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WO2013097808A1 - 电动汽车及用于电动汽车的主动泄放系统 - Google Patents

电动汽车及用于电动汽车的主动泄放系统 Download PDF

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Publication number
WO2013097808A1
WO2013097808A1 PCT/CN2012/088041 CN2012088041W WO2013097808A1 WO 2013097808 A1 WO2013097808 A1 WO 2013097808A1 CN 2012088041 W CN2012088041 W CN 2012088041W WO 2013097808 A1 WO2013097808 A1 WO 2013097808A1
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WO
WIPO (PCT)
Prior art keywords
module
bidirectional
charging
switch
electric vehicle
Prior art date
Application number
PCT/CN2012/088041
Other languages
English (en)
French (fr)
Inventor
赵军
李帅辉
唐甫
汤哲晴
李英涛
梁岂源
Original Assignee
深圳市比亚迪汽车研发有限公司
比亚迪股份有限公司
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Priority claimed from CN2011205719323U external-priority patent/CN202455130U/zh
Priority claimed from CN 201220266009 external-priority patent/CN202679006U/zh
Priority claimed from CN201220303636XU external-priority patent/CN202712941U/zh
Application filed by 深圳市比亚迪汽车研发有限公司, 比亚迪股份有限公司 filed Critical 深圳市比亚迪汽车研发有限公司
Priority to EP12862112.5A priority Critical patent/EP2802055B1/en
Priority to US14/369,966 priority patent/US9290105B2/en
Publication of WO2013097808A1 publication Critical patent/WO2013097808A1/zh

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Classifications

    • 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
    • B60L3/0023—Detecting, eliminating, remedying or compensating for drive train abnormalities, e.g. failures within the drive train
    • B60L3/0046—Detecting, eliminating, remedying or compensating for drive train abnormalities, e.g. failures within the drive train relating to electric energy storage systems, e.g. batteries or capacitors
    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • B60L1/00—Supplying electric power to auxiliary equipment of vehicles
    • B60L1/003—Supplying electric power to auxiliary equipment of vehicles to auxiliary motors, e.g. for pumps, compressors
    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • B60L1/00—Supplying electric power to auxiliary equipment of vehicles
    • B60L1/006—Supplying electric power to auxiliary equipment of vehicles to power outlets
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    • B60L3/00—Electric devices on electrically-propelled vehicles for safety purposes; Monitoring operating variables, e.g. speed, deceleration or energy consumption
    • B60L3/0023—Detecting, eliminating, remedying or compensating for drive train abnormalities, e.g. failures within the drive train
    • B60L3/003—Detecting, eliminating, remedying or compensating for drive train abnormalities, e.g. failures within the drive train relating to inverters
    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • B60L3/00—Electric devices on electrically-propelled vehicles for safety purposes; Monitoring operating variables, e.g. speed, deceleration or energy consumption
    • B60L3/0023—Detecting, eliminating, remedying or compensating for drive train abnormalities, e.g. failures within the drive train
    • B60L3/0069—Detecting, eliminating, remedying or compensating for drive train abnormalities, e.g. failures within the drive train relating to the isolation, e.g. ground fault or leak current
    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • B60L50/50—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells
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    • B60L50/00—Electric propulsion with power supplied within the vehicle
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    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • 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
    • B60L53/10—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 the energy transfer between the charging station and the vehicle
    • B60L53/11—DC charging controlled by the charging station, e.g. mode 4
    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • 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
    • B60L53/10—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 the energy transfer between the charging station and the vehicle
    • B60L53/14—Conductive energy transfer
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L53/00—Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles
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    • B60L53/16—Connectors, e.g. plugs or sockets, specially adapted for charging electric vehicles
    • 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
    • B60L53/10—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 the energy transfer between the charging station and the vehicle
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    • B60L53/00—Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles
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    • B—PERFORMING OPERATIONS; TRANSPORTING
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Definitions

  • the present invention relates to the field of electric vehicle technology, and in particular to an active bleed system for an electric vehicle and an electric vehicle having the active bleed system.
  • the vehicle charging and discharging device in this scheme mainly comprises a three-phase power transformer 1, and six thyristor components constitute a three-phase bridge circuit 2, a constant voltage control device AUR and The constant current control device ACR, but this solution seriously wastes space and cost.
  • Solution (2) As shown in Figure 3, the vehicle charging and discharging device in this solution installs two charging sockets 15, 16' for single/three-phase charging, which increases the cost; the motor drive circuit includes the inductance L1 'and The capacitor C1 is composed of a filter module. When the motor is driven, the three-phase current is generated by the filter module, which is a waste of battery power. When the solution is charged and discharged, the inverter 13' rectifies/inverts the alternating current, and rectifies the Z. The voltage after inverter is not adjustable, and the applicable battery operating voltage range is narrow.
  • the object of the present invention is to at least solve one of the above technical drawbacks.
  • an object of the present invention to provide an active bleed system for an electric vehicle that can be implemented
  • the use of civil or industrial AC grid for high-power AC charging of electric vehicles enabling users to efficiently and quickly charge anytime, anywhere, without the need for constant voltage control devices and constant current control devices, saving space and cost, and a wide range of battery operating voltages.
  • Another object of the present invention is to provide an electric vehicle.
  • an active bleeder system for an electric vehicle includes: a power battery; a bus capacitor; a charging and discharging socket; a bidirectional DC/DC module, the bidirectional DC/DC module a DC terminal is connected to the other end of the power battery, and a second DC terminal of the bidirectional DC/DC module is connected to one end of the power battery, wherein the first DC terminal is the bidirectional DC/ a common DC terminal of the DC module input and output; a drive control switch, one end of the drive control switch is connected to one end of the power battery, and the other end of the drive control switch and the third DC end of the bidirectional DC/DC module Connected to; a bidirectional DC/AC module, a first DC end of the bidirectional DC/AC module is connected to the other end of the drive control switch, a second DC end of the bidirectional DC/AC module and the power battery Connected to the other end; a motor control switch, one end of the motor control switch is connected to the AC end
  • the active venting system for an electric vehicle can realize high-power AC charging of an electric vehicle using a civil or industrial AC grid, so that the user can efficiently and quickly charge at any time and place, saving charging time without
  • the constant voltage control device and the constant current control device save space and cost, and are suitable for a wide range of battery operating voltages.
  • an embodiment of another aspect of the present invention also provides an electric vehicle including the above-described active bleeder system.
  • the electric vehicle can be charged with high power through three-phase or single-phase electric power, which is convenient for the user to quickly charge the electric vehicle anytime and anywhere, saving time and cost and meeting people's needs.
  • FIG. 1 is a circuit diagram of a conventional vehicle charging and discharging device
  • FIG. 2 is a schematic diagram of control of a conventional vehicle charging and discharging device
  • FIG. 3 is a circuit diagram of another conventional vehicle charging and discharging device
  • FIG. 4 is a block schematic diagram of an active bleeder system for an electric vehicle according to an embodiment of the present invention
  • FIG. 5 is a top view of an active bleeder system for an electric vehicle according to an embodiment of the present invention
  • FIG. 7 is a block schematic diagram of a controller module in accordance with one embodiment of the present invention.
  • FIG. 8 is a schematic diagram of a DSP and peripheral hardware circuit interface in a controller module according to an example of the present invention
  • FIG. 9 is a functional judgment flow chart of an active bleeder system for an electric vehicle according to an embodiment of the present invention.
  • FIG. 1 is a flow chart showing a start-stop determination of an active bleeder system for an electric vehicle according to an embodiment of the present invention
  • FIG. 12 is a flow chart showing control of an active bleeder system for an electric vehicle in a charging mode of operation, in accordance with one embodiment of the present invention
  • FIG. 13 is a flow chart showing control of an active bleeder system for an electric vehicle at the end of charging of the electric vehicle according to an embodiment of the present invention
  • FIG. 14 is a circuit diagram showing a connection between an electric vehicle and a power supply apparatus according to an embodiment of the present invention
  • FIG. 15 is a schematic diagram showing charging of an electric vehicle in parallel by using two active bleeder systems according to another embodiment of the present invention
  • Figure 16 is a schematic view of a charge and discharge socket according to an example of the present invention.
  • Figure 17 is a schematic illustration of an off-grid loaded discharge plug in accordance with another example of the present invention.
  • FIG. 18 is a structural diagram of a power carrier communication system for an electric vehicle according to still another embodiment of the present invention.
  • FIG. 19 is a block diagram showing a power carrier communication device;
  • 20 is a schematic diagram of communication between eight power carrier communication devices and corresponding control devices
  • 21 is a flow chart of a method for data reception by a power carrier communication system
  • Figure 22 is a block diagram showing the structure of an active venting system for an electric vehicle according to still another embodiment of the present invention. detailed description The embodiments of the present invention are described in detail below, and the examples of the embodiments are illustrated in the drawings, wherein the embodiments described in the drawings are exemplary and are merely illustrative of the present invention and are not to be construed as limit.
  • the following disclosure provides many different embodiments or examples for implementing different structures of the present invention.
  • the components and settings of the specific examples are described below. Of course, they are merely examples and are not intended to limit the invention.
  • the present invention may repeat reference numerals and/or letters in different examples. This repetition is for the purpose of simplification and clarity, and does not in itself indicate the relationship between the various embodiments and/or arrangements discussed.
  • the present invention provides examples of various specific processes and materials, but one of ordinary skill in the art will recognize the applicability of other processes and/or the use of other materials.
  • the structure of the first feature described below "on" the second feature may include embodiments in which the first and second features are formed in direct contact, and may include additional features formed between the first and second features. The embodiment, such that the first and second features may not be in direct contact.
  • the terms “installation”, “connected”, and “connected” are to be understood broadly, and may be, for example, mechanical or electrical, or both.
  • the internal communication of the components may be directly connected or indirectly connected through an intermediate medium.
  • the specific meanings of the above terms may be understood according to specific situations.
  • an active bleeder system for an electric vehicle includes a power battery 10, a bus capacitor C0, a charging and discharging socket 20, a bidirectional DC/DC module 30, a drive control switch 40, and a bidirectional DC. /AC module 50, motor control switch 60, charge and discharge control module 70 and controller module 80.
  • the one end of the bus capacitor CO is connected to the first DC terminal a1 of the bidirectional DC/DC module 30, and the other end of the bus capacitor is connected to the third DC terminal a3 of the bidirectional DC/DC module 30.
  • the first DC terminal a1 of the bidirectional DC/DC module 30 is connected to the other end of the power battery 10.
  • the second DC terminal a2 of the bidirectional DC/DC module 30 is connected to one end of the power battery 10, and the first DC terminal a1 is The common DC terminal of the input and output of the bidirectional DC/DC module 30.
  • One end of the drive control switch 40 is connected to one end of the power battery 10, and the other of the drive control switch 40 is driven. The terminal is connected to the third DC terminal a3 of the bidirectional DC/DC module 30.
  • the first DC terminal bl of the bidirectional DC/AC module 50 is connected to the other end of the drive control switch 40, and the second DC terminal b2 of the bidirectional DC/AC module 50 is connected to the other end of the power battery 10, and one end of the motor control switch 60 Connected to the AC terminal c of the DC/AC module 50, the other end of the motor control switch 60 is connected to the motor M.
  • One end of the charge and discharge control module 70 is connected to the AC terminal c of the bidirectional DC/AC module 50, and the other end of the charge and discharge control module 70 is connected to the charge and discharge socket 20.
  • the controller module 80 is connected to the drive control switch 40, the motor control switch 60 and the charge and discharge control module 70.
  • the controller module 80 is configured to drive the control switch 40, the motor control switch 60 and the operating mode according to the current operating mode of the active bleed system.
  • the charge and discharge control module 70 performs control, and after the charging is completed, the controller module 80 controls the bus capacitor CO to continue charging the power battery 10, and after the discharge is completed, the controller module 80 controls the bus capacitor CO to continue discharging until the voltage of the bus capacitor co Below the first preset value.
  • the preset value is equal to the voltage of the power battery 10, or the difference between the voltage of the power battery 10 and the voltage of the power battery 10 is within a small error range, such as a preset value of the power battery voltage ⁇ ⁇ , where ⁇ is a reasonable error value, such as ⁇ 0.1V.
  • the controller module 80 controls the charge and discharge control module 70 and the motor control switch 60 to be turned off, while controlling the drive control switch 40 to pass the bus capacitor CO through the bidirectional DC/DC module 30.
  • the motor control switch 60 and the second switch K2 are closed, and the voltage of the bus capacitor C0 is U2, U2. It is greater than the voltage U1 of the power battery.
  • the second switch K2 is first disconnected, and the active bleeder system is disconnected from the grid.
  • the bus capacitor C0 is supplied with power, so that the energy of the bus capacitor C0 can be discharged.
  • the active bleed system is allowed to stop working. Open the second switch K2.
  • the controller module 80 controls the motor control switch 70 to be turned off, while controlling the drive control switch 40 to pass the bus capacitor C0 and the capacitor C1 in the bidirectional DC/DC module 30 through the bidirectional DC/AC module 50, charging The discharge control module 70 and the charging and discharging socket 20 are discharged to make the bus capacitance lower than a second preset value, wherein the second preset value is smaller than the first preset value.
  • a second preset value is smaller than the first preset value.
  • the current working mode of the active bleed system may include driving Dynamic mode and charge and discharge mode.
  • the controller module 80 controls the drive control switch 40 to close to close the bidirectional DC/DC module 30, and controls the motor control switch 60 to close to drive the motor M normally, and controls The charge and discharge control module 70 is turned off.
  • the motor control switch 60 of FIG. 5 includes three switches connected to the three-phase input of the motor, it may include two phases with the motor in other embodiments of the present invention. Enter the two connected switches, or even one. As long as the control of the motor can be realized. Therefore, other embodiments are not described herein again.
  • the controller module 80 controls the drive control switch 40 to open to activate the two-way DC/DC module 30, and controls the motor control switch 60 to open to move the motor M out. And controlling the charge and discharge control module 70 to be closed so that the external power source can normally charge the power battery 10.
  • the first DC terminal a1 and the third DC terminal a3 of the bidirectional DC/DC module 30 are connected to the positive and negative terminals of the DC bus.
  • the active bleed system for an electric vehicle further includes a first pre-charge control module 101, and one end of the first pre-charge control module 101 is connected to one end of the power battery 10.
  • the other end of the first pre-charge control module 101 is connected to the second DC terminal a2 of the bidirectional DC/DC module 30, and the first pre-charge control module 101 is used for the capacitor C1 and the bus capacitor in the bidirectional DC/DC module 30.
  • the CO is precharged, wherein the bus capacitor CO is connected between the first DC terminal a1 of the bidirectional DC/DC module 30 and the third DC terminal a3 of the bidirectional DC/DC module 30.
  • the first pre-charge control module 101 includes a first resistor R1, a first switch K1, and a second switch K2. One end of the first resistor R1 is connected to one end of the first switch K1, the other end of the first resistor R1 is connected to one end of the power battery 10, and the other end of the first switch K1 is connected to the second DC end a2 of the bidirectional DC/DC module 30. Connected, the first resistor R1 and the first switch K1 are connected in series and then connected in parallel with the second switch K2, wherein the controller module 80 controls the first switch K1 to close to activate the capacitor in the bidirectional DC/DC module 30 when the active bleed system is started. C1 and the bus capacitor CO are precharged, and when the voltage of the bus capacitor CO and the voltage of the power battery 10 are at a predetermined multiple, the first switch K1 is controlled to be turned off while the second switch K2 is controlled to be closed.
  • the bidirectional DC/DC module 30 further includes a first switching transistor Q1, a second switching transistor Q2, a first diode D1, a second diode D2, a first inductor L1, and a first capacitor C1.
  • the first switching transistor Q1 and the second switching transistor Q2 are connected in series with each other, and the first switching transistor Q1 and the second switching transistor Q2 connected in series are connected to the first DC terminal a1 and the third of the bidirectional DC/DC module 30.
  • the first switch tube Q1 and the second switch tube Q2 are controlled by the controller module 80, and the first switch tube Q1 and the second switch tube Q2 have a first node A therebetween.
  • the first diode D1 is connected in anti-parallel with the first switching transistor Q1, and the second diode D2 is connected in anti-parallel with the second switching transistor Q2.
  • One end of the first inductor L1 is connected to the first node A, and the first inductor L1 is connected. The other end is connected to one end of the power battery 10.
  • One end of the first capacitor C1 is connected to the other end of the first inductor L1, and the other end of the first capacitor C1 is connected to the other end of the power battery 10.
  • the active bleeder system for an electric vehicle further includes a leakage current reduction module 102, and the leakage current reduction module 102 is connected to the first of the bidirectional DC/DC module 30.
  • the leakage current reduction module 102 includes a second capacitor C2 and a third capacitor C3. One end of the second capacitor C2 is connected to one end of the third capacitor C3, and the other end of the second capacitor C2 is connected to the bidirectional DC/DC module 30.
  • the first DC terminal is connected to the third DC terminal a3 of the bidirectional DC/DC module 30.
  • the second capacitor C2 and the third capacitor C3 have a second node B.
  • the leakage current reduction module 102 includes two capacitors C2 and C3 of the same type, which are installed between the positive and negative terminals of the DC bus and the midpoint potential of the three-phase AC.
  • the generated high-frequency current can be fed back to the DC side. That is to effectively reduce the high-frequency leakage current of the system during operation.
  • the active bleeder system for an electric vehicle further includes a filter module 103, a filter control module 104, an EMI module 105, and a second pre-charge control module 106.
  • the filter module 103 is connected between the bidirectional DC/AC module 50 and the charge and discharge control module 70.
  • the filtering module 103 includes inductors L A , L B , L c and capacitors C4, C5, C6, and the bidirectional DC/AC module 50 may include six IGBTs between the upper and lower IGBTs.
  • the connection points are respectively connected to the filter module 103 and the motor control switch 60 via a power bus.
  • the filter control module 104 is connected between the second node B and the filter module 103, and the filter control module 104 is controlled by the controller module 80, and the controller module 80 is currently in the active mode of the active bleed system.
  • the control filter control module 104 is turned off when in the drive mode.
  • the filter control module 104 can be a capacitance switching relay and is composed of a contactor K10.
  • the EMI module 105 is connected between the charge and discharge socket 20 and the charge and discharge control module 70. It should be noted that the position of the contactor k10 in Fig. 5 is only illustrative. In other embodiments of the present invention, the contactor K10 may be provided at other locations as long as the shutdown of the filtering module 103 can be achieved. For example, in another embodiment of the invention, the contactor K10 can also be coupled between the bidirectional DC/AC module 50 and the filtering module 103.
  • the second pre-charge module 106 is connected in parallel with the charge and discharge control module 70.
  • the second pre-charge control module 106 is configured to pre-charge the capacitors C4, C5, and C6 in the filter module 103.
  • the second pre-charge control module 106 includes three resistors R A , R B , R c and a three-phase pre-charge switch K9 connected in series.
  • the charge and discharge control module 70 further includes a three-phase switch.
  • the controller module 80 controls the first switch K1 to close to pre-determine the first capacitor C1 and the bus capacitor CO in the bidirectional DC/DC module 30. Charging, and when the voltage of the bus capacitor CO and the voltage of the power battery 10 are at a predetermined multiple, the first switch K1 is controlled to be turned off while the second switch K2 is controlled to be closed.
  • the main components of the battery low temperature activation technology are realized by the bidirectional DC/DC module 30 and the large-capacity bus capacitor CO directly connected between the power bus, that is, the DC bus, for passing the power of the power battery 10 through the bidirectional DC/DC module.
  • 30 is charged into the large-capacity bus capacitor CO, and then the electric energy stored in the large-capacity bus capacitor C0 is charged back to the power battery 10 through the bidirectional DC/DC module 30 (that is, when the power battery is charged), and the power battery 10 is cyclically charged and discharged.
  • the temperature of the power battery rises to the optimum operating temperature range.
  • the controller module 80 controls the drive control switch 40 to close to close the bidirectional DC/DC module 30, and controls the motor control switch 60 to close to drive the motor M normally, and controls The charge and discharge control module 70 is turned off. In this way, the DC power of the power battery 10 is inverted into AC power by the bidirectional DC/AC module 50 and sent to the motor M.
  • the rotation transformer decoder technology and the space vector pulse width modulation (SVPWM) control algorithm can be used to control the operation of the motor M. .
  • the controller module 80 controls the drive control switch 40 to open to activate the two-way DC/DC module 30, and controls the motor control switch 60 to open to move the motor M out. And controlling the charge and discharge control module 70 to be closed, so that the external power source, such as three-phase power or single-phase power, can normally charge the power battery 10 through the charge and discharge socket 20. That is to say, through the four-charging charging connection signal, the AC grid electrical system and the vehicle battery management related information, the bidirectional DC/AC module 50 is used for the controllable rectification function, and combined with the bidirectional DC/DC module 30, the single phase can be realized. Three-phase power charges the power battery 10.
  • the active venting system for an electric vehicle can realize high-power AC charging of an electric vehicle using a civil or industrial AC grid, so that the user can efficiently and quickly charge at any time and place, saving charging time without
  • the constant voltage control device and the constant current control device save space and cost, and are suitable for a wide range of battery operating voltages.
  • the active bleed system for an electric vehicle may further include a high voltage distribution box 90, a meter 107, a battery manager 108, and a vehicle signal 109.
  • the drive control switch 40, the first switch K1 and the second switch K2 may be disposed in the high voltage distribution box 90.
  • the controller module 80 includes a control board 201 and a drive board 202.
  • the control module on the control board 201 is controlled by two high-speed digital signal processing chips (DSP1 and DSP2).
  • the control module on the control board 201 is connected to the vehicle information interface 203 and exchanges information with each other.
  • the control module on the control board 201 receives the bus voltage sampling signal, the IPM protection signal, the IGBT temperature sampling signal, and the like outputted by the driving module on the driving board 202, and simultaneously outputs the pulse width modulation PWM signal to the driving module.
  • DSP1 is mainly used for control
  • DSP2 is used for information collection.
  • the sampling unit in DSP1 outputs throttle signal, bus voltage sampling signal, brake signal, DC side voltage sampling signal, motor current Hall V phase signal, motor current Hall W phase signal, charging control current Hall U phase signal, charging control Current Hall V-phase signal, charge control current Hall W-phase signal, DC current Hall signal, inverter voltage U-phase signal, inverter voltage V-phase signal, inverter voltage W-phase signal, grid voltage U-phase signal, grid Sampling signals such as voltage V-phase signal, grid voltage W-phase signal, inverter U-phase capture signal, grid U-phase capture signal, switch control unit in DSP1 output motor A-phase switching signal, motor B-phase switching signal, grid A-phase switch Signal, grid B phase switching signal, grid C phase switching signal, three phase precharge switching signal and capacitor switching relay signal, etc.
  • the driving unit in DSP1 outputs A phase PWM1 signal, A phase PWM2 signal, B phase PWM1 signal, B phase PWM2 signal, C-phase PWM1 signal, C-phase PWM2 signal, DC-phase PWM1 signal, DC-phase PWM2 signal and IPM protection signal, etc.
  • DSP1 also has a rotary signal output Control, serial communication, hardware protection, CAN communication and gear control.
  • the sample unit in DSP2 outputs power supply monitoring signal, power supply monitoring signal, throttle 1 signal, brake 2 signal, throttle 2 signal, brake 1 signal, motor analog temperature signal, leakage sensor signal, heat sink temperature signal, DC side inductance temperature Sampled signal, V-phase inductor temperature sampling signal, U-phase inductor temperature sampling signal, W-phase inductor temperature sampling signal, discharge PWM voltage sampling signal, tilt sensor read signal, tilt sensor chip select signal, IGBT temperature sampling W-phase signal, IGBT temperature Sampling U-phase signal, IGBT temperature sampling buck-boost phase signal, IGBT temperature sampling V-phase signal, motor temperature switch signal, single/three-phase switching switch signal, etc.
  • the charge and discharge control unit in DSP2 outputs charge and discharge switch signal and sleep signal , discharge PWM signal, battery manager BMS signal, charge and discharge output control signal, CP signal and CC signal, etc., and DSP2 also has CAN communication, serial communication function.
  • the active bleed system for an electric vehicle provided by the embodiment of the present invention integrates a motor drive function, a vehicle control function, an AC charging function, a grid connection function, an off-net load function, and a vehicle-to-vehicle charging function.
  • the active venting system does not integrate the various functional modules into one body, but on the basis of the motor drive control, by adding some peripheral devices, the functions of the system are diversified, and the space and cost are maximized. , increase power density.
  • the DC power of the power battery 10 is inverted into AC power by the bidirectional DC/AC module 50 and sent to the motor M, which can be controlled by a rotary transformer decoder technology and a space vector pulse width modulation (SVPWM) control algorithm. The operation of the motor M.
  • SVPWM space vector pulse width modulation
  • the system function determining process includes the following steps: 5901, the active bleed system is powered.
  • the throttle, gear and brake signals are also required to be judged.
  • the gear position is N
  • the hand brake, and the charging connection that is, the CC signal is valid (that is, the charging and discharging socket 20 is connected with the charging connection device)
  • the charging and discharging control flow is entered.
  • the controller module 80 controls the motor control switch 60 to be closed, notifies the battery manager 108 via CAN communication, and the battery manager 108 controls the high voltage distribution box 90 to precharge C1 and CO, the controller module 80 detects the bus voltage 187, determines whether the pre-charge is successful, and successfully informs the battery manager 108 to close the drive control switch 40 after successful, the system enters the drive mode, and the controller module 80 collects the vehicle information, and processes the motor through comprehensive judgment. M is driven.
  • the controller module 80 transmits a PWM signal to control the bidirectional DC/AC module 50, inverts the DC power of the power battery 10 to AC power, and supplies it to the motor M, and the controller module 80
  • the rotor position is solved by the resolver, and the bus voltage and the motor C phase current are collected to enable the motor M to operate accurately. That is to say, the controller module 80 adjusts the PWM signal according to the motor B, C phase current signal and the feedback information of the resolver sampled by the current sensor, and finally enables the motor M to operate accurately.
  • the throttle, brake and gear position information of the vehicle are judged, the current operating conditions are judged, and the acceleration, deceleration and energy feedback functions of the vehicle are realized, so that the whole vehicle can safely and reliably operate under various working conditions, and the vehicle is guaranteed. Safety, power and peace.
  • the charging and discharging connection device that is, the charging and discharging socket is physically connected, and the power source is normal.
  • step S1102 The power supply device detects the charging signal whether the CC connection is normal. If yes, go to step S1103; if no, go back to step S1102 to continue the detection.
  • the power supply device detects whether the voltage at the CP detection point is 9V. If yes, go to step S1106; if no, return to step S1102 to continue the detection. Among them, 9V is a preset example value.
  • the controller module detects the charging signal whether the CC connection is normal. If yes, go to step S1105; if no, go back to step S1104 to continue the detection.
  • control flow of the active bleed system in the charging mode includes the following steps: S1201: Determine whether the system is fully started after the system is powered. If yes, go to step S1202; if no, go back to step S1201 to continue the determination.
  • step S1203 Determine whether the CP detection point detects a PWM signal with a fixed duty ratio. If yes, go to step S1204; if no, go to step S1205.
  • step S1206 sending a charging connection to the normal charging ready message, receiving the BMS charging permission, and the charging contactor picking up the message, and proceeding to step S1206.
  • the controller module pulls in the internal switch.
  • step S1207 Determine whether the external charging device detects no PWM wave transmission within a preset time, for example, 1.5 seconds. If yes, go to step S1208; if no, go to step S1209.
  • 51210 Determine whether the AC input is normal within a preset time, for example, within 3 seconds. If yes, go to step S1213; if no, go to step S1211.
  • the capacity of the charging connection device is determined according to the resistance value of the detected CC signal, and the CP signal is detected to determine whether the connection is completely connected, and the charging and discharging connection device is After the connection is confirmed, the charging connection is normal and the charging ready message is sent.
  • the battery manager 108 controls the high voltage distribution box 90 to close the first switch K1 for pre-charging. After the pre-charging is completed, the K1 is disconnected, and the second switch K2 is pulled.
  • the controller module 80 receives the BMS charging permission, the second switch K2 picks up the four files, and the charging and discharging are ready, and the meter setting function can be adopted as follows: AC charging function (GtoV, grid to electric vehicle), off-net loading Features (VtoL, electric vehicle to load), grid-connected functions (VtoG, electric vehicle to grid) and vehicle-to-vehicle charging functions (VtoV, electric vehicle to electric vehicle).
  • AC charging function GtoV, grid to electric vehicle
  • VtoL off-net loading Features
  • VtoG electric vehicle to grid
  • VtoV vehicle-to-vehicle charging functions
  • the active bleed system receives the meter charging command, and the battery manager 108 allows the maximum charging current, the maximum supply current of the power supply device, and the rated current of the charging and discharging connection device, that is, the charging and discharging socket 20, and the control
  • the module 80 determines the minimum charging current among the three and automatically selects the charging related parameters. and Moreover, the active bleed system samples the alternating current delivered by the power supply device through the grid voltage sampling 183, and the controller module 80 calculates the RMS effective value of the alternating current voltage through the sampled value, determines the alternating current frequency by capturing, and determines the alternating current according to the voltage value and the frequency. Electric system, select the control parameters according to the grid system.
  • the controller module 80 controls the K9 in the second pre-charging module 106 and the contactor K10 in the filter control module 104 to pick up, charge the DC side bus capacitor CO, and the controller module 80 passes the 187 pair bus capacitor.
  • the voltage is sampled, and when the capacitor voltage reaches a selected control parameter, for example, a predetermined multiple of the voltage of the power battery, the three-phase switch K8 is controlled to be pulled, and K9 is turned off.
  • the active bleed system sends a PWM signal according to the pre-selected parameters, controls the bidirectional DC/AC module 50 to rectify the alternating current, and then controls the bidirectional DC/DC module 30 to adjust the voltage according to the power battery voltage.
  • the DC power is supplied to the power battery 10.
  • the controller module 80 performs a closed loop current loop adjustment on the entire active bleed system according to the phase currents previously selected by the target charging current and the current sampling 184, and finally realizes The power battery 10 is charged.
  • the bidirectional DC/AC module 50 is used for the controllable rectification function, and the bidirectional DC/DC module 30 is combined to realize the single phase/three phase The electric battery 10 is charged.
  • the active bleed system receives the V to L command from the instrument. First, it determines whether the SOC of the power battery is in the dischargeable range. If the discharge is allowed, the output is selected according to the command. Electric system, according to the rated current of the charging and discharging connection device, intelligently selects the output maximum output power and gives the control parameters, and the system enters the control flow. First, the controller module 80 controls the pull-in three-phase switch K8 and the contactor K10, and sends a PWM signal according to the battery voltage and the given output voltage to control the bidirectional DC/DC module 30 to adjust the voltage, and after reaching the target value, the signal is sent to the bidirectional DC.
  • the /AC module 50 inverts the direct current into alternating current, and can directly supply power to the powered device through a dedicated charging socket. During this process, the controller module 80 adjusts according to the voltage feedback 183 to ensure safe and reliable operation of the load.
  • the system is powered on, when connected to the V to L control command of the instrument and the output electrical system requirements, the charging connection signal and the battery management information of the vehicle are detected, and the DC/DC voltage conversion is performed according to the voltage of the battery, and the bidirectional DC is borrowed.
  • the /AC module 50 performs an AC inverter function to output a stable single-phase/three-phase AC voltage.
  • the active bleeder system receives the V to G command from the meter. First, it determines whether the SOC of the power battery is in the dischargeable range. If the discharge is allowed, the output is determined according to the command. The rated current of the discharge connection device, intelligently selects the output maximum output power and gives the control parameters, and the active bleed system enters the control flow. First, the controller module 80 controls the pull-in three-phase switch K8 and the contactor K10, and sends a PWM signal according to the battery voltage and the given output voltage to control the bidirectional DC/DC module 30 to adjust the voltage after passing through the bidirectional DC/AC module 50. Inverting the DC power to AC power, according to the pre-selected discharge current target value and the phase current fed back by the current sampling 184, the closed loop current loop adjustment of the entire active bleeder system is realized, and the grid is connected. Discharge.
  • the active bleed system is powered on, and when connected to the V to G control command of the meter, the charging connection signal, the AC grid power system and the vehicle battery management information are detected, and the DC/DC voltage conversion is performed according to the voltage of the battery.
  • the bidirectional DC/AC module 50 is used for AC inversion to realize the single-phase/three-phase vehicle discharge function to the grid.
  • V to V Vehicle-to-vehicle charging function
  • the V to V function requires a dedicated connection plug.
  • the active bleeder system detects that the charging connection signal CC is valid, it detects that its level is confirmed as a VTOV-specific charging plug. , waiting for the instrument command.
  • the vehicle A is charging the vehicle B
  • the vehicle A is set to the discharge state, that is, set to the off-net load function
  • the controller module of the vehicle A transmits the charging connection normal charge ready message to the battery manager, and the battery manager controls
  • the charging and discharging circuit is pre-charged, and after completion, the charging permission is allowed, and the charging contactor picks up the message to the controller module, and the active bleed system performs a discharging function and transmits a PWM signal.
  • the vehicle B detects the CP signal, and determines that the powered vehicle A is ready.
  • the controller module 80 sends a connection normal message to the battery manager, and the battery manager completes the pre-filling process after receiving the command.
  • the controller module is notified that the entire active bleed system is ready for charging, the charging function (G to V) is activated, and finally the vehicle charging function is implemented.
  • the system is powered on, when connected to the V to V control command of the instrument, detecting the charging connection signal and the relevant information of the vehicle battery management, setting the vehicle to the AC output power state, and simulating the external charging device outputting the CP signal function, Realize interaction with vehicles that need to be recharged.
  • the vehicle performs DC/DC voltage conversion according to the voltage of the battery, and uses the bidirectional DC/AC module 50 for AC inversion to realize the charging function of the single-phase/three-phase vehicle to the vehicle.
  • control flow of the active bleed system at the end of charging of the electric vehicle includes the following steps:
  • the power supply device disconnects the power supply switch, stops the AC output, and proceeds to step S1305.
  • the controller module controls to stop charging, performs unloading, and proceeds to the next step S1303.
  • the power supply device 301 is connected to the vehicle plug 303 of the electric vehicle 1000 through the power supply plug 302, thereby realizing charging of the electric vehicle 1000.
  • the active bleeder system of the electric vehicle detects the CP signal through the detection point 3 and detects the CC signal through the detection point 4, and the power supply device detects the CP signal through the detection point 1 and detects the CC signal through the detection point 2.
  • the internal switch S2 in the power supply plug 302 and the vehicle plug 303 is controlled to be disconnected.
  • the electric vehicle can also adopt multiple active bleed systems in parallel to the power The battery is charged.
  • multiple active bleed systems are used in parallel to charge the power battery.
  • Two active bleed systems share one controller module.
  • the electric vehicle charging system includes a power battery 10, a first charging branch 401, a second charging branch 402, and a controller module 80.
  • the first charging branch 401 and the second charging branch 402 each include a charging and discharging socket 20, a bidirectional DC/DC module 30, a bus capacitor C0, a bidirectional DC/AC module 50, a filtering module 103, a charging and discharging control module 70, and The second pre-fill module 106.
  • the first charging branch 401 and the second charging branch 402 further include a fuse FU.
  • the power battery 10 is connected to the first charging branch through the first pre-charging control module 101, and the power battery 10 is also connected to the second charging branch through the first pre-charging control module 101, and the controller module 80 and the first charging branch respectively
  • the 401 is connected to the second charging branch 402.
  • the controller module 80 is configured to receive the charging signal
  • the control power grid charges the power battery 10 through the first charging branch 401 and the second charging branch 402, respectively.
  • Still another embodiment of the present invention also provides a charging control method for an electric vehicle, the charging control method comprising the following steps:
  • Step S1 The controller module detects that the first charging branch is connected to the power supply device through the charging and discharging socket, and when the second charging branch is connected to the power supply device through the charging and discharging socket, sends a charging connection signal to the battery manager.
  • Step S2 After receiving the charging connection signal sent by the controller module, the battery manager detects and determines whether the power battery needs to be charged. When the power battery needs to be charged, the next step is performed.
  • Step S3 the battery manager sends a charging signal to the controller module.
  • Step S4 When the controller module receives the charging signal, the control power grid charges the power battery through the first charging branch and the second charging branch respectively.
  • the controller module charges the power battery through the first charging branch and the second charging branch respectively by controlling the power grid, so that the charging power of the electric vehicle is increased, thereby The charging time is greatly shortened, the fast charging is realized, and the time cost is saved.
  • the above-mentioned active bleeder system for an electric vehicle is compatible with a wide range, has a single-phase three-phase switching function, and is adapted to different national grid electrical standards.
  • the charging and discharging socket 20 has a function of switching between two charging sockets (for example, American standard and European standard).
  • the charging and discharging socket 20 comprises a single-phase charging socket 501 such as an American standard, a three-phase charging socket 502 such as an European standard, two high voltage contactors K503, and a 504.
  • the single-phase charging socket 501 is shared with the CC, CP, and PE of the three-phase charging socket 502, and the 1-N phase line of the single-phase charging socket 501 is connected to the eight-phase of the three-phase charging socket 503 through the contactors K503 and 504.
  • the controller module 80 When the controller module 80 receives the single-phase charge and discharge command, the control contactors ⁇ 503 and ⁇ 504 are closed, so that the ⁇ , ⁇ phase of the three-phase charging socket 502 and the L and N phase lines of the single-phase charging socket 501 are closed.
  • the controller module 80 When the three-phase charging socket 502 is not used, the A and B phases of the three-phase charging socket 502 are connected to the 1 and N phase lines of the single-phase charging socket 501, and the controller module 80 can be normally implemented. Phase charging function.
  • a single-phase switch K7 is added between the N-line and the B-phase line by using a standard 7-pin socket, and the controller module 80 receives a single-phase charge and discharge command, and controls the single-phase switch K7 to be closed.
  • the B phase line and the N line are connected.
  • the A and B phases are used as the L and N phase wires.
  • the connection plug needs to use a dedicated connection plug, or the connection plugs whose B and C phases are not used.
  • the active bleeder system will detect the voltage of the power grid according to the controller module 80, determine the frequency of the power grid and the single-phase/three-phase through calculation, according to the calculation information and after obtaining the electric system,
  • the controller module 80 selects different control parameters according to the type of the charging and discharging plug 20 and the grid system, controls the bidirectional DC/AC module 50 to perform controlled rectification of the AC voltage, and the bidirectional DC/DC module 30 adjusts the DC power according to the battery voltage.
  • the pressure is finally delivered to the power battery 10.
  • the off-grid discharge plug is a two-, three-, and four-core socket that is connected to the charging plug and can output single-phase, three-phase, four-phase electrical systems. Electricity.
  • FIG. 18 is a structural diagram of a power carrier communication system for an electric vehicle according to still another embodiment of the present invention.
  • the power carrier communication system 2000 for an electric vehicle includes a plurality of control devices 110, an electric power line 120, and a plurality of power carrier communication devices 130.
  • the plurality of control devices 110 each have a communication interface, such as but not limited to: a serial communication interface SCI.
  • the automotive power line 120 supplies power to a plurality of control devices 110 and communicates between the plurality of control devices 110 through the automotive power line 120.
  • the plurality of power carrier communication devices 103 are connected to the plurality of control devices 110, and the plurality of control devices 110 are connected to the corresponding power carrier communication device 130 through respective communication interfaces, and the plurality of power carrier communication devices 130 pass through the automobile.
  • the power lines 120 are connected to each other, wherein the plurality of power carrier communication devices 130 acquire carrier signals from the vehicle power line 120 to demodulate the carrier signals and then transmit the signals to the corresponding control device, and receive the information sent by the corresponding control device, and modulate the information. Sent to the car power line 120.
  • a plurality of control devices 110 include control device 1 to control device N (N ⁇ 2, N is an integer).
  • a plurality of power carrier communication devices 130 corresponding thereto include power carrier device 1 to power carrier device. For example, if the control device 1 needs to communicate with the control device 2, the power carrier device 1 acquires a carrier signal transmitted from the power carrier device 2 from the vehicle power line 120, the carrier signal is from the control device 2, and is powered by the power carrier device 2. After modulation, it is sent to the car power line 120.
  • each of the power carrier communication devices 130 includes a coupler 131, a filter 133, an amplifier 134, and a modem 132 that are sequentially connected.
  • a plurality of power carrier communication devices for example, eight power carrier communication devices 1-8
  • the vehicle power harnesses 121, 122 are connected to the gateway 300, and each power carrier communication device corresponds to one control device.
  • the power carrier communication device 1 corresponds to the transmission control device 1 1 1
  • the power carrier communication device 2 corresponds to the engine control device 12
  • the power carrier communication device 3 corresponds to the active suspension device
  • the power carrier communication device 5 corresponds to the safety device 1 15
  • the power carrier communication device 6 corresponds to the meter display 116
  • the power carrier communication device 7 corresponds to the fault diagnosis 1 17
  • the power carrier communication device 8 Corresponding to the illumination device 1 18 .
  • the method for data reception by the power carrier communication system includes the following steps:
  • step S2102 Detect the presence or absence of the carrier signal and whether it is correct or not. If yes, go to step S2103; if no, go to step S2104.
  • the power carrier communication system for an electric vehicle According to the power carrier communication system for an electric vehicle according to the present embodiment, data transmission and sharing between the various control systems in the vehicle can be realized without increasing the wiring harness of the automobile, and power carrier communication using the power line as the communication medium can be realized. Avoid building and investing in new communication networks, reducing manufacturing costs and maintenance.
  • the above-mentioned active venting system for an electric vehicle adopts a water cooling method, as shown in FIG. 22, the layout of the box structure is shared by the inductor water channel and the IGBT water channel, and the solution is solved. Cooling and space issues.
  • the layout of the cabinet structure is divided into two layers.
  • the back of the IGBT cooling water channel heats the filter module.
  • According to the shape of the inductor it is made into an inductor slot 601. The heat is transmitted from the side of the inductor slot 601, and finally the heat is taken through the water channel 602.
  • the high thermal conductivity of the glue is fixed, increasing the thermal conductivity and mechanical strength of the overall design.
  • the active bleeder system in this embodiment uses water cooling to dissipate heat, and the heat dissipation effect is superior to the air cooling mode. Under the same power, the volume of the filter module can be reduced, and the volume and weight of the overall active bleeder system can be reduced.
  • an embodiment of another aspect of the present invention also provides an electric vehicle including the above-described active bleeder system.
  • the electric vehicle can be charged with high power through three-phase or single-phase electric power, which is convenient for the user to quickly charge the electric vehicle anytime and anywhere, saving time and cost and meeting people's needs.
  • Any process or method description in the flowcharts or otherwise described herein can be understood as a module, segment representing code that includes one or more executable instructions for implementing the steps of a particular logical function or process. Or a part, and the scope of the preferred embodiments of the invention includes additional implementations, in which the functions may be performed in a substantially simultaneous manner or in an opposite order depending on the functions involved, in the order shown or discussed. This should be understood by those skilled in the art to which the embodiments of the present invention pertain.
  • a "computer-readable medium” can be any apparatus that can contain, store, communicate, propagate, or transport the program for use by the instruction execution system, apparatus, or device, or in conjunction with the instruction execution system, apparatus, or device.
  • computer readable media include the following: electrical connections (electronic devices) having one or more wires, portable computer disk cartridges (magnetic devices), random access memory (RAM), Read only memory (ROM), erasable editable read only memory (EPROM or flash memory), fiber optic devices, and portable compact disk read only memory (CDROM).
  • the computer readable medium may even be a paper or other suitable medium on which the program can be printed, as it may be optically scanned, for example by paper or other medium, followed by editing, interpretation or, if appropriate, other suitable The method proceeds to obtain the program electronically and then store it in computer memory.
  • portions of the invention may be implemented in hardware, software, firmware or a combination thereof.
  • multiple steps or methods may be implemented in software or firmware stored in a memory and executed by a suitable instruction execution system.
  • a suitable instruction execution system For example, if implemented in hardware, as in another embodiment, it can be implemented with any one or combination of the following techniques well known in the art: having logic gates for implementing logic functions on data signals Discrete logic circuits, application specific integrated circuits with suitable combinational logic gates, programmable gate arrays (PGAs), field programmable gate arrays (FPGAs), etc.
  • each functional unit in each embodiment of the present invention may be integrated into one processing module, or each unit may exist physically separately, or two or more units may be integrated into one module.
  • the above integrated modules can be implemented in the form of hardware or in the form of software functional modules.
  • the integrated modules, if implemented in the form of software functional modules and sold or used as stand-alone products, may also be stored in a computer readable storage medium.
  • the above-mentioned storage medium may be a read only memory, a magnetic disk or an optical disk or the like.
  • the description of the terms “one embodiment”, “some embodiments”, “example”, “specific example”, or “some examples” and the like means a specific feature described in connection with the embodiment or example.
  • a structure, material or feature is included in at least one embodiment or example of the invention.
  • the schematic representation of the above terms does not necessarily mean the same embodiment or example.
  • the particular features, structures, materials, or characteristics described may be combined in a suitable manner in any one or more embodiments or examples.

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  • Sustainable Development (AREA)
  • Computer Networks & Wireless Communication (AREA)
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  • Electric Propulsion And Braking For Vehicles (AREA)
  • Charge And Discharge Circuits For Batteries Or The Like (AREA)
  • Cable Transmission Systems, Equalization Of Radio And Reduction Of Echo (AREA)
  • Remote Monitoring And Control Of Power-Distribution Networks (AREA)

Abstract

一种用于电动汽车的主动泄放系统及包含该系统的电动汽车，该系统包括：动力电池（10）；母线电容（C0）；充放电插座（20）；双向DC/DC模块（30）；驱动控制开关（40）；双向DC/AC模块（50）；电机控制开关（60）；充放电控制模块（70)；控制器模块（80），所述控制器模块（80）与所述驱动控制开关（40)、电机控制开关（60）和充放电控制模块（70）相连，所述控制器模块（80）用于根据该主动泄放系统当前所处的工作模式对所述驱动控制开关（40）、电机控制开关（60）和充放电控制模块（70）进行控制。该主动泄放系统能够实现采用民用或者工业交流电网对电动汽车进行大功率交流充电，使用户可以随时随地高效、快捷地充电，并且适用的电池工作电压范围宽，节省了空间和成本。

Description

电动汽车及用于电动汽车的主动泄放系统
技术领域
本发明涉及电动汽车技术领域， 特别涉及一种用于电动汽车的主动泄放系统以及 一种具有该主动泄放系统的电动汽车。 背景扶术
随着科技的发展， 环保节能的电动汽车正在扮演着取代燃油车的角色， 然而电动 汽车的普及还面临着一些问题， 其中高的续航里程和快捷的充电技术， 已成为电动汽 车推广的一大难题。
目前， 电动汽车大多釆用大容量的电池， 虽然可以提高电动汽车的续航能力， 但 同样大容量的电池叉带来了充电时间过长的问题。 虽然专业的直流充电站可以快速的 为电池进行充电， 但高额的成本和较大占地面积等问题使得这种基础设施的普及还面 临着一定的难度， 同时又由于车辆的空间有限， 车载充电器受到体积的制约而无法满 足充电功率。
现在市场上所采取的充电方案有以下几种：
方案 （ 1 ) ： 如图 1和图 2所示， 此方案中的车载充放电装置主要包括三相电源变 压器 1，、 六个晶闸管元件组成三相桥式电路 2，、 恒压控制装置 AUR和恒流控制装置 ACR, 但是该方案严重浪费空间和成本。
方案（2 ) : 如图 3所示， 此方案中的车载充放电装置为适应单 /三相充电而安装两 个充电插座 15，、 16' , 增加了成本； 电机驱动回路包含电感 L1 '和电容 Cl，组成的滤波 模块， 在电机驱动时， 三相电流经过滤波模块产生损耗， 是对电池电量的浪费； 该方 案充放电工作时逆变器 13 '对交流电进行整流 /逆变， 整流 Z逆变后电压不可调节， 适用 电池工作电压范围窄。
综上所述， 目前市场上所采取的交流充电技术大多采用单项充电技术， 该技术存 在充电功率小、 充电时间长、 硬件体积较大、 功能单一、 受限于不同地区电网的电压 等级限制等缺点。 发明内容
本发明的目的旨在至少解决上述的技术缺陷之一。
为此， 本发明的一个目的在于提出一种用于电动汽车的主动泄放系统， 能够实现 使用民用或工业交流电网对电动汽车进行大功率交流充电， 使用户可以随时随地高效、 快捷的充电， 无需恒压控制装置和恒流控制装置， 节省空间和成本， 并且适用电池工 作电压范围宽。
本发明的另一个目的还在于提出一种电动汽车。
为达到上述目的， 本发明一方面实施例提出的用于电动汽车的主动泄放系统， 包 括： 动力电池； 母线电容； 充放电插座； 双向 DC/DC模块， 所述双向 DC/DC模块的 第一直流端与所述动力电池的另一端相连， 所述双向 DC/DC模块的第二直流端与所述 动力电池的一端相连， 其中， 所述第一直流端为所述双向 DC/DC模块输入及输出的共 用直流端； 驱动控制开关， 所述驱动控制开关的一端与所述动力电池一端相连， 所述 驱动控制开关的另一端与所述双向 DC/DC模块的第三直流端相连； 双向 DC/AC模块， 所述双向 DC/AC 模块的第一直流端与所述驱动控制开关的另一端相连， 所述双向 DC/AC模块的第二直流端与所述动力电池的另一端相连； 电机控制开关， 所述电机控 制开关的一端与所述双向 DC/AC模块的交流端相连， 所述电机控制开关的另一端与电 机相连； 充放电控制模块， 所述充放电控制模块的一端与所述双向 DC/AC模块的交流 端相连， 所述充放电控制模块的另一端与所述充放电插座相连； 以及控制器模块， 所 述控制器模块与所述驱动控制开关、 电机控制开关和充放电控制模块相连， 所述控制 器模块用于根据所述主动泄放系统当前所处的工作模式对所述驱动控制开关、 电机控 制开关和充放电控制模块进行控制。
根据本发明实施例的用于电动汽车的主动泄放系统， 能够实现使用民用或工业交 流电网对电动汽车进行大功率交流充电， 使用户可以随时随地高效、 快捷的充电， 节 省充电时间， 同时无需恒压控制装置和恒流控制装置， 节省空间和成本， 并且适用电 池工作电压范围宽。
此外， 本发明的另一方面的实施例还提出了一种电动汽车， 包括上述的主动泄放 系统。 该电动汽车能够通过三相或单相电进行大功率充电， 方便用户随时随地对电动 汽车进行快速充电， 节约了时间成本， 满足人们的需求。
本发明附加的方面和优点将在下面的描述中部分给出， 部分将从下面的描述中变 得明显， 或通过本发明的实践了解到。 附图说明
本发明上述的和 /或附加的方面和优点从下面结合附图对实施例的描述中将变得明 显和容易理解， 其中： 图 1为现有的一种车载充放电装置的电路图；
图 2为现有的一种车载充放电装置的控制示意图；
图 3为现有的另一种车载充放电装置的电路图；
图 4为根据本发明一个实施例的用于电动汽车的主动泄放系统的方框示意图； 图 5为根据本发明一个实施例的用于电动汽车的主动泄放系统的拓朴图； 图 6 为根据本发明一个实施例的用于电动汽车的主动泄放系统的进一步的方框示 意图；
图 7为根据本发明一个实施例的控制器模块的方框示意图；
图 8为根据本发明一个示例的控制器模块中的 DSP与外围硬件电路接口示意图； 图 9为根据本发明一个实施例的用于电动汽车的主动泄放系统的功能判断流程图； 图 10为根据本发明一个实施例的用于电动汽车的主动泄放系统进行电机驱动控制 功能的方框示意图；
图 1 1为根据本发明一个实施例的用于电动汽车的主动泄放系统充放电功能启动判 断流程图；
图 12为根据本发明一个实施例的用于电动汽车的主动泄放系统在充电工作模式下 的控制流程图；
图 13为根据本发明一个实施例的用于电动汽车的主动泄放系统在电动汽车充电结 束时的控制流程图；
图 14为根据本发明一个实施例的电动汽车与供电设备之间连接电路图； 图 15为根据本发明另一个实施例的采用两个主动泄放系统并联对电动汽车进行充 电的示意图；
图 16为^ I据本发明一个示例的充放电插座的示意图；
图 17为根据本发明另一个示例的离网带载放电插头的示意图；
图 18为根据本发明再一个实施例的用于电动汽车的电力载波通讯系统的结构图； 图 19为电力载波通讯装置的方框示意图；
图 20为八个电力载波通讯装置与对应的控制装置进行通讯的示意图；
图 21为电力载波通讯系统进行数据接收的方法流程图； 以及
图 22为根据本发明还一个实施例的用于电动汽车的主动泄放系统的箱体结构示意 图。 具体实施方式 下面详细描述本发明的实施例， 所述实施例的示例在附图中示出， 其中自始至终 考附图描述的实施例是示例性的， 仅用于解释本发明， 而不能解释为对本发明的限制。
下文的公开提供了许多不同的实施例或例子用来实现本发明的不同结构。 为了简 化本发明的公开， 下文中对特定例子的部件和设置进行描述。 当然， 它们仅仅为示例， 并且目的不在于限制本发明。此外，本发明可以在不同例子中重复参考数字和 /或字母。 这种重复是为了简化和清楚的目的， 其本身不指示所讨论各种实施例和 /或设置之间的 关系。 此外， 本发明提供了的各种特定的工艺和材料的例子， 但是本领域普通技术人 员可以意识到其他工艺的可应用于性和 /或其他材料的使用。 另外， 以下描述的第一特 征在第二特征之"上"的结构可以包括第一和第二特征形成为直接接触的实施例， 也可 以包括另外的特征形成在第一和第二特征之间的实施例， 这样第一和第二特征可能不 是直接接触。
在本发明的描述中， 需要说明的是， 除非另有规定和限定， 术语"安装"、 "相连"、 "连接 "应做广义理解， 例如， 可以是机械连接或电连接， 也可以是两个元件内部的连 通， 可以是直接相连， 也可以通过中间媒介间接相连， 对于本领域的普通技术人员而 言， 可以根据具体情况理解上述术语的具体含义。
参照下面的描述和附图， 将清楚本发明的实施例的这些和其他方面。 在这些描述 和附图中， 具体公开了本发明的实施例中的一些特定实施方式， 来表示实施本发明的 实施例的原理的一些方式， 但是应当理解， 本发明的实施例的范围不受此限制。 相反， 本发明的实施例包括落入所附加权利要求书的精神和内涵范围内的所有变化、 修改和 等同物。
下面参照附图来描述根据本发明实施例提出的用于电动汽车的主动泄放系统以及 具有该主动泄放系统的电动汽车。
如图 4所示， 本发明一个实施例提出的用于电动汽车的主动泄放系统包括动力电 池 10、 母线电容 C0、 充放电插座 20、 双向 DC/DC模块 30、 驱动控制开关 40、 双向 DC/AC模块 50、 电机控制开关 60、 充放电控制模块 70和控制器模块 80。
其中， 母线电容 CO的一端与双向 DC/DC模块 30的第一直流端 al相连， 且母线 电容的另一端与双向 DC/DC模块 30的第三直流端 a3相连。 双向 DC/DC模块 30的第 一直流端 al与动力电池 10的另一端相连， 双向 DC/DC模块 30的第二直流端 a2与动 力电池 10的一端相连， 并且第一直流端 al为双向 DC/DC模块 30输入及输出的共用 直流端。 驱动控制开关 40的一端与动力电池 10的一端相连， 驱动控制开关 40的另一 端与双向 DC/DC模块 30的第三直流端 a3相连。双向 DC/AC模块 50的第一直流端 bl 与驱动控制开关 40的另一端相连， 双向 DC/AC模块 50的第二直流端 b2与动力电池 10的另一端相连， 电机控制开关 60的一端与 向 DC/AC模块 50的交流端 c相连， 电 机控制开关 60的另一端与电机 M相连。 充放电控制模块 70的一端与双向 DC/AC模 块 50的交流端 c相连， 充放电控制模块 70的另一端与充放电插座 20相连。 控制器模 块 80与驱动控制开关 40、 电机控制开关 60和充放电控制模块 70相连， 控制器模块 80 用于根据主动泄放系统当前所处的工作模式对驱动控制开关 40、 电机控制开关 60 和充放电控制模块 70进行控制， 并且在完成充电之后控制器模块 80控制母线电容 CO 继续为动力电池 10充电，以及在完成放电之后控制器模块 80控制母线电容 CO继续放 电， 直至母线电容 co的电压低于第一预设值。 在本发明的一个实施例中， 该预设值与 动力电池 10的电压相等， 或者与动力电池 10的电压的差值在较小的误差范围之内， 如预设值为动力电池电压 ΙΠ±Φ， 其中， Φ为一个合理误差值， 如 ±0.1V。
在本发明的一个实施例中， 在完成充电之后， 控制器模块 80控制充放电控制模块 70和电机控制开关 60 断开， 同时控制驱动控制开关 40 以使母线电容 CO通过双向 DC/DC模块 30为动力电池 10充电。 具体地， 如图 5所示， 作为一个具体的示例， 本 发明实施例的主动泄放系统工作在充电模式时， 电机控制开关 60和第二开关 K2闭合, 母线电容 C0端电压为 U2 , U2大于动力电池的电压 Ul。 在需要结束充电时， 先将第 二开关 K2断开， 此时主动泄放系统与电网断开， 双向 DC/DC模块 30中的电容 C1 , 第一电感 L1等继续工作给动力电池 10充电，此时由母线电容 C0供电，这样就可以把 母线电容 C0 的能量泄放掉， 当检测到母线电容 C0 的电压 U2 下降到动力电池电压 U1士 Φ范围时， 允许主动泄放系统停止工作， 断开第二开关 K2。
此外， 在完成放电之后， 控制器模块 80控制电机控制开关 70断开， 同时控制驱 动控制开关 40以使母线电容 C0和双向 DC/DC模块 30中的电容 C1通过双向 DC/AC 模块 50、 充放电控制模块 70及充放电插座 20进行放电以使所述母线电容低于第二预 设值， 其中， 所述第二预设值小于所述第一预设值。 作为一个具体的示例， 如图 5 所 示， 主动泄放系统对外放电时 （如对电网或其它车辆） ， 吸合第二开关 K2， 电机控制 开关 60， 母线电容 C0的端电压为 U2， U2大于动力电池 10的电压 Ul。 对外放电， 在 对外放电结束时， 先断开第二开关 K2 , 继续工作对外放电， 此时由母线电容 C0供电， 这样就可以消耗掉母线电容 C0里的电能， 当检测到母线电容的电压 U2下降到电池电 压 U1士 Φ范围时， 允许系统停止工作， 断开充放电控制模块 70。
进一步地， 在本发明的实施例中， 主动泄放系统当前所处的工作模式可以包括驱 动模式和充放电模式。 当主动泄放系统当前所处的工作模式为驱动模式时， 控制器模 块 80控制驱动控制开关 40闭合以关闭双向 DC/DC模块 30， 并控制电机控制开关 60 闭合以正常驱动电机 M , 以及控制充放电控制模块 70断开。 需要说明的是， 在本发明 的实施例中， 虽然图 5中电机控制开关 60包括了与电机三相输入相连的三个开关， 但 是在本发明的其他实施例中也可包括与电机两相输入相连的两个开关， 甚至一个开关。 在此只要能实现对电机的控制即可。 因此， 其他实施例在此不再赘述。 当主动泄放系 统当前所处的工作模式为充放电模式时， 控制器模块 80控制驱动控制开关 40断开以 启动双向 DC/DC模块 30 , 并控制电机控制开关 60断开以将电机 M移出， 以及控制充 放电控制模块 70闭合， 使外部电源可以正常地为动力电池 10进行充电。 双向 DC/DC 模块 30的第一直流端 al和第三直流端 a3与直流母线的正负端相连。
在本发明的一个实施例中， 如图 5 所示， 用于电动汽车的主动泄放系统还包括第 一预充控制模块 101， 第一预充控制模块 101的一端与动力电池 10的一端相连， 第一 预充控制模块 101的另一端与双向 DC/DC模块 30的第二直流端 a2相连， 第一预充控 制模块 101用于在为双向 DC/DC模块 30中的电容 C1及母线电容 CO进行预充电， 其 中， 母线电容 CO连接在双向 DC/DC模块 30的第一直流端 al和双向 DC/DC模块 30 的第三直流端 a3之间。 其中， 第一预充控制模块 101 包括第一电阻 Rl、 第一开关 K1 和第二开关 K2。 第一电阻 R1的一端与第一开关 K1的一端相连， 第一电阻 R1的另一 端与动力电池 10的一端相连， 第一开关 K1的另一端与双向 DC/DC模块 30的第二直 流端 a2相连， 第一电阻 R1和第一开关 K1 串联之后与第二开关 K2并联， 其中， 控制 器模块 80在主动泄放系统启动时控制第一开关 K1 闭合以对双向 DC/DC模块 30中的 电容 C1及母线电容 CO进行预充电， 并在母线电容 CO的电压与动力电池 10的电压成 预设倍数时， 控制第一开关 K1断开同时控制第二开关 K2闭合。
如图 5所示， 双向 DC/DC模块 30进一步包括第一开关管 Ql、 第二开关管 Q2、 第一二极管 Dl、 第二二极管 D2、 第一电感 L1和第一电容 C l。 其中， 第一开关管 Q1 和第二开关管 Q2相互串联连接， 相互串联的第一开关管 Q 1和第二开关管 Q2连接在 双向 DC/DC模块 30的第一直流端 al和第三直流端 a3之间，第一开关管 Q1和第二开 关管 Q2受控制器模块 80的控制， 并且第一开关管 Q1和第二开关管 Q2之间具有第一 节点 A。 第一二极管 D1与第一开关管 Q1反向并联， 第二二极管 D2与第二开关管 Q2 反向并联， 第一电感 L1的一端与第一节点 A相连， 第一电感 L1的另一端与动力电池 10的一端相连。 第一电容 C1的一端与第一电感 L1 的另一端相连， 第一电容 C1的另 一端与动力电池 10的另一端相连。 此外， 在本发明的实施例中， 如图 5所示， 该用于电动汽车的主动泄放系统还包 括漏电流削减模块 102 ,漏电流削减模块 102连接在双向 DC/DC模块 30的第一直流端 al和双向 DC/DC模块 30的第三直流端 a3之间。 具体而言， 漏电流削减模块 102包括 第二电容 C2和第三电容 C3 , 第二电容 C2的一端与第三电容 C3的一端相连， 第二电 容 C2的另一端与双向 DC/DC模块 30的第一直流端 al相连，第三电容 C3的另一端与 双向 DC/DC模块 30的第三直流端 a3相连，其中， 第二电容 C2和第三电容 C3之间具 有第二节点 B。
通常由于无变压器隔离的逆变和并网系统， 普遍存在漏电流大的难点。 因此， 该 主动泄放系统在直流母线正负端增加漏电流削减模块 102 , 能有效减小漏电流。 漏电流 削减模块 102包含两个同类型电容 C2和 C3 , 其安装在直流母线正负端和三相交流中 点电位之间， 在本系统工作时能将产生的高频电流反馈到直流側， 即能有效降低了系 统在工作时的高频漏电流。
在本发明的一个实施例中， 如图 5 所示， 该用于电动汽车的主动泄放系统还包括 滤波模块 103、 滤波控制模块 104、 EMI模块 105和第二预充控制模块 106。
其中， 滤波模块 103连接在双向 DC/AC模块 50和充放电控制模块 70之间。 具体 而言， 如图 5所示， 滤波模块 103包括电感 LA、 LB、 Lc和电容 C4、 C5、 C6 , 而双向 DC/AC模块 50可以包括六个 IGBT , 上下两个 IGBT之间的连接点分别通过电力总线 与滤波模块 103和电机控制开关 60相连接。
如图 5所示， 滤波控制模块 104连接在第二节点 B和滤波模块 103之间， 并且滤 波控制模块 104受控制器模块 80控制， 控制器模块 80在主动泄放系统当前所处的工 作模式为驱动模式时控制滤波控制模块 104断开。 其中， 滤波控制模块 104可以为电 容切换继电器， 由接触器 K10组成。 EMI模块 105连接在充放电插座 20和充放电控制 模块 70之间。 需要说明的是， 在图 5中接触器 kl O的位置仅是示意性的。 在本发明的 其他实施例中， 接触器 K10还可设在其他位置， 只要能够实现对滤波模块 103的关断 即可。 例如， 在本发明的另一个实施例中， 该接触器 K10也可以连接在双向 DC/AC模 块 50和滤波模块 103之间。
第二预充模块 106与充放电控制模块 70并联， 第二预充控制模块 106用于对滤波 模块 103中的电容 C4、 C5、 C6进行预充电。 其中， 第二预充控制模块 106包括相互 串联的三个电阻 RA、 RB、 Rc和三相预充开关 K9。
在本发明的一个实施例中， 如图 5所示， 充放电控制模块 70进一步包括三相开关
Κ8和 /或单相开关 Κ7, 用于实现三相充放电或单相充放电。 也就是说， 在本发明的实施例中， 当主动泄放系统启动时， 控制器模块 80控制第 一开关 K1闭合以对双向 DC/DC模块 30中的第一电容 C1及母线电容 CO进行预充电， 并在母线电容 CO的电压与动力电池 10的电压成预设倍数时， 控制第一开关 K1断开 同时控制第二开关 K2闭合。这样，通过双向 DC/DC模块 30和直接连接在电力总线即 直流母线之间的大容量母线电容 CO组成实现电池低温激活技术的主要部件，用于将动 力电池 10的电能通过双向 DC/DC模块 30充到大容量母线电容 CO中， 再将大容量母 线电容 C0中储存的电能通过双向 DC/DC模块 30充回动力电池 10 (即对动力电池充 电时） ， 对动力电池 10循环充放电使得动力电池的温度上升到最佳工作温度范围。
当主动泄放系统当前所处的工作模式为驱动模式时， 控制器模块 80控制驱动控制 开关 40闭合以关闭双向 DC/DC模块 30 ,并控制电机控制开关 60闭合以正常驱动电机 M , 以及控制充放电控制模块 70断开。 这样， 通过双向 DC/AC模块 50把动力电池 10 的直流电逆变为交流电并输送给电机 M , 可以利用旋转变压解码器技术和空间矢量脉 宽调制 （ SVPWM )控制算法来控制电机 M的运行。
当主动泄放系统当前所处的工作模式为充放电模式时， 控制器模块 80控制驱动控 制开关 40断开以启动双向 DC/DC模块 30 , 并控制电机控制开关 60断开以将电机 M 移出， 以及控制充放电控制模块 70闭合， 使外部电源例如三相电或者单相电通过充放 电插座 20可以正常地为动力电池 10进行充电。 即言， 通过 4 测充电连接信号、 交流 电网电制和整车电池管理的相关信息， 借用双向 DC/AC模块 50进行可控整流功能， 并结合双向 DC/DC模块 30， 可实现单相 \三相电对动力电池 10的充电。
根据本发明实施例的用于电动汽车的主动泄放系统， 能够实现使用民用或工业交 流电网对电动汽车进行大功率交流充电， 使用户可以随时随地高效、 快捷的充电， 节 省充电时间， 同时无需恒压控制装置和恒流控制装置， 节省空间和成本， 并且适用电 池工作电压范围宽。
此外， 在本发明的实施例中， 如图 6所示， 该用于电动汽车的主动泄放系统还可 以包括高压配电箱 90、 仪表 107、 电池管理器 108和整车信号 109。 其中， 驱动控制开 关 40、 第一开关 K1和第二开关 K2可以设置在高压配电箱 90内。
在本发明的一个实施例中， 如图 7所示， 控制器模块 80包括控制板 201和驱动板 202。其中，控制板 201上的控制模块釆用两个高速数字信号处理芯片（DSP1和 DSP2 ) 进行控制。 控制板 201上的控制模块与整车信息接口 203相连， 并相互进行信息交互。 控制板 201上的控制模块接收驱动板 202上的驱动模块输出的母线电压采样信号、 IPM 保护信号以及 IGBT温度采样信号等， 同时输出脉冲宽度调制 PWM信号至驱动模块。 其中， 如图 8所示， DSP1主要用于控制， DSP2用于信息采集。 DSP1中的采样单 元输出油门信号、 母线电压采样信号、 刹车信号、 直流侧电压采样信号、 电机电流霍 尔 V相信号、 电机电流霍尔 W相信号、 充电控制电流霍尔 U相信号、 充电控制电流 霍尔 V相信号、 充电控制电流霍尔 W相信号、 直流电流霍尔信号、 逆变电压 U相信 号、 逆变电压 V相信号、 逆变电压 W相信号、 电网电压 U相信号、 电网电压 V相信 号、 电网电压 W相信号、 逆变 U相捕获信号、 电网 U相捕获信号等采样信号， DSP1 中的开关控制单元输出电机 A相开关信号、 电机 B相开关信号、 电网 A相开关信号、 电网 B相开关信号、 电网 C相开关信号、三相预充开关信号和电容切换继电器信号等， DSP1中的驱动单元输出 A相 PWM1信号、 A相 PWM2信号、 B相 PWM1信号、 B相 PWM2信号、 C相 PWM1信号、 C相 PWM2信号、 DC相 PWM1信号、 DC相 PWM2 信号和 IPM保护信号等， DSP1还具有旋变信号输出控制、 串行通信、硬件保护、 CAN 通讯和档位控制等功能。 DSP2中的釆样单元输出供电电源监测信号、 电源监测信号、 油门 1信号、 刹车 2信号、 油门 2信号、 刹车 1信号、 电机模拟温度信号、 漏电传感 器信号、 散热器温度信号、 直流侧电感温度采样信号、 V相电感温度采样信号、 U相 电感温度采样信号、 W相电感温度采样信号、 放电 PWM电压采样信号、 倾角传感器 读信号、 倾角传感器片选信号、 IGBT温度采样 W相信号、 IGBT温度采样 U相信号、 IGBT温度采样升降压相信号、 IGBT温度采样 V相信号、 电机温度开关信号、 单 /三相 切换开关信号等， DSP2 中的充放电控制单元输出充放电开关信号、 休眠信号、 放电 PWM信号、 电池管理器 BMS信号、 充放电输出控制信号、 CP信号和 CC信号等， 并 且 DSP2还具有 CAN通讯、 串行通信功能。
综上所述， 在本发明实施例提出的用于电动汽车的主动泄放系统集电机驱动功能、 车辆控制功能、 交流充电功能、 并网功能、 离网带载功能、 车辆对车辆充电功能于一 体。 并且， 该主动泄放系统不是通过把各种功能模块简单的物理组合为一体， 而是在 电机驱动控制的基础上， 通过添加一些外围器件， 实现系统的功能多样化， 最大化节 省空间和成本， 提高功率密度。
具体而言， 用于电动汽车的主动泄放系统的功能筒单介绍如下：
1、 电机驱动功能： 通过双向 DC/AC模块 50把动力电池 10的直流电逆变为交流 电并输送给电机 M , 可以利用旋转变压解码器技术和空间矢量脉宽调制（SVPWM )控 制算法来控制电机 M的运行。
也就是说， 当本主动泄放系统得电工作时， 如图 9所示， 该系统功能判断流程包 括以下步骤： 5901, 主动泄放系统得电。
5902, 判断充电连接信号。 如果有充电连接信号， 则转至步骤 S903, 如果没有则 转至步骤 904。
5903, 进入充放电控制流程。 在本发明的一个实施例中， 还需要对油门、 档位及 刹车信号进行判断。 当油门为 0、 档位为 N档、 手刹、 充电连接即 CC信号有效时（即 充放电插座 20连接有充电连接装置） ， 则进入充放电控制流程。
5904, 进入车辆控制流程。
在步骤 S904进入车辆控制流程后， 控制器模块 80控制电机控制开关 60闭合， 通 过 CAN通讯通知电池管理器 108, 电池管理器 108控制高压配电箱 90对 C1和 CO进 行预充， 控制器模块 80检测母线电压 187, 判断预充是否成功， 成功后通知电池管理 器 108闭合驱动控制开关 40， 该系统进入驱动模式， 同时控制器模块 80对整车信息进 行釆集， 通过综合判断处理对电机 M进行驱动。
进行电机驱动控制功能： 如图 10所示， 控制器模块 80发送 PWM信号， 对双向 DC/AC模块 50进行控制， 把动力电池 10的直流电逆变为交流电并输送给电机 M, 控 制器模块 80通过旋转变压器解算转子位置， 并采集母线电压和电机 C相电流使电 机 M能精准的运行。 即言， 控制器模块 80根据电流传感器采样的电机 B、 C相电流信 号和旋转变压器的反馈信息对 PWM信号进行调节， 最终使电机 M能精准的运行。
这样， 通过通信模块对整车油门、 刹车以及档位信息， 判断当前运行工况， 实现 车辆的加速、 减速和能量回馈功能， 使得整车在各种工况下下安全可靠运行， 保证车 辆的安全性、 动力性和平顺性。
1、 充放电功能
( 1 ) 充放电功能连接确认和启动： 如图 11 所示， 该主动泄放系统充放电功能启 动判断流程包括如下步骤：
S1101, 充放电连接装置即充放电插座物理连接完成， 并且电源正常。
S1102, 供电设备检测充电信号 CC连接是否正常。 如果是， 则进入步驟 S1103; 如果否， 则返回步骤 S1102, 继续检测。
51103, 供电设备检测 CP检测点的电压是否为 9V。 如果是， 则进入步骤 S1106; 如果否， 返回步骤 S1102, 继续检测。 其中， 9V是一个预设示例值。
51104, 控制器模块检测充电信号 CC连接是否正常。 如果是， 则进入步骤 S1105; 如果否， 则返回步驟 S1104, 继续检测。
51105, 拉低输出充电连接信号、 充电指示灯信号。 S1106, 进入充放电功能。
如图 12所示， 该主动泄放系统在充电工作模式下的控制流程包括如下步骤： S1201, 判断系统得电后是否完全启动工作。 如果是， 则进入步骤 S1202; 如果否， 则返回步骤 S1201, 继续判断。
S1202, 检测 CC检测点电阻值， 确定充电连接装置容量。
51203, 判断 CP检测点是否检测到固定占空比的 PWM信号。 如果是， 则进入步 骤 S1204; 如果否， 则进入步骤 S1205。
51204, 发送充电连接正常充电准备就绪报文， 收到 BMS充电允许、 充电接触器 吸合 4艮文， 进入步驟 S1206。
S1205, 充电连接故障。
51206, 控制器模块吸合内部开关。
51207, 判断预设时间例如 1.5秒内检测到外部充电设备是否无 PWM波发送。 如 果是， 则进入步骤 S1208; 如果否， 则进入步骤 S1209。
51208, 判断为外部国标充电桩， 充电过程中不发送 PWM波。
S1209, 向供电设备发送 PWM波。
51210, 判断预设时间例如 3 秒内检测交流输入是否正常。 如果是， 则进入步骤 S1213; 如果否， 则进入步骤 S1211。
51211, 交流外部充电设备故障。
51212, 进行异常处理。
S1213, 进入充电阶段。
也就是说， 如图 11和图 12所示， 供电设备和控制器模块 80自检无故障后， 根据 检测 CC信号电阻值确定充电连接装置容量， 检测 CP信号确定是否完全连接， 充放电 连接装置完全连接确认后， 发送充电连接正常和充电准备就绪报文， 电池管理器 108 控制高压配电箱 90闭合第一开关 K1进行预充， 预充完成后断开 K1, 吸合第二开关 K2, 控制器模块 80收到 BMS充电允许、 第二开关 K2吸合 4艮文， 充放电准备就绪， 即可通过仪表设置功能， 如下： 交流充电功能（GtoV, 电网对电动汽车）、 离网带载 功能 （VtoL, 电动汽车对负载） 、 并网功能 （VtoG, 电动汽车对电网）和车辆对车 辆充电功能（VtoV, 电动汽车对电动汽车） 。
(2) 交流充电功能 （GtoV) ： 该主动泄放系统接收到仪表充电指令， 电池管理 器 108允许最大充电电流、 供电设备最大供电电流和充放电连接装置即充放电插座 20 的额定电流， 控制器模块 80判断三者中最小的充电电流， 自动选择充电相关参数。 并 且， 该主动泄放系统通过电网电压采样 183 对供电设备输送的交流电进行采样， 控制 器模块 80通过采样值计算出交流电电压有效值， 通过捕获来确定交流电频率， 根据电 压值和频率判断出交流电电制， 根据电网电制选取控制参数。 确定控制参数后， 控制 器模块 80控制第二预充模块 106中的 K9和滤波控制模块 104中的接触器 K10吸合， 对直流側母线电容 CO进行充电，控制器模块 80通过 187对母线电容的电压进行采样， 当电容电压达到选定控制参数例如与动力电池的电压成预设倍数后再控制吸合三相开 关 K8 ,同时断开 K9。此时该主动泄放系统根据预先选定参数，控制器模块 80发送 PWM 信号， 控制双向 DC/AC模块 50对交流电进行整流， 再根据动力电池电压， 控制双向 DC/DC模块 30对电压进行调节， 最后把直流电输送给动力电池 10 , 在此过程中， 控 制器模块 80根据预先选定目标充电电流和电流采样 184反馈的相电流， 对整个主动泄 放系统进行闭环的电流环调节， 最终实现对动力电池 10进行充电。 由此， 通过检测充 电连接信号、 交流电网电制和整车电池管理的相关信息， 借用双向 DC/AC模块 50进 行可控整流功能，结合双向 DC/DC模块 30 ,可实现单相 \三相电对动力电池 10的充电。
( 3 ) 离网带载功能 （V to L ) ： 该主动泄放系统接收到仪表 V to L指令， 首先判 断动力电池荷电状态 SOC是否在可以放电范围， 如果允许放电， 再根据指令选择输出 电制， 根据充放电连接装置的额定电流， 智能选择输出最大输出功率并给定控制参数， 系统进入控制流程。 首先控制器模块 80控制吸合三相开关 K8、 接触器 K10 , 根据电 池电压和给定的输出电压， 发送 PWM信号控制双向 DC/DC模块 30对电压进行调节， 达到目标值后输送给双向 DC/AC模块 50把直流电逆变为交流电， 通过专用的充电插 座即可直接为用电设备供电。 在此过程中， 控制器模块 80根据电压釆样 183反馈进行 调节， 保证负载安全可靠的工作。
即言， 系统上电， 当接到仪表的 V to L控制指令以及输出电制要求， 检测充电连 接信号和整车电池管理的相关信息， 根据电池的电压进行 DC/DC电压转换， 借用双向 DC/AC模块 50进行交流逆变功能， 输出稳定单相 \三相交流电压。
( 4 ) 并网功能 （V to G ) ： 该主动泄放系统接收到仪表 V to G指令， 首先判断动 力电池 SOC是否在可以放电范围， 如果允许放电， 再根据指令选择输出电制， 根据充 放电连接装置的额定电流， 智能选择输出最大输出功率并给定控制参数， 主动泄放系 统进入控制流程。 首先控制器模块 80控制吸合三相开关 K8、 接触器 K10, 根据电池 电压和给定的输出电压， 发送 PWM信号控制双向 DC/DC模块 30对电压进行调节， 在经过双向 DC/AC模块 50把直流电逆变为交流电， 才艮据预先选定放电电流目标值和 电流采样 184 反馈的相电流， 对整个主动泄放系统进行闭环的电流环调节， 实现并网 放电。
也就是说， 主动泄放系统上电， 当接到仪表的 V to G控制指令， 检测充电连接信 号、交流电网电制和整车电池管理的相关信息，根据电池的电压进行 DC/DC电压转换， 借用双向 DC/AC模块 50进行交流逆变， 实现单相\三相车辆对电网放电功能。
( 5 ) 车辆对车辆充电功能 （V to V ) ： V to V功能需要使用专用的连接插头， 当 主动泄放系统检测到充电连接信号 CC有效， 并检测到其电平确认为 VTOV专用充电 插头， 等待仪表命令。 例如， 假设车辆 A向车辆 B充电， 则车辆 A设置为放电状态即 设置为离网带载功能， 车辆 A的控制器模块发送充电连接正常充电准备就绪报文至电 池管理器， 电池管理器控制充放电回路预充， 完成后发送充电允许、 充电接触器吸合 报文至控制器模块， 该主动泄放系统进行放电功能， 并发送 PWM信号。 车辆 B接收 到充电指令后， 其系统检测到 CP信号， 判断为供电车辆 A 已准备就绪， 控制器模块 80发送连接正常报文至电池管理器， 电池管理器接到指令后完成预充流程， 通知控制 器模块， 整个主动泄放系统充电准备就绪， 启动充电功能（G to V ) , 最后实现车辆对 充功能。
也就是说， 系统上电， 当接到仪表的 V to V控制指令， 检测充电连接信号和整车 电池管理的相关信息， 设置车辆为交流输出电源状态， 同时模拟外部充电设备输出 CP 信号功能， 实现和需要充电的车辆进行交互。 该车辆根据电池的电压进行 DC/DC电压 转换，借用双向 DC/AC模块 50进行交流逆变， 实现单相\三相车辆对车辆的对充功能。
在本发明的一个实施例中， 如图 13所示， 该主动泄放系统在电动汽车充电结束时 的控制流程包括如下步驟：
51301 , 供电设备断开供电开关， 停止交流输出， 进入步骤 S 1305。
51302, 控制器模块控制停止充电， 进行卸载， 进入下一步骤 S1303。
51303 , 卸载完成后断开内部开关， 发送充电结束报文。
51304, 发送断电请求。
S 1305 , 充电结束。
其中， 如图 14所示， 供电设备 301通过供电插头 302与电动汽车 1000的车辆插 头 303相连， 从而实现对电动汽车 1000进行充电。 其中， 电动汽车的主动泄放系统通 过检测点 3检测 CP信号和通过检测点 4检测 CC信号， 而供电设备通过检测点 1检测 CP信号和通过检测点 2检测 CC信号。 并且， 在充电完成后， 均控制断开供电插头 302 和车辆插头 303中的内部开关 S2。
在本发明的另一个实施例中， 电动汽车还可以采用多个主动泄放系统并联对动力 电池进行充电， 例如采用两个主动泄放系统并联后对动力电池充电， 其中两个主动泄 放系统共用一个控制器模块。
在本实施例中， 如图 15所示， 该电动汽车充电系统包括动力电池 10、 第一充电支 路 401、 第二充电支路 402和控制器模块 80。 其中， 第一充电支路 401和第二充电支 路 402均包括充放电插座 20、 双向 DC/DC模块 30、 母线电容 C0、 双向 DC/AC模块 50、 滤波模块 103、 充放电控制模块 70和第二预充模块 106。 并且， 第一充电支路 401 和第二充电支路 402还包括熔断器 FU。 动力电池 10通过第一预充控制模块 101与第 一充电支路相连， 动力电池 10还通过第一预充控制模块 101与第二充电支路相连， 控 制器模块 80分别与第一充电支路 401和第二充电支路 402相连， 其中控制器模块 80 用于接收到充电信号时， 控制电网分别通过第一充电支路 401和第二充电支路 402对 动力电池 10进行充电。
此外， 本发明的又一个实施例还提出了一种电动车辆的充电控制方法， 该充电控 制方法包括以下步骤：
步驟 S 1 , 控制器模块检测到第一充电支路通过充放电插座与供电设备相连， 且第 二充电支路通过充放电插座与供电设备相连时， 向电池管理器发送充电连接信号。
步骤 S2, 电池管理器接收到控制器模块发送的充电连接信号后， 检测并判断动力 电池是否需要充电， 当动力电池需要充电时， 执行下一步骤。
步骤 S3， 电池管理器向控制器模块发送充电信号。
步骤 S4, 控制器模块接收到充电信号时， 控制电网分别通过第一充电支路和第二 充电支路对动力电池进行充电。
采用上述技术方案的电动汽车充电系统及其充电控制方法， 控制器模块通过控制 电网分别通过第一充电支路和第二充电支路对动力电池进行充电， 使得电动车的充电 功率增大， 从而大大缩短充电时间， 实现快速充电， 节约了时间成本。
在本发明的实施例中， 上述用于电动汽车的主动泄放系统兼容范围广泛， 具有单 相三相切换功能， 并且适应不同国家电网电制标准。
具体地， 如图 16所示， 充放电插座 20具有两个充电插座（例如美标和欧标） 切 换的功能。 该充放电插座 20包括单相充电插座 501例如美标、 三相充电插座 502例如 欧标、 两个高压接触器 K503、 Κ504组成。 单相充电插座 501与三相充电插座 502的 CC、 CP和 PE共用， 单相充电插座 501的 1_ N相线通过接触器 K503、 Κ504与三相 充电插座 503的八、 Β相连接。 控制器模块 80接收到单相充放电指令时， 控制接触器 Κ503、 Κ504闭合， 使三相充电插座 502的 Α、 Β相与单相充电插座 501的 L、 N相线 导通， 三相充电插座 502不做使用， 由三相充电插座 502的 A、 B相代替单相充电插 座 501的 1^、 N相线与充电插头连接， 控制器模块 80即可正常实现单相充电功能。
或者， 如图 5所示， 利用标准 7芯插座， 在 N线与 B相线之间增加单相开关 K7, 控制器模块 80接收到单相充放电指令，控制单相开关 K7吸合，使 B相线和 N线连接， 由 A、 B相作为 L、 N相线使用， 连接插头需使用专用连接插头， 或其 B、 C相不做使 用的连接插头。
也就是说， 在本发明的实施例中， 主动泄放系统将根据控制器模块 80检测电网的 电压， 通过计算判断电网的频率及单相 /三相， 根据计算信息和得出电制后， 控制器模 块 80根据充放电插头 20的类型和电网电制， 选择不同的控制参数， 控制双向 DC/AC 模块 50对交流电压进行可控整流， 双向 DC/DC模块 30根据电池电压对直流电进行调 压， 最后输送给动力电池 10。
在本发明的另一个示例中， 如图 17所示， 离网带载放电插头为两芯、 三芯和四芯 的插座， 与充电插头相连， 可以输出单相、 三相、 四相电制的电。
图 18为根据本发明再一个实施例的用于电动汽车的电力载波通讯系统的结构图。 如图 18所示， 该用于电动汽车的电力载波通讯系统 2000包括多个控制装置 110、 汽车电力线 120和多个电力载波通讯装置 130。
具体地， 多个控制装置 110 均具有通讯接口， 通讯接口例如为但不限于： 串行通 信接口 SCI。汽车电力线 120为多个控制装置 110供电且多个控制装置 1 10之间通过汽 车电力线 120进行通讯。 多个电力载波通讯装置 103与多个控制装置 1 10——对应， 多个控制装置 1 10通过各自的通讯接口与对应的电力载波通讯装置 130相连， 多个电 力载波通讯装置 130之间通过汽车电力线 120相连， 其中， 多个电力载波通讯装置 130 从汽车电力线 120上获取载波信号以便将载波信号解调后发送给对应的控制装置， 并 接收对应的控制装置发送的信息， 并将信息调制后发送至汽车电力线 120上。
结合图 18所示， 多个控制装置 110包括控制装置 1至控制装置 N ( N≥2 , N为整 数）。与之相对应的多个电力载波通讯装置 130包括电力载波装置 1至电力载波装置>^。 例如， 控制装置 1需要与控制装置 2进行通讯， 则电力载波装置 1从汽车电力线 120 中获取来自于电力载波装置 2发送的载波信号， 该载波信号来自于控制装置 2, 并由电 力载波装置 2调制后发送至汽车电力线 120上。
其中， 如图 19所示， 每个电力载波通讯装置 130包括依次相连的耦合器 131、 滤 波器 133、 放大器 134和调制解调器 132。
进一步地， 如图 20所示， 多个电力载波通讯装置例如八个电力载波通讯装置 1 -8 通过汽车电力线束 121、 122与网关 300相连， 每个电力载波通讯装置与一个控制装置 对应。 例如， 电力载波通讯装置 1与传动控制装置 1 1 1相对应， 电力载波通讯装置 2 与发动机控制装置 1 12相对应， 电力载波通讯装置 3与主动悬挂装置对应， 电力载波 通讯装置 4与空调控制装置 1 14相对应， 电力载波通讯装置 5与安全气嚢 1 15相对应， 电力载波通讯装置 6与仪表显示 116相对应， 电力载波通讯装置 7与故障诊断 1 17相 对应， 电力载波通讯装置 8与照明装置 1 18相对应。
在本实施例中， 如图 21所示， 该电力载波通讯系统进行数据接收的方法包括如下 步骤：
S2101 , 系统加电启动， 系统程序进入从电力线接收数据的状态。
S2102, 检测载波信号的有无及正确与否。 如果是， 则执行步驟 S2103; 如果否， 则执行步骤 S2104。
52103 , 开始接收从电力线上传来的数据， 进入下一步驟 S2105。
52104, 检测 SCI口， 判断 SCI口是否有数据。 如果是， 则进入下一步骤 S2105 ; 如果否， 则返回步驟 S2101。
S2105 , 进入数据接收状态。
根据本实施例的用于电动汽车的电力载波通讯系统， 在不增加汽车内线束的基础 上， 可实现车内各个控制系统之间的数据传输和共享， 而利用电力线作为通讯介质的 电力载波通讯， 避免建设和投资新的通讯网络， 降低了制造成本和维护难度。
在本发明的还一个实施例中， 上述的用于电动汽车的主动泄放系统釆用采用水冷 方式， 如图 22所示， 箱体结构布局为电感水道散热和 IGBT水道共用， 艮好的解决了 散热和空间问题。 箱体结构布局分为上下两层， IGBT散热水道背面对滤波模块进行散 热， 根据电感形状制作， 制作成电感槽 601 , 利用电感槽 601的侧面传导热量， 最后通 过水道 602带走热量， 电感利用高导热系数的胶进行固定， 增加了热量传导能力和整 体设计的机械强度。 本实施例中的主动泄放系统采用采用水冷方式进行散热， 散热效 果优于风冷方式， 同等功率下可以减小滤波模块体积， 减小整体主动泄放系统的体积 和重量。
此外， 本发明的另一方面的实施例还提出了一种电动汽车， 包括上述的主动泄放 系统。 该电动汽车能够通过三相或单相电进行大功率充电， 方便用户随时随地对电动 汽车进行快速充电， 节约了时间成本， 满足人们的需求。
流程图中或在此以其他方式描述的任何过程或方法描述可以被理解为， 表示包括 一个或更多个用于实现特定逻辑功能或过程的步骤的可执行指令的代码的模块、 片段 或部分， 并且本发明的优选实施方式的范围包括另外的实现， 其中可以不按所示出或 讨论的顺序， 包括根据所涉及的功能按基本同时的方式或按相反的顺序， 来执行功能， 这应被本发明的实施例所属技术领域的技术人员所理解。
在流程图中表示或在此以其他方式描述的逻辑和 /或步骤， 例如， 可以被认为是用 于实现逻辑功能的可执行指令的定序列表， 可以具体实现在任何计算机可读介质中， 以供指令执行系统、 装置或设备（如基于计算机的系统、 包括处理器的系统或其他可 以从指令执行系统、 装置或设备取指令并执行指令的系统）使用， 或结合这些指令执 行系统、装置或设备而使用。就本说明书而言， "计算机可读介质"可以是任何可以包含、 存储、 通信、 传播或传输程序以供指令执行系统、 装置或设备或结合这些指令执行系 统、 装置或设备而使用的装置。 计算机可读介质的更具体的示例 （非穷尽性列表） 包 括以下： 具有一个或多个布线的电连接部（电子装置）， 便携式计算机盘盒（磁装置）， 随机存取存储器（RAM ) ， 只读存储器（ROM ) , 可擦除可编辑只读存储器（EPROM 或闪速存储器） ， 光纤装置， 以及便携式光盘只读存储器（CDROM ) 。 另外， 计算机 可读介质甚至可以是可在其上打印所述程序的纸或其他合适的介质， 因为可以例如通 过对纸或其他介质进行光学扫描， 接着进行编辑、 解译或必要时以其他合适方式进行 处理来以电子方式获得所述程序， 然后将其存储在计算机存储器中。
应当理解， 本发明的各部分可以用硬件、 软件、 固件或它们的组合来实现。 在上 述实施方式中， 多个步骤或方法可以用存储在存储器中且由合适的指令执行系统执行 的软件或固件来实现。 例如， 如果用硬件来实现， 和在另一实施方式中一样， 可用本 领域公知的下列技术中的任一项或他们的组合来实现： 具有用于对数据信号实现逻辑 功能的逻辑门电路的离散逻辑电路， 具有合适的组合逻辑门电路的专用集成电路， 可 编程门阵列 （PGA ) , 现场可编程门阵列 （FPGA ) 等。
本技术领域的普通技术人员可以理解实现上述实施例方法携带的全部或部分步骤 是可以通过程序来指令相关的硬件完成， 所述的程序可以存储于一种计算机可读存储 介质中， 该程序在执行时， 包括方法实施例的步驟之一或其组合。
此外， 在本发明各个实施例中的各功能单元可以集成在一个处理模块中， 也可以 是各个单元单独物理存在， 也可以两个或两个以上单元集成在一个模块中。 上述集成 的模块既可以釆用硬件的形式实现， 也可以采用软件功能模块的形式实现。 所述集成 的模块如果以软件功能模块的形式实现并作为独立的产品销售或使用时， 也可以存储 在一个计算机可读取存储介质中。
上述提到的存储介质可以是只读存储器， 磁盘或光盘等。 在本说明书的描述中， 参考术语"一个实施例"、 "一些实施例"、 "示例"、 "具体示 例"、 或"一些示例"等的描述意指结合该实施例或示例描述的具体特征、 结构、 材料或 者特点包含于本发明的至少一个实施例或示例中。 在本说明书中， 对上述术语的示意 性表述不一定指的是相同的实施例或示例。 而且， 描述的具体特征、 结构、 材料或者 特点可以在任何的一个或多个实施例或示例中以合适的方式结合。
尽管已经示出和描述了本发明的实施例， 对于本领域的普通技术人员而言， 可以 理解在不脱离本发明的原理和精神的情况下可以对这些实施例进行多种变化、 修改、 替换和变型， 本发明的范围由所附权利要求及其等同限定。

Claims

权利要求书
1、 一种用于电动汽车的主动泄放系统， 其特征在于， 包括：
动力电池；
母线电容；
充放电插座；
双向 DCZDC模块， 所述双向 DC/DC模块的第一直流端与所述动力电池的另一端 相连， 所述双向 DC/DC模块的第二直流端与所述动力电池的一端相连， 其中， 所述第 一直流端为所述双向 DC/DC模块输入及输出的共用直流端；
驱动控制开关， 所述驱动控制开关的一端与所述动力电池一端相连， 所述驱动控 制开关的另一端与所述双向 DC/DC模块的第三直流端相连；
双向 DC/AC模块， 所述双向 DC/AC模块的第一直流端与所述驱动控制开关的另 一端相连， 所述双向 DC/AC模块的第二直流端与所述动力电池的另一端相连；
电机控制开关， 所述电机控制开关的一端与所述双向 DC/AC模块的交流端相连， 所述电机控制开关的另一端与电机相连；
充放电控制模块， 所述充放电控制模块的一端与所述双向 DC/AC模块的交流端相 连， 所述充放电控制模块的另一端与所述充放电插座相连； 以及
控制器模块， 所述控制器模块与所述驱动控制开关、 电机控制开关和充放电控制 模块相连， 所述控制器模块用于根据所述主动泄放系统当前所处的工作模式对所述驱 动控制开关、 电机控制开关和充放电控制模块进行控制， 并且在完成充电之后所述控 制器模块控制所述母线电容继续为所述动力电池充电， 以及在完成放电之后所述控制 器模块控制所述母线电容继续放电， 直至所述母线电容的电压低于第一预设值。
2、 如权利要求 1所述的用于电动汽车的主动泄放系统， 其特征在于，
在完成充电之后， 所述控制器模块控制所述充放电控制模块和电机控制开关断开， 同时控制所述驱动控制开关以使所述母线电容通过所述双向 DC/DC模块为所述动力电 池充电。
3、 如权利要求 1所述的用于电动汽车的主动泄放系统， 其特征在于，
在完成放电之后， 所述控制器模块控制所述电机控制开关断开， 同时控制所述驱 动控制开关以使所述母线电容和所述双向 DC/DC模块中的电容通过所述双向 DC/AC 模块、 所述充放电控制模块及所述充放电插座进行放电以使所述母线电容低于第二预 设值， 其中， 所述第二预设值小于所述第一预设值。
4、 如权利要求 1所述的用于电动汽车的主动泄放系统， 其特征在于，
当所述主动泄放系统当前所处的工作模式为驱动模式时， 所述控制器模块控制所 述驱动控制开关闭合以关闭所述双向 DC/DC模块， 并控制所述电机控制开关闭合， 以 及控制所述充放电控制模块断开。
5、 如权利要求 4所述的用于电动汽车的主动泄放系统， 其特征在于，
当所述主动泄放系统当前所处的工作模式为充放电模式时， 所述控制器模块控制 所述驱动控制开关断开以启动所述双向 DCZDC模块， 并控制所述电机控制开关断开， 以及控制所述充放电控制模块闭合以启动所述双向 DC/AC模块。
6、 如权利要求 1所述的用于电动汽车的主动泄放系统， 其特征在于， 还包括： 第一预充控制模块， 所述第一预充控制模块的一端与所述动力电池的一端相连， 所述第一预充控制模块的另一端与所述双向 DC/DC模块的第二直流端相连， 所述第一 预充控制模块用于在为所述双向 DC/DC模块中的电容及母线电容进行预充电， 其中， 所述母线电容连接在所述双向 DC/DC模块的第一直流端和所述双向 DC/DC模块的第 三直流端之间。
7、 如权利要求 6所述的用于电动汽车的主动泄放系统， 其特征在于， 所述第一预 充控制模块进一步包括：
第一电阻和第一开关， 所述第一电阻的一端与所述第一开关的一端相连， 所述第 一电阻的另一端与所述动力电池的一端相连， 所述第一开关的另一端与所述双向 DC/DC模块的第二直流端相连；
第二开关， 所述第一电阻和所述第一开关串联之后与所述第二开关并联， 其中， 所述控制器模块在所述主动泄放系统启动时控制所述第一开关闭合以对所 述双向 DC/DC模块中的电容及母线电容进行预充电， 并在所述母线电容的电压与所述 动力电池的电压成预设倍数时， 控制所述第一开关断开同时控制所述第二开关闭合。
8、 如权利要求 1 所述的用于电动汽车的主动泄放系统， 其特征在于， 所述双向 DC/DC模块进一步包括：
相互串联的第一开关管和第二开关管， 所述相互串联的第一开关管和第二开关管 连接在所述双向 DC/DC模块的第一直流端和第三直流端之间， 所述第一开关管和第二 开关管受所述控制器模块的控制， 其中， 所述第一开关管和第二开关管之间具有第一 节点； 第一二极管， 所述第一二极管与所述第一开关管反向并联；
第二二极管， 所述第二二极管与所述第二开关管反向并联；
第一电感， 所述第一电感的一端与所述第一节点相连， 所述第一电感的另一端与 所述动力电池的一端相连； 以及
第一电容， 所述第一电容的一端与所述第一电感的另一端相连， 所述第一电容的 另一端与所述动力电池的另一端相连。
9、 如权利要求 1所述的用于电动汽车的主动泄放系统， 其特征在于， 还包括： 漏电流削减模块， 所述漏电流削减模块连接在所述双向 DC/DC模块的第一直流端 和所述双向 DC/DC模块的第三直流端之间。
10、 如权利要求 9所述的用于电动汽车的主动泄放系统， 其特征在于， 所述漏电 流削減模块进一步包括：
第二电容和第三电容， 所述第二电容的一端与所述第三电容的一端相连， 所述第 二电容的另一端与所述双向 DC/DC模块的第一直流端相连， 所述第三电容的另一端与 所述双向 DC/DC模块的第三直流端相连， 其中， 所述第二电容和第三电容之间具有第 二节点。
1 1、 如权利要求 10所述的用于电动汽车的主动泄放系统， 其特征在于， 还包括： 滤-波模块，所述滤波模块连接在所述双向 DC/AC模块和所述充放电控制模块之间。
12、 如权利要求 1 1所述的用于电动汽车的主动泄放系统， 其特征在于， 还包括： 滤波控制模块， 所述滤波控制模块连接在所述第二节点和所述滤波模块之间， 所 述滤波控制模块受所述控制器模块控制， 所述控制器模块在所述主动泄放系统当前所 处的工作模式为驱动模式时控制所述滤波控制模块断开。
13、 如权利要求 1 1所述的用于电动汽车的主动泄放系统， 其特征在于， 还包括： EMI模块， 所述 EMI模块连接在所述充放电插座和充放电控制模块之间。
14、 如权利要求 13所述的用于电动汽车的主动泄放系统， 其特征在于， 还包括： 第二预充控制模块， 所述第二预充模块与所述充放电控制模块并联， 所述第二预 充控制模块用于对所述滤波模块中的电容进行预充电。
15、 如权利要求 1 所述的用于电动汽车的主动泄放系统， 其特征在于， 所述充放 电控制模块进一步包括：
三相开关和 /或单相开关， 用于实现三相充电或单相充电。
16、 一种电动汽车， 其特征在于， 包括如权利要求 1-15任一项所述的主动泄放系
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PCT/CN2012/087992 WO2013097797A1 (zh) 2011-12-31 2012-12-31 电动汽车及其放电装置
PCT/CN2012/088069 WO2013097819A1 (zh) 2011-12-31 2012-12-31 电动汽车充放电的载波装置及通讯方法与系统
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PCT/CN2012/088048 WO2013097811A1 (zh) 2011-12-31 2012-12-31 用于电动汽车的放电系统
PCT/CN2012/088044 WO2013097810A1 (zh) 2011-12-31 2012-12-31 电动汽车与其交流充电通讯方法及充电桩
PCT/CN2012/088056 WO2013097814A1 (zh) 2011-12-31 2012-12-31 电动汽车的控制系统及具有其的电动汽车
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PCT/CN2012/088058 WO2013097815A1 (zh) 2011-12-31 2012-12-31 电动汽车及在充放电和驱动功能之间切换的动力系统
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PCT/CN2012/088035 WO2013097807A1 (zh) 2011-12-31 2012-12-31 用于车辆充电与行驶的互锁方法
PCT/CN2012/088086 WO2013097823A1 (zh) 2011-12-31 2012-12-31 电动汽车之间相互充电的系统及充电连接器
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