referred to must have a particular orientation, be constructed and operated in a particular orientation, and therefore should not be construed as limiting the invention. The term "and/or" as used herein includes any and all combinations of one or more of the associated listed items. The specific meaning of the terms in this application will be understood by those of ordinary skill in the art in a specific context.
In the description of the present application, it should be noted that all technical and scientific terms used herein have the same meaning as commonly understood by one of ordinary skill in the art to which this invention belongs unless defined otherwise. The terminology used in the description of the present invention is for the purpose of describing particular embodiments only and is not intended to be limiting of the invention, as the particular meaning of the terms described above in this application will be understood to those of ordinary skill in the art in the specific context.
An embodiment of the present invention provides a charge and discharge management system for an electric vehicle, including:
each electric automobile comprises a motor, a charging and discharging module and a controller. It should be noted that, because the distribution position of the existing charging facilities in the city is extremely unreasonable and the number is limited, the inventor finds that other electric vehicles can be used for carrying out electric power interaction with the electric vehicles, in this way, electric vehicle power shortage rescue is realized, and considering that the new energy vehicle with the 800V voltage platform is a big trend in nearly two years, a scene that the electric vehicles with the 400V platform and the 800V platform coexist can appear on the market, so that the electric vehicles with the 800V platform can carry out emergency rescue on the electric vehicles without additionally adding the charging facilities, and the electric vehicles are not limited by sites and equipment.
The controller improves the control strategy of the motor, and can ensure safe and effective power interaction among vehicles by combining with the charge and discharge module. The charging and discharging module comprises a first capacitor, an EMC filter circuit, a voltage bleeder circuit and an insulation detection circuit; the EMC filter circuit, the voltage bleeder circuit and the insulation detection circuit are connected in series to form a branch circuit which is connected in parallel with the first capacitor; the first port of the motor is connected with one end of the first capacitor, and the second port of the motor is connected with the other end of the first capacitor;
the control end of the motor and the control end of the charge-discharge module are respectively connected with the controller, and the controller is configured to:
according to the charging and discharging requirements of the electric vehicles, corresponding MOS tubes in a three-phase circuit of the motor are controlled to work in a PWM mode and/or a turn-off mode respectively, so that each electric vehicle can interact with other electric vehicles through the charging and discharging modules.
Specifically, referring to fig. 1, fig. 1 is a schematic structural diagram of a charge and discharge management system of an electric vehicle according to an embodiment of the present invention, and it should be noted that the circuit topology improvement of both a power-deficient (charging) vehicle and a discharging vehicle corresponds to fig. 1. The electric automobile comprises a motor 1, a charge-discharge module 2 and a controller MCU (not shown), and the topology structure of the motor 1 is described below:
the three-phase circuit of the motor 1 comprises a second capacitor C2, a first bridge arm group A, a second bridge arm group B and a third bridge arm group C which are connected in parallel; the first bridge arm group A comprises a first bridge arm and a second bridge arm which are connected in series, the second bridge arm group B comprises a third bridge arm and a fourth bridge arm which are connected in series, and the third bridge arm group C comprises a fifth bridge arm and a sixth bridge arm which are connected in series.
The first bridge arm comprises a first MOS tube Q1 and a first diode D1 which are connected in parallel, the second bridge arm comprises a second MOS tube Q2 and a second diode D2 which are connected in parallel, the third bridge arm comprises a third MOS tube Q3 and a third diode D3 which are connected in parallel, the fourth bridge arm comprises a fourth MOS tube Q4 and a fourth diode D4 which are connected in parallel, the fifth bridge arm comprises a fifth MOS tube Q5 and a fifth diode D5 which are connected in parallel, and the sixth bridge arm comprises a sixth MOS tube Q6 and a sixth diode D6 which are connected in parallel.
One end of the second capacitor C2 is connected with the V1+, one end of the second capacitor C2 is also connected with one end of the first bridge arm group A, and preferably, one end of the second capacitor C2 is connected with one end of the first bridge arm group A through a fuse FU 1; the other end of the second capacitor C2 is connected with V1-and the other end of the second capacitor C2 is also connected with the other end of the first bridge arm group A.
For the stator winding coil of the motor 1, a connection point between the first bridge arm and the second bridge arm is connected with a first port (namely a neutral point, and the neutral point can be connected with a switch S2 according to requirements) of the motor 1 through a first inductor L1; the connection point between the third bridge arm and the fourth bridge arm is connected with the first port of the motor 1 through a second inductor L2; the connection point between the fifth bridge arm and the sixth bridge arm is connected with the first port of the motor 1 through a third inductor L3. Meanwhile, the motor 1 is provided with a second port, and one ends of the second bridge arm, the fourth bridge arm and the sixth bridge arm are respectively connected with the second port of the motor.
The topology of the charge-discharge module 2 is described again below:
the charge-discharge module 2 includes a first capacitor C1, an EMC filter circuit 21, a voltage bleeder circuit 22 and an insulation detection circuit 23, where the EMC filter circuit 21 is preferably an EMC filter for filtering to reduce interference, the voltage bleeder circuit 22 is used for bleeding a large capacitor on the load circuit (if the load circuit has a large capacitor, the voltage on the load circuit will be slowly reduced to affect the charge-discharge effect), the insulation detection circuit 23 is used for insulation monitoring to ensure the safety and effectiveness of charge-discharge, and the EMC filter circuit 21, the voltage bleeder circuit 22 and the insulation detection circuit 23 are all described in the prior art and are not described herein again, while the EMC filter circuit 21, the voltage bleeder circuit 22 and the insulation detection circuit 23 are combined together to form a branch M in fig. 1 for convenience of display.
The first capacitor C1 is connected in parallel with the branch M, one end of the first capacitor C1 is connected to the first port (i.e., the neutral point) of the motor 1, and the other end of the first capacitor C1 is connected to the second port of the motor 1.
As shown, the charge-discharge module 2 has a first port and a second port, and preferably, the first port is connected to the first end of the branch M through a first fast charge contactor K1; the second port is connected with the second end of the branch circuit M through a second quick-charging contactor K2.
Preferably, in the above embodiment, one end of the first fast charging contactor K1 is connected to one end of the second capacitor C2 through a bypass switch S1.
The first port and the second port of the charging and discharging module 2 are connected with a DC charging and discharging port (in the figure, the first port is connected with the DC charging and discharging port through K1, the second port is connected with the DC charging and discharging port through K2), and the DC charging and discharging port is used for carrying out electric power interaction with an external charging gun to realize a V2V mode or a V2L mode.
V2V (Vehicle to Vehicle) mode: when the power battery pack quantity of the vehicle is too low to drive to a nearby charging station, the discharging vehicle uses the mode to carry out power energy supplementing on the electric vehicle;
V2L (Vehicle to Load) mode: when the electric quantity of the low-voltage storage battery of the vehicle is too low and the low-voltage storage battery is moved, the discharging vehicle uses the mode to carry out power-up on the electric vehicle for charging the low-voltage storage battery.
Preferably, the DC gun has a V2L mode interface and a V2V mode interface that match the above modes, and will not be described again.
Through above-mentioned institutional advancement, assist the strategic improvement to motor controller, can realize the conversion between first direct voltage and the second direct voltage, and then be applicable to the electric power interaction between each electric automobile, the following improvement tactic to controller MCU is explained:
the controller is configured to: according to the charging and discharging requirements of the electric vehicles, corresponding MOS tubes in a three-phase circuit of the motor are controlled to work in a PWM mode and/or a turn-off mode respectively, so that each electric vehicle can interact with other electric vehicles through the charging and discharging modules.
It will be appreciated that the controller MCU is configured to improve a control strategy of the motor, and in an actual operation process of the electric vehicle, the operation of other modules, such as a BMS battery management module, a VCU whole vehicle controller, an HMI display, and the like, will be involved, which will be described later with reference to fig. 13 and 14.
In this embodiment, the charge-discharge requirement includes a buck conversion requirement of a discharged electric vehicle and a boost conversion requirement of a charged electric vehicle, where the charged electric vehicle specifically includes: an electric vehicle to be charged of a 12V low-voltage power battery, an electric vehicle to be charged of a 400V voltage platform and an electric vehicle to be charged of an 800V voltage platform.
Preferably, referring to fig. 2, fig. 2 shows a schematic structural diagram of a charge-discharge vehicle (the upper side is a discharge vehicle and the lower side is a charge vehicle) for implementing a DC V2V function for an 800V platform vehicle in one embodiment of the present invention, wherein a controller MCU of the discharge vehicle controls a motor to operate in a Buck mode, and a controller MCU of the charge vehicle controls the motor to operate in a Boost mode. In addition, the discharging vehicle and the charging vehicle are connected through a DC gun (the DC gun is in a V2V mode in the embodiment), the two vehicles are communicated through a fast charge CAN, and a discharging flow and a charging flow follow a communication protocol between a non-vehicle-mounted conduction system charger and a battery management system of an electric vehicle in national standard GB/T27930-2015, which is not described herein.
The buck mode and the boost mode are described below:
if the motor 1 is required to work in a three-phase interleaved Buck converter (Buck) mode, at this time, the first MOS transistor, the third MOS transistor and the fifth MOS transistor are respectively controlled to work in the PWM mode, and the second MOS transistor, the fourth MOS transistor and the sixth MOS transistor are respectively controlled to work in the off mode; taking the L1 phase as an example, please refer to fig. 3 to 7, fig. 3 is a schematic diagram showing a structure in which the PWM is turned on in the buck mode in one embodiment of the present invention, fig. 4 is a schematic diagram showing a structure in which the PWM is turned off in the buck mode in one embodiment of the present invention, fig. 5 is a schematic diagram showing an equivalent circuit structure (RL is an equivalent resistor in the drawing) of the L1 phase in the buck mode in one embodiment of the present invention, fig. 6 is a schematic diagram showing an equivalent circuit structure of the L1 phase in the buck mode in one embodiment of the present invention when the PWM is turned on, fig. 7 is a schematic diagram showing an equivalent circuit structure of the L1 phase in the buck mode in one embodiment of the present invention when the PWM is turned off, and arrows in the drawing correspond to flow directions to convert high voltage to low voltage, thereby realizing electric power interaction between electric vehicles.
If the motor 1 is required to work in a three-phase interleaved boost converter (Buck) mode, at this time, the first MOS transistor, the third MOS transistor and the fifth MOS transistor are respectively controlled to work in the off mode, and the second MOS transistor, the fourth MOS transistor and the sixth MOS transistor are respectively controlled to work in the PWM mode; taking the L1 phase as an example, please refer to fig. 8-12, fig. 8 shows a schematic diagram of a structure in which the PWM is on in the boost mode in one embodiment of the present invention, fig. 9 shows a schematic diagram of a structure in which the PWM is off in the boost mode in one embodiment of the present invention, fig. 10 shows a schematic diagram of an equivalent circuit structure of the L1 phase in the boost mode in one embodiment of the present invention, fig. 11 shows a schematic diagram of an equivalent circuit structure in which the L1 phase is on in the boost mode in one embodiment of the present invention, fig. 12 shows a schematic diagram of an equivalent circuit structure in which the L1 phase is off in the boost mode in one embodiment of the present invention, and arrows in the figures correspond to flow directions to convert low voltage into high voltage, thereby realizing power interaction between electric vehicles.
The principles of the L2 phase and the L3 phase correspond to the above-mentioned L1 phase, and are not described herein.
The charge and discharge management system in this embodiment is applicable to various scenarios, as shown in the following table:
specifically, referring to fig. 13 to 14, fig. 13 shows a timing chart of DC V2L discharging in one embodiment of the present invention, and fig. 14 shows a timing chart of DC V2L discharging in one embodiment of the present invention, in which actions of a controller MCU, a battery management system BMS, a vehicle control unit VCU, a human-computer interaction display HMI, a DC charging port, etc. during charging and discharging are illustrated, the DC V2L in the present embodiment has an external discharging function, so that the present invention can not only tap a worn battery, but also can be extended to supply power to other DC loads, and a user can set a V2L discharging voltage and a maximum current limit value through an HMI interface, so as to meet requirements of voltages and powers of different loads. Of course, the actual discharging time sequence needs to be adjusted by combining with the corresponding function, for example, the user motor 'allowable discharging' can be realized through the HMI interface of the vehicle central control screen, and can also be clicked through the mobile phone APP, and the process of exiting the DC V2L/V2V external discharging function can be realized in the following manner: the implementation of pressing a mechanical button on a charging gun or discharging gun, clicking a "stop discharging" button of a control screen in a discharging vehicle, remotely stopping discharging by controlling the mobile phone APP, etc. fig. 13 and fig. 14 are only an illustration, and are not limited thereto.
Preferably, the DC V2V is responsible for the external discharge function, the discharge vehicle being responsible for insulation checking at the handshake phase, and during the subsequent discharge process the entire system is responsible for insulation checking by the charge vehicle. And in the V2L function, the discharge vehicle performs insulation inspection on the whole discharge process, so that the safety of the whole discharge process is ensured.
The charge and discharge management system of the electric automobile provided by the embodiment of the invention has the beneficial effects that at least one of the following is adopted: the charging and discharging module is additionally arranged in the electric automobile and comprises a first capacitor, an EMC filter circuit, a voltage bleeder circuit and an insulation detection circuit, the control strategy of the motor is improved, corresponding MOS (metal oxide semiconductor) tubes in a three-phase circuit of the motor are controlled to work in a PWM (pulse-width modulation) mode and/or a turn-off mode respectively, and a three-phase staggered buck mode and a boost mode are formed, so that when the electric automobile is deficient, the effective resources on the periphery are fully utilized, the limitation of sites and charging facilities is avoided, the electric interaction is carried out on the charged automobile through a discharging automobile, the emergency rescue of the electric automobile is realized, the automobile is electrified and moved, and the normal running of the automobile and the automobile using experience of passengers are ensured.
The foregoing examples illustrate only a few embodiments of the invention and are described in detail herein without thereby limiting the scope of the invention. It should be noted that it will be apparent to those skilled in the art that several variations and modifications can be made without departing from the spirit of the invention, which are all within the scope of the invention. Accordingly, the scope of protection of the present invention is to be determined by the appended claims.
Claims (10)
1. A charge and discharge management system for an electric vehicle, comprising:
each electric automobile comprises a motor, a charge-discharge module and a controller;
the charging and discharging module comprises a first capacitor, an EMC filter circuit, a voltage bleeder circuit and an insulation detection circuit; the EMC filter circuit, the voltage bleeder circuit and the insulation detection circuit are connected in series to form a branch circuit which is connected in parallel with the first capacitor;
the first port of the motor is connected with one end of the first capacitor, and the second port of the motor is connected with the other end of the first capacitor;
the control end of the motor and the control end of the charge-discharge module are respectively connected with the controller, and the controller is configured to:
according to the charging and discharging requirements of the electric vehicles, corresponding MOS tubes in a three-phase circuit of the motor are controlled to work in a PWM mode and/or a turn-off mode respectively, so that each electric vehicle can interact with other electric vehicles through the charging and discharging modules.
2. The charge and discharge management system of an electric vehicle of claim 1, wherein the charge and discharge requirements include a buck conversion requirement of a discharged electric vehicle and a boost conversion requirement of a charged electric vehicle.
3. The charge and discharge management system of an electric vehicle according to claim 2, wherein the charged electric vehicle specifically includes:
an electric vehicle to be charged of a 12V low-voltage power battery, an electric vehicle to be charged of a 400V voltage platform and an electric vehicle to be charged of an 800V voltage platform.
4. The charge and discharge management system of an electric vehicle according to claim 2, wherein the three-phase circuit of the motor includes:
the second capacitor, the first bridge arm group, the second bridge arm group and the third bridge arm group are connected in parallel; the first bridge arm group comprises a first bridge arm and a second bridge arm which are connected in series, the second bridge arm group comprises a third bridge arm and a fourth bridge arm which are connected in series, and the third bridge arm group comprises a fifth bridge arm and a sixth bridge arm which are connected in series;
the first bridge arm comprises a first MOS tube and a first diode which are connected in parallel, the second bridge arm comprises a second MOS tube and a second diode which are connected in parallel, the third bridge arm comprises a third MOS tube and a third diode which are connected in parallel, the fourth bridge arm comprises a fourth MOS tube and a fourth diode which are connected in parallel, the fifth bridge arm comprises a fifth MOS tube and a fifth diode which are connected in parallel, and the sixth bridge arm comprises a sixth MOS tube and a sixth diode which are connected in parallel;
the connection point between the first bridge arm and the second bridge arm is connected with a first port of the motor through a first inductor; the connection point between the third bridge arm and the fourth bridge arm is connected with a first port of the motor through a second inductor; the connection point between the fifth bridge arm and the sixth bridge arm is connected with a first port of the motor through a third inductor; and one ends of the second bridge arm, the fourth bridge arm and the sixth bridge arm are respectively connected with a second port of the motor.
5. The charge and discharge management system of an electric vehicle of claim 4, wherein one end of the second capacitor is connected to one end of the first bridge arm group through a fuse.
6. The charge and discharge management system of an electric vehicle of claim 4, wherein the controller is further configured to:
if the step-down conversion requirement is met, respectively controlling the first MOS tube, the third MOS tube and the fifth MOS tube to work in the PWM mode, and respectively controlling the second MOS tube, the fourth MOS tube and the sixth MOS tube to work in the turn-off mode;
and if the boost conversion requirement is met, respectively controlling the first MOS transistor, the third MOS transistor and the fifth MOS transistor to operate in the turn-off mode, and respectively controlling the second MOS transistor, the fourth MOS transistor and the sixth MOS transistor to operate in the PWM mode.
7. The charge and discharge management system of an electric vehicle of claim 4, wherein the charge and discharge module has a first port and a second port;
the first port is connected with the first end of the branch circuit through a first quick-charging contactor; the second port is connected with the second end of the branch circuit through a second quick-charging contactor.
8. The charge and discharge management system of an electric vehicle of claim 7, wherein one end of the first fast charge contactor is connected to one end of the second capacitor through a bypass switch.
9. The charge and discharge management system of electric vehicles according to claim 1, wherein electric power interaction is performed between the electric vehicles by a DC gun connected between the charge and discharge modules of the electric vehicles.
10. The charge and discharge management system of an electric vehicle of claim 9, wherein the DC gun has a V2L mode interface and a V2V mode interface.
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| CN115056662A (en) * | 2022-06-23 | 2022-09-16 | 重庆长安新能源汽车科技有限公司 | Charging system compatible with low-voltage direct-current charging pile, control method and vehicle |
| CN115520045A (en) * | 2022-09-22 | 2022-12-27 | 华为数字能源技术有限公司 | Power supply module, power supply control method for vehicle mutual charging and vehicle |
| CN116811599A (en) * | 2023-07-21 | 2023-09-29 | 江苏速豹动力科技有限公司 | Buck-boost system based on motor controller and motor and new energy vehicle |
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