CN201231692Y - Electric automobile driving control system - Google Patents

Abstract

The utility model relates to an electric vehicle drive control system, comprising a permanent magnet synchronous motor (PMSM), a DSP control module, an inverter drive module, a stabilized power supply, a bus voltage sampling module, and a two-phase current sampling module; the inverter also includes a battery pack Power supply, filter inverter, current and voltage feedback, overcurrent protection; the inverter uses the intelligent power module IPM, and its output drives the PMSM. The trigger signal of the IPM is given by the DSP controller and provided by the driver; the strong current and the weak current are isolated by a sensor or a photocoupler, and the primary side and the driving side of the photocoupler use an independent power supply; the current sensor uses LEM's LTA 200-S, the voltage sensor is LV28-P; the main circuit structure, R1 is the charging current limiting resistor, C2 is the non-inductive capacitor, F is the fuse, composed of C3~C5, R2~R4, D1~D3 Sink circuit. The communication between the motor drive system and the powertrain system can be realized through the CAN bus.

Description

An electric vehicle drive control system

technical field

The utility model relates to an electric vehicle drive control system based on a digital signal processor (DSP), which is suitable for electric vehicle drive control systems and other permanent magnet synchronous motor (PMSM) frequency conversion drive control systems, and belongs to the technical field of motor control.

Background technique

With its energy saving and less pollution, electric vehicles have become the development direction of various countries. The price of electric vehicles is higher than that of internal combustion engine vehicles. In the early stage of development, electric vehicles require a lot of investment and expenditure, but the maintenance costs of electric vehicles are low. The cost of using an internal combustion engine vehicle. High-density, high-efficiency, wide-speed adjustable vehicle traction motor and its control system are not only the heart of electric vehicles, but also one of the key technologies in the development of electric vehicles. They are the fundamental guarantee for improving the driving performance, mileage and reliability of electric vehicles .

Due to its small size, light weight, high efficiency, and wide speed range, the permanent magnet synchronous motor is especially suitable for electric vehicles and electric trains and other rotating systems, and has become a hot spot in research and application.

At present, most advanced electric vehicle drive systems in the world use vector control and direct torque control. Based on the many advantages of the DTC method, it has a very practical value in the drive control system of electric vehicles. The application of DTC (direct torque control) In the PMSM (permanent magnet synchronous motor) system for electric vehicles, it is another way to comprehensively improve the performance of electric vehicles.

Research on DTC (Direct Torque Control) of PMSM (Permanent Magnet Synchronous Motor) has been lagging behind. In recent years, scholars from the United Kingdom, Italy, Finland, the United States, Japan, Australia, Canada and other countries have achieved system realization, field weakening, flux linkage selection, sensorless control, torque ripple reduction, stator resistance identification, etc. under the DTC mode of PMSM. preliminary research has been carried out. In general, there are not many studies in this direction. There are very few domestic studies in this area, and only a few units such as Nanjing University of Aeronautics and Astronautics, Zhejiang University, and Tianjin University have just started related research.

Contents of the invention

The purpose of the utility model is to provide a drive control system for electric vehicles, which applies the DTC (direct torque control) technology of PMSM (permanent magnet synchronous motor) to the drive control system of electric vehicles under the requirements of the drive system of electric vehicles In, and use DSP (Digital Signal Processor) to realize the system.

In order to achieve the above object, the technical solution of the present utility model is that the control system includes a PMSM DSP control module, an inverter drive module, a stabilized power supply, a bus voltage sampling module, and a two-phase current sampling module; wherein the inverter drive module also includes a battery Group power supply, filter inverter, current and voltage feedback, over-current protection. The inverter adopts an intelligent power module IPM (or other power modules such as IGBT, and IPM is used as an example for illustration here), and its output drives a PMSM (permanent magnet synchronous motor). The trigger signal of IPM is given by the DSP controller, and then provided by the driver. The strong current and the weak current are isolated by a sensor or a photocoupler, and the primary side and the driving side of the photocoupler use independent power supplies. The current sensor can be LTA 200-S from LEM Company, and the voltage sensor can be LV28-P. At the same time, the communication between the motor drive system and the powertrain system can be realized through the CAN bus. The structure of the main loop of the controller, R1 is the charging current limiting resistor. When the main circuit is powered on, the power supply needs to charge the filter capacitor C1 first. If there is no current limiting resistor, the charging current will be very large, which may damage the filter capacitor. Therefore, a current-limiting resistor needs to be connected in series between the battery and the filter capacitor. C2 is a non-inductive capacitor that filters out high-frequency interference. F is a fuse, so that the inverter will be disconnected in time when short circuit and overcurrent occur, reducing losses. Absorption circuit composed of C3～C5, R2～R4, D1～D3.

Beneficial effects of the utility model: the utility model adopts DTC control of PMSM, which makes the system simple and feasible, has little dependence on motor parameters, has good dynamic and static characteristics, and applies zero voltage vector to the system, so that the system has good energy saving effect and reduces torque ripple.

Below in conjunction with accompanying drawing and embodiment the utility model is described in more detail.

Description of drawings

Fig. 1 is the structure block diagram of electric vehicle drive control system of the present utility model;

Fig. 2 is the main circuit structural diagram of the electric vehicle drive controller of the present utility model;

Fig. 3 is the electric vehicle IPM isolation driving figure of the utility model;

Fig. 4 is the speed interface circuit diagram of the present utility model;

Fig. 5 is the electric current interface circuit diagram of the present utility model;

Fig. 6 is the voltage interface circuit diagram of the present utility model;

Fig. 7 is the protection signal interface circuit diagram of the present utility model;

Figure 8 is a block diagram of the new control software.

Detailed ways

Referring to Fig. 1, this is a block diagram of the electric vehicle drive control system of the present invention.

As shown in the figure, the drive control system includes PMSM (Permanent Magnet Synchronous Motor), DSP (Digital Signal Processor) control module, inverter drive module, regulated power supply, bus voltage sampling module, and two-phase current sampling module; The inverter drive module also includes battery pack power supply, filter inverter, current and voltage feedback, and overcurrent protection. The inverter adopts the intelligent power module IPM (or other power modules such as IGBT), and its output drives the PMSM. The trigger signal of IPM is given by the DSP controller, and then provided by the driver. The strong current and the weak current are isolated by a sensor or a photocoupler, and the primary side and the driving side of the photocoupler use independent power supplies. The current sensor is LTA200-S from LEM Company, and the voltage sensor is LV28-P. At the same time, the communication between the motor drive system and the powertrain system can be realized through the CAN bus.

Referring to Fig. 2, this is a structural diagram of the main circuit of the electric vehicle drive controller of the present invention.

As shown in the figure, R1 is the charging current limiting resistor. When the main circuit is powered on, the power supply first charges the filter capacitor C1. If there is no current limiting resistor, the charging current will be very large, which may damage the filter capacitor. Therefore, a current-limiting resistor needs to be connected in series between the battery and the filter capacitor. C2 is a non-inductive capacitor that filters out high-frequency interference. F is a fuse, so that the inverter will be disconnected in time when short circuit and overcurrent occur, reducing losses. Absorption circuit composed of C3～C5, R2～R4, D1～D3.

Referring to Fig. 3, this is an electric vehicle driving IPM isolation driving diagram of the present invention.

As shown in the figure, the drive isolation circuit of IPM, although the dead time has been added to the PWM output of LF2407A, the GEL device 22V10D after LF2407A ensures the interlocking of the upper and lower bridge arms of the same phase. In order to enhance the load capacity of the drive signal, a buffer—MC1413 is connected in series after the output of 22V10D. When the driving signal is wrong, LF2407A sends out an error signal False, and lights up the LED INTPEND. The output of the buffer MC1413 is isolated by a fast optocoupler HCPL4503 to drive the IPM. Only the circuit of the upper bridge arm of phase A is shown in the figure, and the circuits of other bridge arms are the same.

With reference to Fig. 4, Fig. 5, Fig. 6, this is the speed interface, current interface, voltage interface circuit diagram of the present utility model.

As shown in the figure, in order to realize the observation of the stator flux linkage and torque, the voltage and current of the power supply are detected. For PMSMDTC, in order to start the motor, it is necessary to know the exact position of the rotor magnetic poles to determine the initial vector of the stator flux linkage. At the same time, it is also necessary to use the photoelectric encoding signal to calculate the motor speed to realize the speed closed-loop control and improve the power of the electric vehicle. For this purpose, the voltage , current, photoelectric coding and other input signal processing circuits.

Referring to FIG. 7 , it is a circuit diagram of a protection signal interface driven by an electric vehicle of the present invention.

As shown in the figure, the protection signal circuit includes IPM faults (overheating, overcurrent, short circuit, control power supply undervoltage), any one of the four protection circuits operates, and the IGBT gate drive circuit will shut off the current and output a fault signal FO ), heat sink overheating, motor stator winding overheating, busbar overcurrent. Among them, the IPM fault and bus overcurrent require the controller to act immediately to shut down the IPM, while the overheating of the motor stator winding and the overheating of the heat sink do not require real-time action, and a plan can be adopted to alarm the powertrain system first and then wait for processing.

Referring to Fig. 8, this is a block diagram of the control software driven by the electric vehicle of the present utility model.

The utility model provides the software block diagram, which is only for reference.

Claims (2)

1 one kinds of Control of Drive for EV systems, be used for Control of Drive for EV, it is characterized in that: control system comprises permasyn morot, DSP CONTROL module, photoelectric isolation module, inversion driver module, constant voltage power suspply, bus voltage sampling module, biphase current sampling module, major loop structure circuit; Wherein the inverter driver module also comprise battery-powered, filtering inversion, electric current and voltage feedback, overcurrent protection;

Bus voltage sampling module, biphase current sampling module pass to signal digital signal processor (DSP) respectively, arrive the inversion driver module through photoelectric isolation module, inverter adopts Intelligent Power Module IPM or IGBT power model, removes to drive permasyn morot; The energizing signal of IPM is provided by dsp controller, provides through overdriving again; Pass through sensor or photoelectric coupler isolation between forceful electric power and the light current, and independently power supply is adopted with the driving limit in the former limit of photoelectrical coupler.

2 Control of Drive for EV as claimed in claim 1 systems, it is characterized in that: described major loop structure circuit comprises resistance R 1, capacitor C 2, fuse F; R1 is a charging current limiter resistance, and when major loop powered on, power supply will be given filter capacitor C1 charging earlier, if there is not current-limiting resistance, charging current can be very big, may damage filter capacitor; C2 is noninductive electric capacity, filters radio-frequency interference; F is a fuse, and inverter is in time disconnected when being short-circuited with overcurrent, reduces the loss.

3 Control of Drive for EV as claimed in claim 1 systems, it is characterized in that: described photoelectric isolation module comprises that GEL device 22V10D is at LF2407A, energy disperser MC1413, LED INTPEND, rapid light coupling HCPL4503; After the output of 22V10D, seal in a slice energy disperser---MC1413, and light LED INTPEND, energy disperser MC1413, rapid light coupling HCPL4503, the output of isolation is isolated through rapid light coupling HCPL4503, drives IPM.

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