Device for equivalently realizing charging by an in-vehicle charger based on a dual-winding motor control topology

Abstract

The present invention discloses a device that equivalently realizes charging by an in-vehicle charger based on a dual-winding motor control topology. The device includes a battery module, a switch assembly, a first-phase bridge arm, a second-phase bridge arm, a third-phase bridge arm, a fourth-phase bridge arm, a fifth-phase bridge arm, a sixth-phase bridge arm, a seventh-phase bridge arm, a capacitor C1, a capacitor C2, a first winding, a second winding, a third winding, a fourth winding, a fifth winding, and a sixth winding. By controlling the on / off of the switch assembly, it enters a first operating mode and a second operating mode. The first operating mode is a dual-winding motor control mode, where the switch assembly is controlled to cut off the first-phase bridge arm, and the capacitor C1, the second-phase bridge arm, the third-phase bridge arm, and the fourth-phase bridge arm constitute a first dual-winding motor power control module. The present invention does not require the in-vehicle charger to be a separate and independent module, greatly multiplexes the hardware topology under dual-winding motor control, and realizes two functions with one topology.

Description

Technical Field

[0001] The present invention relates to the technical field of new energy vehicles, and particularly to an apparatus for equivalently realizing charging by an in-vehicle charger based on a dual-winding motor control topology.

Background Art

[0002] Batteries are an important factor restricting the development of electric vehicles. Compared with lead-acid batteries and nickel batteries, lithium batteries have advantages such as high energy density, long average service life, high operating voltage and current of a single battery, high power density, non-toxicity, and low cost, and are widely used in the field of electric vehicles. Currently, electric vehicle users generally pay attention to the battery charging problem.

[0003] A charging pile is off-vehicle charging equipment, usually installed at a fixed operation location, and can directly supply a DC voltage to the battery pack of an electric vehicle, having the advantages of large charging power and fast charging speed. However, the charging location is fixed and the portability is not good. Compared with a charging pile, an in-vehicle charger can provide a more convenient charging method.

[0004] Limited by the limited space inside the vehicle, the in-vehicle charger requires a small volume and weight. Also, from the user's perspective, high charging efficiency is required. At the same time, while meeting the user's functional requirements, it is also an important issue that developers need to consider to compress the hardware cost as much as possible.

[0005] Currently, the in-vehicle charger needs to be added to the hardware configuration of an electric vehicle as a single module alone, and related optimization solutions are also studied for the entire module. Therefore, for the above description, it is desirable to obtain an alternative solution for a new type of in-vehicle charger that can effectively solve the space limitation of electric vehicles, reduce the cost of the entire hardware, and improve the charging efficiency as much as possible.

[0006] For example, Chinese Patent Application No. CN202110732515.0 discloses an in-vehicle integrated charger drive circuit based on a dual three-phase permanent magnet synchronous motor drive system. The system operates in multiple functional modes such as electric drive, charging, and V2G. The electric drive, high-rated inverter, and motor windings can all achieve multiplexing without the need to add other components, reducing costs. However, the technical means of this application have problems such as low charging efficiency and high heat generation.

Summary of the Invention

Problems to be Solved by the Invention

[0007] The present invention mainly solves the problem that in the prior art, it is necessary to provide an in-vehicle charger separately, which has a large occupied space and low charging efficiency. An apparatus is provided that equivalently realizes charging by an in-vehicle charger based on a dual-winding motor control topology, multiplexes one set of hardware devices, simultaneously realizes the control of a dual-winding motor and the functional needs of charging by an in-vehicle charger, saves equipment space, has sufficient cost advantages, and has higher charging efficiency.

Means for Solving the Problems

[0008] The above problems of the present invention are mainly solved by the following technical means. An apparatus for equivalently realizing charging by an in-vehicle charger based on a dual-winding motor control topology, including a battery module, a switch assembly, a first-phase bridge arm, a second-phase bridge arm, a third-phase bridge arm, a fourth-phase bridge arm, a fifth-phase bridge arm, a sixth-phase bridge arm, a seventh-phase bridge arm, a capacitor C1, a capacitor C2, a first winding, a second winding, a third winding, a fourth winding, a fifth winding, and a sixth winding. By controlling the on-off of the switch assembly, it enters the first operating mode and the second operating mode. The first operating mode is a dual-winding motor control mode. The switch assembly is controlled to cut off the first-phase bridge arm, and the capacitor C1, the second-phase bridge arm, the third-phase bridge arm, and the fourth-phase bridge arm constitute a first dual-winding motor power control module. The first winding, the second winding, and the third winding constitute a first dual-winding motor winding module. The capacitor C2, the fifth-phase bridge arm, the sixth-phase bridge arm, and the seventh-phase bridge arm constitute a second dual-winding motor power control module. The fourth winding, the fifth winding, and the sixth winding constitute a second dual-winding motor winding module. In the dual-winding motor control mode, the battery module outputs the feeding power to the first dual-winding motor power control module and the second dual-winding motor power control module. The first dual-winding motor power control module outputs a PWM signal to the first dual-winding motor winding module, and the first dual-winding motor winding module drives the motor to operate. The second dual-winding motor power control module outputs a PWM signal to the second dual-winding motor winding module, and the second dual-winding motor winding module drives the motor to operate. The second operating mode is an in-vehicle charger charging mode. The switch assembly is controlled so that one end of the first winding and the midpoint of the first-phase bridge arm are connected to both ends of the commercial power supply. The first-phase bridge arm, the second-phase bridge arm, and the capacitor C1 constitute a PFC inverter circuit module. The third-phase bridge arm and the fourth-phase bridge arm constitute an inverter module. The second winding, the third winding, the fifth winding, and the sixth winding constitute an isolation transformer module.The sixth-phase bridge arm, the seventh-phase bridge arm, and the capacitor C2 constitute a rectification module. The fifth-phase bridge arm is in a cut-off state. In the charger charging mode, the power of the commercial power supply is input into the PFC inverter circuit module, corrected by the PFC inverter circuit module, and then input into the inverter module. After converting the direct current into an alternating current, it is input into the isolation transformer module for boosting. The boosted current is input into the rectification module, and the alternating current is converted into a direct current to charge the battery module.

[0009] Preferably, the switch assembly includes relays K1, K2, K3, K4, K5, and K6. In the dual-winding motor control mode, the relays K1, K2, K5, and K6 are controlled to be turned on, and the relays K3 and K4 are controlled to be turned off. In the in-vehicle charger charging mode, the relays K1, K2, K5, and K6 are controlled to be turned off, and the relays K3 and K4 are controlled to be turned on.

[0010] Preferably, the second winding and the third winding are connected in series to form the primary side of the isolation transformer, and the fifth winding and the sixth winding are connected in series to form the secondary side of the isolation transformer.

[0011] Preferably, the first winding, the second winding, and the third winding are symmetric windings and are star-connected to form a first dual-winding motor winding module.

[0012] Preferably, the fourth winding, the fifth winding, and the sixth winding are symmetric windings and are star-connected to form a second dual-winding motor winding module.

[0013] Preferably, a relay K5 is provided between the first winding and the star connection midpoint of the first double-winding motor winding module, and a relay K6 is provided between the midpoint of the fifth-phase bridge arm and the fourth winding. By controlling the on / off of the relay K5 and the relay K6, the configuration switching between the first double-winding motor winding module in the double-winding motor control mode and the isolation transformer formed by the series connection of the windings in the in-vehicle charger charging mode is realized.

[0014] Preferably, the relay K3 is provided between the midpoint of the first-phase bridge arm and the L terminal of the commercial power supply, the relay K4 is provided between the first winding and the N terminal of the commercial power supply, the relay K4 and the relay K5 constitute a two-pole double-throw switch, and by controlling the on state of the relay K5 and the relay K6, the input of the alternating current power of the commercial power supply in the in-vehicle charger charging mode is realized.

[0015] Preferably, the electrical resistance and inductance characteristics of the first winding, the second winding, and the third winding are the same.

[0016] Preferably, the electrical resistance and inductance characteristics of the fourth winding, the fifth winding, and the sixth winding are the same.

Advantages of the Invention

[0017] The beneficial effects of the present invention are as follows. (1) There is no need to make the in-vehicle charger an independent module alone, and the hardware topology under the double-winding motor control is multiplexed to a very large extent, and two functions are realized with one topology. (2) By multiplexing the devices of the double-winding motor control topology to realize in-vehicle charging, the charging efficiency can be effectively improved. (3) In the process of hardware transformation, only a small number of power switch devices and relay devices are added to realize the functions of double-winding motor control and in-vehicle charger charging at the same time, greatly reducing the overall cost. In addition, the two functions are independent of each other, without increasing the complexity of actual control, and the structure is simple and the cost is low.

Brief Description of the Drawings

[0018]

Figure 1

Figure 2

Figure 3

Embodiments for Carrying Out the Invention

[0019] Hereinafter, embodiments of the present invention will be described using specific specific examples. However, those skilled in the art can easily understand other advantages and effects of the present invention from the content disclosed in this specification. The present invention may be implemented or applied in other different specific embodiments, and for each detailed item in this specification, various supplements or changes may be made without departing from the spirit of the present invention based on different viewpoints and applications. Note that the following examples and the features in the examples can be combined with each other as long as they do not conflict.

[0020] To make the object, technical means, and advantages of the present invention clearer, the technical means in the embodiments of the present invention will be described in more detail with reference to the following examples and drawings. As can be understood, the specific embodiments described here are only for explaining the present invention and do not limit the present invention.

[0021] (Example) In an apparatus that equivalently realizes charging by an in-vehicle charger based on a double-winding motor control topology, as shown in FIG. 1, the configuration in the double-winding motor control mode includes a battery module, a first double-winding motor power control module, a first double-winding motor winding module, a second double-winding motor power control module, and a second double-winding motor winding module.

[0022] Regarding the battery module, the positive and negative electrodes of the battery are respectively connected to connection point 1 and connection point 2, and two paths are respectively drawn out and connected to the upper and lower ends of the first double-wound motor power control module and the second double-wound motor power control module, and a DC voltage is supplied to the three-phase inverter circuit of the two paths. In one of the paths, a pair of upper and lower bridge arms Q1 and Q2 are connected in parallel between the battery in the module and the capacitor C1 in the first double-wound motor power control module. Both of the two bridge arms are formed by connecting a power switch tube and a free-wheel diode. A relay K1 is arranged on the path connected to the upper end of the bridge arm Q1, and the connection point 1 is drawn out. A relay K2 is arranged on the path connected to the lower end of the bridge arm Q2, and the connection point 2 is drawn out. A relay K3 is drawn out from the connection midpoint of the upper and lower bridge arms Q1 and Q2, and the connection point L is drawn out. The connection point L is connected to the L terminal of the commercial power supply module. In the other path, without additionally arranging relevant power devices and relay switch devices, in the double-wound motor control mode, the relays K1 and K2 are controlled to be turned on, and the relay K3 is controlled to be turned off, so that both the bridge arm Q1 and the bridge arm Q2 are in a cut-off state. The bridge arm Q1 and the bridge arm Q2 constitute the first-phase bridge arm. Although the bridge arm Q1 and the bridge arm Q2 are slightly redundant in this mode, it is an essential configuration for the in-vehicle charger charging mode.

[0023] The first double-wound motor power control module consists of a capacitor C1 and three-phase bridge arms. The upper and lower ends of the capacitor C1 are connected to the upper and lower ends of the three-phase inverter circuit bridge arms, and it includes a second-phase bridge arm, a third-phase bridge arm, and a fourth-phase bridge arm. Each phase is divided into two upper and lower bridge arms. Each bridge arm is formed by connecting a power switch tube and a free-wheel diode. The basic block UT1 serves as the upper bridge arm of the first-phase bridge arm, and the basic block bridge arm UB1 serves as the lower bridge arm of the second-phase bridge arm. The two blocks are connected to each other, and the midpoint of the bridge arm is connected to the first winding La1 of the first double-wound motor winding module. The basic block VT1 serves as the upper bridge arm of the second-phase bridge arm, and the basic block VB1 serves as the lower bridge arm of the second-phase bridge arm. The two blocks are connected to each other, and the midpoint of the bridge arm is connected to the second winding Lb1 of the first double-wound motor winding module. The basic block WT1 serves as the upper bridge arm of the third-phase bridge arm, and the basic block WB1 serves as the lower bridge arm of the third-phase bridge arm. The two blocks are connected to each other, and the midpoint of the bridge arm is connected to the third winding Lc1 of the first double-wound motor winding module. The midpoint of the three-phase bridge arm is connected to the three-phase windings of the first double-wound motor winding module. By controlling the gate signals of the power tubes of each bridge arm, the first double-wound motor power control module outputs a PWM wave to drive the first double-wound motor winding module.

[0024] The first double-wound motor winding module is composed of a star connection of a first winding La1, a second winding Lb1, and a third winding Lc1, which are three-phase symmetrical windings. The electrical resistance and inductance characteristics of the first winding La1, the second winding Lb1, and the third winding Lc1 are the same. A two-pole double-throw switch is arranged on the link where the first winding La1 is connected to the star neutral point. Relay K5 controls the connection between the first winding La1 and the star neutral point. Relay K4 controls the connection between the first winding La1 and the connection point N. The connection point N is connected to the N terminal of the commercial power supply module. When relay K4 is turned off and relay K5 is turned on, normal operation of the winding module in the motor drive mode is ensured.

[0025] The second double-wound motor power control module consists of a capacitor C2 and a three-phase bridge arm, including a fifth-phase bridge arm, a sixth-phase bridge arm, and a seventh-phase bridge arm. Each phase is divided into two upper and lower bridge arms. Each bridge arm is formed by connecting a power switch tube and a freewheel diode. The basic block UT2 serves as the upper bridge arm of the fifth-phase bridge arm, and the basic block UB2 serves as the lower bridge arm of the fifth-phase bridge arm. The two blocks are connected to each other. The midpoint of the bridge arm is connected to the fourth set La2 of the second double-wound motor winding module, and a relay K6 is arranged in the path. The basic block VT2 serves as the upper bridge arm of the sixth-phase bridge arm, and the basic block VB2 serves as the lower bridge arm of the sixth-phase bridge arm. The two blocks are connected to each other. The midpoint of the bridge arm is connected to the fifth winding Lb2 of the second double-wound motor winding module. The basic block WT2 serves as the upper bridge arm of the seventh-phase bridge arm, and the basic block WB2 serves as the lower bridge arm of the seventh-phase bridge arm. The two blocks are connected to each other. The midpoint of the bridge arm is connected to the sixth winding Lc2 of the second double-wound motor winding module. By controlling the relay K6 to turn on and controlling the gate signals of the power tubes of each bridge arm, the second double-wound motor power control module outputs a PWM wave to drive the second double-wound motor winding module.

[0026] The second double-wound motor winding module is composed of a star connection of a fourth winding La2, a fifth winding Lb2, and a sixth winding Lc2, which are three-phase symmetrical windings. The electrical resistance and inductance characteristics of the fourth winding La2, the fifth winding Lb2, and the sixth winding Lc2 are the same, and it is driven and controlled by PWM from the second double-wound motor power control module.

[0027] In the dual-winding motor control mode, each battery module is driven and controlled simultaneously for the first dual-winding motor winding module and the second dual-winding motor winding module by the first dual-winding motor power control module and the second dual-winding motor power control module, respectively.

[0028] Figure 2 shows the configuration in the in-vehicle charger charging mode according to the present invention, and includes a commercial power supply module, a PFC inverter circuit module, an inverter module, an isolation transformer module, a rectifier module, and a battery module.

[0029] Regarding the commercial power supply module, in the in-vehicle charger charging mode, relays K3 and K4 are controlled to be turned on, relays K1 and K2 are turned off, the N terminal of the commercial power supply is connected to connection point N, the L terminal of the commercial power supply is connected to connection point L, and power transmission to the PFC inverter circuit is realized.

[0030] Regarding the PFC inverter circuit module, by controlling relay K5 to be turned off, the first winding La1 is disconnected from the star connection in the motor control mode and arranged in the PFC inverter circuit module as a single resistor-inductance element. The bridge arm Q1 and the bridge arm Q2 are switched from the cut-off state to the enabled state in the dual-winding motor control mode, and a two-phase bridge arm is formed by the bridge arm UT1, the bridge arm UB1, the bridge arm Q1, and the bridge arm Q2. The upper and lower ends are simultaneously connected in parallel to the capacitor C1, and the on / off of each bridge arm is controlled by its gate signal, and the PFC step-up inversion is jointly realized.

[0031] Regarding the inverter module, a two-phase bridge arm is formed by the bridge arm VT1, the bridge arm VB1, the bridge arm WT1, and the bridge arm WB1. By controlling the gate signals of each power switch tube, the inverter function is realized, and a high-frequency alternating voltage is output.

[0032] Regarding the insulated transformer module, by controlling the relays K5 and K6 to turn off, the first winding La1 and the fourth winding La2 are disconnected from the star connection in the motor control mode, and the second winding Lb1 and the third winding Lc1 are automatically connected in series to form the primary side of the transformer. The fifth winding Lb2 and the sixth winding Lc2 are automatically connected in series to form the secondary side of the transformer. By reasonably arranging the number of turns of the two windings, the voltage transformation function of the insulated transformer can be realized. The number of turns of the three-phase windings in the first double-winding motor winding module is different from that of the three-phase windings in the second double-winding motor winding module. It is used to control the turns ratio between the primary side and the secondary side of the insulated transformer module when switching to the in-vehicle charger charging mode, realizing the boosting function of the module, reasonably setting the number of turns of the winding according to the actual demand, and realizing the boosting demand of the insulated transformer module.

[0033] Regarding the rectifier module, a two-phase bridge arm is formed by the bridge arms VT2, VB2, WT2, and WB2. The upper and lower ends of the bridge arm are respectively connected to both ends of the capacitor C2. By controlling the gate signals of each power switch tube, the rectification function is realized, and a DC charging voltage is output to charge the battery.

[0034] Regarding the battery module, at this time, the relays K1 and K2 are controlled to turn off, and the battery is structurally connected only to the rectifier module and is charged by receiving the power output from the rectifier module.

[0035] As shown in Figure 3 above, the mode switching conditions between the double-winding motor control mode and the in-vehicle charger charging mode are as follows. In the in-vehicle charger charging mode, the relays K1, K2, K5, and K6 are controlled to turn off, and the relays K3 and K4 are controlled to turn on. In the double-winding motor control mode, the relays K1, K2, K5, and K6 are controlled to turn on, and the relays K3 and K4 are controlled to turn off.

[0036] All power switch tubes and relay switches according to the topology structure of the present invention may be replaced by any device having similar switching characteristics.

[0037] The embodiments described above are merely preferred solutions of the present invention, and do not limit the present invention in any form. On the premise that the technical solutions described in the claims are not exceeded, there are other deformations and improvements.

Claims

1. An apparatus for equivalently realizing charging by an in-vehicle charger based on a dual-winding motor control topology, comprising: a battery module, a switch assembly, a first-phase bridge arm, a second-phase bridge arm, a third-phase bridge arm, a fourth-phase bridge arm, a fifth-phase bridge arm, a sixth-phase bridge arm, a seventh-phase bridge arm, a capacitor C1, a capacitor C2, a first winding, a second winding, a third winding, a fourth winding, a fifth winding, and a sixth winding; By controlling the on / off of the switch assembly, it enters a first operating mode and a second operating mode; The first operating mode is a dual-winding motor control mode. In this mode, the switch assembly is controlled to cut off the first-phase bridge arm. The capacitor C1, the second-phase bridge arm, the third-phase bridge arm, and the fourth-phase bridge arm form a first dual-winding motor power control module. The first winding, the second winding, and the third winding form a first dual-winding motor winding module. The capacitor C2, the fifth-phase bridge arm, the sixth-phase bridge arm, and the seventh-phase bridge arm form a second dual-winding motor power control module. The fourth winding, the fifth winding, and the sixth winding form a second dual-winding motor winding module. In the dual-winding motor control mode, the battery module outputs power supply power to the first dual-winding motor power control module and the second dual-winding motor power control module. The first dual-winding motor power control module outputs a PWM signal to the first dual-winding motor winding module, and the first dual-winding motor winding module drives the motor to operate. The second dual-winding motor power control module outputs a PWM signal to the second dual-winding motor winding module, and the second dual-winding motor winding module drives the motor to operate. The second operation mode is an in-vehicle charger charging mode. The switch assembly is controlled such that one end of the first winding and the midpoint of the first-phase bridge arm are connected to both ends of a commercial power supply. The first-phase bridge arm, the second-phase bridge arm, and the capacitor C1 constitute a PFC inverter circuit module. The third-phase bridge arm and the fourth-phase bridge arm constitute an inverter module. The second winding, the third winding, the fifth winding, and the sixth winding constitute an isolation transformer module. The sixth-phase bridge arm, the seventh-phase bridge arm, and the capacitor C2 constitute a rectifier module. The fifth-phase bridge arm is in a cut-off state. In the charger charging mode, the power of the commercial power supply is input into the PFC inverter circuit module, power-corrected by the PFC inverter circuit module, then input into the inverter module, converted from a direct current to an alternating current, then input into the isolation transformer module for boosting, the boosted current is input into the rectifier module, converted from an alternating current to a direct current, and the battery module is charged. An apparatus for equivalently realizing charging by an in-vehicle charger based on a dual-winding motor control topology, characterized by the above.

2. The switch assembly includes a relay K1, a relay K2, a relay K3, a relay K4, a relay K5, and a relay K6. In the dual-winding motor control mode, the relays K1, K2, K5, and K6 are controlled to be on, and the relays K3 and K4 are controlled to be off. In the in-vehicle charger charging mode, the relays K1, K2, K5, and K6 are controlled to be off, and the relays K3 and K4 are controlled to be on. An apparatus for equivalently realizing charging by an in-vehicle charger based on the dual-winding motor control topology according to claim 1, characterized by the above.

3. The second winding and the third winding are connected in series to form the primary side of an isolation transformer, and the fifth winding and the sixth winding are connected in series to form the secondary side of the isolation transformer. An apparatus for equivalently realizing charging by an in-vehicle charger based on the dual-winding motor control topology according to claim 1 or 2, characterized by the above.

4. The first winding, the second winding, and the third winding are symmetric windings, and are star-connected to form a first double-winding motor winding module, and an apparatus for equivalently realizing charging by an in-vehicle charger based on the double-winding motor control topology according to claim 2, characterized in that.

5. The fourth winding, the fifth winding, and the sixth winding are symmetric windings, and are star-connected to form a second double-winding motor winding module, and an apparatus for equivalently realizing charging by an in-vehicle charger based on the double-winding motor control topology according to claim 4, characterized in that.

6. A relay K5 is provided between the first winding and the star connection midpoint of the first double-winding motor winding module, and a relay K6 is provided between the midpoint of the fifth-phase bridge arm and the fourth winding. By controlling the on / off of the relay K5 and the relay K6, the configuration switching between the first double-winding motor winding module in the double-winding motor control mode and the isolation transformer formed by the series connection of the windings in the in-vehicle charger charging mode is realized, and an apparatus for equivalently realizing charging by an in-vehicle charger based on the double-winding motor control topology according to claim 5, characterized in that.

7. The relay K3 is provided between the midpoint of the first-phase bridge arm and the L terminal of the commercial power supply, the relay K4 is provided between the first winding and the N terminal of the commercial power supply, the relay K4 and the relay K5 form a two-pole double-throw switch, and by controlling the on of the relay K5 and the relay K6, the input of the AC power of the commercial power supply in the in-vehicle charger charging mode is realized, and an apparatus for equivalently realizing charging by an in-vehicle charger based on the double-winding motor control topology according to claim 2, characterized in that.

8. The electrical resistance and inductance characteristics of the first winding, the second winding, and the third winding are the same, and an apparatus for equivalently realizing charging by an in-vehicle charger based on the double-winding motor control topology according to claim 1, characterized in that.

9. The electrical resistance and inductance characteristics of the fourth winding, the fifth winding, and the sixth winding are the same, and an apparatus for equivalently realizing charging by an in-vehicle charger based on the double-winding motor control topology according to claim 1, characterized in that.

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