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WO2018137490A1 - Control system for electric vehicle-mounted permanent magnet generator - Google Patents

Control system for electric vehicle-mounted permanent magnet generator Download PDF

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Publication number
WO2018137490A1
WO2018137490A1 PCT/CN2018/071831 CN2018071831W WO2018137490A1 WO 2018137490 A1 WO2018137490 A1 WO 2018137490A1 CN 2018071831 W CN2018071831 W CN 2018071831W WO 2018137490 A1 WO2018137490 A1 WO 2018137490A1
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WO
WIPO (PCT)
Prior art keywords
circuit
permanent magnet
magnet motor
pmg
buck
Prior art date
Application number
PCT/CN2018/071831
Other languages
French (fr)
Chinese (zh)
Inventor
张雄峰
Original Assignee
维尔纳（福建）电机有限公司
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Filing date
Publication date
Application filed by 维尔纳（福建）电机有限公司 filed Critical 维尔纳（福建）电机有限公司
Publication of WO2018137490A1 publication Critical patent/WO2018137490A1/en

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    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02P—CONTROL OR REGULATION OF ELECTRIC MOTORS, ELECTRIC GENERATORS OR DYNAMO-ELECTRIC CONVERTERS; CONTROLLING TRANSFORMERS, REACTORS OR CHOKE COILS
    • H02P27/00—Arrangements or methods for the control of AC motors characterised by the kind of supply voltage
    • H02P27/04—Arrangements or methods for the control of AC motors characterised by the kind of supply voltage using variable-frequency supply voltage, e.g. inverter or converter supply voltage
    • H02P27/06—Arrangements or methods for the control of AC motors characterised by the kind of supply voltage using variable-frequency supply voltage, e.g. inverter or converter supply voltage using DC to AC converters or inverters
    • H02P27/08—Arrangements or methods for the control of AC motors characterised by the kind of supply voltage using variable-frequency supply voltage, e.g. inverter or converter supply voltage using DC to AC converters or inverters with pulse width modulation
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02M—APPARATUS FOR CONVERSION BETWEEN AC AND AC, BETWEEN AC AND DC, OR BETWEEN DC AND DC, AND FOR USE WITH MAINS OR SIMILAR POWER SUPPLY SYSTEMS; CONVERSION OF DC OR AC INPUT POWER INTO SURGE OUTPUT POWER; CONTROL OR REGULATION THEREOF
    • H02M3/00—Conversion of DC power input into DC power output
    • H02M3/02—Conversion of DC power input into DC power output without intermediate conversion into AC
    • H02M3/04—Conversion of DC power input into DC power output without intermediate conversion into AC by static converters
    • H02M3/10—Conversion of DC power input into DC power output without intermediate conversion into AC by static converters using discharge tubes with control electrode or semiconductor devices with control electrode
    • H02M3/145—Conversion of DC power input into DC power output without intermediate conversion into AC by static converters using discharge tubes with control electrode or semiconductor devices with control electrode using devices of a triode or transistor type requiring continuous application of a control signal
    • H02M3/155—Conversion of DC power input into DC power output without intermediate conversion into AC by static converters using discharge tubes with control electrode or semiconductor devices with control electrode using devices of a triode or transistor type requiring continuous application of a control signal using semiconductor devices only
    • H02M3/156—Conversion of DC power input into DC power output without intermediate conversion into AC by static converters using discharge tubes with control electrode or semiconductor devices with control electrode using devices of a triode or transistor type requiring continuous application of a control signal using semiconductor devices only with automatic control of output voltage or current, e.g. switching regulators
    • H02M3/158—Conversion of DC power input into DC power output without intermediate conversion into AC by static converters using discharge tubes with control electrode or semiconductor devices with control electrode using devices of a triode or transistor type requiring continuous application of a control signal using semiconductor devices only with automatic control of output voltage or current, e.g. switching regulators including plural semiconductor devices as final control devices for a single load
    • H02M3/1582—Buck-boost converters
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/64—Electric machine technologies in electromobility

Definitions

  • the invention relates to an electric vehicle, in particular to a control system for an electric vehicle permanent magnet motor.
  • Battery capacity and the power conversion rate of driving a permanent magnet motor are two factors that affect the endurance of new energy vehicles.
  • the current practice is to start with the battery capacity, combine multiple batteries, expand the energy storage capacity, and on this basis, in the vehicle driving process, the permanent magnet motor under braking or inertia The electric energy generated by the rotation is recovered.
  • the conventional constant voltage frequency conversion speed regulation scheme is still adopted, that is, the vehicle battery pack provides a fixed high voltage electric signal to the permanent magnet motor (PMG) drive circuit due to the permanent magnet motor.
  • the drive circuit is usually composed of IGBT.
  • a control system for an electric vehicle permanent magnet motor comprising a battery pack, a permanent magnet motor (PMG) having a winding, a bridge drive circuit, a buck circuit, a first local oscillator fundamental wave signal generation module, and a first local oscillator carrier signal generation Module, limiter adjustment circuit, local oscillator fundamental wave-external signal strobe circuit, SPWM modulation circuit, second local oscillator carrier generation module, PWM modulation circuit, and acceleration adjustment circuit, permanent magnet motor (PMG) winding and bridge drive
  • the circuit, the buck circuit and the battery pack are sequentially connected, the electric signal feedback output on the permanent magnet motor (PMG) winding, the permanent magnet motor (PMG) winding electric signal feedback output end, the first local oscillator carrier signal generating module and the limiting adjustment respectively
  • the input end of the circuit is connected, the output end of the limiting amplitude adjusting circuit, and the first local oscillator fundamental wave signal generating module are respectively connected with the input end of the local oscillator fundamental-external signal
  • control system of the electric vehicle permanent magnet motor further includes a boost circuit, a buck-boost switch circuit, a brake circuit, a charging signal detecting circuit and a charging signal adjusting circuit
  • the boost circuit is connected between the bridge driving circuit and the battery pack.
  • the boost circuit and the buck circuit form a buck-boost circuit
  • the buck-boost switch circuit is connected between the PWM modulation circuit and the buck-boost circuit control terminal
  • brake circuit and the acceleration adjustment circuit are respectively connected to the control end of the buck-boost switch circuit, and the charging is performed.
  • the signal detecting circuit detects an electrical signal between the bridge driving circuit and the buck-boost circuit, the charging signal detecting circuit is connected to the input end of the charging signal adjusting circuit, and the output end of the charging signal adjusting circuit is connected to the input end of the PWM modulation circuit.
  • the boost circuit and the buck circuit form a buck-boost circuit, and a buck-boost switch circuit for controlling the buck-boost circuit buck-boost mode is realized, and the vehicle is operated under different operating conditions forever.
  • the switching between the magneto motor drive and the battery pack charging mode that is, the adjustment acceleration adjustment circuit
  • the acceleration adjustment circuit outputs a corresponding electrical signal to the PWM modulation circuit, and modulates with the electric signal generated by the second local oscillator carrier generation module, and modulates the electric power.
  • the signal is input to the buck-boost switch circuit, and the acceleration adjustment circuit outputs the corresponding control electric signal to the control end of the buck-boost switch circuit, and the buck-boost switch circuit outputs the corresponding electric signal to make the buck in the buck-boost circuit.
  • the DC output of the battery pack is stepped down by the buck-boost circuit, and then supplied to the bridge drive circuit, and the bridge drive circuit outputs alternating current to drive the permanent magnet motor; when the acceleration adjustment circuit is not adjusted and the brake circuit is adjusted, The brake circuit outputs a corresponding electrical signal to the buck-boost switch circuit, and the buck-boost switch circuit performs the corresponding electrical signal.
  • the output is such that the boost circuit in the buck-boost circuit is turned on, and the alternating current generated by the permanent magnet motor (PMG) winding is rectified by the bridge drive circuit, and the buck-boost circuit is boosted, and the voltage is greater than the battery pack voltage, thereby facilitating charging of the battery pack.
  • the permanent magnet motor (PMG) further has a secondary winding having the same phase as the winding, and the secondary winding output end serves as a feedback output end of the permanent magnet motor (PMG) winding electrical signal, and the permanent magnet motor (PMG) secondary winding output terminal,
  • the first local oscillator carrier signal generating module is respectively connected to the input end of the limiter adjusting circuit.
  • the feedback of the electric signal of the conventional permanent magnet motor (PMG) winding is usually a Hall element or a resolver.
  • the Hall element and the resolver function as a position sensor and a voltage sensor respectively to detect the rotor pole of the permanent magnet motor (PMG).
  • the position and voltage signals are transmitted to the controller.
  • the controller calculates the electrical signal generated on the winding and feeds back the output according to the position detected by the Hall element and the resolver, and the voltage signal. Since the voltage is not directly fed back to the winding power-on signal, It is often necessary to use a controller to make the feedback system of the conventional Hall element or the resolver more complicated, and the present application adds a secondary winding in the same phase as the winding in the permanent magnet motor (PMG) because the secondary winding is in phase with the winding.
  • PMG permanent magnet motor
  • the number of phase lines of the permanent magnet motor (PMG) winding is several, the phase lines of the winding are independently drawn, the bridge driving circuit is a combination of several H-bridge circuits, and the number and winding of the H-bridge circuit constituting the bridge driving circuit The number of each phase line is the same, and the phase lines of the permanent magnet motor (PMG) winding are in one-to-one correspondence with the output terminals of the H-bridge circuit of the bridge drive circuit, and the input ends of the H-bridge circuits of the bridge drive circuit are connected with more than one set.
  • a unit body consisting of a battery pack and a buck circuit.
  • Existing automotive permanent magnet motor (PMG) windings are usually triangular or star-connected.
  • the battery pack drives a permanent magnet motor (PMG)
  • PMG permanent magnet motor
  • it is usually a battery pack that simultaneously drives the phase lines of the permanent magnet motor (PMG) winding.
  • the number of battery packs is small, and the electric energy capacity is small.
  • the present invention separates the phase wires of the permanent magnet motor windings independently and independently drives them through a plurality of battery packs, so that more circuits can be connected in the circuit.
  • the battery pack greatly increases the battery capacity in the system.
  • the SPWM modulation circuit and the PWM modulation circuit each include an overcurrent overload protection module, and a driving current detection circuit detects the electrical signals between the bridge driving circuit and the buck circuit, respectively, and the SPWM modulation circuit and the PWM modulation circuit.
  • the overcurrent overload protection module is connected.
  • the driving current detecting circuit detects an electrical signal between the bridge driving circuit and the buck circuit, and feeds back to the overcurrent overload protection module in the SPWM modulation circuit and the PWM modulation circuit, when the driving current detecting circuit detects the bridge driving circuit and the buck circuit
  • the SPWM modulation circuit and the PWM modulation circuit change the output, respectively control the bridge drive circuit and the buck circuit, so that the electrical signal between the bridge drive circuit and the buck circuit is lowered, so that the circuits in the system are Overcurrent overload protection.
  • a sensitivity follower circuit is provided in the acceleration adjustment circuit. To adjust the system response time when driving a permanent magnet motor.
  • the first local oscillator fundamental wave signal generating module the first local oscillator carrier signal generating module, the local oscillator fundamental wave-external signal gating circuit, the SPWM modulation circuit, the second local oscillator carrier generating module, and the PWM modulation circuit
  • the module line or any of the above module lines can be provided by the controller.
  • an over-speed protection circuit is further connected between the electric signal feedback output end of the permanent magnet motor (PMG) winding and the input end of the buck-boost switch circuit. Adjusting the acceleration adjustment circuit to drive the permanent magnet motor (PMG). When the running speed of the on-board permanent magnet motor (PMG) is too high, the overspeed protection circuit inputs the corresponding electrical signal according to the feedback signal of the permanent magnet motor (PMG) winding electrical signal.
  • the voltage is determined by the required rotational speed of the permanent magnet motor controlled by the acceleration adjustment circuit, and therefore, when driving the permanent magnet motor, especially when the rotational speed required for the permanent magnet motor is low, the bridge drive circuit inputs
  • the DC voltage value is relatively small, that is, the input voltage of the IGBT in the bridge driving circuit is reduced, thus reducing the internal consumption of the IGBT, thereby improving the power conversion efficiency of the battery pack and enhancing the endurance capability of the vehicle;
  • the feedback signal output of the permanent magnet motor (PMG) winding will be fed back with the same electrical signal generated on the permanent magnet motor (PMG) winding.
  • the electrical signal fed back from the feedback signal of the permanent magnet motor (PMG) winding is limited. After the adjustment circuit is limited in amplitude, it is incorporated into the generation of the SPWM modulated wave of the control bridge drive circuit, and the bridge drive circuit is controlled to perform variable frequency regulation on the permanent magnet motor (PMG), thus forming a closed loop forever
  • the magneto-motor (PMG) speed is stable in the driver's expectations and has a high modulation efficiency.
  • FIG. 1 is a schematic diagram of a functional structure of a preferred embodiment of the present invention.
  • FIG. 2 is a schematic structural view of a buck-boost circuit of the present invention.
  • a control system for an electric vehicle permanent magnet motor includes a battery pack 1, a permanent magnet motor (PMG) 2 having a winding 21 and a secondary winding 22 of the same phase.
  • PMG permanent magnet motor
  • buck-boost circuit 40 formed by combination of boost circuit 4' and buck circuit 4, first local oscillator fundamental wave signal generating module 5, first local oscillator carrier signal generating module 6, limiting adjustment circuit 7, Local oscillator fundamental wave-external signal gating circuit 8, SPWM modulation circuit 9, second local oscillator carrier generating module 10, PWM modulation circuit 11, buck-boost switch circuit 12, brake circuit 13, acceleration adjustment circuit 14, and charging signal detection
  • the circuit 15, the charging signal adjusting circuit 16, the permanent magnet motor (PMG) winding 21 and the bridge driving circuit 3, the buck-boost circuit 40, the battery pack 1 are sequentially connected, and the output end of the permanent magnet motor (PMG) secondary winding 22, first
  • the local oscillator carrier signal generating module 6 is respectively connected to the input end of the limiter adjusting circuit 7, and the output end of the limiting amplitude adjusting circuit 7 and the first local oscillator fundamental wave signal generating module 5 and the local oscillator fundamental wave-external signal gating circuit respectively
  • the circuit 15 detects an electrical signal between the bridge drive circuit 3 and the buck-boost circuit 40.
  • the charge signal detection circuit 15 is connected to the input of the charge signal adjustment circuit 16, and the output of the charge signal adjustment circuit 16 and the acceleration adjustment circuit 14 are both PWM modulated.
  • the inputs of circuit 11 are connected.
  • the number of phase lines of the permanent magnet motor (PMG) winding 21 is several, the phase lines of the winding 21 are independently drawn, and the bridge driving circuit 3 is a combination of several H-bridge circuits 31, and the H-bridge circuit 31 constituting the bridge driving circuit 3
  • the number is the same as the number of the phase lines of the winding 21, and the phase lines of the permanent magnet motor (PMG) winding 21 are in one-to-one correspondence with the input ends of the H-bridge circuit 31 of the bridge driving circuit 3, and are connected to each other, and the H-bridges of the bridge driving circuit 3
  • a unit body composed of a plurality of battery packs 1 and a buck-boost circuit 40 is connected to an input terminal of the circuit 31.
  • the existing in-vehicle permanent magnet motor (PMG) windings 21 are usually triangular or star-connected.
  • the battery pack drives the permanent magnet motor (PMG) 2
  • it is usually a battery pack to simultaneously carry out the phase lines of the permanent magnet motor (PMG) winding 21
  • Driving under such a structure, the number of battery packs is small, and the electric energy capacity is small.
  • the present invention separates the phase lines of the permanent magnet motor windings 21 independently, and independently drives them through a plurality of battery packs 1, so that the circuit can be independently driven. Connecting more battery packs 1 greatly increases the battery capacity in the system.
  • An overspeed protection circuit 19 is also connected between the output end of the permanent magnet motor (PMG) secondary winding 22 and the input end of the buck-boost switch circuit 12. Adjusting the acceleration adjustment circuit 14 to drive the permanent magnet motor (PMG) 2, when the running speed of the on-board permanent magnet motor (PMG) 2 is too high, the overspeed protection circuit 19 according to the input of the output of the permanent magnet motor (PMG) secondary winding 22 The electric signal is output, and another corresponding electric signal is output to the buck-boost switch circuit 12, so that the boost circuit 4' in the buck-boost circuit 40 is turned on, and the state of the on-board permanent magnet motor (PMG) 2 is changed to The battery pack 1 is in a state of being charged, and the permanent magnet motor (PMG) 2 is no longer driven to avoid excessive speed and the overspeed protection.
  • the SPWM modulation circuit 9 and the PWM modulation circuit 11 each include an overcurrent overload protection module 17, and a drive current detection circuit 18 detects the electrical signals between the bridge drive circuit 3 and the buck-boost circuit 40, respectively, and the SPWM modulation circuit 9 It is connected to the overcurrent overload protection module 17 in the PWM modulation circuit 11.
  • the driving current detecting circuit 18 detects an electrical signal between the bridge driving circuit 3 and the buck-boost circuit 40, and feeds it back to the overcurrent overload protection module 17 in the SPWM modulation circuit 9 and the PWM modulation circuit 11, when the driving current detecting circuit 18 detects
  • the SPWM modulation circuit 9 and the PWM modulation circuit 11 change the outputs, respectively controlling the bridge driving circuit 3 and the buck-boost circuit 40 to enable the bridge driving.
  • the electrical signal between circuit 3 and buck-boost circuit 40 is reduced, thus providing overcurrent protection for each circuit within the system.
  • a sensitivity follower circuit 20 is provided in the acceleration adjustment circuit 14. To adjust the system response time when the permanent magnet motor 2 is driven.
  • the local oscillation fundamental-external signal gating circuit 8 strobes the electrical signal generated by the first local oscillation fundamental wave signal generating module 5.
  • the -boost switch circuit 12 performs a corresponding electrical signal output to turn on the buck circuit 4 in the buck-boost circuit 40, and adjusts the buck-boost circuit 40 based on the electrical signal input to the control terminal of the buck-boost circuit 40.
  • the voltage ratio of the input and output is such that the direct current outputted from the battery pack 1 is stepped down by the buck-boost circuit 40, and then supplied to the bridge drive circuit 3, and the bridge drive circuit 3 outputs alternating current to drive the permanent magnet motor 2, and usually,
  • the acceleration adjustment circuit 14 adjusts the low-speed rotation of the driving permanent magnet motor 2
  • the voltage of the step-down regulation is relatively large, and the DC current input by the bridge type driving circuit is relatively small, and when the acceleration adjustment circuit 14 adjusts and drives the high-speed rotation of the permanent magnet motor 2
  • the voltage of the buck regulation is relatively small to ensure a high voltage input to the bridge drive circuit to drive the permanent magnet motor 2 to operate at a high speed; during the process of adjusting the acceleration adjustment circuit 14 to drive the permanent magnet motor 2, the permanent magnet motor (PMG) 2
  • the secondary winding 22 feeds back the same electrical signal generated on the winding 21 to the limiting adjustment circuit 7.
  • the limiting adjustment circuit 7 generates an electrical signal generated by the module 6 based on the input first local oscillator carrier signal, and inputs the secondary winding 22 The electric signal is subjected to limiting adjustment, and after the adjusted electrical signal is greater than a certain set value, the local oscillator-external signal gating circuit 8 is gated, and the SPWM modulation circuit 9 is input.
  • a first electrical carrier signal LO generated by the generation module 6 outputs modulated with maximum modulation efficiency.
  • the electric signal fed back by the auxiliary winding 22 is small, and the local fundamental wave-external signal strobe circuit 8 strobes the electric signal generated by the first local fundamental signal generating module 5 as the SPWM modulation circuit 9
  • the electrical signal fed back by the secondary winding 22 is limited and strobed, and participates in controlling the modulation of the control electrical signal of the bridge driving circuit 3 to achieve optimal modulation efficiency.
  • the brake circuit 13 when the brake circuit 13 is adjusted during the vehicle operation, on the one hand, the output of the SPWM modulation circuit 9 is turned off, and the brake circuit 13 outputs a corresponding electrical signal to the buck-boost switch circuit 12, The buck-boost switch circuit 12 outputs a corresponding electric signal, so that the buck-boost circuit 40 is turned on for the boost circuit 4'.
  • the charge signal detecting circuit 15 detects the bridge drive circuit 3 and the buck-boost circuit 40.
  • the electrical signal is input to the charging signal adjusting circuit 16 for adjustment, and then input to the PWM modulation circuit 11 to be modulated with the electrical signal generated by the second local oscillator carrier generating module 10, and the modulated electrical signal is input to the buck-boost switch.
  • the circuit 12 performs corresponding output, and adjusts the voltage ratio of the input and output of the buck-boost circuit 40 according to the electrical signal input to the control terminal of the buck-boost circuit 40.
  • the alternating current generated by the permanent magnet motor (PMG) 2 passes through the bridge driving circuit.
  • the buck-boost circuit 40 boosts and charges the battery pack 1.
  • a single IGBT in the bridge driving circuit 3 serves as a diode, and in the bridge structure, rectifies and rectifies the alternating current generated by the permanent magnet motor (PMG) 2 into direct current.
  • the control system of the electric vehicle permanent magnet motor shown in the above preferred embodiment of the present invention has the following beneficial effects: 1. Adjusting the acceleration adjustment circuit 14, the acceleration adjustment circuit 14 outputs a corresponding electrical signal to the PWM modulation circuit 11, and the second The electric signal generated by the local oscillator carrier generating module 10 is modulated, and the modulated electric signal is input to the buck-boost circuit 40 to turn on the buck circuit 4, and the direct current output from the battery pack 1 is lowered by the buck circuit 4 in the buck-boost circuit 40.
  • the bridge drive circuit 3 is supplied to drive the permanent magnet motor 2, and since the DC power input from the bridge drive circuit 3 is obtained by step-down regulation of the buck-boost circuit 40, the voltage ratio of the step-down regulation is adjusted by the acceleration.
  • the rotational speed of the permanent magnet motor 2 controlled by the circuit 14 is determined, and therefore, when the permanent magnet motor 2 is driven, particularly when the rotational speed required for the permanent magnet motor 2 is low, the bridge drive circuit 3 inputs
  • the DC voltage value is relatively small, that is, the input voltage of the IGBT in the bridge driving circuit 3 is reduced, thus reducing the internal consumption of the IGBT, thereby improving the power conversion efficiency of the battery pack 1 and enhancing the vehicle. Endurance capacity;
  • the output of the secondary winding 22 of the permanent magnet motor (PMG) 2 will be fed back with the same electrical signal generated on the winding of the permanent magnet motor (PMG) 2, and the electrical signal fed back from the feedback output of the permanent magnet motor (PMG) 2 winding.
  • the limiting adjustment circuit 7 is limited in amplitude, it is incorporated into the generation of the SPWM modulated wave of the control bridge type driving circuit 3, and the bridge driving circuit 3 is controlled to perform variable frequency speed regulation on the permanent magnet motor (PMG) 2, thus A closed loop stabilizes the permanent magnet motor (PMG) speed as expected by the driver, which has a higher modulation efficiency.
  • the feedback of the electric signal of the permanent magnet motor (PMG) winding 21 can be performed by using a Hall element, or a pair of the same phase as the winding 21 can be added to the permanent magnet motor (PMG) 2.
  • the feedback output terminal, the output end of the permanent magnet motor (PMG) secondary winding 22, and the first local oscillator carrier signal generating module 6 are respectively connected to the input end of the limiter adjusting circuit 7.
  • the permanent magnet motor (PMG) 2 can be single-phase, three-phase or other multi-phase structure, and the phase line of the permanent magnet motor (PMG) winding 21 can be a triangular or star connection output. It is also possible to independently output the output for the permanent magnet motor (PMG) 2 and the bridge drive circuit 3 of different structures.
  • the corresponding The bridge drive circuit 3 is usually a three-phase bridge structure; when a plurality of phase lines of the permanent magnet motor (PMG) winding 21 are independently outputted, when the three-phase six-wire output structure is used, the corresponding bridge drive circuit 3 is three groups.
  • the H-bridge combined bridge structure is shown in Figure 1.
  • all of which are basic functional module structures, and the replacement structure of the modules having the same function in the chip or chip with the same function is within the protection scope of the present invention, such as the first local oscillator fundamental wave signal generating module 5 and the first local oscillator carrier.
  • the signal generating module 6, the local oscillator fundamental wave-external signal strobing circuit 8, the SPWM modulation circuit 9, the second local oscillator carrier generating module 10, the PWM modulation circuit 11, any one of the module lines or any of the module lines may be controlled by a controller such as Provided by the microcontroller.

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  • Engineering & Computer Science (AREA)
  • Power Engineering (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)
  • Dc-Dc Converters (AREA)

Abstract

A control system for an electric vehicle-mounted permanent magnet generator (PMG), comprising a battery pack (1), a PMG (2) having a winding, a bridge-type driving circuit (3), a buck circuit (4), a first local oscillation fundamental wave signal generation module (5), a first local oscillation carrier signal generation module (6), an amplitude-limiting adjustment circuit (7), a local oscillation fundamental wave-external signal gating circuit (8), an SPWM circuit (9), a second local oscillation carrier generation module (10), a PWM circuit (11), and an acceleration adjusting circuit (14). According to the control system for an electric vehicle-mounted PMG, when the PMG (2) is driven, input voltage of an IGBT in the bridge-type driving circuit (3) is lowered properly according to the rotation speed of the PMG (2) needing to be adjusted, so that internal friction of the IGBT is reduced, electric energy conversion efficiency of the battery pack (1) is improved, and vehicle-mounted battery life is improved; moreover, the same electric signals generated on the winding of the PMG (2) are fed back and incorporated into control of the generation of SPWM waves of the bridge-type driving circuit (3), so that the rotation speed of the PMG (2) is stabilized within an expectation of a driver, and the control system has the highest modulation efficiency.

Description

一种电动车载永磁电机的控制系统Control system for electric vehicle permanent magnet motor 技术领域Technical field
本发明涉及一种电动车载，特别是指一种电动车载永磁电机的控制系统。The invention relates to an electric vehicle, in particular to a control system for an electric vehicle permanent magnet motor.
背景技术Background technique
电池容量和驱动车载永磁电机(PMG)的电能转化率是影响新能源汽车续航能力的两大因素。为提升新能源汽车续航能力，现有做法均是从电池容量入手，将多个电池组合，扩大储能容量，并在此基础上，于车载行驶过程中，对刹车或惯性状态下永磁电机转动产生的电能进行回收。而对于车载永磁电机(PMG)的驱动系统，则仍采用传统的定压变频调速方案，即车载电池组向永磁电机(PMG)驱动电路提供一固定的高压电信号，因永磁电机(PMG)驱动电路通常由IGBT组成，IBGT在高压电信号输入的情况下，其内耗较大，从而导致永磁电机驱动电路内部电能消耗过大，输出送入永磁电机(PMG)的电能则较小，因此现有新能汽车的电能转化率较低。Battery capacity and the power conversion rate of driving a permanent magnet motor (PMG) are two factors that affect the endurance of new energy vehicles. In order to improve the endurance of new energy vehicles, the current practice is to start with the battery capacity, combine multiple batteries, expand the energy storage capacity, and on this basis, in the vehicle driving process, the permanent magnet motor under braking or inertia The electric energy generated by the rotation is recovered. For the drive system of the vehicle permanent magnet motor (PMG), the conventional constant voltage frequency conversion speed regulation scheme is still adopted, that is, the vehicle battery pack provides a fixed high voltage electric signal to the permanent magnet motor (PMG) drive circuit due to the permanent magnet motor. (PMG) The drive circuit is usually composed of IGBT. When the IBGT is input with high-voltage electric signals, the internal consumption is large, which leads to excessive internal power consumption of the permanent magnet motor drive circuit. The output is sent to the permanent magnet motor (PMG). Smaller, so the existing new energy vehicles have lower power conversion rates.
发明内容Summary of the invention
本发明的目的是提供一种电动车载永磁电机的控制系统。It is an object of the present invention to provide a control system for an electric vehicle permanent magnet motor.
一种电动车载永磁电机的控制系统，包括电池组、具有绕组的永磁电机(PMG)、桥式驱动电路、buck电路、第一本振基波信号生成模块、第一本振载波信号生成模块、限幅调节电路、本振基波-外部信号选通电路、SPWM调制电路、第二本振载波生成模块、PWM调制电路、和加速调节电路，永磁电机(PMG)绕组与桥式驱动电路、buck电路、电池组依次连接，永磁电机(PMG)绕组上的电信号反馈输出，永磁电机(PMG)绕组电信号反馈输出端、第一本振载波信号生成模块分别与限幅调节电路的输入端连接，限幅调节电路的输出端、第一本振基波信号生成模块分别与本振基波-外部信号选通电路的输入端相接，本振基波-外部信号选通电路的输出端、第一本振载波信号生成模块分别与SPWM调制电路的输入端相连，SPWM调制电路的输出端与桥式驱动电路的控制端连接，第二本振载波生成模块与PWM调制电路、buck电路控制端依次连接，加速调节电路还与PWM调制电路的输入端连接。A control system for an electric vehicle permanent magnet motor, comprising a battery pack, a permanent magnet motor (PMG) having a winding, a bridge drive circuit, a buck circuit, a first local oscillator fundamental wave signal generation module, and a first local oscillator carrier signal generation Module, limiter adjustment circuit, local oscillator fundamental wave-external signal strobe circuit, SPWM modulation circuit, second local oscillator carrier generation module, PWM modulation circuit, and acceleration adjustment circuit, permanent magnet motor (PMG) winding and bridge drive The circuit, the buck circuit and the battery pack are sequentially connected, the electric signal feedback output on the permanent magnet motor (PMG) winding, the permanent magnet motor (PMG) winding electric signal feedback output end, the first local oscillator carrier signal generating module and the limiting adjustment respectively The input end of the circuit is connected, the output end of the limiting amplitude adjusting circuit, and the first local oscillator fundamental wave signal generating module are respectively connected with the input end of the local oscillator fundamental-external signal gating circuit, and the local fundamental wave-external signal gating The output end of the circuit and the first local oscillator carrier signal generating module are respectively connected to the input end of the SPWM modulation circuit, the output end of the SPWM modulation circuit is connected to the control end of the bridge driving circuit, and the second local oscillator carrier is generated. The module is connected in series with the PWM modulation circuit and the control terminal of the buck circuit, and the acceleration adjustment circuit is also connected to the input end of the PWM modulation circuit.
进一步地，所述电动车载永磁电机的控制系统还包括boost电路、buck-boost开关电路、刹车电路、充电信号检测电路和充电信号调节电路，boost电路连接于桥式驱动电路和电池组间，boost电路与buck电路形成buck-boost电路，buck-boost开关电路连接于PWM调制电路、buck-boost电路控制端间，刹车电路、加速调节电路还分别与buck-boost开关电 路的控制端连接，充电信号检测电路检测桥式驱动电路和buck-boost电路间的电信号，充电信号检测电路与充电信号调节电路输入端连接，充电信号调节电路输出端与PWM调制电路的输入端连接。通过在电池组和桥式驱动电路间增设boost电路，boost电路与buck电路形成buck-boost电路，配以控制buck-boost电路升降压模式的buck-boost开关电路，实现车载不同运行状态下永磁电机驱动和电池组充电模式的切换，即调节加速调节电路，加速调节电路一方面输出相应的电信号到PWM调制电路，与第二本振载波生成模块产生的电信号进行调制，调制的电信号输入至buck-boost开关电路，加速调节电路另一方面输出相应的控制电信号到buck-boost开关电路控制端，buck-boost开关电路作相应的电信号输出，使buck-boost电路内的buck电路导通，电池组输出的直流电通过buck-boost电路降压调节后，供给桥式驱动电路，桥式驱动电路输出交流电以驱动永磁电机；在不调节加速调节电路，而调节刹车电路时，刹车电路输出相应的电信号到buck-boost开关电路，buck-boost开关电路作相应的电信号输出，使buck-boost电路内的boost电路导通，永磁电机(PMG)绕组产生的交流电经桥式驱动电路整流、buck-boost电路升压后，电压大于电池组电压，便于向电池组充电，实现车载运行过程中，永磁电机(PMG)产生的电能的合理利用，增强车载的续航能。Further, the control system of the electric vehicle permanent magnet motor further includes a boost circuit, a buck-boost switch circuit, a brake circuit, a charging signal detecting circuit and a charging signal adjusting circuit, and the boost circuit is connected between the bridge driving circuit and the battery pack. The boost circuit and the buck circuit form a buck-boost circuit, and the buck-boost switch circuit is connected between the PWM modulation circuit and the buck-boost circuit control terminal, and the brake circuit and the acceleration adjustment circuit are respectively connected to the control end of the buck-boost switch circuit, and the charging is performed. The signal detecting circuit detects an electrical signal between the bridge driving circuit and the buck-boost circuit, the charging signal detecting circuit is connected to the input end of the charging signal adjusting circuit, and the output end of the charging signal adjusting circuit is connected to the input end of the PWM modulation circuit. By adding a boost circuit between the battery pack and the bridge drive circuit, the boost circuit and the buck circuit form a buck-boost circuit, and a buck-boost switch circuit for controlling the buck-boost circuit buck-boost mode is realized, and the vehicle is operated under different operating conditions forever. The switching between the magneto motor drive and the battery pack charging mode, that is, the adjustment acceleration adjustment circuit, the acceleration adjustment circuit outputs a corresponding electrical signal to the PWM modulation circuit, and modulates with the electric signal generated by the second local oscillator carrier generation module, and modulates the electric power. The signal is input to the buck-boost switch circuit, and the acceleration adjustment circuit outputs the corresponding control electric signal to the control end of the buck-boost switch circuit, and the buck-boost switch circuit outputs the corresponding electric signal to make the buck in the buck-boost circuit. When the circuit is turned on, the DC output of the battery pack is stepped down by the buck-boost circuit, and then supplied to the bridge drive circuit, and the bridge drive circuit outputs alternating current to drive the permanent magnet motor; when the acceleration adjustment circuit is not adjusted and the brake circuit is adjusted, The brake circuit outputs a corresponding electrical signal to the buck-boost switch circuit, and the buck-boost switch circuit performs the corresponding electrical signal. The output is such that the boost circuit in the buck-boost circuit is turned on, and the alternating current generated by the permanent magnet motor (PMG) winding is rectified by the bridge drive circuit, and the buck-boost circuit is boosted, and the voltage is greater than the battery pack voltage, thereby facilitating charging of the battery pack. To realize the rational use of the electric energy generated by the permanent magnet motor (PMG) during the on-board operation and enhance the endurance of the vehicle.
进一步地，永磁电机(PMG)内还具有一与绕组相位相同的副绕组，副绕组输出端作为永磁电机(PMG)绕组电信号反馈输出端，永磁电机(PMG)副绕组输出端、第一本振载波信号生成模块分别与限幅调节电路的输入端连接。传统永磁电机(PMG)绕组上电信号的反馈，通常采用霍尔元件或旋转变压器，霍尔元件、旋转变压器分别起位置传感器、电压传感器的作用，检测永磁电机(PMG)内转子磁极的位置、电压信号并传递给控制器，控制器根据霍尔元件、旋转变压器检测到的位置、电压信号，计算出绕组上产生的电信号并反馈输出，由于非直接对绕组上电信号进行反馈，其常需配以控制器，使传统霍尔元件或旋转变压器的反馈系统较繁琐，而本申请在永磁电机(PMG)内增设一与绕组同相位的副绕组，因副绕组与绕组同相位，其上的电信号与绕组完全一致，而后将副绕组上电信号输出，即实现了对绕组上电信号的反馈输出，相比传统采用霍尔元件或旋转变压器的反馈系统，其结构更简单。Further, the permanent magnet motor (PMG) further has a secondary winding having the same phase as the winding, and the secondary winding output end serves as a feedback output end of the permanent magnet motor (PMG) winding electrical signal, and the permanent magnet motor (PMG) secondary winding output terminal, The first local oscillator carrier signal generating module is respectively connected to the input end of the limiter adjusting circuit. The feedback of the electric signal of the conventional permanent magnet motor (PMG) winding is usually a Hall element or a resolver. The Hall element and the resolver function as a position sensor and a voltage sensor respectively to detect the rotor pole of the permanent magnet motor (PMG). The position and voltage signals are transmitted to the controller. The controller calculates the electrical signal generated on the winding and feeds back the output according to the position detected by the Hall element and the resolver, and the voltage signal. Since the voltage is not directly fed back to the winding power-on signal, It is often necessary to use a controller to make the feedback system of the conventional Hall element or the resolver more complicated, and the present application adds a secondary winding in the same phase as the winding in the permanent magnet motor (PMG) because the secondary winding is in phase with the winding. The electrical signal on the winding is completely consistent with the winding, and then the secondary winding power-on signal is output, that is, the feedback output of the winding power-on signal is realized, and the structure is simpler than the conventional feedback system using the Hall element or the rotary transformer. .
进一步地，永磁电机(PMG)绕组的相线数量为若干，绕组若干相线独立引出，桥式驱动电路为若干H桥电路的组合体，组成桥式驱动电路的H桥电路的数量与绕组各相线的数量相同，永磁电机(PMG)绕组各相线与桥式驱动电路的H桥电路输出端一一对应且相互连接，桥式驱动电路各H桥电路的输入端连接有一组以上电池组和buck电路组成的单 元体。现有车载永磁电机(PMG)绕组通常为三角形或星形连接，电池组驱动永磁电机(PMG)时，通常为一电池组对永磁电机(PMG)绕组各相线同时进行驱动，该种结构下，电池组数量少，所具有的电能容量小，而本发明将永磁电机绕组各相线独立引出，并通过若干电池组分别进行独立驱动，如此，电路中可连入较多的电池组，大大提高系统中电池容量。Further, the number of phase lines of the permanent magnet motor (PMG) winding is several, the phase lines of the winding are independently drawn, the bridge driving circuit is a combination of several H-bridge circuits, and the number and winding of the H-bridge circuit constituting the bridge driving circuit The number of each phase line is the same, and the phase lines of the permanent magnet motor (PMG) winding are in one-to-one correspondence with the output terminals of the H-bridge circuit of the bridge drive circuit, and the input ends of the H-bridge circuits of the bridge drive circuit are connected with more than one set. A unit body consisting of a battery pack and a buck circuit. Existing automotive permanent magnet motor (PMG) windings are usually triangular or star-connected. When the battery pack drives a permanent magnet motor (PMG), it is usually a battery pack that simultaneously drives the phase lines of the permanent magnet motor (PMG) winding. In the structure, the number of battery packs is small, and the electric energy capacity is small. However, the present invention separates the phase wires of the permanent magnet motor windings independently and independently drives them through a plurality of battery packs, so that more circuits can be connected in the circuit. The battery pack greatly increases the battery capacity in the system.
进一步地，SPWM调制电路和PWM调制电路内均包括有过流过载保护模块，一驱动电流检测电路检测桥式驱动电路和buck电路间的电信号后，分别与SPWM调制电路和PWM调制电路内的过流过载保护模块连接。驱动电流检测电路检测桥式驱动电路和buck电路间的电信号，并反馈至SPWM调制电路和PWM调制电路内的过流过载保护模块，当驱动电流检测电路检测到桥式驱动电路和buck电路间的电信号过大时，SPWM调制电路和PWM调制电路改变输出，分别控制桥式驱动电路和buck电路，使桥式驱动电路和buck电路间的电信号降低，如此，以对该系统内各电路进行过流过载保护。Further, the SPWM modulation circuit and the PWM modulation circuit each include an overcurrent overload protection module, and a driving current detection circuit detects the electrical signals between the bridge driving circuit and the buck circuit, respectively, and the SPWM modulation circuit and the PWM modulation circuit. The overcurrent overload protection module is connected. The driving current detecting circuit detects an electrical signal between the bridge driving circuit and the buck circuit, and feeds back to the overcurrent overload protection module in the SPWM modulation circuit and the PWM modulation circuit, when the driving current detecting circuit detects the bridge driving circuit and the buck circuit When the electrical signal is too large, the SPWM modulation circuit and the PWM modulation circuit change the output, respectively control the bridge drive circuit and the buck circuit, so that the electrical signal between the bridge drive circuit and the buck circuit is lowered, so that the circuits in the system are Overcurrent overload protection.
进一步地，加速调节电路内设有灵敏度跟随电路。以调节驱动永磁电机时的系统响应时间。Further, a sensitivity follower circuit is provided in the acceleration adjustment circuit. To adjust the system response time when driving a permanent magnet motor.
进一步地，第一本振基波信号生成模块、第一本振载波信号生成模块、本振基波-外部信号选通电路、SPWM调制电路、第二本振载波生成模块、PWM调制电路任一模块线路或任一以上模块线路可由控制器提供。Further, the first local oscillator fundamental wave signal generating module, the first local oscillator carrier signal generating module, the local oscillator fundamental wave-external signal gating circuit, the SPWM modulation circuit, the second local oscillator carrier generating module, and the PWM modulation circuit The module line or any of the above module lines can be provided by the controller.
进一步地，永磁电机(PMG)绕组电信号反馈输出端、buck-boost开关电路输入端间还连接有一过速保护电路。调节加速调节电路，驱动永磁电机(PMG)，在车载永磁电机(PMG)运行速度过高时，过速保护电路根据永磁电机(PMG)绕组电信号反馈输出端输入的相应的电信号，而输出另一相应的电信号到buck-boost开关电路，使buck-boost电路变为升压模式，车载由驱运永磁电机(PMG)的状态变为向电池组进行充电的状态，而不再继续驱动永磁电机(PMG)，避免车载速度过高，而进行过速保护。Further, an over-speed protection circuit is further connected between the electric signal feedback output end of the permanent magnet motor (PMG) winding and the input end of the buck-boost switch circuit. Adjusting the acceleration adjustment circuit to drive the permanent magnet motor (PMG). When the running speed of the on-board permanent magnet motor (PMG) is too high, the overspeed protection circuit inputs the corresponding electrical signal according to the feedback signal of the permanent magnet motor (PMG) winding electrical signal. And outputting another corresponding electrical signal to the buck-boost switching circuit, so that the buck-boost circuit becomes the boost mode, and the state of the in-vehicle permanent magnet motor (PMG) is changed to the state of charging the battery pack, and The permanent magnet motor (PMG) is no longer driven to avoid excessive speed and overspeed protection.
本发明电动车载永磁电机的控制系统，具备以下有益效果：The control system of the electric vehicle permanent magnet motor of the invention has the following beneficial effects:
1、调节加速调节电路，加速调节电路输出相应的电信号到PWM调制电路，与第二本振载波生成模块产生的电信号进行调制，调制的电信号输入至buck电路控制端，使buck电路导通，电池组输出的直流电通过buck电路降压调节后，供给桥式驱动电路，以驱动永磁电机，由于桥式驱动电路输入的直流电是经过boost电路降压调节后得到的，降压调节的电压比由加速调节电路控制的永磁电机所需调节的旋转速度决定，因此，驱动永磁电机时，特别是在永磁电机所需的旋转速度较低的情况下，桥式驱动电路输入的直流电电压值相对较小， 即减小了桥式驱动电路中IGBT的输入电压，如此，降低了IGBT的内耗，从而提高了电池组的电能转化效率，增强车载的续航能力；1. Adjust the acceleration adjustment circuit, and accelerate the adjustment circuit to output the corresponding electrical signal to the PWM modulation circuit, and modulate with the electrical signal generated by the second local oscillator carrier generation module, and the modulated electrical signal is input to the buck circuit control terminal, so that the buck circuit leads Through, the DC output of the battery pack is stepped down by the buck circuit, and then supplied to the bridge drive circuit to drive the permanent magnet motor. Since the DC current input by the bridge drive circuit is obtained by step-down regulation of the boost circuit, the step-down adjustment is performed. The voltage is determined by the required rotational speed of the permanent magnet motor controlled by the acceleration adjustment circuit, and therefore, when driving the permanent magnet motor, especially when the rotational speed required for the permanent magnet motor is low, the bridge drive circuit inputs The DC voltage value is relatively small, that is, the input voltage of the IGBT in the bridge driving circuit is reduced, thus reducing the internal consumption of the IGBT, thereby improving the power conversion efficiency of the battery pack and enhancing the endurance capability of the vehicle;
2、永磁电机(PMG)绕组电信号反馈输出端将与永磁电机(PMG)绕组上产生的相同电信号反馈，永磁电机(PMG)绕组电信号反馈输出端反馈的电信号经限幅调节电路限幅调节后，参入到控制桥式驱动电路的SPWM调制波的生成中，控制桥式驱动电路以对永磁电机(PMG)进行变频调速，如此，构成一个闭合的回路，使永磁电机(PMG)转速稳定在驾驶人员的预期中，其具有较高的调制效率。2. The feedback signal output of the permanent magnet motor (PMG) winding will be fed back with the same electrical signal generated on the permanent magnet motor (PMG) winding. The electrical signal fed back from the feedback signal of the permanent magnet motor (PMG) winding is limited. After the adjustment circuit is limited in amplitude, it is incorporated into the generation of the SPWM modulated wave of the control bridge drive circuit, and the bridge drive circuit is controlled to perform variable frequency regulation on the permanent magnet motor (PMG), thus forming a closed loop forever The magneto-motor (PMG) speed is stable in the driver's expectations and has a high modulation efficiency.
附图说明DRAWINGS
图1为本发明较佳实施方式的功能结构示意图；1 is a schematic diagram of a functional structure of a preferred embodiment of the present invention;
图2为本发明buck-boost电路的结构示意图。2 is a schematic structural view of a buck-boost circuit of the present invention.
具体实施方式detailed description
如图1和图2所示，本发明较佳实施方式的电动车载永磁电机的控制系统，包括电池组1、具有同相位的绕组21和副绕组22的永磁电机(PMG)2、桥式驱动电路3、由boost电路4’与buck电路4组合形成的buck-boost电路40、第一本振基波信号生成模块5、第一本振载波信号生成模块6、限幅调节电路7、本振基波-外部信号选通电路8、SPWM调制电路9、第二本振载波生成模块10、PWM调制电路11、buck-boost开关电路12、刹车电路13、加速调节电路14、充电信号检测电路15、充电信号调节电路16，永磁电机(PMG)绕组21与桥式驱动电路3、buck-boost电路40、电池组1依次连接，永磁电机(PMG)副绕组22输出端、第一本振载波信号生成模块6分别与限幅调节电路7的输入端连接，限幅调节电路7的输出端、第一本振基波信号生成模块5分别与本振基波-外部信号选通电路8的输入端相接，本振基波-外部信号选通电路8的输出端、第一本振载波信号生成模块6分别与SPWM调制电路9的输入端相连，SPWM调制电路9的输出端与桥式驱动电路3的控制端连接，第二本振载波生成模块10与PWM调制电路11、buck-boost开关电路12、buck-boost电路40控制端依次连接，刹车电路13、加速调节电路14分别与buck-boost开关电路12的控制端连接，充电信号检测电路15检测桥式驱动电路3和buck-boost电路40间的电信号，充电信号检测电路15与充电信号调节电路16输入端连接，充电信号调节电路16输出端和加速调节电路14均与PWM调制电路11的输入端连接。As shown in FIG. 1 and FIG. 2, a control system for an electric vehicle permanent magnet motor according to a preferred embodiment of the present invention includes a battery pack 1, a permanent magnet motor (PMG) 2 having a winding 21 and a secondary winding 22 of the same phase. Drive circuit 3, buck-boost circuit 40 formed by combination of boost circuit 4' and buck circuit 4, first local oscillator fundamental wave signal generating module 5, first local oscillator carrier signal generating module 6, limiting adjustment circuit 7, Local oscillator fundamental wave-external signal gating circuit 8, SPWM modulation circuit 9, second local oscillator carrier generating module 10, PWM modulation circuit 11, buck-boost switch circuit 12, brake circuit 13, acceleration adjustment circuit 14, and charging signal detection The circuit 15, the charging signal adjusting circuit 16, the permanent magnet motor (PMG) winding 21 and the bridge driving circuit 3, the buck-boost circuit 40, the battery pack 1 are sequentially connected, and the output end of the permanent magnet motor (PMG) secondary winding 22, first The local oscillator carrier signal generating module 6 is respectively connected to the input end of the limiter adjusting circuit 7, and the output end of the limiting amplitude adjusting circuit 7 and the first local oscillator fundamental wave signal generating module 5 and the local oscillator fundamental wave-external signal gating circuit respectively The input terminals of 8 are connected, and the local oscillator of the local oscillator - external signal selection The output end of the pass circuit 8 and the first local oscillator carrier signal generating module 6 are respectively connected to the input end of the SPWM modulation circuit 9, and the output end of the SPWM modulation circuit 9 is connected to the control end of the bridge drive circuit 3, and the second local oscillator carrier The generating module 10 is sequentially connected to the PWM modulation circuit 11, the buck-boost switch circuit 12, and the buck-boost circuit 40, and the brake circuit 13 and the acceleration adjustment circuit 14 are respectively connected to the control end of the buck-boost switch circuit 12, and the charging signal is detected. The circuit 15 detects an electrical signal between the bridge drive circuit 3 and the buck-boost circuit 40. The charge signal detection circuit 15 is connected to the input of the charge signal adjustment circuit 16, and the output of the charge signal adjustment circuit 16 and the acceleration adjustment circuit 14 are both PWM modulated. The inputs of circuit 11 are connected.
永磁电机(PMG)绕组21的相线数量为若干，绕组21若干相线独立引出，桥式驱动电路3为若干H桥电路31的组合体，组成桥式驱动电路3的H桥电路31的数量与绕组21各相线的数量相同，永磁电机(PMG)绕组21各相线与桥式驱动电路3的H桥电路31 输入端一一对应且相互连接，桥式驱动电路3各H桥电路31的输入端连接有一组以上电池组1和buck-boost电路40组成的单元体。现有车载永磁电机(PMG)绕组21通常为三角形或星形连接，电池组驱动永磁电机(PMG)2时，通常为一电池组对永磁电机(PMG)绕组21各相线同时进行驱动，该种结构下，电池组数量少，所具有的电能容量小，而本发明将永磁电机绕组21各相线独立引出，并通过若干电池组1分别进行独立驱动，如此，电路中可连入较多的电池组1，大大提高系统中电池容量。The number of phase lines of the permanent magnet motor (PMG) winding 21 is several, the phase lines of the winding 21 are independently drawn, and the bridge driving circuit 3 is a combination of several H-bridge circuits 31, and the H-bridge circuit 31 constituting the bridge driving circuit 3 The number is the same as the number of the phase lines of the winding 21, and the phase lines of the permanent magnet motor (PMG) winding 21 are in one-to-one correspondence with the input ends of the H-bridge circuit 31 of the bridge driving circuit 3, and are connected to each other, and the H-bridges of the bridge driving circuit 3 A unit body composed of a plurality of battery packs 1 and a buck-boost circuit 40 is connected to an input terminal of the circuit 31. The existing in-vehicle permanent magnet motor (PMG) windings 21 are usually triangular or star-connected. When the battery pack drives the permanent magnet motor (PMG) 2, it is usually a battery pack to simultaneously carry out the phase lines of the permanent magnet motor (PMG) winding 21 Driving, under such a structure, the number of battery packs is small, and the electric energy capacity is small. However, the present invention separates the phase lines of the permanent magnet motor windings 21 independently, and independently drives them through a plurality of battery packs 1, so that the circuit can be independently driven. Connecting more battery packs 1 greatly increases the battery capacity in the system.
永磁电机(PMG)副绕组22输出端、buck-boost开关电路12输入端间还连接有一过速保护电路19。调节加速调节电路14，驱动永磁电机(PMG)2，在车载永磁电机(PMG)2运行速度过高时，过速保护电路19根据永磁电机(PMG)副绕组22输出端输入的相应的电信号，而输出另一相应的电信号到buck-boost开关电路12，使buck-boost电路40内boost电路4’导通，车载由驱运永磁电机(PMG)2的状态变为向电池组1进行充电的状态，而不再继续驱动永磁电机(PMG)2，避免车载速度过高，而进行过速保护。An overspeed protection circuit 19 is also connected between the output end of the permanent magnet motor (PMG) secondary winding 22 and the input end of the buck-boost switch circuit 12. Adjusting the acceleration adjustment circuit 14 to drive the permanent magnet motor (PMG) 2, when the running speed of the on-board permanent magnet motor (PMG) 2 is too high, the overspeed protection circuit 19 according to the input of the output of the permanent magnet motor (PMG) secondary winding 22 The electric signal is output, and another corresponding electric signal is output to the buck-boost switch circuit 12, so that the boost circuit 4' in the buck-boost circuit 40 is turned on, and the state of the on-board permanent magnet motor (PMG) 2 is changed to The battery pack 1 is in a state of being charged, and the permanent magnet motor (PMG) 2 is no longer driven to avoid excessive speed and the overspeed protection.
SPWM调制电路9和PWM调制电路11内均包括有过流过载保护模块17，一驱动电流检测电路18检测桥式驱动电路3和buck-boost电路40间的电信号后，分别与SPWM调制电路9和PWM调制电路11内的过流过载保护模块17连接。驱动电流检测电路18检测桥式驱动电路3和buck-boost电路40间的电信号，并反馈至SPWM调制电路9和PWM调制电路11内的过流过载保护模块17，当驱动电流检测电路18检测到桥式驱动电路3和buck-boost电路40间的电信号过大时，SPWM调制电路9和PWM调制电路11改变输出，分别控制桥式驱动电路3和buck-boost电路40，使桥式驱动电路3和buck-boost电路40间的电信号降低，如此，以对该系统内各电路进行过流过载保护。The SPWM modulation circuit 9 and the PWM modulation circuit 11 each include an overcurrent overload protection module 17, and a drive current detection circuit 18 detects the electrical signals between the bridge drive circuit 3 and the buck-boost circuit 40, respectively, and the SPWM modulation circuit 9 It is connected to the overcurrent overload protection module 17 in the PWM modulation circuit 11. The driving current detecting circuit 18 detects an electrical signal between the bridge driving circuit 3 and the buck-boost circuit 40, and feeds it back to the overcurrent overload protection module 17 in the SPWM modulation circuit 9 and the PWM modulation circuit 11, when the driving current detecting circuit 18 detects When the electrical signal between the bridge driving circuit 3 and the buck-boost circuit 40 is excessively large, the SPWM modulation circuit 9 and the PWM modulation circuit 11 change the outputs, respectively controlling the bridge driving circuit 3 and the buck-boost circuit 40 to enable the bridge driving. The electrical signal between circuit 3 and buck-boost circuit 40 is reduced, thus providing overcurrent protection for each circuit within the system.
加速调节电路14内设有灵敏度跟随电路20。以调节驱动永磁电机2时的系统响应时间。A sensitivity follower circuit 20 is provided in the acceleration adjustment circuit 14. To adjust the system response time when the permanent magnet motor 2 is driven.
在本发明电动车载永磁电机的控制系统的较佳实施方式中，开启车载电源时，本振基波-外部信号选通电路8选通第一本振基波信号生成模块5产生的电信号，并将该电信号发送至SPWM调制电路9，与第一本振载波信号生成模块6产生的电信号进行调制后输出，以控制桥式驱动电路3，便于电池组1侧电信号可流向永磁电机(PMG)2，为驱动永磁电机(PMG)2做准备；而后调节加速调节电路14，启动车载时，加速调节电路14一方面输出相应的电信号到PWM调制电路11，与第二本振载波生成模块10产生的电信号进行调制，调制的电信号输入至buck-boost开关电路12，加速调节电路14另一方面输出相应的控制电信号到buck-boost开关电路12控制端，buck-boost开关电路12作相应的电信号输 出，使buck-boost电路40内的buck电路4导通，且根据输入到buck-boost电路40控制端的电信号，调节buck-boost电路40输入、输出的电压比，如此，电池组1输出的直流电通过buck-boost电路40降压调节后，供给桥式驱动电路3，桥式驱动电路3输出交流电以驱动永磁电机2，且通常，在加速调节电路14调节驱动永磁电机2低速转动时，降压调节的电压比较大，桥式驱动电路输入的直流电则相对较小，在加速调节电路14调节驱动永磁电机2高速转动时，降压调节的电压比较小，以保证具有高的电压输入到桥式驱动电路以驱动永磁电机2高速运转；调节加速调节电路14驱动永磁电机2的过程中，永磁电机(PMG)2的副绕组22将与绕组21上产生的相同电信号反馈输入至限幅调节电路7，限幅调节电路7根据输入的第一本振载波信号生成模块6产生的电信号，对副绕组22输入的电信号进行限幅调节，且调节后输出的电信号大于某一设定值后，由本振基波-外部信号选通电路8选通，输入SPWM调制电路9，与第一本振载波信号生成模块6产生的电信号进行调制后以最大调制效率输出。车载启动达一定速度前，副绕组22反馈的电信号小，本振基波-外部信号选通电路8均选通第一本振基波信号生成模块5产生的电信号，作SPWM调制电路9的输入，车载达一定速度后，副绕组22反馈的电信号经限幅调节并被选通，参与控制桥式驱动电路3的控制电信号的调制，使具备最佳地调制效率。In a preferred embodiment of the control system for the electric vehicle permanent magnet motor of the present invention, when the vehicle power source is turned on, the local oscillation fundamental-external signal gating circuit 8 strobes the electrical signal generated by the first local oscillation fundamental wave signal generating module 5. And transmitting the electrical signal to the SPWM modulation circuit 9, modulating with the electrical signal generated by the first local oscillator carrier signal generating module 6, and outputting to control the bridge driving circuit 3, so that the electrical signal of the battery pack 1 can flow to the Yong a magneto-motor (PMG) 2 for preparing a permanent magnet motor (PMG) 2; and then adjusting the acceleration adjustment circuit 14 to activate the vehicle, the acceleration adjustment circuit 14 outputs a corresponding electrical signal to the PWM modulation circuit 11 on the one hand, and the second The electrical signal generated by the local oscillator carrier generating module 10 is modulated, and the modulated electrical signal is input to the buck-boost switching circuit 12, and the acceleration adjusting circuit 14 outputs a corresponding control electrical signal to the control end of the buck-boost switching circuit 12, buck. The -boost switch circuit 12 performs a corresponding electrical signal output to turn on the buck circuit 4 in the buck-boost circuit 40, and adjusts the buck-boost circuit 40 based on the electrical signal input to the control terminal of the buck-boost circuit 40. The voltage ratio of the input and output is such that the direct current outputted from the battery pack 1 is stepped down by the buck-boost circuit 40, and then supplied to the bridge drive circuit 3, and the bridge drive circuit 3 outputs alternating current to drive the permanent magnet motor 2, and usually, When the acceleration adjustment circuit 14 adjusts the low-speed rotation of the driving permanent magnet motor 2, the voltage of the step-down regulation is relatively large, and the DC current input by the bridge type driving circuit is relatively small, and when the acceleration adjustment circuit 14 adjusts and drives the high-speed rotation of the permanent magnet motor 2, The voltage of the buck regulation is relatively small to ensure a high voltage input to the bridge drive circuit to drive the permanent magnet motor 2 to operate at a high speed; during the process of adjusting the acceleration adjustment circuit 14 to drive the permanent magnet motor 2, the permanent magnet motor (PMG) 2 The secondary winding 22 feeds back the same electrical signal generated on the winding 21 to the limiting adjustment circuit 7. The limiting adjustment circuit 7 generates an electrical signal generated by the module 6 based on the input first local oscillator carrier signal, and inputs the secondary winding 22 The electric signal is subjected to limiting adjustment, and after the adjusted electrical signal is greater than a certain set value, the local oscillator-external signal gating circuit 8 is gated, and the SPWM modulation circuit 9 is input. A first electrical carrier signal LO generated by the generation module 6 outputs modulated with maximum modulation efficiency. Before the vehicle starts up to a certain speed, the electric signal fed back by the auxiliary winding 22 is small, and the local fundamental wave-external signal strobe circuit 8 strobes the electric signal generated by the first local fundamental signal generating module 5 as the SPWM modulation circuit 9 After the vehicle reaches a certain speed, the electrical signal fed back by the secondary winding 22 is limited and strobed, and participates in controlling the modulation of the control electrical signal of the bridge driving circuit 3 to achieve optimal modulation efficiency.
本发明电动车载永磁电机的控制系统，车载运行过程中，调节刹车电路13时，一方面，SPWM调制电路9的输出断开，刹车电路13输出相应的电信号到buck-boost开关电路12，buck-boost开关电路12作相应的电信号输出，使buck-boost电路40为内的boost电路4’导通，另一方面，充电信号检测电路15检测桥式驱动电路3和buck-boost电路40间的电信号，并输入至充电信号调节电路16进行调节后，输入到PWM调制电路11，与第二本振载波生成模块10产生的电信号进行调制，调制的电信号输入至buck-boost开关电路12并作相应输出，根据输入到buck-boost电路40控制端的电信号，调节buck-boost电路40输入、输出的电压比，如此，永磁电机(PMG)2产生的交流电经过桥式驱动电路3整流后，由buck-boost电路40升压并向电池组1进行充电。向电池组1充电过程中，桥式驱动电路3内的单个IGBT用作二极管，在桥式结构下，起整流作用，将永磁电机(PMG)2产生的交流电整流成直流电。In the control system of the electric vehicle permanent magnet motor of the present invention, when the brake circuit 13 is adjusted during the vehicle operation, on the one hand, the output of the SPWM modulation circuit 9 is turned off, and the brake circuit 13 outputs a corresponding electrical signal to the buck-boost switch circuit 12, The buck-boost switch circuit 12 outputs a corresponding electric signal, so that the buck-boost circuit 40 is turned on for the boost circuit 4'. On the other hand, the charge signal detecting circuit 15 detects the bridge drive circuit 3 and the buck-boost circuit 40. The electrical signal is input to the charging signal adjusting circuit 16 for adjustment, and then input to the PWM modulation circuit 11 to be modulated with the electrical signal generated by the second local oscillator carrier generating module 10, and the modulated electrical signal is input to the buck-boost switch. The circuit 12 performs corresponding output, and adjusts the voltage ratio of the input and output of the buck-boost circuit 40 according to the electrical signal input to the control terminal of the buck-boost circuit 40. Thus, the alternating current generated by the permanent magnet motor (PMG) 2 passes through the bridge driving circuit. After rectification, the buck-boost circuit 40 boosts and charges the battery pack 1. During the charging of the battery pack 1, a single IGBT in the bridge driving circuit 3 serves as a diode, and in the bridge structure, rectifies and rectifies the alternating current generated by the permanent magnet motor (PMG) 2 into direct current.
本发明上述较佳实施例所示的电动车载永磁电机的控制系统，具备以下有益效果：1、调节加速调节电路14，加速调节电路14输出相应的电信号到PWM调制电路11，与第二本振载波生成模块10产生的电信号进行调制，调制的电信号输入buck-boost电路40，使其内buck电路4导通，电池组1输出的直流电通过buck-boost电路40内buck电路4降压 调节后，供给桥式驱动电路3，以驱动永磁电机2，由于桥式驱动电路3输入的直流电是经过buck-boost电路40降压调节后得到的，降压调节的电压比由加速调节电路14控制的永磁电机2所需调节的旋转速度决定，因此，驱动永磁电机2时，特别是在永磁电机2所需的旋转速度较低的情况下，桥式驱动电路3输入的直流电电压值相对较小，即减小了桥式驱动电路3中IGBT的输入电压，如此，降低了IGBT的内耗，从而提高了电池组1的电能转化效率，增强车载的续航能力；The control system of the electric vehicle permanent magnet motor shown in the above preferred embodiment of the present invention has the following beneficial effects: 1. Adjusting the acceleration adjustment circuit 14, the acceleration adjustment circuit 14 outputs a corresponding electrical signal to the PWM modulation circuit 11, and the second The electric signal generated by the local oscillator carrier generating module 10 is modulated, and the modulated electric signal is input to the buck-boost circuit 40 to turn on the buck circuit 4, and the direct current output from the battery pack 1 is lowered by the buck circuit 4 in the buck-boost circuit 40. After the voltage adjustment, the bridge drive circuit 3 is supplied to drive the permanent magnet motor 2, and since the DC power input from the bridge drive circuit 3 is obtained by step-down regulation of the buck-boost circuit 40, the voltage ratio of the step-down regulation is adjusted by the acceleration. The rotational speed of the permanent magnet motor 2 controlled by the circuit 14 is determined, and therefore, when the permanent magnet motor 2 is driven, particularly when the rotational speed required for the permanent magnet motor 2 is low, the bridge drive circuit 3 inputs The DC voltage value is relatively small, that is, the input voltage of the IGBT in the bridge driving circuit 3 is reduced, thus reducing the internal consumption of the IGBT, thereby improving the power conversion efficiency of the battery pack 1 and enhancing the vehicle. Endurance capacity;
2、永磁电机(PMG)2副绕组22的输出端将与永磁电机(PMG)2绕组上产生的相同电信号反馈，永磁电机(PMG)2绕组电信号反馈输出端反馈的电信号经限幅调节电路7限幅调节后，参入到控制桥式驱动电路3的SPWM调制波的生成中，控制桥式驱动电路3以对永磁电机(PMG)2进行变频调速，如此，构成一个闭合的回路，使永磁电机(PMG)转速稳定在驾驶人员的预期中，其具有较高的调制效率。2. The output of the secondary winding 22 of the permanent magnet motor (PMG) 2 will be fed back with the same electrical signal generated on the winding of the permanent magnet motor (PMG) 2, and the electrical signal fed back from the feedback output of the permanent magnet motor (PMG) 2 winding. After the limiting adjustment circuit 7 is limited in amplitude, it is incorporated into the generation of the SPWM modulated wave of the control bridge type driving circuit 3, and the bridge driving circuit 3 is controlled to perform variable frequency speed regulation on the permanent magnet motor (PMG) 2, thus A closed loop stabilizes the permanent magnet motor (PMG) speed as expected by the driver, which has a higher modulation efficiency.
本发明电动车载永磁电机的控制系统，永磁电机(PMG)绕组21上电信号的反馈可采用霍尔元件，也可在永磁电机(PMG)2内增设一与绕组21同相位的副绕组22，为使系统结构更简单，较佳地，永磁电机(PMG)2内具有一与绕组21相位相同的副绕组22，副绕组22输出端作为永磁电机(PMG)绕组21电信号反馈输出端，永磁电机(PMG)副绕组22输出端、第一本振载波信号生成模块6分别与限幅调节电路7的输入端连接。In the control system of the electric vehicle permanent magnet motor of the present invention, the feedback of the electric signal of the permanent magnet motor (PMG) winding 21 can be performed by using a Hall element, or a pair of the same phase as the winding 21 can be added to the permanent magnet motor (PMG) 2. Winding 22, in order to make the system structure simpler, preferably, the permanent magnet motor (PMG) 2 has a secondary winding 22 having the same phase as the winding 21, and the output of the secondary winding 22 is used as the permanent magnet motor (PMG) winding 21 electrical signal. The feedback output terminal, the output end of the permanent magnet motor (PMG) secondary winding 22, and the first local oscillator carrier signal generating module 6 are respectively connected to the input end of the limiter adjusting circuit 7.
本发明电动车载永磁电机的控制系统，永磁电机(PMG)2可为单相、三相或其他多相结构，永磁电机(PMG)绕组21相线可为三角形、星形连接输出，也可以独立引出输出，针对不同结构的永磁电机(PMG)2，桥式驱动电路3作相应调整，如永磁电机(PMG)绕组21相线为三角形或星形连接输出时，其对应的桥式驱动电路3通常为三相桥式结构；永磁电机(PMG)绕组21若干相线独立引出输出时，为三相六线式输出结构时，其对应的桥式驱动电路3为三组H桥结合的桥式结构，如图1所示。The control system of the electric vehicle permanent magnet motor of the invention, the permanent magnet motor (PMG) 2 can be single-phase, three-phase or other multi-phase structure, and the phase line of the permanent magnet motor (PMG) winding 21 can be a triangular or star connection output. It is also possible to independently output the output for the permanent magnet motor (PMG) 2 and the bridge drive circuit 3 of different structures. For example, when the phase line of the permanent magnet motor (PMG) winding 21 is triangular or star-connected, the corresponding The bridge drive circuit 3 is usually a three-phase bridge structure; when a plurality of phase lines of the permanent magnet motor (PMG) winding 21 are independently outputted, when the three-phase six-wire output structure is used, the corresponding bridge drive circuit 3 is three groups. The H-bridge combined bridge structure is shown in Figure 1.
本发明电动车载永磁电机的控制系统中的桥式驱动电路3、buck-boost电路40、第一本振基波信号生成模块5、第一本振载波信号生成模块6、限幅调节电路7、本振基波-外部信号选通电路8、SPWM调制电路9、第二本振载波生成模块10、PWM调制电路11、buck-boost开关电路12、充电信号检测电路15、充电信号调节电路16等，均为基础功能模块结构，采用同等同功能的芯片或芯片中同等功能的模块的替换结构均在本发明保护范围内，如第一本振基波信号生成模块5、第一本振载波信号生成模块6、本振基波-外部信号选通电路8、SPWM调制电路9、第二本振载波生成模块10、PWM调制电路11任一模块线路或任一以上模块线路均可由控制器如单片机提供。The bridge type driving circuit 3, the buck-boost circuit 40, the first local oscillation fundamental wave signal generating module 5, the first local oscillation carrier signal generating module 6, and the limit adjusting circuit 7 in the control system of the electric vehicle permanent magnet motor of the present invention The local oscillator fundamental wave-external signal gating circuit 8, the SPWM modulation circuit 9, the second local oscillator carrier generating module 10, the PWM modulation circuit 11, the buck-boost switch circuit 12, the charging signal detecting circuit 15, and the charging signal adjusting circuit 16 And the like, all of which are basic functional module structures, and the replacement structure of the modules having the same function in the chip or chip with the same function is within the protection scope of the present invention, such as the first local oscillator fundamental wave signal generating module 5 and the first local oscillator carrier. The signal generating module 6, the local oscillator fundamental wave-external signal strobing circuit 8, the SPWM modulation circuit 9, the second local oscillator carrier generating module 10, the PWM modulation circuit 11, any one of the module lines or any of the module lines may be controlled by a controller such as Provided by the microcontroller.

Claims (8)

  1. 一种电动车载永磁电机的控制系统，其特征在于：包括电池组、具有绕组的永磁电机(PMG)、桥式驱动电路、buck电路、第一本振基波信号生成模块、第一本振载波信号生成模块、限幅调节电路、本振基波-外部信号选通电路、SPWM调制电路、第二本振载波生成模块、PWM调制电路、和加速调节电路，永磁电机(PMG)绕组与桥式驱动电路、buck电路、电池组依次连接，永磁电机(PMG)绕组上的电信号反馈输出，永磁电机(PMG)绕组电信号反馈输出端、第一本振载波信号生成模块分别与限幅调节电路的输入端连接，限幅调节电路的输出端、第一本振基波信号生成模块分别与本振基波-外部信号选通电路的输入端相接，本振基波-外部信号选通电路的输出端、第一本振载波信号生成模块分别与SPWM调制电路的输入端相连，SPWM调制电路的输出端与桥式驱动电路的控制端连接，第二本振载波生成模块与PWM调制电路、buck电路控制端依次连接，加速调节电路还与PWM调制电路的输入端连接。A control system for an electric vehicle permanent magnet motor, comprising: a battery pack, a permanent magnet motor (PMG) having a winding, a bridge driving circuit, a buck circuit, a first local oscillator fundamental wave signal generating module, and a first Vibration carrier signal generation module, limiting adjustment circuit, local oscillator fundamental wave-external signal gating circuit, SPWM modulation circuit, second local oscillator carrier generation module, PWM modulation circuit, and acceleration adjustment circuit, permanent magnet motor (PMG) winding And the bridge drive circuit, the buck circuit, the battery pack are sequentially connected, the electric signal feedback output on the permanent magnet motor (PMG) winding, the permanent magnet motor (PMG) winding electric signal feedback output end, the first local oscillator carrier signal generation module respectively Connected to the input end of the limiter adjustment circuit, the output end of the limiter adjustment circuit and the first local oscillator fundamental signal generation module are respectively connected to the input end of the local oscillator fundamental-external signal gating circuit, and the local base of the local oscillator- The output end of the external signal strobe circuit and the first local oscillator carrier signal generating module are respectively connected to the input end of the SPWM modulation circuit, and the output end of the SPWM modulation circuit is connected with the control end of the bridge driving circuit, The two local oscillator carrier generating modules are sequentially connected with the PWM modulation circuit and the buck circuit control terminal, and the acceleration adjustment circuit is also connected to the input end of the PWM modulation circuit.
  2. 根据权利要求1所述的电动车载永磁电机的控制系统，其特征在于：所述电动车载永磁电机的控制系统还包括boost电路、buck-boost开关电路、刹车电路、充电信号检测电路和充电信号调节电路，boost电路连接于桥式驱动电路和电池组间，boost电路与buck电路形成buck-boost电路，buck-boost开关电路连接于PWM调制电路、buck-boost电路控制端间，刹车电路、加速调节电路还分别与buck-boost开关电路的控制端连接，充电信号检测电路检测桥式驱动电路和buck-boost电路间的电信号，充电信号检测电路与充电信号调节电路输入端连接，充电信号调节电路输出端与PWM调制电路的输入端连接。The control system for an electric vehicle permanent magnet motor according to claim 1, wherein the control system of the electric vehicle permanent magnet motor further comprises a boost circuit, a buck-boost switch circuit, a brake circuit, a charging signal detecting circuit, and charging. The signal adjustment circuit, the boost circuit is connected between the bridge drive circuit and the battery pack, the boost circuit and the buck circuit form a buck-boost circuit, and the buck-boost switch circuit is connected between the PWM modulation circuit, the buck-boost circuit control terminal, the brake circuit, The acceleration adjustment circuit is also respectively connected with the control end of the buck-boost switch circuit, the charging signal detection circuit detects the electrical signal between the bridge drive circuit and the buck-boost circuit, and the charging signal detection circuit is connected with the input end of the charging signal adjustment circuit, and the charging signal The output of the regulating circuit is connected to the input of the PWM modulation circuit.
  3. 根据权利要求1所述的电动车载永磁电机的控制系统，其特征在于：永磁电机(PMG)内还具有一与绕组相位相同的副绕组，副绕组输出端作为永磁电机(PMG)绕组电信号反馈输出端，永磁电机(PMG)副绕组输出端、第一本振载波信号生成模块分别与限幅调节电路的输入端连接。The control system for an electric vehicle permanent magnet motor according to claim 1, wherein the permanent magnet motor (PMG) further has a secondary winding having the same phase as the winding, and the secondary winding output is used as a permanent magnet motor (PMG) winding. The electrical signal feedback output end, the permanent magnet motor (PMG) secondary winding output end, and the first local oscillator carrier signal generating module are respectively connected to the input end of the limiting adjustment circuit.
  4. 根据权利要求1所述的电动车载永磁电机的控制系统，其特征在于：永磁电机(PMG)绕组的相线数量为若干，绕组若干相线独立引出，桥式驱动电路为若干H桥电路的组合体，组成桥式驱动电路的H桥电路的数量与绕组各相线的数量相同，永磁电机(PMG)绕组各相线与桥式驱动电路的H桥电路输出端一一对应且相互连接，桥式驱动电路各H桥电路的输入端连接有一组以上电池组和buck电路组成的单元体。The control system for an electric vehicle permanent magnet motor according to claim 1, wherein the number of phase lines of the permanent magnet motor (PMG) winding is several, and a plurality of phase lines of the winding are independently drawn, and the bridge driving circuit is a plurality of H bridge circuits. The combination of the number of H-bridge circuits constituting the bridge drive circuit is the same as the number of phase lines of the winding, and the phase lines of the permanent magnet motor (PMG) winding are in one-to-one correspondence with the output terminals of the H-bridge circuit of the bridge drive circuit. Connection, bridge drive circuit The input end of each H-bridge circuit is connected with a unit body of more than one battery pack and buck circuit.
  5. 根据权利要求1所述的电动车载永磁电机的控制系统，其特征在于：SPWM调制电路和PWM调制电路内均包括有过流过载保护模块，一驱动电流检测电路检测桥式驱动电路和buck电路间的电信号后，分别与SPWM调制电路和PWM调制电路内的过流过载保护模块 连接。The control system for an electric vehicle permanent magnet motor according to claim 1, wherein the SPWM modulation circuit and the PWM modulation circuit each include an overcurrent overload protection module, and a drive current detection circuit detects the bridge drive circuit and the buck circuit. After the electrical signal, the SPWM modulation circuit and the overcurrent overload protection module in the PWM modulation circuit are respectively connected.
  6. 根据权利要求1所述的电动车载永磁电机的控制系统，其特征在于：加速调节电路内设有灵敏度跟随电路。The control system for an electric vehicle permanent magnet motor according to claim 1, wherein the acceleration adjustment circuit is provided with a sensitivity follower circuit.
  7. 根据权利要求1所述的电动车载永磁电机的控制系统，其特征在于：第一本振基波信号生成模块、第一本振载波信号生成模块、本振基波-外部信号选通电路、SPWM调制电路、第二本振载波生成模块、PWM调制电路任一模块线路或任一以上模块线路由控制器提供。The control system for an electric vehicle permanent magnet motor according to claim 1, wherein: the first local oscillation fundamental wave signal generation module, the first local oscillation carrier signal generation module, the local oscillation fundamental wave-external signal strobe circuit, The SPWM modulation circuit, the second local oscillator carrier generation module, the PWM modulation circuit, or any of the module lines are provided by the controller.
  8. 根据权利要求2所述的电动车载永磁电机的控制系统，其特征在于：永磁电机(PMG)绕组电信号反馈输出端、buck-boost开关电路输入端间还连接有一过速保护电路。The control system for an electric vehicle permanent magnet motor according to claim 2, characterized in that: an electric signal feedback output end of the permanent magnet motor (PMG) winding and an overspeed protection circuit are connected between the input ends of the buck-boost switch circuit.
PCT/CN2018/071831 2017-01-25 2018-01-09 Control system for electric vehicle-mounted permanent magnet generator WO2018137490A1 (en)

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