WO2021244649A1 - 能量转换装置及其安全控制方法 - Google Patents

能量转换装置及其安全控制方法 Download PDF

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Publication number
WO2021244649A1
WO2021244649A1 PCT/CN2021/098458 CN2021098458W WO2021244649A1 WO 2021244649 A1 WO2021244649 A1 WO 2021244649A1 CN 2021098458 W CN2021098458 W CN 2021098458W WO 2021244649 A1 WO2021244649 A1 WO 2021244649A1
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WIPO (PCT)
Prior art keywords
switch module
capacitor
motor inverter
battery
terminal
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Ceased
Application number
PCT/CN2021/098458
Other languages
English (en)
French (fr)
Inventor
廉玉波
凌和平
刘长久
刘海军
武运峰
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BYD Co Ltd
Original Assignee
BYD Co Ltd
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by BYD Co Ltd filed Critical BYD Co Ltd
Priority to EP21818157.6A priority Critical patent/EP4164082A4/en
Priority to KR1020237000097A priority patent/KR102826092B1/ko
Priority to US18/008,056 priority patent/US12170498B2/en
Priority to JP2022574367A priority patent/JP7576104B2/ja
Publication of WO2021244649A1 publication Critical patent/WO2021244649A1/zh
Anticipated expiration legal-status Critical
Priority to JP2024143218A priority patent/JP7819260B2/ja
Ceased legal-status Critical Current

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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L53/00—Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02P—CONTROL OR REGULATION OF ELECTRIC MOTORS, ELECTRIC GENERATORS OR DYNAMO-ELECTRIC CONVERTERS; CONTROLLING TRANSFORMERS, REACTORS OR CHOKE COILS
    • H02P27/00—Arrangements or methods for the control of AC motors characterised by the kind of supply voltage
    • H02P27/04—Arrangements or methods for the control of AC motors characterised by the kind of supply voltage using variable-frequency supply voltage, e.g. inverter or converter supply voltage
    • H02P27/06—Arrangements or methods for the control of AC motors characterised by the kind of supply voltage using variable-frequency supply voltage, e.g. inverter or converter supply voltage using DC to AC converters or inverters
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02P—CONTROL OR REGULATION OF ELECTRIC MOTORS, ELECTRIC GENERATORS OR DYNAMO-ELECTRIC CONVERTERS; CONTROLLING TRANSFORMERS, REACTORS OR CHOKE COILS
    • H02P27/00—Arrangements or methods for the control of AC motors characterised by the kind of supply voltage
    • H02P27/04—Arrangements or methods for the control of AC motors characterised by the kind of supply voltage using variable-frequency supply voltage, e.g. inverter or converter supply voltage
    • H02P27/06—Arrangements or methods for the control of AC motors characterised by the kind of supply voltage using variable-frequency supply voltage, e.g. inverter or converter supply voltage using DC to AC converters or inverters
    • H02P27/08—Arrangements or methods for the control of AC motors characterised by the kind of supply voltage using variable-frequency supply voltage, e.g. inverter or converter supply voltage using DC to AC converters or inverters with pulse width modulation
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02M—APPARATUS FOR CONVERSION BETWEEN AC AND AC, BETWEEN AC AND DC, OR BETWEEN DC AND DC, AND FOR USE WITH MAINS OR SIMILAR POWER SUPPLY SYSTEMS; CONVERSION OF DC OR AC INPUT POWER INTO SURGE OUTPUT POWER; CONTROL OR REGULATION THEREOF
    • H02M7/00—Conversion of AC power input into DC power output; Conversion of DC power input into AC power output
    • H02M7/42—Conversion of DC power input into AC power output without possibility of reversal
    • H02M7/44—Conversion of DC power input into AC power output without possibility of reversal by static converters
    • H02M7/48—Conversion of DC power input into AC power output without possibility of reversal by static converters using discharge tubes with control electrode or semiconductor devices with control electrode
    • H02M7/53—Conversion of DC power input into AC power output without possibility of reversal by static converters using discharge tubes with control electrode or semiconductor devices with control electrode using devices of a triode or transistor type requiring continuous application of a control signal
    • H02M7/537—Conversion of DC power input into AC power output without possibility of reversal by static converters using discharge tubes with control electrode or semiconductor devices with control electrode using devices of a triode or transistor type requiring continuous application of a control signal using semiconductor devices only, e.g. single switched pulse inverters
    • H02M7/5387—Conversion of DC power input into AC power output without possibility of reversal by static converters using discharge tubes with control electrode or semiconductor devices with control electrode using devices of a triode or transistor type requiring continuous application of a control signal using semiconductor devices only, e.g. single switched pulse inverters in a bridge configuration
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L3/00—Electric devices on electrically-propelled vehicles for safety purposes; Monitoring operating variables, e.g. speed, deceleration or energy consumption
    • B60L3/0092—Electric devices on electrically-propelled vehicles for safety purposes; Monitoring operating variables, e.g. speed, deceleration or energy consumption with use of redundant elements for safety purposes
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L50/00—Electric propulsion with power supplied within the vehicle
    • B60L50/40—Electric propulsion with power supplied within the vehicle using propulsion power supplied by capacitors
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L50/00—Electric propulsion with power supplied within the vehicle
    • B60L50/50—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells
    • B60L50/51—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells characterised by AC-motors
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L53/00—Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles
    • B60L53/20—Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles characterised by converters located in the vehicle
    • B60L53/24—Using the vehicle's propulsion converter for charging
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L58/00—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles
    • B60L58/10—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries
    • B60L58/24—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries for controlling the temperature of batteries
    • B60L58/27—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries for controlling the temperature of batteries by heating
    • H—ELECTRICITY
    • H01—ELECTRIC ELEMENTS
    • H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
    • H01M10/00—Secondary cells; Manufacture thereof
    • H01M10/42—Methods or arrangements for servicing or maintenance of secondary cells or secondary half-cells
    • H—ELECTRICITY
    • H01—ELECTRIC ELEMENTS
    • H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
    • H01M10/00—Secondary cells; Manufacture thereof
    • H01M10/42—Methods or arrangements for servicing or maintenance of secondary cells or secondary half-cells
    • H01M10/425—Structural combination with electronic components, e.g. electronic circuits integrated to the outside of the casing
    • H—ELECTRICITY
    • H01—ELECTRIC ELEMENTS
    • H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
    • H01M10/00—Secondary cells; Manufacture thereof
    • H01M10/42—Methods or arrangements for servicing or maintenance of secondary cells or secondary half-cells
    • H01M10/425—Structural combination with electronic components, e.g. electronic circuits integrated to the outside of the casing
    • H01M10/4264—Structural combination with electronic components, e.g. electronic circuits integrated to the outside of the casing with capacitors
    • H—ELECTRICITY
    • H01—ELECTRIC ELEMENTS
    • H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
    • H01M10/00—Secondary cells; Manufacture thereof
    • H01M10/42—Methods or arrangements for servicing or maintenance of secondary cells or secondary half-cells
    • H01M10/46—Accumulators structurally combined with charging apparatus
    • H—ELECTRICITY
    • H01—ELECTRIC ELEMENTS
    • H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
    • H01M10/00—Secondary cells; Manufacture thereof
    • H01M10/60—Heating or cooling; Temperature control
    • H01M10/61—Types of temperature control
    • H01M10/615—Heating or keeping warm
    • H—ELECTRICITY
    • H01—ELECTRIC ELEMENTS
    • H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
    • H01M10/00—Secondary cells; Manufacture thereof
    • H01M10/60—Heating or cooling; Temperature control
    • H01M10/63—Control systems
    • H01M10/637—Control systems characterised by the use of reversible temperature-sensitive devices, e.g. NTC, PTC or bimetal devices; characterised by control of the internal current flowing through the cells, e.g. by switching
    • H—ELECTRICITY
    • H01—ELECTRIC ELEMENTS
    • H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
    • H01M16/00—Structural combinations of different types of electrochemical generators
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02J—ELECTRIC POWER NETWORKS; CIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
    • H02J7/00—Circuit arrangements for charging or discharging batteries or for supplying loads from batteries
    • H02J7/34—Parallel operation in networks using both storage and other DC sources, e.g. providing buffering
    • H02J7/345—Parallel operation in networks using both storage and other DC sources, e.g. providing buffering using capacitors as storage or buffering devices
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02J—ELECTRIC POWER NETWORKS; CIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
    • H02J7/00—Circuit arrangements for charging or discharging batteries or for supplying loads from batteries
    • H02J7/60—Circuit arrangements for charging or discharging batteries or for supplying loads from batteries including safety or protection arrangements
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02M—APPARATUS FOR CONVERSION BETWEEN AC AND AC, BETWEEN AC AND DC, OR BETWEEN DC AND DC, AND FOR USE WITH MAINS OR SIMILAR POWER SUPPLY SYSTEMS; CONVERSION OF DC OR AC INPUT POWER INTO SURGE OUTPUT POWER; CONTROL OR REGULATION THEREOF
    • H02M1/00—Details of apparatus for conversion
    • H02M1/32—Means for protecting converters other than automatic disconnection
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02P—CONTROL OR REGULATION OF ELECTRIC MOTORS, ELECTRIC GENERATORS OR DYNAMO-ELECTRIC CONVERTERS; CONTROLLING TRANSFORMERS, REACTORS OR CHOKE COILS
    • H02P29/00—Arrangements for regulating or controlling electric motors, appropriate for both AC and DC motors
    • H02P29/02—Providing protection against overload without automatic interruption of supply
    • H02P29/024—Detecting a fault condition, e.g. short circuit, locked rotor, open circuit or loss of load
    • H02P29/0241—Detecting a fault condition, e.g. short circuit, locked rotor, open circuit or loss of load the fault being an overvoltage
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02P—CONTROL OR REGULATION OF ELECTRIC MOTORS, ELECTRIC GENERATORS OR DYNAMO-ELECTRIC CONVERTERS; CONTROLLING TRANSFORMERS, REACTORS OR CHOKE COILS
    • H02P3/00—Arrangements for stopping or slowing electric motors, generators, or dynamo-electric converters
    • H02P3/06—Arrangements for stopping or slowing electric motors, generators, or dynamo-electric converters for stopping or slowing an individual dynamo-electric motor or dynamo-electric converter
    • H02P3/18—Arrangements for stopping or slowing electric motors, generators, or dynamo-electric converters for stopping or slowing an individual dynamo-electric motor or dynamo-electric converter for stopping or slowing an AC motor
    • H02P3/22—Arrangements for stopping or slowing electric motors, generators, or dynamo-electric converters for stopping or slowing an individual dynamo-electric motor or dynamo-electric converter for stopping or slowing an AC motor by short-circuit or resistive braking
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60R—VEHICLES, VEHICLE FITTINGS, OR VEHICLE PARTS, NOT OTHERWISE PROVIDED FOR
    • B60R16/00—Electric or fluid circuits specially adapted for vehicles and not otherwise provided for; Arrangement of elements of electric or fluid circuits specially adapted for vehicles and not otherwise provided for
    • B60R16/02—Electric or fluid circuits specially adapted for vehicles and not otherwise provided for; Arrangement of elements of electric or fluid circuits specially adapted for vehicles and not otherwise provided for electric constitutive elements
    • B60R16/03—Electric or fluid circuits specially adapted for vehicles and not otherwise provided for; Arrangement of elements of electric or fluid circuits specially adapted for vehicles and not otherwise provided for electric constitutive elements for supply of electrical power to vehicle subsystems or for
    • H—ELECTRICITY
    • H01—ELECTRIC ELEMENTS
    • H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
    • H01M2220/00—Batteries for particular applications
    • H01M2220/20—Batteries in motive systems, e.g. vehicle, ship, plane
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02J—ELECTRIC POWER NETWORKS; CIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
    • H02J2105/00—Networks for supplying or distributing electric power characterised by their spatial reach or by the load
    • H02J2105/30—Networks for supplying or distributing electric power characterised by their spatial reach or by the load the load networks being external to vehicles, i.e. exchanging power with vehicles
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02J—ELECTRIC POWER NETWORKS; CIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
    • H02J2207/00—Details of circuit arrangements for charging or discharging batteries or supplying loads from batteries
    • H02J2207/20—Charging or discharging characterised by the power electronics converter
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02J—ELECTRIC POWER NETWORKS; CIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
    • H02J2207/00—Details of circuit arrangements for charging or discharging batteries or supplying loads from batteries
    • H02J2207/50—Charging of capacitors, supercapacitors, ultra-capacitors or double layer capacitors
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02E—REDUCTION OF GREENHOUSE GAS [GHG] EMISSIONS, RELATED TO ENERGY GENERATION, TRANSMISSION OR DISTRIBUTION
    • Y02E60/00—Enabling technologies; Technologies with a potential or indirect contribution to GHG emissions mitigation
    • Y02E60/10—Energy storage using batteries
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
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    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/70—Energy storage systems for electromobility, e.g. batteries
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
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    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
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    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/7072—Electromobility specific charging systems or methods for batteries, ultracapacitors, supercapacitors or double-layer capacitors
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
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    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
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    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
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    • Y02T90/10—Technologies relating to charging of electric vehicles
    • Y02T90/14—Plug-in electric vehicles

Definitions

  • the application relates to the field of vehicles, and in particular to an energy conversion device and a safety control method thereof.
  • batteries can be used as power sources in various fields. Different environments where batteries are used as power sources will affect their performance. For example, the performance of the battery in a low temperature environment will be reduced to a greater extent than that at room temperature. For example, the discharge capacity of the battery at the zero point temperature will decrease as the temperature decreases. Under the condition of -30°C, the discharge capacity of the battery is basically 0, making the battery unusable. In order to be able to use the battery in a low-temperature environment, the battery needs to be heated.
  • the purpose of this application is to provide an energy conversion device and a safety control method thereof, which can realize the safety control of the energy conversion device.
  • an energy conversion device includes:
  • the first switch module
  • the first bus terminal of the motor inverter is connected to the first terminal of the battery
  • the second bus terminal of the motor inverter is connected to the second terminal of the battery, wherein the first terminal of the motor inverter is connected to the second terminal of the battery.
  • a switch module is used to control the on-off of the first bus terminal of the motor inverter and the first terminal of the battery, or the first switch module is used to control the second bus terminal of the motor inverter And the second terminal of the battery, or the first switch module is used to control the on and off of the first bus terminal of the motor inverter and the first terminal of the battery and the motor inverter The connection between the second bus terminal of the battery and the second terminal of the battery;
  • a motor winding, the first end of the motor winding is connected to the midpoint end of the motor inverter
  • the second switch module and the first capacitor, the second switch module and the first capacitor are connected in series, and the first end of the second switch module and the first capacitor connected in series is connected to the motor winding At the second end, the second end of the second switch module and the first capacitor connected in series is connected to the second bus terminal of the motor inverter;
  • a controller the controller is configured to control the first switch module to disconnect based on a command characterizing the discharge of the energy storage to disconnect the battery from the motor inverter, and When the second switch module is turned on, the motor inverter is controlled to discharge energy from the first capacitor.
  • the energy conversion device further includes a second capacitor, the first terminal of the second capacitor is connected to the first bus terminal of the motor inverter, and the second terminal of the second capacitor is connected to the first bus terminal of the motor inverter.
  • the controller is further configured to, based on the command characterizing the discharge of the energy storage, control the first switch module to be turned off to disconnect the battery from the second capacitor and the motor inverter When the second switch module is turned on, the motor inverter is controlled to discharge energy from the first capacitor and the second capacitor.
  • a safety control method for an energy conversion device including:
  • the first switch module
  • the first bus terminal of the motor inverter is connected to the first terminal of the battery
  • the second bus terminal of the motor inverter is connected to the second terminal of the battery, wherein the first terminal of the motor inverter is connected to the second terminal of the battery.
  • a switch module is used to control the on-off of the first bus terminal of the motor inverter and the first terminal of the battery, or the first switch module is used to control the second bus terminal of the motor inverter And the second terminal of the battery, or the first switch module is used to control the on and off of the first bus terminal of the motor inverter and the first terminal of the battery and the motor inverter The connection between the second bus terminal of the battery and the second terminal of the battery;
  • a motor winding, the first end of the motor winding is connected to the midpoint end of the motor inverter
  • the second switch module and the first capacitor, the second switch module and the first capacitor are connected in series, and the first end of the second switch module and the first capacitor connected in series is connected to the motor winding At the second end, the second end of the second switch module and the first capacitor connected in series is connected to the second bus terminal of the motor inverter;
  • the method includes: controlling the first switch module to disconnect based on a command that characterizes the discharge of the energy storage to disconnect the battery from the motor inverter, and conducting the second switch module In the case of being connected, the motor inverter is controlled to discharge energy to the first capacitor.
  • the energy conversion device further includes a second capacitor, the first terminal of the second capacitor is connected to the first bus terminal of the motor inverter, and the second terminal of the second capacitor is connected to the first bus terminal of the motor inverter.
  • the method further includes: controlling the first switch module to be disconnected based on the command characterizing the discharge of the energy storage to disconnect the battery from the second capacitor and the motor inverter, And when the second switch module is turned on, the motor inverter is controlled to discharge energy from the first capacitor and the second capacitor.
  • controlling the motor inverter to discharge energy from the first capacitor and the second capacitor includes:
  • the motor inverter is controlled to discharge energy to the first capacitor, and the motor inverter is controlled to discharge energy to the second capacitor through the first capacitor.
  • the motor inverter includes an upper bridge arm and a lower bridge arm;
  • the controlling the motor inverter to discharge energy to the first capacitor includes:
  • the upper bridge arm is controlled to remain disconnected, and the lower bridge arm is controlled to be turned on and off alternately, so as to discharge energy to the first capacitor.
  • controlling the motor inverter to discharge energy to the second capacitor through the first capacitor includes:
  • the time for the second capacitor to charge the first capacitor is calibrated according to the vehicle model, the capacitance value of the first capacitor, and the capacitance value of the second capacitor.
  • the alternate conduction and disconnection of the lower bridge arm is adjusted by controlling the duty cycle of the lower bridge arm to gradually increase from the first duty cycle to the second duty cycle, and then The duty cycle of the lower bridge arm is controlled to gradually decrease from the second duty cycle to the first duty cycle.
  • condition that the second switch module is turned on includes at least one of the following:
  • the second switch module After the battery is charged by the energy conversion device, the second switch module is not sintered, and the second switch module is controlled to be turned on based on the command characterizing the discharge of the energy storage;
  • the second switch module is not sintered, and the second switch module is controlled to be turned on based on the command characterizing the discharge of the energy storage;
  • the second switch module is not sintered, and the second switch module is controlled to be turned on based on the command characterizing the discharge of the energy storage device.
  • the sintering of the second switch module is determined by the following method: controlling the second switch module to turn off, and controlling the first switch module so that the battery is connected to the motor inverter; controlling The lower bridge arm of the motor inverter is disconnected, and at least one upper bridge arm of the motor inverter is controlled to conduct; in the case that there is current flowing in the motor inverter, it is determined that the first The second switch module is sintered.
  • the sintering of the second switch module is determined by the following method: controlling the second switch module to conduct, and controlling the first switch module so that the battery is connected to the motor inverter; controlling The lower bridge arm of the motor inverter is disconnected, and at least one upper bridge arm of the motor inverter is controlled to be turned on, so that the battery charges the second capacitor; and controls the second switch
  • the upper bridge arm of the motor inverter is controlled to be disconnected, and at least one lower bridge arm of the motor inverter is controlled to be turned on; when there is current flowing in the motor inverter , It is determined that the second switch module is sintered.
  • the energy conversion device in the present application can realize the motor driving function by controlling the second switch module to be turned off, and realize the battery heating function by controlling the second switch module to be turned on.
  • the energy loss caused by the repeated switching actions of the motor inverter, the energy consumption in the on-state of the motor inverter, and the heat loss on the motor windings cause the high-voltage energy on the first capacitor to be consumed , Thus realizing the energy discharge of the first capacitor.
  • the bleeder current will not be very large during the bleeder process, it is possible to avoid false sintering of the second switch module caused by software bugs or incomplete sintering caused by the second switch module itself to become a second switch module. The true sintering of the switch module avoids secondary damage to the second switch module.
  • Fig. 1 is a schematic topological structure of an energy conversion device according to an embodiment of the present application.
  • Fig. 2 is another schematic topology structure of an energy conversion device according to an embodiment of the present application.
  • Fig. 3 is a schematic circuit diagram of an energy conversion device according to an embodiment of the present application.
  • Fig. 4 is a flowchart of a safety control method for an energy conversion device according to an embodiment of the present application.
  • Fig. 5 is another flowchart of a safety control method of an energy conversion device according to an embodiment of the present application.
  • Fig. 6 shows a schematic diagram of adjusting the alternating on and off of the lower bridge arm of the motor inverter.
  • Fig. 1 is a schematic topological structure of an energy conversion device according to an embodiment of the present application.
  • the energy conversion device includes a first switch module 10, a motor inverter 20, a motor winding 30, a second switch module 40, a first capacitor 50 and a controller 60.
  • the dotted line in FIG. 1 refers to that the controller 60 transmits control signals to the first switch module 10, the motor inverter 20, the second switch module 40, etc., to control the first switch module 10, the motor inverter 20, and the second switch module.
  • the action of the second switch module 40 is a schematic topological structure of an energy conversion device according to an embodiment of the present application.
  • the energy conversion device includes a first switch module 10, a motor inverter 20, a motor winding 30, a second switch module 40, a first capacitor 50 and a controller 60.
  • the dotted line in FIG. 1 refers to that the controller 60 transmits control signals to the first switch module 10, the motor inverter 20, the second switch module 40, etc., to control the first switch module 10,
  • the first bus terminal M1 of the motor inverter 20 is connected to the first terminal of the battery 70
  • the second bus terminal M2 of the motor inverter 20 is connected to the second terminal of the battery 70.
  • the switch module 10 is used to control the on and off of the first bus terminal M1 of the motor inverter 20 and the first terminal of the battery 70, or the first switch module 10 is used to control the second bus terminal M2 of the motor inverter 20 and the battery
  • the on and off of the second terminal of 70, or the first switch module 10 is used to control the on and off of the first terminal M1 of the motor inverter 20 and the first terminal of the battery 70 and the second terminal M2 of the motor inverter 20 Connected and disconnected with the second end of the battery 70.
  • the first end of the motor winding 30 is connected to the midpoint terminal M3 of the motor inverter 20.
  • the second switch module 40 and the first capacitor 50 are connected in series, the first end of the second switch module 40 and the first capacitor 50 connected in series is connected to the second end of the motor winding 30, and the second switch module 40 and the first capacitor 50 are connected in series.
  • the second terminal of the first capacitor 50 is connected to the second bus terminal M2 of the motor inverter 20.
  • the controller 60 is configured to control the first switch module 10 to turn off based on the command characterizing the discharge of the energy storage to disconnect the battery 70 from the motor inverter 20, and turn on the second switch module 40 In this case, the motor inverter 20 is controlled to discharge the energy of the first capacitor 50.
  • the controller 60 controls the first switch module 10 to be turned on, the second switch module 40 to turn off, and the on-off state of the motor inverter 20, the battery 70, the first switch module 10, and the motor inverter 20 and the motor winding 30 form a motor drive circuit.
  • the controller 60 controls the conduction of the first switch module 10, the conduction of the second switch module 40, and the on-off state of the motor inverter 20, the battery 70, the first switch module 10, the motor inverter 20, the motor winding 30,
  • the second switch module 40 and the first capacitor 50 form a battery heating circuit.
  • the battery heating circuit includes 4 stages, specifically: a battery discharge circuit, a motor winding freewheeling circuit, a motor winding energy storage circuit, and a battery charging circuit; among them, the battery 70 passes through the upper arm of the motor inverter 20 and the motor winding 30 and the second switch module 40 discharge to the first capacitor 50 to form the battery discharge circuit; the motor winding 30 through the second switch module 40, the first capacitor 50 and the lower arm of the motor inverter 20 to form the motor Winding freewheeling circuit; the first capacitor 50 stores energy to the motor winding 30 through the second switch module 40 and the lower arm of the motor inverter 20 to form the motor winding energy storage circuit; the first capacitor 50 passes through the second switch module 40 , The motor winding 30 and the upper arm of the motor inverter 20 discharge to the battery to form the battery charging circuit.
  • condition that the second switch module 40 is turned on includes at least one of the following:
  • the second switch module 40 is sintered.
  • the second switch module 40 is equivalent to a short-circuit state, so in this case, it is considered that the second switch module 40 is turned on.
  • the second switch module 40 is not sintered and is based on a command that characterizes the discharge of the energy storage device (the external device uses the energy conversion device according to the embodiment of the present application).
  • the battery 70 is charged by the energy conversion device, there will be energy remaining in the first capacitor 50.
  • the second switch module 40 since the second switch module 40 is not sintered, its on-off can still be controlled by the controller 60.
  • the second switch module 40 needs to be in a conducting state to make the energy discharge circuit communicate. Therefore, in this case, it is necessary to control the second switch module 40 to be turned on based on the command that characterizes the discharge of the energy storage device.
  • the second switch module 40 is not sintered, and is based on the command that characterizes the discharge of the energy storage device (after using the energy conversion device according to the embodiment of the application). After the energy conversion device completes the self-heating of the battery 70, energy will remain in the first capacitor 50. For safety, it is necessary to discharge the energy of the first capacitor 50) to control the second switch module 40 to be turned on. In this case, since the second switch module 40 is not sintered, its on-off can still be controlled by the controller 60. In the case where the first capacitor 50 needs to discharge energy, the second switch module 40 needs to be in a conducting state to make the energy discharge circuit communicate. Therefore, in this case, it is necessary to control the second switch module 40 to be turned on based on the command that characterizes the discharge of the energy storage device.
  • the second switch module 40 is not sintered, and is based on the command that characterizes the discharge of the energy storage (in the implementation of the energy conversion device according to the embodiment of the application) After the driving function, there will be energy remaining in the second capacitor. For safety, it is necessary to discharge the energy of the second capacitor) to control the second switch module 40 to be turned on. In this case, since the second switch module 40 is not sintered, its on-off can still be controlled by the controller 60. In the case where the first capacitor 50 needs to discharge energy, the second switch module 40 needs to be in a conducting state to make the energy discharge circuit communicate. Therefore, in this case, it is necessary to control the second switch module 40 to be turned on based on the command that characterizes the discharge of the energy storage device.
  • the energy conversion device in the present application can realize the motor driving function by controlling the second switch module 40 to be turned off, and realize the battery heating function by controlling the second switch module 40 to be turned on.
  • the first switch module 10 is in the off state and the second switch module 40 is in the on state, so the energy of the first capacitor 50 is used by the motor inverter 20, the motor winding 30, and the second
  • the circulation loop formed by the switch module 40 and the first capacitor 50 is discharged, that is, the energy loss caused by the repeated switching actions of the motor inverter 20, the energy consumption in the on state of the motor inverter 20, and
  • the heat loss on the motor winding 30 causes the high-voltage energy on the first capacitor 50 to be consumed, thereby realizing the energy discharge of the first capacitor 50.
  • the bleeder current will not be too large during the bleeder process, it can be avoided that false sintering of the second switch module 40 caused by a software bug or incomplete sintering caused by the second switch module 40 itself can be avoided.
  • the true sintering of the second switch module 40 avoids secondary damage to the second switch module 40.
  • Fig. 2 is another schematic topology structure of an energy conversion device according to an embodiment of the present application.
  • the energy conversion device further includes a second capacitor 80, wherein the first terminal of the second capacitor 80 is connected to the first bus terminal M1 of the motor inverter 20, and the second terminal of the second capacitor 80 is connected to the motor The second bus terminal M2 of the inverter 20 is connected.
  • the controller 60 is also configured to control the first switch module 10 to be disconnected based on the command characterizing the discharge of the energy storage to disconnect the battery 70 from the second capacitor 80 and the motor inverter 20, and perform the second When the switch module 40 is turned on, the motor inverter 20 is controlled to discharge the energy of the first capacitor 50 and the second capacitor 80.
  • the reason why it is also necessary to discharge the energy of the second capacitor 80 is because after the battery 70 is charged by the energy conversion device according to the embodiment of the present application, after the self-heating of the battery 70 is completed, and after the driving function is realized, the first High-voltage energy will also remain in the second capacitor 80. Therefore, for safety, it is necessary to discharge energy on the second capacitor 80.
  • the energy discharge of the second capacitor 80 is also realized by the linkage between the components of the energy conversion device itself, no additional components are needed, so the cost of the entire vehicle can be reduced.
  • the principle of energy discharge to the second capacitor 80 is similar to the principle of energy discharge to the first capacitor 50 as described above, and it also uses the energy loss caused by the repeated switching actions of the motor inverter 20 and the motor inverter 20 The energy consumption in the on-state and the heat loss on the motor winding 30, so during the discharge process, the discharge current will not be too large, which can avoid false sintering or second switching module 40 caused by software bugs.
  • the incomplete sintering caused by the switch module 40 itself becomes the true sintering of the second switch module 40, which avoids secondary damage to the second switch module 40.
  • Fig. 3 is a schematic circuit diagram of an energy conversion device according to an embodiment of the present application.
  • the motor inverter 20 includes an N-phase bridge arm, and the motor winding 30 includes N windings.
  • the first ends of the N windings are respectively connected to the midpoint end of the N-phase bridge arm (ie The positions shown by A, B, and C in Fig. 3), where N ⁇ 1.
  • the first switch module 10 includes a positive contactor K1 connected between the first terminal of the battery 70 and the first bus terminal of the motor inverter 20, and also includes a positive contactor K1 connected between the second terminal of the battery 70 and the motor inverter 20
  • the negative contactor K2 between the second bus ends.
  • the positive contactor K1 can disconnect the first terminal of the battery 70 and the first confluence terminal of the motor inverter 20, thereby disconnecting the battery 70 from the motor inverter.
  • the negative contactor K2 can disconnect the second terminal of the battery 70 from the second confluence terminal of the motor inverter 20, thereby disconnecting the battery 70 from the motor inverter.
  • the first switch module 10 may include only the positive contactor K1, or only the negative contactor K2, or both the positive contactor K1 and the negative contactor K2.
  • Fig. 4 is a flowchart of a safety control method for an energy conversion device according to an embodiment of the present application. This method can be used to discharge energy to the energy conversion device shown in FIGS. 1-3. As shown in Fig. 4, the method includes the following steps S41 to S42.
  • step S41 based on the command characterizing the discharge of the energy storage device, the first switch module 10 is controlled to be disconnected, so as to disconnect the battery 70 from the motor inverter 20.
  • step S42 when the second switch module 40 is turned on, the motor inverter 20 is controlled to discharge energy to the first capacitor 50.
  • condition that the second switch module 40 is turned on includes at least one of the following:
  • the second switch module 40 is sintered.
  • the second switch module 40 is equivalent to a short-circuit state, so in this case, it is considered that the second switch module 40 is turned on.
  • the second switch module 40 is not sintered and is based on a command that characterizes the discharge of the energy storage device (the external device uses the energy conversion device according to the embodiment of the present application).
  • the battery 70 is charged by the energy conversion device, there will be energy remaining in the first capacitor 50.
  • the second switch module 40 since the second switch module 40 is not sintered, its on-off actions can still be controlled.
  • the second switch module 40 needs to be in a conducting state to make the energy discharge circuit communicate. Therefore, in this case, it is necessary to control the second switch module 40 to be turned on based on the command that characterizes the discharge of the energy storage device.
  • the second switch module 40 is not sintered, and is based on the command that characterizes the discharge of the energy storage device (after using the energy conversion device according to the embodiment of the application). After the energy conversion device completes the self-heating of the battery 70, energy will remain in the first capacitor 50. For safety, it is necessary to discharge the energy of the first capacitor 50) to control the second switch module 40 to be turned on. In this case, since the second switch module 40 is not sintered, its on-off can still be controlled. In the case where the first capacitor 50 needs to discharge energy, the second switch module 40 needs to be in a conducting state to make the energy discharge circuit communicate. Therefore, in this case, it is necessary to control the second switch module 40 to be turned on based on the command that characterizes the discharge of the energy storage device.
  • the second switch module 40 is not sintered, and is based on the command that characterizes the discharge of the energy storage (in the implementation of the energy conversion device according to the embodiment of the application) After the driving function, there will be energy remaining in the second capacitor. For safety, it is necessary to discharge the energy of the second capacitor) to control the second switch module 40 to be turned on. In this case, since the second switch module 40 is not sintered, its on-off can still be controlled. In the case where the first capacitor 50 needs to discharge energy, the second switch module 40 needs to be in a conducting state to make the energy discharge circuit connected. Therefore, in this case, it is necessary to control the second switch module 40 to be turned on based on the command that characterizes the discharge of the energy storage device.
  • the first switch module 10 is in the off state and the second switch module 40 is in the on state, so the energy of the first capacitor 50 is used by the motor inverter 20, the motor winding 30, and the second
  • the circulation loop formed by the switch module 40 and the first capacitor 50 is discharged, that is, the energy loss caused by the repeated switching actions of the motor inverter 20, the energy consumption in the on state of the motor inverter 20, and
  • the heat loss on the motor winding 30 causes the high-voltage energy on the first capacitor 50 to be consumed, thereby realizing the energy discharge of the first capacitor 50.
  • the bleeder current will not be too large during the bleeder process, it can be avoided that false sintering of the second switch module 40 caused by a software bug or incomplete sintering caused by the second switch module 40 itself can be avoided.
  • the true sintering of the second switch module 40 avoids secondary damage to the second switch module 40.
  • Fig. 5 is another flowchart of a safety control method of an energy conversion device according to an embodiment of the present application. This process is suitable for energy discharge of the energy conversion device shown in FIG. 2. As shown in Fig. 5, the method includes the following steps S51 to S52.
  • step S51 based on the command characterizing the discharge of the energy storage, the first switch module 10 is controlled to be disconnected to disconnect the battery 70 from the second capacitor 80 and the motor inverter 20.
  • step S52 when the second switch module 40 is turned on, the motor inverter 20 is controlled to discharge energy to the first capacitor 50 and the second capacitor 80.
  • step S52 may include the following steps.
  • step S52a the motor inverter 20 is controlled to discharge energy to the first capacitor 50.
  • step S52b the motor inverter 20 is controlled to discharge energy to the second capacitor 80 through the first capacitor 50.
  • the preset voltage for example, 60V or other preset values
  • the alternate conduction and disconnection of the lower bridge arms mentioned in the present application refers to the alternate conduction and disconnection of at least one lower bridge arm.
  • the time for the second capacitor 80 to charge the first capacitor 50 can be calibrated according to the vehicle model, the capacitance value of the first capacitor 50, and the capacitance value of the second capacitor 80. For example, it can be 250ms, 100ms, or other values.
  • step S52 by first discharging energy from the first capacitor 50, and then discharging energy from the second capacitor 80 through the first capacitor 50, the uncontrollable effect of the first capacitor 50 through the motor inverter 20 can be avoided.
  • An impulse current is formed between the diode and the second capacitor 80 to avoid damage to the second switch module 40 during the discharge process.
  • the energy discharge of the second capacitor 80 is also realized by the linkage between the components of the energy conversion device itself, no additional components are needed, so the cost of the entire vehicle can be reduced.
  • the principle of energy discharge to the second capacitor 80 is similar to the principle of energy discharge to the first capacitor 50 as described above, and it also uses the energy loss caused by the repeated switching actions of the motor inverter 20 and the motor inverter 20 The energy consumption in the on-state and the heat loss on the motor winding 30, so during the discharge process, the discharge current will not be too large, which can avoid false sintering or second switching module 40 caused by software bugs.
  • the incomplete sintering caused by the switch module 40 itself becomes the true sintering of the second switch module 40, which avoids secondary damage to the second switch module 40.
  • controlling the motor inverter 20 to discharge energy to the first capacitor 50 in the foregoing step S42 and step S52a may include: controlling the upper bridge arm of the motor inverter 20 to remain disconnected, And control the lower bridge arm of the motor inverter 20 to be turned on and off alternately, so as to discharge the energy of the first capacitor 50.
  • the energy loss caused by the repeated switching actions of the lower arm of the motor inverter 20, the energy consumption of the lower arm of the motor inverter 20 in the conducting state, and the heat on the motor winding 30 can be utilized. Loss, to consume the high-voltage energy on the first capacitor 50, thereby realizing the energy discharge of the first capacitor 50. Moreover, since the bleeder current will not be too large during the bleeder process, it is possible to avoid false sintering of the second switch module 40 caused by software bugs or incomplete sintering caused by the second switch module 40 itself. The true sintering of the second switch module 40 avoids secondary damage to the second switch module 40.
  • FIG. 6 shows a schematic diagram of adjusting the alternate switching on and off of the lower bridge arm of the motor inverter 20.
  • the adjustment method for the alternate conduction and disconnection of the lower bridge arm is to first control the duty cycle of the lower bridge arm (that is, in the same cycle, the time when the lower bridge arm is turned on/( The time that the lower bridge arm is turned on + the time that the lower bridge arm is turned off)) gradually increase from the first duty cycle to the second duty cycle, and then control the duty cycle of the lower bridge arm to gradually decrease from the second duty cycle As small as the first duty cycle.
  • This application does not limit the specific values of the first duty cycle and the second duty cycle, as long as it satisfies the continuous cycle of different duty cycles.
  • the first duty cycle can be 20% or other values
  • the second The duty cycle can be 80%.
  • the present application does not limit the rate of increase from the first duty cycle to the second duty cycle and the rate of decrease from the second duty cycle to the first duty cycle.
  • the purpose of consuming the remaining energy in the first capacitor 50 and the second capacitor 80 is achieved. Moreover, through this discharge method, the energy in the first capacitor 50 and the second capacitor 80 can be discharged within the time required by the national standard.
  • the application also provides a method for judging whether the second switch module 40 is sintered.
  • the first method for judging whether the second switch module 40 is sintered includes the following steps. First, the motor inverter 20 is controlled to perform a self-check. When the motor inverter 20 has a normal self-check, the second switch module 40 is controlled to be turned off, and the first switch module 10 is controlled to make the battery 70 communicate with the motor inverter 20. Then, all lower arms of the motor inverter 20 are controlled to be disconnected, and at least one upper arm of the motor inverter 20 is controlled to be turned on. Then, it is judged whether there is current flowing in the motor inverter 20, in the case of current flowing in the motor inverter 20, it is determined that the second switch module 40 is sintered, and if no current flows, the second switch module is determined 40 is not sintered. Among them, the existing current sensor in the motor inverter 20 that detects the phase current of the motor inverter can be used to detect whether there is current flowing in the motor inverter 20, without adding additional parts, saving cost.
  • the second method for judging whether the second switch module 40 is sintered includes the following steps. First, the motor inverter 20 is controlled to perform a self-check. When the motor inverter 20 has a normal self-check, the second switch module 40 is controlled to be turned on, and the first switch module 10 is controlled to make the battery 70 communicate with the motor inverter 20. Then, the lower bridge arm of the motor inverter 20 is controlled to be disconnected, and at least one upper bridge arm of the motor inverter 20 is controlled to be turned on, so that the second capacitor 80 is charged by the battery 70.
  • the second switch module 40 is controlled to be turned off, the upper bridge arm of the motor inverter 20 is controlled to be turned off, and at least one lower bridge arm of the motor inverter 20 is controlled to be turned on. Then, it is judged whether there is current flowing in the motor inverter 20, in the case of current flowing in the motor inverter 20, it is determined that the second switch module 40 is sintered, and if no current flows, the second switch module is determined 40 is not sintered.
  • the existing current sensor in the motor inverter 20 that detects the phase current of the motor inverter can be used to detect whether there is current flowing in the motor inverter 20, and no additional parts are needed, which saves cost.
  • the advantage of the above-mentioned first judgment method is that the control method is simple.
  • the advantage of the above-mentioned second judgment method is that its current is controllable and can avoid secondary damage to the second switch module 40 during the sintering detection process.

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Abstract

一种能量转换装置，包括：第一开关模块(10)；电机逆变器(20)，其第一和第二汇流端分别与电池(70)的第一和第二端连接，第一开关模块(10)控制第一汇流端与电池(70)的第一端的通断，或第一开关模块(10)控制第二汇流端与电池的第二端的通断，或第一开关模块(10)控制第一汇流端与电池(70)的第一端的通断和第二汇流端与电池的第二端的通断；电机绕组(30)，其第一端与电机逆变器(20)的中点端连接；第二开关模块(40)和第一电容(50)，两者串联连接，串联连接后的第二开关模块(40)和第一电容(50)的第一端连接电机绕组(30)的第二端、而其第二端则连接第二汇流端。

Description

能量转换装置及其安全控制方法
相关申请的交叉引用
本申请要求比亚迪股份有限公司于2020年06月04日提交的、申请名称为“能量转换装置及其安全控制方法”的、中国专利申请号“202010501054.1”的优先权。
技术领域
本申请涉及车辆领域，具体涉及一种能量转换装置及其安全控制方法。
背景技术
随着新能源的广泛使用，电池可作为动力源应用在各个领域中。电池作为动力源使用的环境不同，电池的性能也会受到影响。比如，在低温环境下的电池的性能较常温会产生较大程度的降低。例如，在零点温度下电池的放电容量会随温度的降低而降低。在-30℃的条件下，电池的放电容量基本为0，导致电池无法使用。为了能够在低温环境下使用电池，需要对电池进行加热。
发明内容
本申请的目的是提供一种能量转换装置及其安全控制方法，能够实现能量转换装置的安全控制。
根据本申请的第一实施例，提供一种能量转换装置，所述能量转换装置包括：
第一开关模块；
电机逆变器，所述电机逆变器的第一汇流端与电池的第一端连接，所述电机逆变器的第二汇流端与所述电池的第二端连接，其中，所述第一开关模块用于控制所述电机逆变器的第一汇流端与所述电池的第一端的通断，或所述第一开关模块用于控制所述电机逆变器的第二汇流端与所述电池的第二端的通断，或所述第一开关模块用于控制所述电机逆变器的第一汇流端与所述电池的第一端的通断和所述电机逆变器的第二汇流端与所述电池的第二端的通断；
电机绕组，所述电机绕组的第一端与所述电机逆变器的中点端连接；
第二开关模块和第一电容，所述第二开关模块和所述第一电容串联连接，串联连接后的所述第二开关模块和所述第一电容的第一端连接所述电机绕组的第二端，串联连接后的所述第二开关模块和所述第一电容的第二端连接所述电机逆变器的第二汇流端；
控制器，所述控制器被配置为，基于表征储能器泄放的命令，控制所述第一开关模块断 开，以断开所述电池与所述电机逆变器的连接，并在所述第二开关模块导通的情况下控制所述电机逆变器，以对所述第一电容进行能量泄放。
可选地，所述能量转换装置还包括第二电容，所述第二电容的第一端与所述电机逆变器的第一汇流端连接，所述第二电容的第二端与所述电机逆变器的第二汇流端连接；
所述控制器还被配置为，基于所述表征储能器泄放的命令，控制所述第一开关模块断开，以断开所述电池与所述第二电容和所述电机逆变器的连接，并在所述第二开关模块导通的情况下控制所述电机逆变器，以对所述第一电容和所述第二电容进行能量泄放。
根据本申请的第二实施例，提供一种能量转换装置安全控制方法，所述能量转换装置包括：
第一开关模块；
电机逆变器，所述电机逆变器的第一汇流端与电池的第一端连接，所述电机逆变器的第二汇流端与所述电池的第二端连接，其中，所述第一开关模块用于控制所述电机逆变器的第一汇流端与所述电池的第一端的通断，或所述第一开关模块用于控制所述电机逆变器的第二汇流端与所述电池的第二端的通断，或所述第一开关模块用于控制所述电机逆变器的第一汇流端与所述电池的第一端的通断和所述电机逆变器的第二汇流端与所述电池的第二端的通断；
电机绕组，所述电机绕组的第一端与所述电机逆变器的中点端连接；
第二开关模块和第一电容，所述第二开关模块和所述第一电容串联连接，串联连接后的所述第二开关模块和所述第一电容的第一端连接所述电机绕组的第二端，串联连接后的所述第二开关模块和所述第一电容的第二端连接所述电机逆变器的第二汇流端；
所述方法包括：基于表征储能器泄放的命令，控制所述第一开关模块断开，以断开所述电池与所述电机逆变器的连接，并在所述第二开关模块导通的情况下，控制所述电机逆变器对所述第一电容进行能量泄放。
可选地，所述能量转换装置还包括第二电容，所述第二电容的第一端与所述电机逆变器的第一汇流端连接，所述第二电容的第二端与所述电机逆变器的第二汇流端连接；
所述方法还包括：基于所述表征储能器泄放的命令，控制所述第一开关模块断开，以断开所述电池与所述第二电容和所述电机逆变器的连接，并在所述第二开关模块导通的情况下控制所述电机逆变器，以对所述第一电容和所述第二电容进行能量泄放。
可选地，所述控制所述电机逆变器，以对所述第一电容和所述第二电容进行能量泄放，包括：
控制所述电机逆变器对所述第一电容进行能量泄放，并控制所述电机逆变器通过所述第一电容对所述第二电容进行能量泄放。
可选地，所述电机逆变器包括上桥臂和下桥臂；
所述控制所述电机逆变器对所述第一电容进行能量泄放，包括：
控制所述上桥臂保持断开，并控制所述下桥臂交替导通和断开，以对所述第一电容进行能量泄放。
可选地，所述控制所述电机逆变器通过所述第一电容对所述第二电容进行能量泄放，包括：
控制所述电机逆变器的上桥臂导通，使所述第二电容对所述第一电容进行充电；
控制所述上桥臂保持断开，并控制所述电机逆变器的下桥臂交替导通和断开，以对充电后的所述第一电容进行能量泄放；
反复执行所述控制所述电机逆变器的上桥臂导通的步骤和所述控制所述上桥臂保持断开并控制所述电机逆变器的下桥臂交替导通和断开的步骤，直至所述第二电容的电压低于预设电压。
可选地，所述第二电容对所述第一电容进行充电的时间根据车辆车型、所述第一电容的容值、所述第二电容的容值进行标定。
可选地，所述下桥臂的交替导通和断开通过下述方式来调节：控制所述下桥臂的占空比从第一占空比逐渐增加到第二占空比，并然后控制所述下桥臂的占空比从所述第二占空比逐渐减小至所述第一占空比。
可选地，所述第二开关模块导通的情况包括下述中的至少一者：
所述第二开关模块烧结；
在利用所述能量转换装置对所述电池充电完成之后，所述第二开关模块未烧结，而且基于所述表征储能器泄放的命令控制所述第二开关模块导通；
在利用所述能量转换装置对所述电池进行自加热完成之后，所述第二开关模块未烧结，而且基于所述表征储能器泄放的命令控制所述第二开关模块导通；
在利用所述能量转换装置实现驱动功能之后，所述第二开关模块未烧结，而且基于所述表征储能器泄放的命令控制所述第二开关模块导通。
可选地，所述第二开关模块烧结通过下述方式来确定：控制所述第二开关模块断开，并控制所述第一开关模块使得所述电池与所述电机逆变器连通；控制所述电机逆变器的下桥臂断开，并控制所述电机逆变器的至少一个上桥臂导通；在所述电机逆变器中有电流流过的情况下，确定所述第二开关模块烧结。
可选地，所述第二开关模块烧结通过下述方式来确定：控制所述第二开关模块导通，并控制所述第一开关模块使得所述电池与所述电机逆变器连通；控制所述电机逆变器的下桥臂断开，并控制所述电机逆变器的至少一个上桥臂导通，以由所述电池对所述第二电容进 行充电；控制所述第二开关模块断开，控制所述电机逆变器的上桥臂断开，并控制所述电机逆变器的至少一个下桥臂导通；在所述电机逆变器中有电流流过的情况下，确定所述第二开关模块烧结。
通过采用上述技术方案，具有以下有益效果。
(1)本申请中的能量转换装置可以通过控制第二开关模块断开实现电机驱动功能，通过控制第二开关模块导通实现电池加热功能。
(2)由于能够利用能量转换装置自身的零部件之间的联动来实现第一电容50的能量泄放，不需要增加额外的零部件，因此能够降低整车成本。
(3)由于是在第一开关模块将电池与电机逆变器之间的连接断开了而且第二开关模块处于导通状态的情况下，控制电机逆变器以对第一电容进行能量泄放，所以：一方面，在第一电容的能量泄放期间，电池导致的高压安全问题被解决了；另一方面，从图1的拓扑结构中也能够看出，由于在能量泄放期间，第一开关模块处于断开状态，第二开关模块处于导通状态，所以第一电容的能量是利用由电机逆变器、电机绕组、第二开关模块和第一电容构成的循环回路来进行泄放的，也就是说，电机逆变器的反复开关动作导致的能量损耗、电机逆变器导通状态下的能量消耗、以及电机绕组上的热损耗，使得第一电容上的高压能量被消耗掉，从而实现了第一电容的能量泄放。另外，由于在该泄放过程中，泄放电流不会很大，所以能够避免将软件bug带来的第二开关模块假烧结或者第二开关模块自身原因带来的不完全烧结变成第二开关模块的真烧结，避免了对第二开关模块造成二次损伤。
本申请的其他特征和优点将在随后的具体实施方式部分予以详细说明。
附图说明
附图是用来提供对本申请的进一步理解，并且构成说明书的一部分，与下面的具体实施方式一起用于解释本申请，但并不构成对本申请的限制。在附图中：
图1是根据本申请一种实施例的能量转换装置的示意拓扑结构。
图2是根据本申请一种实施例的能量转换装置的又一示意拓扑结构。
图3是根据本申请一种实施例的能量转换装置的示意电路图。
图4是根据本申请一种实施例的能量转换装置安全控制方法的流程图。
图5是根据本申请一种实施例的能量转换装置安全控制方法的又一流程图。
图6示出了对电机逆变器的下桥臂的交替通断进行调节的示意图。
具体实施方式
以下结合附图对本申请的具体实施方式进行详细说明。应当理解的是，此处所描述的具 体实施方式仅用于说明和解释本申请，并不用于限制本申请。
图1是根据本申请一种实施例的能量转换装置的示意拓扑结构。如图1所示，该能量转换装置包括第一开关模块10、电机逆变器20、电机绕组30、第二开关模块40、第一电容50和控制器60。图1中的虚线指的是，控制器60向第一开关模块10、电机逆变器20、第二开关模块40等传输控制信号，以控制第一开关模块10、电机逆变器20、第二开关模块40的动作。
如图1所示，电机逆变器20的第一汇流端M1与电池70的第一端连接，电机逆变器20的第二汇流端M2与电池70的第二端连接，其中，第一开关模块10用于控制电机逆变器20的第一汇流端M1与电池70的第一端的通断，或者第一开关模块10用于控制电机逆变器20的第二汇流端M2与电池70的第二端的通断，或者第一开关模块10用于控制电机逆变器20的第一汇流端M1与电池70的第一端的通断和电机逆变器20的第二汇流端M2与电池70的第二端的通断。
电机绕组30的第一端与电机逆变器20的中点端M3连接。第二开关模块40和第一电容50串联连接，串联连接后的第二开关模块40和第一电容50的第一端连接电机绕组30的第二端，串联连接后的第二开关模块40和第一电容50的第二端连接电机逆变器20的第二汇流端M2。
控制器60被配置为，基于表征储能器泄放的命令，控制第一开关模块10断开，以断开电池70与电机逆变器20的连接，并在第二开关模块40导通的情况下控制电机逆变器20，以对第一电容50进行能量泄放。
基于上述能量转换装置，控制器60通过控制第一开关模块10导通、第二开关模块40断开以及电机逆变器20的通断状态，电池70、第一开关模块10、电机逆变器20和电机绕组30形成电机驱动电路。控制器60通过控制第一开关模块10导通、第二开关模块40导通以及电机逆变器20的通断状态，电池70、第一开关模块10、电机逆变器20、电机绕组30、第二开关模块40和第一电容50形成电池加热电路。其中，电池加热电路包括4个阶段，具体为：电池放电回路、电机绕组续流回路、电机绕组储能回路以及电池充电回路；其中，电池70通过电机逆变器20的上桥臂、电机绕组30和第二开关模块40向第一电容50放电形成所述电池放电回路；电机绕组30通过第二开关模块40、第一电容50和电机逆变器20的下桥臂续流形成所述电机绕组续流回路；第一电容50通过第二开关模块40、电机逆变器20的下桥臂向电机绕组30储能形成所述电机绕组储能回路；第一电容50通过第二开关模块40、电机绕组30和电机逆变器20的上桥臂向所述电池放电形成所述电池充电回路。
在本申请中，第二开关模块40导通的情况包括下述中的至少一者：
(1)第二开关模块40烧结。在第二开关模块40烧结的情况下，第二开关模块40相当于是短路状态，所以在这种情况下，认为第二开关模块40导通。
(2)在外部设备利用根据本申请实施例的能量转换装置对电池70充电完成之后，第二开关模块40未烧结，而且基于表征储能器泄放的命令(外部设备利用根据本申请实施例的能量转换装置对电池70充电完成之后，第一电容50中会残存有能量，安全起见，就需要对第一电容50进行能量泄放)控制第二开关模块40导通。在这种情况下，由于第二开关模块40未烧结，所以其通断仍然能够通过控制器60进行控制。而在第一电容50需要泄放能量的情况下，第二开关模块40需要处于导通状态才能使得能量泄放回路连通。所以，在这种情况下，需要基于表征储能器泄放的命令控制第二开关模块40导通。
(3)在利用根据本申请实施例的能量转换装置对电池70进行自加热完成之后，第二开关模块40未烧结，而且基于表征储能器泄放的命令(在利用根据本申请实施例的能量转换装置对电池70进行自加热完成之后，第一电容50中会残存有能量，安全起见，就需要对第一电容50进行能量泄放)控制第二开关模块40导通。在这种情况下，由于第二开关模块40未烧结，所以其通断仍然能够通过控制器60进行控制。而在第一电容50需要泄放能量的情况下，第二开关模块40需要处于导通状态才能使得能量泄放回路连通。所以，在这种情况下，需要基于表征储能器泄放的命令控制第二开关模块40导通。
(4)在利用根据本申请实施例的能量转换装置实现驱动功能之后，第二开关模块40未烧结，而且基于表征储能器泄放的命令(在利用根据本申请实施例的能量转换装置实现驱动功能之后，第二电容中会残存有能量，安全起见，就需要对第二电容进行能量泄放)控制第二开关模块40导通。在这种情况下，由于第二开关模块40未烧结，所以其通断仍然能够通过控制器60进行控制。而在第一电容50需要泄放能量的情况下，第二开关模块40需要处于导通状态才能使得能量泄放回路连通。所以，在这种情况下，需要基于表征储能器泄放的命令控制第二开关模块40导通。
通过采用上述技术方案，具有以下有益效果。
(1)本申请中的能量转换装置可以通过控制第二开关模块40断开实现电机驱动功能，通过控制第二开关模块40导通实现电池加热功能。
(2)由于能够利用能量转换装置自身的零部件之间的联动来实现第一电容50的能量泄放，不需要增加额外的零部件，因此能够降低整车成本。
(3)由于是在第一开关模块10将电池70与电机逆变器20之间的连接断开了而且第二开关模块40处于导通状态的情况下，控制电机逆变器20以对第一电容50进行能量泄放，所以：一方面，在第一电容50的能量泄放期间，电池70导致的高压安全问题被解决了；另一方面，从图1的拓扑结构中也能够看出，由于在能量泄放期间，第一开关模块10处于 断开状态，第二开关模块40处于导通状态，所以第一电容50的能量是利用由电机逆变器20、电机绕组30、第二开关模块40和第一电容50构成的循环回路来进行泄放的，也就是说，电机逆变器20的反复开关动作导致的能量损耗、电机逆变器20导通状态下的能量消耗、以及电机绕组30上的热损耗，使得第一电容50上的高压能量被消耗掉，从而实现了第一电容50的能量泄放。另外，由于在该泄放过程中，泄放电流不会很大，所以能够避免将软件bug带来的第二开关模块40假烧结或者第二开关模块40自身原因带来的不完全烧结变成第二开关模块40的真烧结，避免了对第二开关模块40造成二次损伤。
图2是根据本申请一种实施例的能量转换装置的又一示意拓扑结构。如图2所示，该能量转换装置还包括第二电容80，其中第二电容80的第一端与电机逆变器20的第一汇流端M1连接，第二电容80的第二端与电机逆变器20的第二汇流端M2连接。
控制器60还被配置为，基于表征储能器泄放的命令，控制第一开关模块10断开，以断开电池70与第二电容80和电机逆变器20的连接，并在第二开关模块40导通的情况下控制电机逆变器20，以对第一电容50和第二电容80进行能量泄放。之所以也需要对第二电容80进行能量泄放，是因为在利用根据本申请实施例的能量转换装置对电池70进行充电结束之后、对电池70进行自加热结束之后、实现驱动功能之后，第二电容80中也会残留有高压能量，因此安全起见，就需要对第二电容80进行能量泄放。
由于对第二电容80的能量泄放也是利用能量转换装置自身的零部件之间的联动来实现的，不需要增加额外的零部件，因此能够降低整车成本。另外，对第二电容80的能量泄放原理与如上描述的对第一电容50的能量泄放原理类似，也是利用了电机逆变器20的反复开关动作导致的能量损耗、电机逆变器20导通状态下的能量消耗、以及电机绕组30上的热损耗，所以在泄放过程中，泄放电流不会很大，能够避免将软件bug带来的第二开关模块40假烧结或者第二开关模块40自身原因带来的不完全烧结变成第二开关模块40的真烧结，避免了对第二开关模块40造成二次损伤。
图3是根据本申请一种实施例的能量转换装置的示意电路图。如图3所示，电机逆变器20包括N相桥臂，电机绕组30包括N个绕组，N个绕组的第一端分别一一对应地连接到N相桥臂的中点端(也即图3中的A、B、C所示的位置处)，其中N≥1。
继续参考图3。第一开关模块10包括连接在电池70的第一端与电机逆变器20的第一汇流端之间的正极接触器K1，还包括连接在电池70的第二端与电机逆变器20的第二汇流端之间的负极接触器K2。正极接触器K1可以断开电池70的第一端与电机逆变器20的第一汇流端，从而将电池70与电机逆变器的连接断开。负极接触器K2可以断开电池70的第二端与电机逆变器20的第二汇流端，从而将电池70与电机逆变器的连接断开。本领域技术人员可以理解的是，第一开关模块10可以只包括正极接触器K1，或者只包括负极接触器 K2，或者包括正极接触器K1和负极接触器K2这两者。
另外，本领域技术人员还应当理解的是，图3所示的电机逆变器20的具体结构、电机绕组30的具体结构、第一开关模块10的具体结构仅是示例，本申请对此不做限制。
图4是根据本申请一种实施例的能量转换装置安全控制方法的流程图。该方法能够用于对图1-3所示的能量转换装置进行能量泄放。如图4所示，该方法包括以下步骤S41至S42。
在步骤S41中，基于表征储能器泄放的命令，控制第一开关模块10断开，以断开电池70与电机逆变器20的连接。
在步骤S42中，在第二开关模块40导通的情况下，控制电机逆变器20对第一电容50进行能量泄放。
在本申请中，第二开关模块40导通的情况包括下述中的至少一者：
(1)第二开关模块40烧结。在第二开关模块40烧结的情况下，第二开关模块40相当于是短路状态，所以在这种情况下，认为第二开关模块40导通。
(2)在外部设备利用根据本申请实施例的能量转换装置对电池70充电完成之后，第二开关模块40未烧结，而且基于表征储能器泄放的命令(外部设备利用根据本申请实施例的能量转换装置对电池70充电完成之后，第一电容50中会残存有能量，安全起见，就需要对第一电容50进行能量泄放)控制第二开关模块40导通。在这种情况下，由于第二开关模块40未烧结，所以其通断动作仍然能够受到控制。而在第一电容50需要泄放能量的情况下，第二开关模块40需要处于导通状态才能使得能量泄放回路连通。所以，在这种情况下，需要基于表征储能器泄放的命令控制第二开关模块40导通。
(3)在利用根据本申请实施例的能量转换装置对电池70进行自加热完成之后，第二开关模块40未烧结，而且基于表征储能器泄放的命令(在利用根据本申请实施例的能量转换装置对电池70进行自加热完成之后，第一电容50中会残存有能量，安全起见，就需要对第一电容50进行能量泄放)控制第二开关模块40导通。在这种情况下，由于第二开关模块40未烧结，所以其通断仍然能够受到控制。而在第一电容50需要泄放能量的情况下，第二开关模块40需要处于导通状态才能使得能量泄放回路连通。所以，在这种情况下，需要基于表征储能器泄放的命令控制第二开关模块40导通。
(4)在利用根据本申请实施例的能量转换装置实现驱动功能之后，第二开关模块40未烧结，而且基于表征储能器泄放的命令(在利用根据本申请实施例的能量转换装置实现驱动功能之后，第二电容中会残存有能量，安全起见，就需要对第二电容进行能量泄放)控制第二开关模块40导通。在这种情况下，由于第二开关模块40未烧结，所以其通断仍然能够受到控制。而在第一电容50需要泄放能量的情况下，第二开关模块40需要处于导 通状态才能使得能量泄放回路连通。所以，在这种情况下，需要基于表征储能器泄放的命令控制第二开关模块40导通。
通过采用上述技术方案，具有以下有益效果。
(1)由于能够利用能量转换装置自身的零部件之间的联动来实现第一电容50的能量泄放，不需要增加额外的零部件，因此能够降低整车成本。
(2)由于是在第一开关模块10将电池70与电机逆变器20之间的连接断开了而且第二开关模块40处于导通状态的情况下，控制电机逆变器20以对第一电容50进行能量泄放，所以：一方面，在第一电容50的能量泄放期间，电池70导致的高压安全问题被解决了；另一方面，从图1的拓扑结构中也能够看出，由于在能量泄放期间，第一开关模块10处于断开状态，第二开关模块40处于导通状态，所以第一电容50的能量是利用由电机逆变器20、电机绕组30、第二开关模块40和第一电容50构成的循环回路来进行泄放的，也就是说，电机逆变器20的反复开关动作导致的能量损耗、电机逆变器20导通状态下的能量消耗、以及电机绕组30上的热损耗，使得第一电容50上的高压能量被消耗掉，从而实现了第一电容50的能量泄放。另外，由于在该泄放过程中，泄放电流不会很大，所以能够避免将软件bug带来的第二开关模块40假烧结或者第二开关模块40自身原因带来的不完全烧结变成第二开关模块40的真烧结，避免了对第二开关模块40造成二次损伤。
图5是根据本申请一种实施例的能量转换装置安全控制方法的又一流程图。该流程适用于对图2所示的能量转换装置进行能量泄放。如图5所示，该方法包括以下步骤S51至S52。
在步骤S51中，基于表征储能器泄放的命令，控制第一开关模块10断开，以断开电池70与第二电容80和电机逆变器20的连接。
在步骤S52中，在第二开关模块40导通的情况下控制电机逆变器20，以对第一电容50和第二电容80进行能量泄放。
第二开关模块40导通的情况已经在上文中进行了描述，不再赘述。
另外，步骤S52可以包括如下步骤。
首先，在步骤S52a中，控制电机逆变器20对第一电容50进行能量泄放。
然后，在步骤S52b中，控制电机逆变器20通过第一电容50对第二电容80进行能量泄放。
例如，先控制电机逆变器20的上桥臂导通，使第二电容80对第一电容50进行充电。然后，控制电机逆变器20的上桥臂保持断开，并控制电机逆变器20的下桥臂交替导通和断开，以对充电后的第一电容50进行能量泄放。通过反复执行控制电机逆变器20的上桥臂导通的步骤和控制上桥臂保持断开并控制电机逆变器20的下桥臂交替导通和断开的步骤，直至第二电容80的电压低于预设电压(例如60V或其他预设数值)，就实现了第二电 容80的能量泄放。
在电机逆变器20包括多个桥臂的情况下，本申请中提及的下桥臂的交替导通和断开指的是至少一个下桥臂的交替导通和断开。通过控制交替导通和断开的下桥臂的数量，就能够控制泄放电流的大小，避免泄放过程中第二开关模块40的二次损伤。
第二电容80对第一电容50进行充电的时间可以根据车辆车型、第一电容50的容值、第二电容80的容值进行标定。例如，可以为250ms、100ms或者其他数值。
在该步骤S52中，通过先对第一电容50进行能量泄放，然后再通过第一电容50对第二电容80进行能量泄放，能够避免第一电容50通过电机逆变器20的不可控二极管与第二电容80之间形成一个冲击电流，避免在泄放过程中对第二开关模块40造成损伤。
通过采用上述技术方案，由于对第二电容80的能量泄放也是利用能量转换装置自身的零部件之间的联动来实现的，不需要增加额外的零部件，因此能够降低整车成本。另外，对第二电容80的能量泄放原理与如上描述的对第一电容50的能量泄放原理类似，也是利用了电机逆变器20的反复开关动作导致的能量损耗、电机逆变器20导通状态下的能量消耗、以及电机绕组30上的热损耗，所以在泄放过程中，泄放电流不会很大，能够避免将软件bug带来的第二开关模块40假烧结或者第二开关模块40自身原因带来的不完全烧结变成第二开关模块40的真烧结，避免了对第二开关模块40造成二次损伤。
在一种实施例中，前述步骤S42和步骤S52a中所述的控制电机逆变器20对第一电容50进行能量泄放，可以包括：控制电机逆变器20的上桥臂保持断开，并控制电机逆变器20的下桥臂交替导通和断开，以对第一电容50进行能量泄放。
通过该技术方案，就能够利用电机逆变器20的下桥臂的反复开关动作导致的能量损耗、电机逆变器20的下桥臂导通状态下的能量消耗、以及电机绕组30上的热损耗，来消耗掉第一电容50上的高压能量，从而实现了第一电容50的能量泄放。而且，由于在该泄放过程中，泄放电流不会很大，所以能够避免将软件bug带来的第二开关模块40假烧结或者第二开关模块40自身原因带来的不完全烧结变成第二开关模块40的真烧结，避免了对第二开关模块40造成二次损伤。
图6示出了对电机逆变器20的下桥臂的交替通断进行调节的示意图。从图中可以看出，下桥臂的交替导通和断开的调节方式是，先控制下桥臂的占空比(也即，在同一个周期内，下桥臂导通的时间/(下桥臂导通的时间+下桥臂断开的时间))从第一占空比逐渐增加到第二占空比，并然后控制下桥臂的占空比从第二占空比逐渐减小至第一占空比。本申请对第一占空比和第二占空比的具体数值不做限制，只要满足以不同的占空比不断循环即可，例如第一占空比可以为20％或者其他数值，第二占空比可以为80％。而且，本申请也不限制从第一占空比增加至第二占空比的增加速率以及从第二占空比减小至第一占空比的减小速 率。
通过第一占空比与第二占空比的不断循环，达到消耗第一电容50和第二电容80中的剩余能量的目的。而且，通过这种泄放方法，使得第一电容50和第二电容80中的能量能够在满足国标要求的时间内泄放完成。
本申请还提供了判断第二开关模块40是否烧结的方法。
第一种判断第二开关模块40是否烧结的方法包括如下步骤。首先，控制电机逆变器20进行自检。在电机逆变器20自检正常的情况下，控制第二开关模块40断开，并控制第一开关模块10使得电池70与电机逆变器20连通。然后，控制电机逆变器20的所有下桥臂断开，并控制电机逆变器20的至少一个上桥臂导通。然后，判断电机逆变器20中是否有电流流过，在电机逆变器20中有电流流过的情况下，确定第二开关模块40烧结，若没有电流流过，则确定第二开关模块40没有烧结。其中，可以利用电机逆变器20中已有的对电机逆变器的相电流进行检测的电流传感器来检测电机逆变器20中是否有电流流过，不需要增加额外的零部件，节省了成本。
第二种判断第二开关模块40是否烧结的方法包括如下步骤。首先，控制电机逆变器20进行自检。在电机逆变器20自检正常的情况下，控制第二开关模块40导通，并控制第一开关模块10使得电池70与电机逆变器20连通。然后，控制电机逆变器20的下桥臂断开，并控制电机逆变器20的至少一个上桥臂导通，以由电池70对第二电容80进行充电。然后，控制第二开关模块40断开，控制电机逆变器20的上桥臂断开，并控制电机逆变器20的至少一个下桥臂导通。然后，判断电机逆变器20中是否有电流流过，在电机逆变器20中有电流流过的情况下，确定第二开关模块40烧结，若没有电流流过，则确定第二开关模块40没有烧结。其中，可以利用电机逆变器20中已有的对电机逆变器的相电流进行检测的电流传感器来检测电机逆变器20中是否有电流流过，不需要增加额外的零部件，节省了成本。
上述第一种判断方法的优点在于控制方法简单。上述第二种判断方法的优点在于，其电流是可控的，能够避免在烧结检测过程中对第二开关模块40的二次损伤。
以上结合附图详细描述了本申请的优选实施方式，但是，本申请并不限于上述实施方式中的具体细节，在本申请的技术构思范围内，可以对本申请的技术方案进行多种简单变型，这些简单变型均属于本申请的保护范围。
另外需要说明的是，在上述具体实施方式中所描述的各个具体技术特征，在不矛盾的情况下，可以通过任何合适的方式进行组合。为了避免不必要的重复，本申请对各种可能的组合方式不再另行说明。
此外，本申请的各种不同的实施方式之间也可以进行任意组合，只要其不违背本申请的思想，其同样应当视为本申请所公开的内容。

Claims (12)

  1. 一种能量转换装置，其特征在于，所述能量转换装置包括：
    第一开关模块；
    电机逆变器，所述电机逆变器的第一汇流端与电池的第一端连接，所述电机逆变器的第二汇流端与所述电池的第二端连接，其中，所述第一开关模块用于控制所述电机逆变器的第一汇流端与所述电池的第一端的通断，或所述第一开关模块用于控制所述电机逆变器的第二汇流端与所述电池的第二端的通断，或所述第一开关模块用于控制所述电机逆变器的第一汇流端与所述电池的第一端的通断和所述电机逆变器的第二汇流端与所述电池的第二端的通断；
    电机绕组，所述电机绕组的第一端与所述电机逆变器的中点端连接；
    第二开关模块和第一电容，所述第二开关模块和所述第一电容串联连接，串联连接后的所述第二开关模块和所述第一电容的第一端连接所述电机绕组的第二端，串联连接后的所述第二开关模块和所述第一电容的第二端连接所述电机逆变器的第二汇流端；
    控制器，所述控制器被配置为，基于表征储能器泄放的命令，控制所述第一开关模块断开，以断开所述电池与所述电机逆变器的连接，并在所述第二开关模块导通的情况下控制所述电机逆变器，以对所述第一电容进行能量泄放。
  2. 根据权利要求1所述的装置，其特征在于，所述能量转换装置还包括第二电容，所述第二电容的第一端与所述电机逆变器的第一汇流端连接，所述第二电容的第二端与所述电机逆变器的第二汇流端连接；
    所述控制器还被配置为，基于所述表征储能器泄放的命令，控制所述第一开关模块断开，以断开所述电池与所述第二电容和所述电机逆变器的连接，并在所述第二开关模块导通的情况下控制所述电机逆变器，以对所述第一电容和所述第二电容进行能量泄放。
  3. 一种能量转换装置安全控制方法，其特征在于，所述能量转换装置包括：
    第一开关模块；
    电机逆变器，所述电机逆变器的第一汇流端与电池的第一端连接，所述电机逆变器的第二汇流端与所述电池的第二端连接，其中，所述第一开关模块用于控制所述电机逆变器的第一汇流端与所述电池的第一端的通断，或所述第一开关模块用于控制所述电机逆变器的第二汇流端与所述电池的第二端的通断，或所述第一开关模块用于控制所述电机逆变器的第一汇流端与所述电池的第一端的通断和所述电机逆变器的第二汇流端与所述电池的第二端的通断；
    电机绕组，所述电机绕组的第一端与所述电机逆变器的中点端连接；
    第二开关模块和第一电容，所述第二开关模块和所述第一电容串联连接，串联连接后的所述第二开关模块和所述第一电容的第一端连接所述电机绕组的第二端，串联连接后的所述第二开关模块和所述第一电容的第二端连接所述电机逆变器的第二汇流端；
    所述方法包括：基于表征储能器泄放的命令，控制所述第一开关模块断开，以断开所述电池与所述电机逆变器的连接，并在所述第二开关模块导通的情况下，控制所述电机逆变器对所述第一电容进行能量泄放。
  4. 根据权利要求3所述的能量转换装置安全控制方法，其特征在于，所述能量转换装置还包括第二电容，所述第二电容的第一端与所述电机逆变器的第一汇流端连接，所述第二电容的第二端与所述电机逆变器的第二汇流端连接；
    所述方法还包括：基于所述表征储能器泄放的命令，控制所述第一开关模块断开，以断开所述电池与所述第二电容和所述电机逆变器的连接，并在所述第二开关模块导通的情况下控制所述电机逆变器，以对所述第一电容和所述第二电容进行能量泄放。
  5. 根据权利要求4所述的能量转换装置安全控制方法，其特征在于，所述控制所述电机逆变器，以对所述第一电容和所述第二电容进行能量泄放，包括：
    控制所述电机逆变器对所述第一电容进行能量泄放，并控制所述电机逆变器通过所述第一电容对所述第二电容进行能量泄放。
  6. 根据权利要求5所述的能量转换装置安全控制方法，其特征在于，所述电机逆变器包括上桥臂和下桥臂；
    所述控制所述电机逆变器对所述第一电容进行能量泄放，包括：
    控制所述上桥臂保持断开，并控制所述下桥臂交替导通和断开，以对所述第一电容进行能量泄放。
  7. 根据权利要求6所述的能量转换装置安全控制方法，其特征在于，所述控制所述电机逆变器通过所述第一电容对所述第二电容进行能量泄放，包括：
    控制所述电机逆变器的上桥臂导通，使所述第二电容对所述第一电容进行充电；
    控制所述上桥臂保持断开，并控制所述电机逆变器的下桥臂交替导通和断开，以对充电后的所述第一电容进行能量泄放；
    反复执行所述控制所述电机逆变器的上桥臂导通的步骤和所述控制所述上桥臂保持断开并控制所述电机逆变器的下桥臂交替导通和断开的步骤，直至所述第二电容的电压低于预设电压。
  8. 根据权利要求7所述的能量转换装置安全控制方法，其特征在于，所述第二电容对所述第一电容进行充电的时间根据车辆车型、所述第一电容的容值、所述第二电容的容值进行标定。
  9. 根据权利要求6至8中任一项所述的能量转换装置安全控制方法，其特征在于，所述下桥臂的交替导通和断开通过下述方式来调节：
    控制所述下桥臂的占空比从第一占空比逐渐增加到第二占空比，并然后控制所述下桥臂的占空比从所述第二占空比逐渐减小至所述第一占空比。
  10. 根据权利要求4至9中任一项所述的能量转换装置安全控制方法，其特征在于，所述第二开关模块导通的情况包括下述中的至少一者：
    所述第二开关模块烧结；
    在利用所述能量转换装置对所述电池充电完成之后，所述第二开关模块未烧结，而且基于所述表征储能器泄放的命令控制所述第二开关模块导通；
    在利用所述能量转换装置对所述电池进行自加热完成之后，所述第二开关模块未烧结，而且基于所述表征储能器泄放的命令控制所述第二开关模块导通；
    在利用所述能量转换装置实现驱动功能之后，所述第二开关模块未烧结，而且基于所述表征储能器泄放的命令控制所述第二开关模块导通。
  11. 根据权利要求10所述的能量转换装置安全控制方法，其特征在于，所述第二开关模块烧结通过下述方式来确定：
    控制所述第二开关模块断开，并控制所述第一开关模块使得所述电池与所述电机逆变器连通；
    控制所述电机逆变器的下桥臂断开，并控制所述电机逆变器的至少一个上桥臂导通；
    在所述电机逆变器中有电流流过的情况下，确定所述第二开关模块烧结。
  12. 根据权利要求10或11所述的能量转换装置安全控制方法，其特征在于，所述第二开关模块烧结通过下述方式来确定：
    控制所述第二开关模块导通，并控制所述第一开关模块使得所述电池与所述电机逆变器连通；
    控制所述电机逆变器的下桥臂断开，并控制所述电机逆变器的至少一个上桥臂导通，以由所述电池对所述第二电容进行充电；
    控制所述第二开关模块断开，控制所述电机逆变器的上桥臂断开，并控制所述电机逆变器的至少一个下桥臂导通；
    在所述电机逆变器中有电流流过的情况下，确定所述第二开关模块烧结。
PCT/CN2021/098458 2020-06-04 2021-06-04 能量转换装置及其安全控制方法 Ceased WO2021244649A1 (zh)

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