Motor control system, motor control system control method and vehicle

Abstract

The present application relates to a motor control system, a control method for the motor control system, and a vehicle, comprising: a post-stage DC / DC converter of an OBC, a pre-stage PFC of the OBC, a first DC capacitor, a second DC capacitor, a motor inverter, and an open-winding motor. The first DC capacitor is connected to a high-voltage battery and a motor inverter at both ends to form a first channel. The first channel is used to invert the DC power of the high-voltage battery into a first three-phase AC power, and the open-winding motor is driven by the first three-phase AC power. The second channel is formed by connecting the high-voltage battery, the post-stage DC / DC converter of the OBC, the second DC capacitor, and the pre-stage PFC of the OBC in a preset order. The second channel is used to invert the DC power of the high-voltage battery into a second three-phase AC power, and the open-winding motor is driven by the second three-phase AC power. This solves the problems of low functional reuse between the motor inverter and the on-board charger, and low motor control fault tolerance.

Description

Technical Field

[0001] The present application relates to the technical field of electric vehicle motor control, and in particular to a motor control system, a control method of a motor control system, and a vehicle. Background Art

[0002] With the advent of the electric vehicle era, manufacturers are launching all-in-one electric drive systems, evolving from a three-in-one system consisting of a motor, reducer, and electronic control unit to an all-in-one system with charging and discharging capabilities. Three key aspects of all-in-one technology are: first, physical integration of discrete components into a single system, using shared housings and other methods to save space and optimize layout; second, building on this physical integration, further reusing circuit topologies, driver boards, and control boards, maximizing functional reuse to achieve deep integration, significantly reducing component usage and increasing power density; and third, building on this deep integration, through local modifications, such as improved control strategies, to maximize charging, discharging, and driving efficiency.

[0003] Currently, motor controller systems typically physically integrate an all-in-one power supply and motor controller. An all-in-one power supply typically includes an on-board charger (OBC), an on-board direct current (DC / DC) converter, and corresponding control and drive circuits. A motor controller primarily consists of a motor inverter circuit and corresponding control and drive circuits. The OBC is a power electronic device that converts external AC power to the vehicle's internal high-voltage battery DC power. It typically employs a two-stage structure consisting of a pre-stage power factor converter (PFC) and a post-stage limited current converter (LLC). One end of the OBC is connected to an external charging and discharging device, and the other to the high-voltage battery. Depending on the charge and discharge power, OBCs can be single-phase or three-phase. The pre-stage PFC structure of a three-phase OBC typically utilizes a three-phase full-bridge converter. The on-board DC / DC converts external AC power and internal high-voltage battery DC power into low-voltage DC power for low-voltage electrical devices within the vehicle. Both single-stage and two-stage structures are currently in use. The motor inverter circuit is a power electronic device that converts the direct current of the high-voltage battery in the vehicle into the alternating current on the drive motor side. It generally uses a single-stage structure, that is, a large-capacity thin-film capacitor plus a three-phase full-bridge converter circuit, which is used to drive the motor and recover braking energy.

[0004] Currently, onboard chargers (OBCs) primarily consist of two sets of control and drive circuits, corresponding to the front-stage PFC (Power Factor Correction) structure and the back-stage DC / DC structure. The onboard DC / DC has a set of control and drive circuits, which can be reused with the OBC's back-stage DC / DC structure to reduce component usage. The motor inverter circuit primarily consists of a set of control and drive circuits. Under vehicle driving or charging / discharging conditions, the OBC and motor inverter, which share the same functionality (both drawing power from the high-voltage battery and charging), do not reuse components to reduce component usage.

[0005] In the related art, an electric vehicle motor control circuit with a charging function is proposed (application number CN201010178404.1), such as Figure 1 As shown, by reusing the three-phase full-bridge converter circuit of the motor inverter, deep reuse of the circuit topology and control and drive circuits is achieved, and charging and inverter modes are achieved by switching the first switch 1 and the second switch 2, and the corresponding switching functions are controlled.

[0006] However, this method has two problems: (1) It is difficult to meet the wide range of battery voltage and current requirements by using only a single-stage structure such as a three-phase full-bridge converter circuit; (2) charging and discharging and motor drive reuse the same topology, which has low fault tolerance and affects the reliability of charging, discharging and driving.

[0007] The related art also proposes a vehicle and its energy conversion device and power system (application number CN201910582154.9), such as Figure 2 As shown, an energy conversion device with driving and charging functions including a motor coil, a bridge arm converter and a bidirectional bridge arm is used to enable it to operate in driving mode, AC charging mode and DC charging mode. By switching the first switch unit 141 and the second switch unit 142, the AC and DC charging and discharging modes and the motor driving mode are switched. Figure 3 As shown, the motor coil 11 and bridge arm converter 12 are used for DC charging, while the motor coil 11, bridge arm converter 12, and bidirectional bridge arm 13 are used for AC charging. The motor coil 11 and bridge arm converter 12 are used for motor drive. The DC bus voltage of the bidirectional bridge arm 13 is used to input power to the second DC / DC circuit 156, supplying the vehicle's low-voltage devices. The bridge arm converter 12 is deeply multiplexed for AC / DC charging and discharging, as well as driving modes.

[0008] However, this method has three problems: (1) a set of bridge arms is added to the motor inverter bridge, which increases additional space and device costs; (2) there are many relays, which increases additional space and costs; (3) the charging and discharging and motor drive reuse the same topology, which has low fault tolerance and affects the reliability of charging and discharging and driving.

[0009] A charging and discharging circuit topology based on open-circuit motor windings is also proposed in the related art (application number: CN201811220817.4), such as Figure 4 As shown in the figure, the motor stator winding is open-circuited, and the charging, discharging and driving functions of this topology are realized through the switch combination. Figure 5 As shown, the motor driving and charging and discharging functions of the system are realized by arranging and combining switches S1-S6.

[0010] However, this method has two problems: (1) There are too many relays, which increases the space and device cost; (2) The charging and discharging and motor drive use the same topology, which has low fault tolerance and affects the reliability of charging and discharging and driving.

[0011] The related art also proposes a single power supply open winding permanent magnet synchronous motor drive system for electric vehicles (application number CN201210404534.1), such as Figure 6 As shown in the figure, a dual-inverter open-winding motor drive topology powered by a common DC bus is used in high-power electric drives and improves the reliability of the electric drives.

[0012] However, this method has two problems: (1) It adopts a single-power common DC bus structure, which cannot realize dual-isolated DC bus drive of a single power supply and has a small scope of application; (2) The motor drive alone requires a dual inverter structure, which does not take into account the functional reuse with the OBC, resulting in additional cost waste.

[0013] In summary, the methods proposed in related technologies achieve integrated charging, discharging, and motor drive by reusing the OBC and motor inverter circuit topologies, saving space in the vehicle and reducing costs. However, there are still drawbacks such as the inability to achieve single-power dual-isolated DC bus drive, the large number of relay units, and the low error rate of motor drive and charging and discharging capacitors, which need to be addressed urgently. Summary of the Invention

[0014] The present application provides a motor control system, a control method for a motor control system, and a vehicle, which solve the problems of low functional reuse between the motor inverter and the on-board charger, low fault tolerance of the motor control, etc., improve the driving efficiency and charging and discharging efficiency of the electric drive assembly or the electronic control assembly, improve the success rate density of the electric drive assembly or the electronic control assembly, and improve the motor fault operation capability.

[0015] The first embodiment of the present application provides a motor control system, comprising: a post-stage DC / DC converter of an on-board charger OBC, a pre-stage power factor corrector PFC of the OBC, a first DC capacitor, a second DC capacitor, a motor inverter, and an open-winding motor, wherein the first to third AC output terminals of the motor inverter are respectively connected to the first to third lead terminals of the stator winding of the open-winding motor, and the first to third AC output terminals of the pre-stage PFC of the OBC are respectively connected to the fourth to sixth lead terminals of the stator winding of the open-winding motor, wherein the first DC capacitor is connected to the first to third AC output terminals of the motor inverter and the first to third AC output terminals of the pre-stage PFC of the OBC and the fourth to sixth lead terminals of the stator winding of the open-winding motor, respectively. A first channel is formed by connecting the high-voltage battery and the motor inverter respectively, and after using the first channel to invert the DC power of the high-voltage battery into a first three-phase AC power, the open-winding motor is driven by the first three-phase AC power; and / or, a second channel is formed by connecting the high-voltage battery, the post-stage DC / DC converter of the OBC, the second DC capacitor and the front-stage PFC of the OBC in a preset order, and after using the second channel to invert the DC power of the high-voltage battery into a second three-phase AC power, the open-winding motor is driven by the second three-phase AC power.

[0016] The above-mentioned technical means have solved the problems of low functional reuse between the motor inverter and the on-board charger, and low motor control fault tolerance. Both channels can independently drive the motor, and three-level and four-level inverter outputs are achieved based on the hardware foundation of the two-level voltage source inverter. The harmonic content of the stator winding current is lower, and the driving efficiency is higher.

[0017] Furthermore, the open-winding motor is also used to: reversely rectify the braking recovery energy to the high-voltage battery through the first channel and / or the second channel to charge the high-voltage battery.

[0018] According to the above technical means, the braking recovery energy of the open-winding motor can be charged to the high-voltage battery through the first channel and the second channel through reverse rectification alone, and can be charged to the high-voltage battery through the first channel and the second channel through reverse rectification at the same time.

[0019] Furthermore, the above-mentioned motor control system also includes: a first vehicle-mounted DC / DC, the first to second DC output terminals of the first vehicle-mounted DC / DC are respectively connected to the two ends of the low-voltage battery, and the third to fourth DC output terminals of the first vehicle-mounted DC / DC are respectively connected in parallel with the first DC capacitor and the high-voltage battery, so as to utilize the DC power of the high-voltage battery or the braking recovery energy of the open-winding motor to power the low-voltage battery or the low-voltage load.

[0020] According to the above technical means, the DC power of the high-voltage battery or the braking recovery energy of the open-winding motor is used to power the low-voltage battery or low-voltage load, so that multiple energy sources can be supplied to the low-voltage battery or load through the on-board DC / DC.

[0021] Furthermore, the above-mentioned motor control system also includes: a second on-board DC / DC, which is connected in parallel with the second DC capacitor to utilize the electric energy flowing through the second DC capacitor to power the low-voltage battery or the low-voltage load.

[0022] According to the above technical means, the electric energy flowing through the second DC capacitor is used to power the low-voltage battery or low-voltage load, so that multiple energy sources can supply the low-voltage battery or load through the on-board DC / DC.

[0023] Furthermore, the above-mentioned motor control system also includes: an energy boosting component, which is connected in parallel with the first DC capacitor and the high-voltage battery respectively to provide electrical energy to the high-voltage battery, the low-voltage battery and the open-winding motor.

[0024] According to the above technical means, the energy boosting component can serve as another energy source to supply energy to the high-voltage battery, low-voltage battery and open-winding motor to achieve longer battery life.

[0025] Furthermore, the above-mentioned motor control system also includes: a power generation component, which is respectively connected in parallel with the first DC capacitor and the high-voltage battery to provide electrical energy to the high-voltage battery, the low-voltage battery and the open-winding motor.

[0026] According to the above technical means, the power generation component can serve as another energy source to supply energy to the high-voltage battery, low-voltage battery and open-winding motor to achieve longer battery life.

[0027] Furthermore, the neutral point of the stator winding of the open-winding motor is in an open state.

[0028] According to the above technical means, the neutral point of the stator winding of the permanent magnet synchronous motor is opened, the original first to third lead-out terminals ABC of the stator winding are retained as the first drive channel, and the newly led-out fourth to sixth lead-out terminals XYZ are used as the second drive channel. Only the neutral point of the stator winding is opened, and the motor modification and development cost is low.

[0029] Furthermore, the open-winding motor is powered by a multi-converter.

[0030] According to the above technical means, the open-winding motor can be powered by multiple converters, which can reduce the capacity of a single converter.

[0031] Furthermore, the second DC capacitor is provided between the rear-stage DC / DC converter of the OBC and the front-stage power factor corrector PFC of the OBC.

[0032] According to the above technical means, the second DC capacitor serves as an energy transfer station for the post-stage DC / DC converter of the OBC and the pre-stage power factor corrector PFC of the OBC.

[0033] Furthermore, the second DC capacitor is obtained by connecting multiple capacitors in series, or by connecting the multiple capacitors in parallel, or by connecting the multiple capacitors in series and in parallel.

[0034] According to the above technical means, the series-parallel connection form is not limited. If the second DC capacitor is composed of two groups of capacitors connected in series, the neutral line N for three-phase charging and discharging can be drawn from the midpoint of the two groups of capacitors.

[0035] Furthermore, the circuit topology connection form between the post-stage DC / DC converter of the OBC, the second DC capacitor and the high-voltage battery is an isolated topology or a non-isolated topology.

[0036] Based on the above technical means, the OBC post-stage DC / DC can flexibly choose isolated structure and non-isolated structure - the dual inverter drive motor control strategy is determined by the OBC post-stage DC / DC structure, which has strong scalability.

[0037] Furthermore, the circuit topology connection form between the motor inverter, the first DC capacitor, and the open-winding motor is a three-phase six-switch form.

[0038] According to the above technical means, there is no restriction on the selection of power devices for the three-phase six-switch converter. It can be an IGBT device or various MOS tubes, including SiCMOS, GaNMOS, etc.

[0039] The second aspect of the present application provides a control method for a motor control system, comprising the following steps: forming a first channel by connecting the two ends of a first DC capacitor to a high-voltage battery and a motor inverter respectively, and forming a second channel by connecting the high-voltage battery, the post-stage DC / DC converter of the OBC, the second DC capacitor and the pre-stage PFC of the OBC in a preset order; utilizing the first channel to invert the DC power of the high-voltage battery into a first three-phase AC power, and utilizing the second channel to invert the DC power of the high-voltage battery into a second three-phase AC power; and driving an open-winding motor by the first three-phase AC power and / or the second three-phase AC power; wherein the first to third AC output terminals of the motor inverter and the first to third AC output terminals of the pre-stage PFC of the OBC are respectively connected to the first to third lead terminals and the fourth to sixth lead terminals of the stator winding of the open-winding motor.

[0040] Furthermore, the control method of the above-mentioned motor control system also includes: using the open-winding motor to reversely rectify the braking recovery energy to the high-voltage battery through the first channel and / or the second channel to charge the high-voltage battery.

[0041] Furthermore, the control method of the above-mentioned motor control system also includes: based on the first on-board DC / DC, using the DC power of the high-voltage battery or the braking recovery energy of the open-winding motor to power the low-voltage battery or the low-voltage load, wherein the first to second DC output terminals of the first on-board DC / DC are respectively connected to the two ends of the low-voltage battery, and the third to fourth DC output terminals of the first on-board DC / DC are respectively connected in parallel with the first DC capacitor and the high-voltage battery.

[0042] Furthermore, the control method of the above-mentioned motor control system also includes: based on a second on-board DC / DC, using the electric energy flowing through the second DC capacitor to power the low-voltage battery or the low-voltage load, wherein the second on-board DC / DC is connected in parallel with the second DC capacitor.

[0043] Furthermore, the control method of the above-mentioned motor control system also includes: providing electrical energy to the high-voltage battery, the low-voltage battery and the open-winding motor through an energy boosting component, wherein the energy boosting component is connected in parallel with the first DC capacitor and the high-voltage battery respectively.

[0044] Furthermore, the control method of the above-mentioned motor control system also includes: providing electrical energy to the high-voltage battery, the low-voltage battery and the open-winding motor through a power generation component, wherein the power generation component is connected in parallel with the first DC capacitor and the high-voltage battery respectively.

[0045] A third embodiment of the present application provides a vehicle, which includes the above-mentioned motor control system.

[0046] Therefore, the present application adopts the rear-stage DC / DC converter of the on-board charger OBC, the front-stage power factor corrector PFC of the OBC, the first DC capacitor, the second DC capacitor, the motor inverter and the open-winding motor. The two ends of the first DC capacitor are connected to the high-voltage battery and the motor inverter respectively to form a first channel, and the high-voltage battery, the rear-stage DC / DC converter of the OBC, the second DC capacitor and the front-stage PFC of the OBC are connected in a preset order to form a second channel. The first channel is used to invert the DC power of the high-voltage battery into a first three-phase AC power, and the second channel is used to invert the DC power of the high-voltage battery into a second three-phase AC power. The open-winding motor is driven by the first three-phase AC power and / or the second three-phase AC power. In this way, the problems of low functional reuse of the motor inverter and the on-board charger and low fault tolerance of the motor control are solved, the driving efficiency and charging and discharging efficiency of the electric drive assembly or the electronic control assembly are improved, the success rate density of the electric drive assembly or the electronic control assembly is improved, and the motor fault operation capability is improved.

[0047] Additional aspects and advantages of the present application will be given in part in the description below, and in part will become apparent from the description below, or will be learned through practice of the present application. BRIEF DESCRIPTION OF THE DRAWINGS

[0048] The above and / or additional aspects and advantages of the present application will become apparent and easily understood from the following description of the embodiments in conjunction with the accompanying drawings, in which:

[0049] Figure 1 A schematic diagram of a motor control circuit for an electric vehicle in the related art;

[0050] Figure 2 A schematic diagram of a vehicle and its energy conversion device and power system in the related art;

[0051] Figure 3 A circuit diagram of a vehicle and its energy conversion device and power system in the related art;

[0052] Figure 4 A schematic diagram of a charge and discharge circuit topology with an open-circuit motor winding in the related art;

[0053] Figure 5 A schematic diagram of a circuit for realizing the charging, discharging and driving functions of a topology in related technologies;

[0054] Figure 6 A schematic diagram of a single-power open-winding permanent magnet synchronous motor drive system for electric vehicles in the related art;

[0055] Figure 7 1 is a block diagram of a motor control system provided according to an embodiment of the present application;

[0056] Figure 8 Schematic diagram of the module structure of a motor control system according to one embodiment of the present application;

[0057] Figure 9 1 is a schematic diagram of a circuit structure of a motor control system according to an embodiment of the present application;

[0058] Figure 10 Schematic diagram of a three-phase charging mode of a motor control system according to one embodiment of the present application;

[0059] Figure 11 Schematic diagram of a single-phase charging mode of a motor control system according to one embodiment of the present application;

[0060] Figure 12 1 is a schematic diagram of driving a first channel of a motor control system according to an embodiment of the present application;

[0061] Figure 13 1 is a schematic diagram of a second channel driving of a motor control system according to an embodiment of the present application;

[0062] Figure 141 is a schematic diagram of a circuit structure of a motor control system according to an embodiment of the present application;

[0063] Figure 15 Schematic diagram of the module structure of a motor control system according to one embodiment of the present application;

[0064] Figure 16 Schematic diagram of the module structure of a motor control system according to one embodiment of the present application;

[0065] Figure 17 This is a schematic diagram of the module structure of a motor control system with multi-channel high fault tolerance and deep multiplexing suitable for an extended-range platform according to one embodiment of the present application;

[0066] Figure 18 This is a schematic diagram of the module structure of a motor control system with multi-channel high fault tolerance and deep multiplexing applicable to a fuel power generation platform according to one embodiment of the present application;

[0067] Figure 19 The present invention provides a flow chart of a control method of a motor control system according to an embodiment of the present application.

[0068] Explanation of the reference numerals: 10 - motor control system, 12 - rear-stage DC / DC converter of the on-board charger OBC, 14 - front-stage power factor corrector PFC of the OBC, 18 - first DC capacitor, 13 - second DC capacitor, 17 - motor inverter and 16 - open-winding motor. DETAILED DESCRIPTION

[0069] The following describes in detail embodiments of the present application, examples of which are shown in the accompanying drawings, wherein the same or similar reference numerals throughout represent the same or similar elements or elements having the same or similar functions. The embodiments described below with reference to the accompanying drawings are exemplary and are intended to be used to explain the present application, and should not be construed as limiting the present application.

[0070] The following describes a motor control system, a control method of a motor control system, and a vehicle according to embodiments of the present application with reference to the accompanying drawings.

[0071] In response to the problems of low functional reuse and low motor control fault tolerance between the motor inverter and the on-board charger mentioned in the above background technology, the present application provides a motor control system. In this system, a post-stage DC / DC converter of the on-board charger OBC, a pre-stage power factor corrector PFC of the OBC, a first DC capacitor, a second DC capacitor, a motor inverter and an open-winding motor are used. The two ends of the first DC capacitor are respectively connected to the high-voltage battery and the motor inverter to form a first channel, and the high-voltage battery, the post-stage DC / DC converter of the OBC, the second DC capacitor and the pre-stage PFC of the OBC are connected in a preset order to form a second channel. The first channel is used to invert the DC power of the high-voltage battery into a first three-phase AC power, and the second channel is used to invert the DC power of the high-voltage battery into a second three-phase AC power, and the open-winding motor is driven by the first three-phase AC power and / or the second three-phase AC power. As a result, problems such as low functional reuse of the motor inverter and the on-board charger, and low fault tolerance of the motor control are solved, the efficiency of the electric drive assembly or the electronic control assembly is improved, the success rate density of the electric drive assembly or the electronic control assembly is increased, and the fault operation capability is improved.

[0072] Specifically, Figure 7 A schematic diagram of a motor control system provided in an embodiment of the present application.

[0073] like Figure 7 and Figure 8 As shown, the motor control system 10 includes: a post-stage DC / DC converter 12 of an on-board charger OBC, a pre-stage power factor corrector PFC14 of the OBC, a first DC capacitor 18, a second DC capacitor 13, a motor inverter 17, and an open-winding motor 16, wherein the first to third AC output terminals of the motor inverter 17 are respectively connected to the first to third lead terminals of the open-winding motor 16, and the first to third AC output terminals of the pre-stage PFC14 of the OBC are respectively connected to the fourth to sixth lead terminals of the stator winding of the open-winding motor, wherein the first DC capacitor 18 The two ends are respectively connected to the high-voltage battery 11 and the motor inverter 17 to form a first channel, and the first channel is used to invert the DC power of the high-voltage battery 11 into a first three-phase AC power, and then the open-winding motor 16 is driven by the first three-phase AC power; and / or, a second channel is formed by connecting the high-voltage battery 11, the OBC's post-stage DC / DC converter 12, the second DC capacitor 13 and the OBC's front-stage PFC14 in a preset order, and the second channel is used to invert the DC power of the high-voltage battery 11 into a second three-phase AC power, and then the open-winding motor 16 is driven by the second three-phase AC power.

[0074] Specifically, the first DC capacitor 18 serves as an energy transfer station for the motor inverter 17, the high-voltage battery 11, external DC energy, and the motor. Energy can come from the vehicle's internal high-voltage battery 11, external DC energy, and the braking recovery energy of the open-winding motor 16. The OBC pre-stage PFC 14 and the motor inverter 17 convert the DC power transmitted via the second DC capacitor 13 and the first DC capacitor 18, respectively, into three-phase AC power for the open-winding motor 16, which then drives the wheels through devices such as a speed reducer. Both the OBC pre-stage PFC 14 and the motor inverter 17 can drive the open-winding motor 16 independently or simultaneously.

[0075] Specifically, if Figure 8 As shown, the OBC rear-stage DC / DC 12, the first DC capacitor 18, and the motor inverter 17 are all connected to the high-voltage battery 11; the OBC rear-stage DC / DC 12 and the OBC front-stage PFC 14 are all connected to the second DC capacitor 13; the single-phase three-phase charge and discharge switching switch 15 is respectively connected to the OBC front-stage PFC 14 and the second DC capacitor 13; the open-winding motor 16 is respectively connected to the motor inverter 17 and the OBC front-stage PFC 14.

[0076] In some embodiments, the open-winding motor 16 is further used to reversely rectify the braking recovery energy to the high-voltage battery 11 through the first channel and / or the second channel to charge the high-voltage battery 11 .

[0077] Specifically, the DC power of the high-voltage battery 11 can be reversibly converted into three-phase AC power to drive the open-winding motor 16 through the first channel formed by the first DC capacitor 18 and the motor inverter 17; the DC power of the high-voltage battery 11 can be reversibly converted into three-phase AC power to drive the open-winding motor 16 through the second channel formed by the OBC post-stage DC / DC12, the second DC capacitor 13, and the OBC pre-stage PFC14; the DC power of the high-voltage battery 11 is inverted into three-phase AC power through the first channel and the second channel and can simultaneously drive the open-winding motor 16; the braking recovery energy of the open-winding motor 16 can be reverse rectified through the first channel to charge the high-voltage battery 11; the braking recovery energy of the open-winding motor 16 can be reverse rectified through the second channel to charge the high-voltage battery 11; the single-three-phase charge and discharge switching switch 15 can perform single-phase and three-phase charging and discharging of the high-voltage battery 11 through the second channel.

[0078] In this embodiment, by adopting a motor control system that integrates traditional motor drive and charge and discharge functions and includes an open-winding motor 16, a motor inverter 17, a first DC capacitor 18, an OBC front-stage PFC 14, a second DC capacitor 13, an OBC rear-stage DC / DC 12, and a single-three-phase charge and discharge switching switch 15, the motor controller system has multiple drive, brake energy recovery, and charge and discharge channels, that is, the first channel composed of the first DC capacitor 18 and the motor inverter 17 is used for motor drive and brake energy recovery, and the second channel composed of the OBC rear-stage DC / DC 12, the second DC capacitor 13, and the OBC front-stage PFC 14 is used for single- and three-phase charge and discharge and brake energy recovery. The first channel and the second channel It is used for motor drive at the same time, thereby deeply reusing the first channel composed of OBC and the second channel composed of motor inverter 17 to form a single energy source dual DC bus open-winding motor 16 drive system. There is no need to add an additional three-phase converter, nor to change the converter topology. It can achieve three-level or even four-level converter control effects based on the existing two-level converter hardware, and achieve high fault tolerance, high capacity and high efficiency motor drive, and achieve higher power density. From the perspective of deep functional reuse, it solves the problems of low integration and single function of existing electric drive control and charging and discharging systems, that is, on the basis of changing the existing motor control system structure as little as possible, the motor inverter circuit and the OBC charging and discharging circuit are deeply reused.

[0079] Furthermore, in some embodiments, the circuit topology connection form between the post-stage DC / DC converter 12 of the OBC, the second DC capacitor 13 and the high-voltage battery 11 is an isolated topology or a non-isolated topology.

[0080] It can be understood that the OBC post-stage DC / DC 12 is connected to the second DC capacitor 13 and the high-voltage battery 11 respectively, and its circuit topology is not limited, including various types of isolated and non-isolated topologies.

[0081] Furthermore, the OBC post-stage DC / DC 12 can be either an isolated DC / DC or a non-isolated DC / DC. Under the premise that both the OBC pre-stage PFC 14 and the motor inverter 17 are two-level converters, when the OBC post-stage DC / DC 12 is an isolated DC / DC, the two DC bus voltages of the second DC capacitor 13 and the first DC capacitor 18 are isolated from each other, and the voltage on the second DC capacitor 13 can be flexibly controlled, thereby achieving the output effect of a four-level inverter motor drive, reducing harmonic content, and improving drive efficiency. When the OBC post-stage DC / DC 12 is a non-isolated DC / DC, the two DC bus voltages of the second DC capacitor 13 and the first DC capacitor 18 are equal, at which point the output effect of a three-level inverter motor drive can be achieved, reducing harmonic content, and improving drive efficiency.

[0082] Furthermore, the second channel composed of the OBC post-stage DC / DC 12, the second DC capacitor 13 and the OBC pre-stage PFC 14 can significantly improve the power density of the motor control system based on the reuse of charging, discharging and driving functions. With the opening up of the power grid and the development of V2G (Vehicle to Grid, electric vehicle V2G technology), high-power three-phase OBCs, such as 11kW, 22kW, 33kW, etc., will gradually be installed on automotive products. Reusing the three-phase OBC as the second channel to form a dual inverter with the first channel to simultaneously drive the open-winding motor 16 can achieve a significant increase in the power density of the electric control with relatively minor changes.

[0083] Furthermore, the dual-inverter drive mode of the open-winding motor 16 can achieve high fault-tolerance operation of the multi-phase motor. Under the premise that the OBC post-stage DC / DC 12 is a non-isolated DC / DC, when a fault occurs in one phase of the motor winding or inverter, there is no need to reconstruct the switching topology. Only the faulty part needs to be isolated to achieve motor derating operation, ensuring the reliability of the motor operation. Moreover, under the premise that the OBC post-stage DC / DC 12 is an isolated DC / DC topology, when a fault occurs in any module of the motor inverter 17 or the OBC pre-stage PFC 14, the open-winding motor 16 can be driven separately, improving the motor's fault operation capability.

[0084] In some embodiments, the neutral point of the stator winding of the open-winding motor 16 is in an open state.

[0085] Among them, the connection form of the stator winding is not limited, and the connection form can be star, triangle, pentagon, etc. In this case, the motor can be powered by multiple converters, which can reduce the capacity of a single converter. In addition, when the star connection is used, the current of the fault phase does not affect the operation of the normal phase.

[0086] In some embodiments, the open-winding motor 16 is powered by a multi-converter.

[0087] Furthermore, in some embodiments, the second DC capacitor is obtained by connecting a plurality of capacitors in series, or by connecting the plurality of capacitors in parallel, or by connecting the plurality of capacitors in series and in parallel.

[0088] Specifically, the single three-phase charge and discharge switching switch 15 is connected to the OBC front stage PFC14 and the second DC capacitor 13. When it works in three-phase charge and discharge, the second DC capacitor 13 provides an equivalent neutral point. When it works in single-phase charge and discharge, the midpoint of the third bridge arm of the OBC front stage PFC14 provides an equivalent neutral point.

[0089] Furthermore, in some embodiments, the second DC capacitor 13 is obtained by connecting multiple capacitors in series, or by connecting multiple capacitors in parallel, or by connecting multiple capacitors in series and in parallel.

[0090] It can be understood that the second DC capacitor 13 serves as an energy transfer station for the OBC front-stage PFC14 and the OBC post-stage DC / DC12. The energy source can come from the high-voltage battery 11 inside the car, the motor and the external charging pile. Its series and parallel connection form is not limited. It can be formed by multiple capacitors in series, multiple capacitors in parallel, or a series and parallel combination of multiple capacitors.

[0091] Specifically, the DC power of the high-voltage battery 11 is inverted into three-phase AC power through the first channel formed by the first DC capacitor 18 and the motor inverter 17 to independently drive the open-winding motor 16. The DC power of the high-voltage battery 11 is inverted into three-phase AC power through the second channel formed by the OBC post-stage DC / DC12, the second DC capacitor 13, and the OBC pre-stage PFC14 to independently drive the open-winding motor 16. The DC power of the high-voltage battery 11 is inverted into three-phase AC power through the first channel and the second channel to simultaneously drive the open-winding motor 16. The braking recovery energy of the open-winding motor 16 can be reverse rectified through the first channel and the second channel to charge the high-voltage battery 11. The single-three-phase charge and discharge switching switch 15 can independently perform single-three-phase charge and discharge on the high-voltage battery 11 through the second channel.

[0092] Furthermore, in some embodiments, the circuit topology connection form between the motor inverter 17, the first DC capacitor 18, and the open-winding motor 16 is a three-phase six-switch form.

[0093] It is understood that the motor inverter 17 is connected to the first DC capacitor 18 and the open-winding motor 16, respectively, and its circuit topology is a three-phase six-switch structure, with the switches being various semiconductor switches. The power device selection of the three-phase six-switch converter is not limited and can be IGBT devices or various MOS transistors, including SiCMOS, GaNMOS, etc.

[0094] The technical solution of this application is described in detail below through a specific circuit schematic diagram:

[0095] Specifically, if Figure 9 As shown, Figure 9 This is an example circuit diagram of a motor control system of the present application. To facilitate the explanation of the motor control method, other electrical equipment, such as AC and DC EMI (Electromagnetic Interference) circuits, are ignored in the figure. Only the high-voltage battery 11, the isolated OBC post-stage DC / DC 12, the second DC capacitor 13, the OBC pre-stage PFC 14, the single-three-phase charge and discharge switching switch 15, the open-winding motor 16, the motor inverter 17, and the first DC capacitor 18 are considered.

[0096] Among them, the external input / output of the high-voltage battery 11 is composed of a DC positive electrode and a negative electrode, and its internal structure includes but is not limited to a high-voltage DC relay, a battery module, etc.

[0097] The isolated OBC post-stage DC / DC converter 12 includes a first converter 121, an isolation transformer unit 122, and a second converter 123. The isolation transformer unit 122 includes a primary side P and a secondary side S. The first converter 121 includes a full-bridge rectifier circuit consisting of arm switch units Q19, Q20, Q17, and Q18, and a filter capacitor C5. The upper ends of the arm switch units Q19 and Q17 are connected together to form the first DC positive terminal of the isolated OBC post-stage DC / DC converter 12. The lower ends of the arm switch units Q20 and Q18 are connected together to form the first DC negative terminal of the isolated OBC post-stage DC / DC converter 12. The filter capacitor C5 is connected to the first DC positive terminal and the first DC negative terminal of the isolated OBC post-stage DC / DC converter 12, respectively. The midpoints of the arm switch units Q19 and Q20, and the midpoints of Q17 and Q18, are connected to the primary side P of the isolation transformer unit 122. The second converter 123 includes a full-bridge rectifier circuit consisting of arm switch cells Q15, Q16, Q13, and Q14, as well as a resonant inductor L3 and a resonant capacitor C4. The upper ends of the arm switch cells Q15 and Q13 are connected together to form the second positive DC voltage of the isolated OBC post-stage DC / DC 12. The lower ends of the arm switch cells Q16 and Q14 are connected together to form the second negative DC voltage of the isolated OBC post-stage DC / DC 12. One end of the resonant inductor L3 is connected to the midpoint of the arm switch cells Q13 and Q14, and the other end is connected to the secondary side S of the isolation transformer unit 122. One end of the resonant capacitor C4 is connected to the midpoint of the arm switch cells Q15 and Q16, and the other end is connected to the secondary side S of the isolation transformer unit 122.

[0098] Furthermore, the isolated OBC post-stage DC / DC 12 includes but is not limited to various isolated DC / DC topologies, such as SRC (Series Resonant Converter), LLC (Logical Link Control) resonant converter, etc., and its bridge arm switching units include but are not limited to various fast and slow switches, such as IGBT (Insulated Gate Bipolar Transistor), MOSFET (Metal-Oxide-Semiconductor Field-Effect Transistor), Cool MOS, SiC MOS, etc.

[0099] The second DC capacitor 13 is composed of a capacitor C2 and a capacitor C3 connected in series. The midpoint lead wires of the capacitors C2 and C3 are connected to the single-phase three-phase switching charge and discharge switch 15.

[0100] Among them, the OBC front-stage PFC14 is a three-phase full-bridge converter unit composed of bridge arm switch units Q7, Q8, Q9, Q10, Q11, and Q12. The upper ends of the bridge arm switch units Q11, Q9, and Q7 are connected together to form the DC positive of the OBC front-stage PFC14, and the lower ends of the bridge arm switch units Q12, Q10, and Q8 are connected together to form the DC negative of the OBC front-stage PFC14.

[0101] The single-phase three-phase charge-discharge switch 15 includes a first switch K1, a second switch K2, a third switch K3, and energy storage inductors L1 and L2. The first switch K1's two terminals are connected between the three-phase AC lines La and Lb, the second switch K2's two terminals are connected between the three-phase AC line Lc and the neutral line N, and the third switch K3's two terminals are connected to the midpoint lead wires of capacitors C2 and C3 and the neutral line N, respectively. The single-phase three-phase charge-discharge switch 15 is a single-phase three-phase switching control switch for charging and discharging electric vehicles.

[0102] Among them, the three-phase stator windings AX, BY, and CZ of the open-winding motor 16 are all in the open state, and there is no neutral line. The motor inverter 17 is a three-phase full-bridge converter unit composed of bridge arm switch units Q1, Q2, Q3, Q4, Q5, and Q6. The upper ends of the bridge arm switch units Q1, Q3, and Q5 are connected together to form the DC positive of the motor inverter 17, and the lower ends of the bridge arm switch units Q2, Q4, and Q6 are connected together to form the DC negative of the motor inverter 17. The first DC capacitor 18 is composed of a thin film capacitor C1.

[0103] The connection relationship of the embodiment of the present application is as follows: the first DC positive of the isolated OBC rear stage DC / DC12 is connected to the positive electrode of the high-voltage battery 11, and the first DC negative of the isolated OBC rear stage DC / DC12 is connected to the negative electrode of the high-voltage battery 11; the second DC positive of the isolated OBC rear stage DC / DC12 is connected to the DC positive of the OBC front stage PFC14, and the first DC negative of the isolated OBC rear stage DC / DC12 is connected to the DC negative of the OBC front stage PFC14; the midpoint lead wires of the OBC front stage PFC14 bridge arm switch units Q7 and Q8 are respectively connected to one end of the inductor L1 of the single three-phase charge and discharge switch 15 and the X end of the stator AX winding of the open winding motor 16, and the midpoint lead wires of the OBC front stage PFC14 bridge arm switch units Q9 and Q10 are respectively connected to the single three-phase charge and discharge switch 15. One end of the inductor L2 of the discharge switching switch 15 is connected to the Y end of the stator BY winding, and the midpoint lead-out lines of the OBC front-stage PFC14 bridge arm switch units Q11 and Q12 are led out as Lc and connected to the Z end of the stator CZ winding; the midpoint lead-out lines of the motor inverter 17 bridge arm switch units Q1 and Q2 are connected to the A end of the stator AX winding of the open-winding motor 16, the midpoint lead-out lines of the motor inverter 17 bridge arm switch units Q3 and Q4 are connected to the B end of the stator BY winding of the open-winding motor 16, and the midpoint lead-out lines of the motor inverter 17 bridge arm switch units Q5 and Q6 are connected to the C end of the stator CZ winding of the open-winding motor 16; the DC positive of the motor inverter 17 is connected to the positive pole of the high-voltage battery 11, and the DC negative of the motor inverter 17 is connected to the negative pole of the high-voltage battery 11.

[0104] like Figure 10 As shown, the three-phase charging is implemented as follows: the first switch K1 and the second switch K2 of the single three-phase charge and discharge switching switch 15 are both disconnected, the third switch K3 is closed, and the external charging pile is connected; the three-phase six switches Q1, Q1, Q2, Q3, Q4, Q5, and Q6 of the motor inverter 17 are all disconnected to avoid the motor starting during charging. At this time, the external three-phase AC power supply is converted into a higher voltage DC power through the capacitor midpoint two-level three-phase four-wire rectifier shown in the OBC front stage PFC14, and then matched with the battery DC voltage for charging through the LLC circuit shown in the isolated OBC back stage DC / DC12.

[0105] Among them, the single three-phase charge and discharge switching switch 15, the first to third ends of the single three-phase charge and discharge switching switch 15 are respectively connected to the first to third AC output ends of the front-stage PFC 14 of the OBC, and the fourth end of the single three-phase charge and discharge switching switch 15 is connected to the midpoint of the second DC capacitor 13. Among them, the single three-phase charge and discharge switching switch 15 is used to control the first end La and the second end Lb of the single three-phase charge and discharge switching switch 15 to be equivalent to a single-phase live wire input end when receiving a single-phase charge and discharge instruction, and control the third end Lc and the fourth end N of the single three-phase charge and discharge switching switch 15 to be equivalent to a neutral line, so as to perform single-phase charge and discharge on the high-voltage battery 11 through the second channel, or, when receiving a three-phase charge and discharge instruction, control the first to third ends of the single three-phase charge and discharge switching switch 15 to be in a three-phase independent phase line state, and the fourth end is a neutral line at this time, so as to perform three-phase charge and discharge on the high-voltage battery through the second channel.

[0106] In addition, it should be noted that the three-phase inductance is balanced during charging and discharging. To facilitate the explanation of the working principle of the embodiment of the present application, Figure 10 The circuit shown does not include other inductors. The topology of the OBC front-stage PFC 14 includes but is not limited to a capacitor midpoint type two-level three-phase four-wire rectifier and a three-phase four-bridge type.

[0107] Furthermore, three-phase discharge is similar to three-phase charging and will not be further described here. In three-phase discharge mode, the OBC can also be connected to the grid as a low-voltage APF to achieve harmonic control and improve the power quality of the low-voltage distribution network.

[0108] like Figure 11 As shown, single-phase charging is implemented as follows: the first switch K1 and the second switch K2 of the single three-phase charge and discharge switching switch 15 are closed, the third switch K3 is disconnected, and the external charging pile is connected; the three-phase six switches Q1, Q1, Q2, Q3, Q4, Q5, and Q6 of the motor inverter 17 are all disconnected to avoid starting the motor during charging. At this time, the external single-phase AC power supply is converted into a higher voltage DC power through the two parallel interleaved PFCs shown in the OBC front-stage PFC14, and then matched with the battery DC voltage through the LLC circuit shown in the isolated OBC back-stage DC / DC12 for charging.

[0109] It should be noted that single-phase discharge is similar to single-phase charging and will not be described in detail here.

[0110] like Figure 12As shown, the first channel independently drives the open-winding motor 16 by disconnecting the first, second, and third switches K1, K2, and K3 of the single-phase three-phase charge / discharge switch 15. The three-phase upper-arm switches Q11, Q9, and Q7 of the OBC pre-stage PFC 14 are all turned on, while the lower-arm switches Q12, Q10, and Q8 are all turned off, closing the neutral point of the motor's three-phase stator windings. At this point, the DC power from the high-voltage battery 11 is converted into three-phase AC power by the motor inverter 17 to independently drive the open-winding motor 16.

[0111] In addition, when the first channel drives the open-winding motor 16 alone, the OBC front-stage PFC 14 can also turn on its three lower bridge arm switches Q12, Q10, and Q8 at the same time, which is not limited here.

[0112] Furthermore, the braking recovery energy of the open-winding motor 16 is also recovered to the high-voltage battery 11 through the first channel.

[0113] like Figure 13 As shown, the second channel independently drives the open-winding motor 16 by disconnecting the first, second, and third switches K1, K2, and K3 of the single three-phase charge-discharge switch 15. The three-phase upper-arm switches Q1, Q3, and Q5 of the motor inverter 17 are all turned on, while the lower-arm switches Q2, Q4, and Q6 are all turned off, closing the neutral point of the motor's three-phase stator winding. At this point, the DC power from the high-voltage battery 11 is converted into three-phase AC power by the OBC's post-stage DC / DC converter 12 and pre-stage PFC 14, which independently drives the open-winding motor 16.

[0114] In addition, when the second channel drives the open-winding motor 16 alone, the motor inverter 17 can also turn on its three lower bridge arm switches Q2, Q4, and Q6 at the same time, which is not limited here.

[0115] like Figure 10 As shown, the first and second channels simultaneously drive the open-winding motor 16 as follows: the first switch K1, the second switch K2, and the third switch K3 of the single three-phase charge-discharge switch 15 are all disconnected; the high-voltage battery 11 transmits AC power to the first and second channels via the first and second DC capacitors 18 and 13, respectively, to supply the open-winding motor 16. If the voltage of the second DC capacitor 13 is controlled to be equal to the voltage of the first DC capacitor 18, the dual-inverter two-level open-winding motor 16 can be equivalent to a three-level inverter drive, with 19 different voltage vectors. If the voltage of the second DC capacitor 13 is controlled to be equal to half the voltage of the first DC capacitor 18, the dual-inverter two-level open-winding motor 16 can be equivalent to a four-level inverter drive, with 37 different voltage vectors. Because the dual inverter drives the open-winding motor 16, each stator phase winding is independent and has multiple redundant voltage vectors, derating operation can be achieved even in the event of a motor phase loss or switch component failure.

[0116] Further, if Figure 14 As shown, Figure 14 This is another example circuit diagram of the motor control system of the embodiment of the present application, and Figure 8 The difference is that the OBC post-stage DC / DC 12 changes from an isolated circuit topology to a non-isolated circuit topology. This topology directly determines the control method of the dual-inverter driving the open-winding motor 16, and changes from an isolated DC bus dual-inverter drive to a common DC bus dual-inverter drive. At this time, a zero-sequence loop is formed, and an additional control strategy for suppressing the zero-sequence current is required.

[0117] Furthermore, in some embodiments, the above-mentioned motor control system 10 also includes: a first vehicle-mounted DC / DC 19, the first to second DC output terminals of the first vehicle-mounted DC / DC 19 are respectively connected to the two ends of the low-voltage battery 20, and the third to fourth DC output terminals of the first vehicle-mounted DC / DC 19 are respectively connected in parallel with the first DC capacitor 18 and the high-voltage battery 11, so as to utilize the DC power of the high-voltage battery 11 or the open-winding motor 16 to recover braking energy to power the low-voltage battery 20 or the low-voltage load.

[0118] Specifically, if Figure 15 As shown, the module structure of the motor control system provided in the second embodiment of the present application is different from that in the first embodiment in that the first on-board DC / DC 19 is connected in parallel with the first DC capacitor 18 and the high-voltage battery 11, and the energy recovered by the open-winding motor 16 through braking can be directly supplied to the low-voltage battery 20 or the low-voltage load through the motor inverter 17 and the on-board DC / DC 19. The DC power of the high-voltage battery 11 can also be supplied to the low-voltage battery 20 or the low-voltage load through the on-board DC / DC 19. The DC power output by the external AC power through the OBC is similar to the above.

[0119] Furthermore, in some embodiments, the above-mentioned motor control system 10 also includes: a second vehicle-mounted DC / DC 23, which is connected in parallel with the second DC capacitor 13 to utilize the electric energy flowing through the second DC capacitor 13 to power the low-voltage battery 20 or the low-voltage load.

[0120] Specifically, if Figure 16 As shown, the module structure of the motor control system provided in the third embodiment of the present application is different from that in the second embodiment in that the second vehicle-mounted DC / DC 23 is connected in parallel with the second DC capacitor 13 , and the second vehicle-mounted DC / DC 23 can receive the electrical energy flowing through the second DC capacitor 13 .

[0121] Furthermore, in some embodiments, the above-mentioned motor control system 10 also includes: an energy boosting component 21, which is respectively connected in parallel with the first DC capacitor 18 and the high-voltage battery 11 to provide electrical energy to the high-voltage battery 11, the low-voltage battery 20 and the open-winding motor 16.

[0122] Specifically, if Figure 17 As shown, the fourth embodiment of the present application provides a multi-channel high fault tolerance deep multiplexing extended range motor control system module structure. Unlike the first embodiment, the energy boosting component 21 (i.e., the range extender 21) can be used as another energy source to supply energy to the high voltage battery 11, the low voltage battery 20 and the open winding motor 16. For details, see Figure 15 and Figure 16 .

[0123] Furthermore, in some embodiments, the above-mentioned motor control system 10 also includes: a power generation component 22, which is respectively connected in parallel with the first DC capacitor 18 and the high-voltage battery 11 to provide electrical energy to the high-voltage battery 11, the low-voltage battery 20 and the open-winding motor 16.

[0124] Specifically, if Figure 18 As shown, the fifth embodiment of the present application provides a multi-channel high fault tolerance deep multiplexing fuel power generation version motor control system module structure. The difference from the first embodiment is that the power generation component 22 (fuel power generation 22) can be used as another energy source to supply energy to the high voltage battery 11, the low voltage battery 20 and the open winding motor 16. For details, see Figure 15 and Figure 16 .

[0125] On this basis, both extended-range power generation and fuel cell power generation can be used as extended energy sources for motor control systems and their control methods, as well as vehicles.

[0126] The comparison between the embodiments of the present application and the related art is as follows:

[0127] (1) Since the existing motor control system that integrates the multiplexed motor inverter and the OBC requires additional switching devices to be added to the motor stator winding side to avoid starting the motor during charging and discharging, resulting in a waste of space and cost, the motor control system of the embodiment of the present application uses an open-winding motor. When the OBC performs charging and discharging operations, it is only necessary to control the switching devices of the motor inverter to avoid incorrect starting of the motor. There is no need to add additional switches on the motor stator winding side, which reduces cost and space and is more conducive to optimizing the layout structure of the motor control system to achieve higher power density.

[0128] (2) In the related art, if a multi-level control effect is to be achieved, a more complex multi-level converter topology must be used to drive the motor, resulting in an increase in the number of motor inverter switching devices and other auxiliary devices, increasing the cost of the motor control system, increasing the space layout, and reducing the power density. The embodiment of the present application reuses the OBC as the second channel to drive the motor together with the first channel of the motor inverter. Under the premise of minor changes to the existing structure, it can achieve the output effect of a three-level or even four-level inverter based on the hardware foundation of a two-level inverter, that is, high-efficiency drive.

[0129] (3) In the related art, if the motor output power is increased, a larger power switching device needs to be used, which is costly and has fewer options. However, the embodiment of the present application adopts a dual inverter drive mode composed of multiplexing OBC and motor inverter, which can achieve a higher power output of the motor without changing the switching device.

[0130] (4) In related technologies, multi-phase motors are often used to improve the fault tolerance of motor operation, which requires redesigning the motor's stator and rotor windings. However, the embodiments of the present application use open-winding motors, which only require opening the neutral point of the stator winding. This reduces the difficulty of motor design and makes the design cost easy to control. When the motor inverter completely fails, the second channel composed of the reused OBC can still serve as an emergency channel to drive the motor to operate at a reduced rating.

[0131] In summary, the embodiment of the present application adopts a motor control system that integrates traditional motor drive and charging and discharging functions, including an open-winding motor, a motor inverter, a first DC capacitor, an OBC pre-stage PFC, a second DC capacitor, an OBC post-stage DC / DC and a single three-phase charge and discharge switching switch 15, so that the motor control system has multiple drive, braking energy recovery and charging and discharging channels, and deeply reuses the OBC pre-stage PFC and the motor inverter to form an open-winding motor drive system with a single energy source and dual DC bus. There is no need to add an additional three-phase converter or change the converter topology. On the basis of the hardware of the two-level converter, a three-level or even four-level converter control effect is achieved, the fault tolerance and capacity efficiency of the motor drive are improved, and higher power density is achieved. From the perspective of deep functional multiplexing, the problems of low integration and single function of the electric drive control and charging and discharging system in the related technology are solved.

[0132] According to the motor control system proposed in the embodiment of the present application, a rear-stage DC / DC converter of an on-board charger (OBC), a front-stage power factor corrector (PFC) of the OBC, a first DC capacitor, a second DC capacitor, a motor inverter, and an open-winding motor are used. The first DC capacitor is connected to the high-voltage battery and the motor inverter at both ends to form a first channel, and the high-voltage battery, the rear-stage DC / DC converter of the OBC, the second DC capacitor, and the front-stage PFC of the OBC are connected in a preset order to form a second channel. The first channel is used to invert the DC power of the high-voltage battery into a first three-phase AC power, and the second channel is used to invert the DC power of the high-voltage battery into a second three-phase AC power. The open-winding motor is driven by the first three-phase AC power and / or the second three-phase AC power. This solves the problems of low functional reuse of the motor inverter and the on-board charger, low motor control fault tolerance, improves the efficiency of the electric drive assembly or the electric control assembly, increases the success rate density of the electric drive assembly or the electric control assembly, and improves the fault operation capability.

[0133] Next, a control method of a motor control system according to an embodiment of the present application will be described with reference to the accompanying drawings.

[0134] Figure 19 It is a flowchart of a control method of a motor control system according to an embodiment of the present application.

[0135] like Figure 19 As shown, the control method of the motor control system includes the following steps:

[0136] In step S1901, a first channel is formed by connecting the two ends of a first DC capacitor to a high-voltage battery and a motor inverter respectively, and a second channel is formed by connecting the high-voltage battery, the rear-stage DC / DC converter of the OBC, the second DC capacitor and the front-stage PFC of the OBC in a preset order.

[0137] In step S1902, the direct current of the high-voltage battery is inverted into a first three-phase alternating current by using the first channel, and the direct current of the high-voltage battery is inverted into a second three-phase alternating current by using the second channel.

[0138] In step S1903, the open-winding motor is driven by the first three-phase alternating current and / or the second three-phase alternating current; wherein the first to third AC output terminals of the motor inverter and the first to third AC output terminals of the front-stage PFC of the OBC are respectively connected to the first to third lead terminals and the fourth to sixth lead terminals of the stator winding of the open-winding motor.

[0139] Furthermore, in some embodiments, the control method of the motor control system further includes: using an open-winding motor to reversely rectify the braking recovery energy to the high-voltage battery through the first channel and / or the second channel to charge the high-voltage battery.

[0140] Furthermore, in some embodiments, the control method of the above-mentioned motor control system also includes: when receiving a single-phase charge and discharge instruction, controlling the first end La and the second end Lb of the single three-phase charge and discharge switching switch 15 to be equivalent to a single-phase live wire input end, and controlling the third end Lc and the fourth end N of the single three-phase charge and discharge switching switch 15 to be equivalent to a neutral line, so as to perform single-phase charge and discharge on the high-voltage battery 11 through the second channel, or, when receiving a three-phase charge and discharge instruction, controlling the first to third ends of the single three-phase charge and discharge switching switch 15 to be in a three-phase independent phase line state, and the fourth end is a neutral line at this time; wherein, the first to third ends of the single three-phase charge and discharge switching switch are respectively connected to the first to third output ends of the front-stage PFC of the OBC, and the fourth end of the single three-phase charge and discharge switching switch is connected to the second DC capacitor.

[0141] Furthermore, in some embodiments, the control method of the above-mentioned motor control system also includes: based on the first on-board DC / DC, using the DC power of the high-voltage battery or the braking recovery energy of the open-winding motor to power the low-voltage battery or the low-voltage load, wherein the first to second DC output terminals of the first on-board DC / DC are respectively connected to the two ends of the low-voltage battery, and the third to fourth DC output terminals of the first on-board DC / DC are respectively connected in parallel with the first DC capacitor and the high-voltage battery.

[0142] Furthermore, in some embodiments, the control method of the above-mentioned motor control system also includes: based on a second on-board DC / DC, using the electric energy flowing through the second DC capacitor to power a low-voltage battery or a low-voltage load, wherein the second on-board DC / DC is connected in parallel with the second DC capacitor.

[0143] Furthermore, in some embodiments, the control method of the above-mentioned motor control system also includes: providing electrical energy to the high-voltage battery, the low-voltage battery and the open-winding motor through an energy boosting component, wherein the energy boosting component is connected in parallel with the first DC capacitor and the high-voltage battery respectively.

[0144] Furthermore, in some embodiments, the control method of the above-mentioned motor control system also includes: providing electrical energy to the high-voltage battery, the low-voltage battery and the open-winding motor through a power generation component, wherein the power generation component is connected in parallel with the first DC capacitor and the high-voltage battery respectively.

[0145] It should be noted that the above explanation of the motor control system embodiment is also applicable to the control method of the motor control system of this embodiment, and will not be repeated here.

[0146] According to the control method of the motor control system proposed in the embodiment of the present application, a first channel is formed by connecting the two ends of a first DC capacitor to a high-voltage battery and a motor inverter respectively, and a second channel is formed by connecting the high-voltage battery, the rear-stage DC / DC converter of the OBC, the second DC capacitor, and the front-stage PFC of the OBC in a preset order. The first channel is used to invert the DC power of the high-voltage battery into a first three-phase AC power, and the second channel is used to invert the DC power of the high-voltage battery into a second three-phase AC power. The open-winding motor is driven by the first three-phase AC power and / or the second three-phase AC power. This solves the problems of low functional reuse between the motor inverter and the on-board charger, and low motor control fault tolerance, improves the efficiency of the electric drive assembly or the electric control assembly, increases the success rate density of the electric drive assembly or the electric control assembly, and improves the fault operation capability.

[0147] An embodiment of the present application also provides a vehicle, which includes the above-mentioned motor control system.

[0148] According to the vehicle proposed in the embodiment of the present application, the above-mentioned motor control system solves the problems of low functional reuse of the motor inverter and the on-board charger, and low fault tolerance of the motor control, thereby improving the efficiency of the electric drive assembly or the electronic control assembly, improving the success rate density of the electric drive assembly or the electronic control assembly, and improving the fault operation capability.

[0149] In the description of this specification, the description with reference to the terms "one embodiment", "some embodiments", "example", "specific example", or "some examples" means that the specific features, structures, materials or characteristics described in conjunction with the embodiment or example are included in at least one embodiment or example of the present application. In this specification, the schematic representations of the above terms do not necessarily refer to the same embodiment or example. Moreover, the specific features, structures, materials or characteristics described can be combined in any one or N embodiments or examples in a suitable manner. In addition, those skilled in the art can combine and combine different embodiments or examples described in this specification and features of different embodiments or examples without contradiction.

[0150] Furthermore, the terms "first" and "second" are used for descriptive purposes only and should not be understood to indicate or imply relative importance or implicitly specify the number of technical features indicated. Thus, a feature specified as "first" or "second" may explicitly or implicitly include at least one such feature. In the description of this application, "N" means at least two, for example, two, three, etc., unless otherwise specifically defined.

[0151] Any process or method description in a flowchart or otherwise described herein may be understood to represent a module, fragment or portion of code comprising one or more executable instructions for implementing the steps of a custom logical function or process, and the scope of the preferred embodiments of the present application includes alternative implementations in which functions may be performed out of the order shown or discussed, including performing functions in a substantially simultaneous manner or in reverse order depending on the functions involved, which should be understood by those skilled in the art to which the embodiments of the present application belong.

[0152] It should be understood that various parts of the present application can be implemented using hardware, software, firmware, or a combination thereof. In the above embodiment, the N steps or methods can be implemented using software or firmware stored in a memory and executed by a suitable instruction execution system. For example, if implemented using hardware, as in another embodiment, any one of the following technologies known in the art or a combination thereof can be used: a discrete logic circuit having a logic gate circuit for implementing a logic function on a data signal, an application-specific integrated circuit having a suitable combination of logic gate circuits, a programmable gate array, a field programmable gate array, etc.

[0153] Those skilled in the art will understand that all or part of the steps in the method of the above embodiment can be completed by instructing related hardware through a program, and the program can be stored in a computer-readable storage medium. When the program is executed, it includes one or a combination of the steps of the method embodiment.

[0154] Although the embodiments of the present application have been shown and described above, it can be understood that the above embodiments are exemplary and cannot be understood as limitations on the present application. Ordinary technicians in this field can change, modify, replace and modify the above embodiments within the scope of the present application.

Claims

1. A motor control system, characterized in that: include: The on-board charger OBC comprises a rear-stage DC / DC converter, a front-stage power factor corrector PFC of the OBC, a first DC capacitor, a second DC capacitor, a motor inverter, and an open-winding motor. The first to third AC output terminals of the motor inverter are respectively connected to the first to third lead terminals of the stator winding of the open-winding motor. The first to third AC output terminals of the front-stage PFC of the OBC are respectively connected to the fourth to sixth lead terminals of the stator winding of the open-winding motor. The single-phase three-phase charge and discharge switch is respectively connected to the front-stage power factor corrector PFC and the second DC capacitor of the OBC. The two ends of the first DC capacitor are connected to the high-voltage battery and the motor inverter to form a first channel, and the first channel is used to invert the DC power of the high-voltage battery into a first three-phase AC power, and the open-winding motor is driven by the first three-phase AC power; and / or, by connecting the high-voltage battery, the post-stage DC / DC converter of the OBC, the second DC capacitor, and the pre-stage PFC of the OBC in a preset order to form a second channel, and using the second channel to invert the DC power of the high-voltage battery into a second three-phase AC power, and then driving the open-winding motor via the second three-phase AC power; the open-winding motor is further used to: Reversely rectifying the braking recovery energy to the high-voltage battery through the first channel and / or the second channel to charge the high-voltage battery; and further comprising: A first on-board DC / DC, wherein the first to second DC output terminals of the first on-board DC / DC are respectively connected to the two ends of the low-voltage battery, and the third to fourth DC output terminals of the first on-board DC / DC are respectively connected in parallel with the first DC capacitor and the high-voltage battery, so as to utilize the DC power of the high-voltage battery or the braking recovery energy of the open-winding motor to power the low-voltage battery or the low-voltage load.

2. The motor control system according to claim 1, characterized in that: Also includes: A second on-vehicle DC / DC is connected in parallel with the second DC capacitor to utilize the electric energy flowing through the second DC capacitor to power the low-voltage battery or the low-voltage load.

3. The motor control system according to claim 2, characterized in that: Also includes: An energy boosting component is connected in parallel with the first DC capacitor and the high-voltage battery, respectively, to provide electrical energy to the high-voltage battery, the low-voltage battery and the open-winding motor.

4. The motor control system according to claim 3, characterized in that: Also includes: A power generation component is connected in parallel with the first DC capacitor and the high-voltage battery respectively to provide electrical energy to the high-voltage battery, the low-voltage battery and the open-winding motor.

5. The motor control system according to claim 1, characterized in that: The neutral point of the stator winding of the open-winding motor is in an open state.

6. The motor control system according to claim 4, characterized in that: The open-winding motor is powered by a multi-converter.

7. The motor control system according to claim 1, characterized in that: The second DC capacitor is arranged between the rear-stage DC / DC converter of the OBC and the front-stage power factor corrector PFC of the OBC.

8. The motor control system according to claim 5, characterized in that: The second DC capacitor is obtained by connecting multiple capacitors in series, or by connecting the multiple capacitors in parallel, or by connecting the multiple capacitors in series and in parallel.

9. The motor control system according to claim 1, characterized in that: The circuit topology connection form between the post-stage DC / DC converter of the OBC, the second DC capacitor and the high-voltage battery is an isolated topology or a non-isolated topology.

10. The motor control system according to claim 1, characterized in that: The circuit topology connection form between the motor inverter, the first DC capacitor, and the open-winding motor is a three-phase six-switch form.

11. A vehicle, characterized in that: include: The motor control system according to any one of claims 1 to 10.

12. A control method for a motor control system, characterized in that: The following steps are involved: A first channel is formed by connecting the two ends of a first DC capacitor to a high-voltage battery and a motor inverter, respectively. A second channel is formed by connecting the high-voltage battery, a rear-stage DC / DC converter of an OBC, a second DC capacitor, and a front-stage PFC of the OBC in a preset order. A single three-phase charge and discharge switch is connected to the front-stage PFC of the OBC and the second DC capacitor, respectively. Inverting the DC power of the high-voltage battery into a first three-phase AC power by using the first channel, and inverting the DC power of the high-voltage battery into a second three-phase AC power by using the second channel; as well as An open-winding motor is driven by the first three-phase alternating current and / or the second three-phase alternating current; wherein the first to third AC output terminals of the motor inverter and the first to third AC output terminals of the front-stage PFC of the OBC are respectively connected to the first to third lead terminals and the fourth to sixth lead terminals of the stator winding of the open-winding motor; and further comprising: The open-winding motor is used to reversely rectify the braking recovery energy to the high-voltage battery through the first channel and / or the second channel to charge the high-voltage battery; and further includes: Based on the first on-vehicle DC / DC, the DC power of the high-voltage battery or the braking recovery energy of the open-winding motor is used to power the low-voltage battery or the low-voltage load, wherein, The first to second DC output terminals of the first vehicle-mounted DC / DC are respectively connected to the two ends of the low-voltage battery, and the third to fourth DC output terminals of the first vehicle-mounted DC / DC are respectively connected in parallel with the first DC capacitor and the high-voltage battery.

13. The method according to claim 12, characterized in that Also includes: Based on the second on-vehicle DC / DC, the electric energy flowing through the second DC capacitor is used to power the low-voltage battery or the low-voltage load, wherein: The second vehicle-mounted DC / DC is connected in parallel with the second DC capacitor.

14. The method according to claim 13, characterized in that Also includes: Electric energy is provided to the high-voltage battery, the low-voltage battery and the open-winding motor through an energy boosting component, wherein the energy boosting component is connected in parallel with the first DC capacitor and the high-voltage battery respectively.

15. The method according to claim 14, characterized in that Also includes: Electric energy is provided to the high-voltage battery, the low-voltage battery and the open-winding motor through a power generation component, wherein the power generation component is connected in parallel with the first DC capacitor and the high-voltage battery respectively.

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