阅读说明：本技术 电动汽车和用于电动汽车的电机控制器 (Electric automobile and motor controller for electric automobile ) 是由 王晋军 陈伟 胡敏 孙珍 于 2018-06-28 设计创作，主要内容包括：本发明提出了一种电动汽车和用于电动汽车的电机控制器,其中,电机控制器包括：第一充电端口和第二充电端口,第一充电端口与电动汽车的动力电池的一端相连,第二充电端口与动力电池的另一端相连；第一驱动端口和第二驱动端口；双向DC/AC模块；电机控制开关；充放电控制模块；控制器模块,控制器模块分别与电机控制开关和充放电控制模块相连；控制器模块用于根据电机控制器当前所处的工作模式对电机控制开关和充放电控制模块进行控制。该电机控制器,通过将动力电池侧直流充电口负极与驱动直流母线负极分开设置,使得在电机控制器处于充电模式,即该电机控制器接入交流电网对动力电池进行充电时,耦合干扰小。(The invention provides an electric automobile and a motor controller for the same, wherein the motor controller comprises: the charging system comprises a first charging port and a second charging port, wherein the first charging port is connected with one end of a power battery of the electric automobile, and the second charging port is connected with the other end of the power battery; a first drive port and a second drive port; a bidirectional DC/AC module; a motor control switch; a charge and discharge control module; the controller module is respectively connected with the motor control switch and the charge and discharge control module; the controller module is used for controlling the motor control switch and the charge and discharge control module according to the current working mode of the motor controller. This machine controller through with power battery side direct current mouthful negative pole and drive direct current generating line negative pole separately set up for when machine controller is in the mode of charging, this machine controller inserts alternating current electric wire netting and charges power battery promptly, coupling interference is little.)

1. A motor controller for an electric vehicle, comprising:

the charging system comprises a first charging port and a second charging port, wherein the first charging port is connected with one end of a power battery of the electric automobile, and the second charging port is connected with the other end of the power battery;

a first drive port and a second drive port;

a bidirectional DC/AC module, a first DC end of the bidirectional DC/AC module being connected to a first driving port, a second DC end of the bidirectional DC/AC module being connected to a second driving port, a third DC end of the bidirectional DC/AC module being connected to the first charging port, a fourth DC end of the bidirectional DC/AC module being connected to the second charging port;

one end of the motor control switch is connected with the alternating current end of the bidirectional DC/AC module, and the other end of the motor control switch is connected with a motor;

one end of the charge and discharge control module is connected with the alternating current end of the bidirectional DC/AC module, and the other end of the charge and discharge control module is connected with a charge and discharge port of the electric automobile;

the controller module is respectively connected with the motor control switch and the charge and discharge control module, and is used for controlling the motor control switch and the charge and discharge control module according to the current working mode of the motor controller.

2. The motor controller for the electric vehicle according to claim 1, wherein when the current working mode of the motor controller is a driving mode, the controller module controls the motor control switch to be closed and controls the charge and discharge control module to be opened.

3. The motor controller for the electric vehicle according to claim 1 or 2, wherein when the current working mode of the motor controller is a charging mode or a discharging mode, the controller module controls the motor control switch to be turned off and controls the charging and discharging control module to be turned on.

4. The motor controller for an electric vehicle of claim 1, wherein the bi-directional DC/AC module comprises:

one end of the first capacitor is connected with the first driving port, the other end of the first capacitor is connected with one end of the second capacitor, the other end of the second capacitor is connected with the second charging port, and a first node is arranged between the first capacitor and the second capacitor;

one end of the third capacitor is connected with the first driving port, and the other end of the third capacitor is connected with the second driving port;

one end of the first resistor is connected with the first driving port, and the other end of the first resistor is connected with the second charging port;

a first input end of the three-phase bridge full-wave rectifying circuit is connected with the first driving port, a second input end of the three-phase bridge full-wave rectifying circuit is connected with the second charging port, and an output end of the three-phase bridge full-wave rectifying circuit is used as an alternating current end of the bidirectional DC/AC module;

and the first end of the chopper circuit is connected with the first driving port, the second end of the chopper circuit is connected with the second charging port, and the third end of the chopper circuit is connected with the first charging port.

5. The motor controller for an electric vehicle according to claim 4, wherein the chopper circuit comprises:

the first IGBT and the second IGBT which are connected in series are connected between the first driving port and the second charging port, and a second node is arranged between the first IGBT and the second IGBT which are connected in series;

one end of the first inductor is connected with the first charging port;

one end of the second inductor is connected with the other end of the first inductor to form a third node, and the other end of the second inductor is connected with the second node;

and one end of the fourth capacitor is connected with the third node, and the other end of the fourth capacitor is connected with the second driving port.

6. The motor controller for an electric vehicle according to claim 1, further comprising:

the first common-mode capacitor and the second common-mode capacitor which are connected in series between the first driving port and the second driving port, and a node between the first common-mode capacitor and the second common-mode capacitor which are connected in series is grounded;

the third common-mode capacitor and the fourth common-mode capacitor which are connected in series between the first driving port and the second driving port, and a node between the first common-mode capacitor and the second common-mode capacitor which are connected in series is grounded;

the first magnetic ring is connected between the first common-mode capacitor and the third common-mode capacitor and between the second common-mode capacitor and the fourth common-mode capacitor, and the second magnetic ring is connected between the first charging port and the second charging port.

7. The motor controller for an electric vehicle according to claim 4, further comprising:

and the filtering module is connected between the alternating current end of the bidirectional DC/AC module and the charging and discharging control module.

8. The motor controller for an electric vehicle according to claim 7, further comprising:

the filter control module is connected between the first node and the filter module, the filter control module is controlled by the controller module, and the controller module controls the filter control module to be disconnected when the current working mode of the motor controller is a driving mode.

9. The motor controller for an electric vehicle according to claim 8, further comprising:

and the second filtering module is connected between the charge and discharge port and the charge and discharge control module.

10. The motor controller for an electric vehicle of claim 9, wherein the EMI module comprises:

one end of each of the first X capacitor, the second X capacitor and the third X capacitor is correspondingly connected with the terminal of the phase A, the phase B and the phase C of the charge and discharge port respectively, and the other end of each of the first X capacitor, the second X capacitor and the third X capacitor is connected with the terminal of the neutral line of the charge and discharge port;

the first common mode inductor and the second common mode inductor which are connected in series are connected in an A phase line between the charge and discharge port and the charge and discharge control module, and a fourth node is arranged between the first common mode inductor and the second common mode inductor which are connected in series;

the third common mode inductor and the fourth common mode inductor which are connected in series are connected in a phase line B between the charge and discharge port and the charge and discharge control module, and a fifth node is arranged between the third common mode inductor and the fourth common mode inductor which are connected in series;

the charging and discharging control module comprises a charging and discharging port, a charging and discharging control module and a sixth common mode inductor which are connected in series, wherein the charging and discharging port is connected with the charging and discharging control module through a first common mode inductor;

the seventh common-mode inductor and the eighth common-mode inductor are connected in series with each other, the seventh common-mode inductor and the eighth common-mode inductor are connected in a neutral line between the charge and discharge port and the charge and discharge control module, and a seventh node is arranged between the seventh common-mode inductor and the eighth common-mode inductor which are connected in series with each other;

one end of each of the fourth X capacitor, the fifth X capacitor and the sixth X capacitor is correspondingly connected with the fourth node, the fifth node and the sixth node respectively, and the other end of each of the fourth X capacitor, the fifth X capacitor and the sixth X capacitor is connected with the seventh node;

one end of each of the seventh X capacitor, the eighth X capacitor and the ninth X capacitor is correspondingly connected with the phase line A, the phase line B and the phase line C of the charge and discharge control module respectively, and the other end of each of the seventh X capacitor, the eighth X capacitor and the ninth X capacitor is connected with the neutral line end of the charge and discharge control module;

one end of the first Y capacitor is connected with the seventh node, and the other end of the first Y capacitor is grounded;

one end of the second Y capacitor is connected with the neutral line end of the charge and discharge control module, and the other end of the second Y capacitor is grounded.

11. The motor controller for an electric vehicle according to claim 1, wherein the charge and discharge control module further comprises:

and the three-phase switch and/or the single-phase switch are used for realizing three-phase charge and discharge or single-phase charge and discharge.

12. The motor controller for an electric vehicle according to claim 11, wherein the charge and discharge control module further comprises:

and when the current working mode of the motor controller is a charging mode, the controller module firstly carries out pre-charging treatment on the motor controller through the pre-charging circuit and then controls the three-phase switch to be closed so as to charge the power battery.

13. The motor controller for an electric vehicle according to claim 4, wherein the charge and discharge control module further comprises:

and one end of the balance switch is connected with the first node, the other end of the balance switch is connected with a neutral terminal of the charge and discharge port, and the balance switch is controlled by the controller module, wherein when the current working mode of the motor controller is a three-phase charging mode or a three-phase discharging mode, the controller module controls the balance switch to be switched on, and when the current working mode of the motor controller is a driving mode, a single-phase charging mode or a single-phase discharging mode, the controller module controls the balance switch to be switched off.

14. An electric vehicle, characterized in that it comprises at least one motor controller for an electric vehicle according to any one of claims 1 to 13.

Technical Field

The invention relates to the technical field of electric automobiles, in particular to a motor controller for an electric automobile and the electric automobile.

Background

In recent years, with rising oil prices and more serious environmental pollution caused by the use of fossil fuels, electric automobiles with the advantages of zero emission, zero oil consumption, high efficiency and the like are more and more emphasized internationally.

Compared with the traditional fuel automobile, the electric automobile (such as an electric bus) adopts a motor electric control system to replace an automobile internal combustion engine, but the whole Electromagnetic Compatibility (EMC) Electromagnetic environment of the electric automobile is very complex, the mutual influence of each high-voltage device and routing is large, a motor controller is used as a core component of the electric automobile, an internal high-power IGBT (Insulated Gate Bipolar Transistor) works, and other interference sources are coupled to cause strong interference. And the motor controller comprises a bidirectional inversion charging and discharging function, and alternating current charging of the motor controller needs to meet the EMC standards of national GBT _18387 (namely limit and measuring method of electromagnetic field emission intensity of electric vehicles, broadband, 9 kHz-30 MHz), GBT _14023 (namely limit and measuring method of radio interference characteristics of vehicles, ships and internal combustion engines for protecting receivers outside vehicles) and international ECE R10-05 (namely unified regulations for approving vehicles in terms of electromagnetic compatibility).

For this reason, a motor controller is proposed in the related art. As shown in fig. 1, when the motor controller works in a driving mode, the relays K1, K2 and K3 are closed, the relays K4, K5, K6 and K10 are opened, and a power battery of the electric vehicle is connected to a direct-current bus of the motor controller through a direct-current positive electrode and a direct-current negative electrode. High-voltage direct current is input into the IGBT after passing through the filter wave, is inverted into three-phase current through the three-phase IGBT, and is supplied to the driving motor M through K1, K2 and K3, so that the driving motor works normally.

When the motor controller works in an alternating current charging mode, relays K1, K2, K3 and K10 are disconnected, K9 is attracted, an alternating current charging port is connected with a charging and discharging port, contactors K4, K5 and K6 are attracted to charge a power battery, alternating current is rectified into direct current through diodes in a three-phase IGBT module in the figure 1, and the direct current is chopped through a DC-phase IGBT and enters the power battery.

When the motor controller works to charge external electrical equipment, the relays K1, K2, K3, K5 and K6 are disconnected, the single-phase relay K10 is closed, the relay K4 is closed, the battery pack is connected to a direct-current bus of the motor controller through a direct-current positive pole and a direct-current negative pole, the external electrical equipment is supplied through the relays K4 and K10, and the external electrical equipment is charged.

However, the motor controller shown in fig. 1 has the following drawbacks:

1) the direct-current charging port of the motor controller and the driving positive electrode and the driving negative electrode share one negative electrode, so that alternating current and direct current are not easy to separate in structural layout of the motor controller, and alternating-current charging coupling interference is large;

2) the AC side of the motor controller is free of a filter circuit, coupling interference is serious, and conducted interference and radiation interference caused by a high-voltage power line are large.

3) The ripple current at the power battery side of the direct-current charging port of the motor controller is large, so that the external common mode interference is serious;

4) after the motor controller product is shaped in an external structure, if the performance is guaranteed through external rectification, the rectification difficulty is high, the investment in manpower and material resources is high, the number of test equipment is small, and the coordination of resources is difficult to carry out long-time rectification.

Disclosure of Invention

The present invention is directed to solving, at least to some extent, one of the technical problems in the related art.

Therefore, a first object of the present invention is to provide a motor controller for an electric vehicle, which starts from the inside of the motor controller, solves the problem of EMC of ac charging of the entire vehicle, and has low implementation difficulty and low capital investment.

The second purpose of the invention is to provide an electric automobile.

To achieve the above object, an embodiment of a first aspect of the present invention provides a motor controller for an electric vehicle, including: the charging system comprises a first charging port and a second charging port, wherein the first charging port is connected with one end of a power battery of the electric automobile, and the second charging port is connected with the other end of the power battery; a first drive port and a second drive port; a bidirectional DC/AC module, a first DC end of the bidirectional DC/AC module being connected to a first driving port, a second DC end of the bidirectional DC/AC module being connected to a second driving port, a third DC end of the bidirectional DC/AC module being connected to the first charging port, a fourth DC end of the bidirectional DC/AC module being connected to the second charging port; one end of the motor control switch is connected with the alternating current end of the bidirectional DC/AC module, and the other end of the motor control switch is connected with a motor; one end of the charge and discharge control module is connected with the alternating current end of the bidirectional DC/AC module, and the other end of the charge and discharge control module is connected with a charge and discharge port of the electric automobile; the controller module is respectively connected with the motor control switch and the charge and discharge control module, and is used for controlling the motor control switch and the charge and discharge control module according to the current working mode of the motor controller.

The motor controller for the electric automobile provided by the embodiment of the invention has a bidirectional characteristic, and can realize charging of the electric automobile by an external power grid and external discharging of the electric automobile, so that the motor controller has multiple functions and is greatly convenient for users to use. Because the negative electrode of the direct-current charging port at the power battery side and the negative electrode of the driving direct-current bus are separately arranged, the coupling interference is small when the motor controller is in a charging mode. In addition, a user can directly use local alternating current to charge the electric automobile at any time and any place, and popularization and promotion of the electric automobile adopting the motor controller are facilitated.

In order to achieve the above object, a second aspect of the present invention provides an electric vehicle, including at least one motor controller for an electric vehicle of the above embodiment.

The electric automobile provided by the embodiment of the invention adopts the motor controller for the electric automobile, so that the electric automobile can be charged by an external power grid, the electric automobile can be discharged to the outside, the use by a user is greatly facilitated, the coupling interference of the motor controller in a charging mode is reduced, and the popularization and the promotion of the electric automobile are facilitated.

Additional aspects and advantages of the invention will be set forth in part in the description which follows and, in part, will be obvious from the description, or may be learned by practice of the invention.

Drawings

The foregoing and/or additional aspects and advantages of the present invention will become apparent and readily appreciated from the following description of the embodiments, taken in conjunction with the accompanying drawings of which:

fig. 1 is a circuit configuration diagram of a motor controller in the related art;

fig. 2 is a block diagram of a motor controller for an electric vehicle according to an embodiment of the present invention;

FIG. 3 is a circuit block diagram of a motor controller according to one embodiment of the present invention;

FIG. 4 is a circuit diagram of a chopper circuit and its inductive pinout according to one embodiment of the present invention;

FIG. 5 is a circuit diagram of an EMI module in accordance with one embodiment of the invention;

fig. 6 is a block diagram of the structure of an electric vehicle according to an embodiment of the present invention;

fig. 7 is a schematic structural diagram of an electric vehicle during charging according to an embodiment of the invention.

Detailed Description

Reference will now be made in detail to embodiments of the present invention, examples of which are illustrated in the accompanying drawings, wherein like or similar reference numerals refer to the same or similar elements or elements having the same or similar function throughout. The embodiments described below with reference to the drawings are illustrative and intended to be illustrative of the invention and are not to be construed as limiting the invention.

A motor controller for an electric vehicle and an electric vehicle according to an embodiment of the present invention will be described below with reference to the drawings.

Fig. 2 is a block diagram of a motor controller for an electric vehicle according to an embodiment of the present invention.

As shown in fig. 2, the motor controller 100 for an electric vehicle includes: a first charging port p1, a second charging port p2, a first drive port q1, a second drive port q2, a bi-directional DC/AC module 10, a motor control switch 20, a charging and discharging control module 30, and a controller module 40.

Referring to fig. 2, the first charging port p1 is connected to one end of a power battery (e.g., the positive electrode of the power battery, i.e., DC +) of an electric vehicle, and the second charging port p2 is connected to the other end of the power battery (e.g., the negative electrode of the power battery, i.e., DC +). The first DC terminal a1 of the bi-directional DC/AC module 10 is connected to a first drive port q1 (e.g., the positive pole of the DC bus, i.e., the bus +), the second DC terminal a2 of the bi-directional DC/AC module 10 is connected to a second drive port q2 (e.g., the negative pole of the DC bus, i.e., the bus-), the third DC terminal a3 of the bi-directional DC/AC module 10 is connected to a first charging port p1, and the fourth DC terminal a4 of the bi-directional DC/AC module 10 is connected to a second charging port p 2. One end of the motor control switch 20 is connected to the AC end of the bi-directional DC/AC module 10, and the other end of the motor control switch 20 is connected to the motor M. One end of the charge and discharge control module 30 is connected with the alternating current end of the bidirectional DC/AC module 10, and the other end of the charge and discharge control module 30 is connected with the charge and discharge port of the electric automobile. The controller module 40 is connected to the motor control switch 20 and the charge and discharge control module 30, respectively, and the controller module 40 is configured to control the motor control switch 20 and the charge and discharge control module 30 according to a current working mode of the motor controller 100.

Wherein, the connection of charging and discharging port accessible rifle, charge and discharge plug/socket realization and charging device, this charging device can fill electric pile, charging box etc..

In this embodiment, the motor controller may be connected to the power battery, or may be connected to the load, the power grid, or other electric vehicle, so that the power grid charges the power battery through the motor controller, or the power battery supplies power to the load, other electric vehicle, or the like through the motor controller.

Further, in an embodiment of the present invention, the operation mode in which the motor controller 100 is currently located may include a driving mode, a charging mode, and a discharging mode. When the current operating mode of the motor controller 100 is the driving mode, the controller module 40 controls the motor control switch 20 to be closed to normally drive the motor M, and controls the charge and discharge control module 30 to be opened. It should be noted that although the motor control switch 20 in fig. 3 includes three switches K1, K2, and K3 connected to the three-phase input of the motor M in the embodiment of the present invention, two switches or even one switch connected to the two-phase input of the motor M may be included in other embodiments of the present invention. It is sufficient here to control the motor M. Therefore, other embodiments are not described in detail herein.

When the current working mode of the motor controller 100 is the charging mode or the discharging mode, the controller module 40 (not shown in fig. 3) controls the motor control switch 20 to be turned off to move the motor M out, and controls the charging and discharging control module 30 to be turned on, so that the external power source can normally charge the power battery. The first direct current end a1 and the second direct current end a2 of the bidirectional DC/AC module 10 are connected with the positive end and the negative end of the direct current bus, and the third direct current end a3 and the fourth direct current end a4 are connected with the positive electrode and the negative electrode of the power battery.

Therefore, the motor controller 100 has a bidirectional characteristic, and can realize charging of an electric vehicle by an external power grid and external discharging of the electric vehicle, so that the motor controller 100 has multiple functions and is greatly convenient for users to use. Because the negative electrode of the direct-current charging port on the power battery side and the negative electrode of the driving direct-current bus are separately arranged, when the motor controller 100 is in a charging mode, the coupling interference during alternating-current charging in a circuit is reduced. In addition, a user can directly use local alternating current to charge the electric automobile anytime and anywhere, and popularization and promotion of the electric automobile adopting the motor controller 100 are facilitated.

In one embodiment of the present invention, as shown in FIG. 3, the bi-directional DC/AC module 10 includes: the three-phase full-wave rectifier circuit comprises a first capacitor C1, a second capacitor C2, a third capacitor C2, a first resistor R1, a three-phase bridge full-wave rectifying circuit 11 and a chopper circuit 12.

Referring to fig. 3, one end of a first capacitor C1 is connected to the first drive port q1, the other end of a first capacitor C1 is connected to one end of a second capacitor C2, the other end of the second capacitor C2 is connected to the second charge port p2, and a first node J1 is provided between the first capacitor C1 and the second capacitor C2, wherein the first capacitor C1 and the second capacitor C2 are used as voltage dividing capacitors to divide the voltage of the attenuated signal amplitude and simultaneously reduce the energy loss of the ac signal, and when the first node J1 is connected to a neutral line, the three-phase load can reach a balanced state. One terminal of the third capacitor C3 is connected to the first drive port q1, and the other terminal of the third capacitor C3 is connected to the second drive port q 2. One end of the first resistor R1 is connected to the first driving port q1, and the other end of the first resistor R1 is connected to the second charging port p 2. A first input terminal of the three-phase bridge full-wave rectifying circuit 11 is connected to the first driving port q1 as a first DC terminal of the bidirectional DC/AC module 10, a second input terminal of the three-phase bridge full-wave rectifying circuit 11 is connected to the second charging port p2 as a fourth DC terminal of the bidirectional DC/AC module 10, and an output terminal of the three-phase bridge full-wave rectifying circuit 11 is connected to the AC terminal of the bidirectional DC/AC module 10. The first end of the chopper circuit 12 is connected with the first drive port q1, the second end of the chopper circuit 12 is connected with the second charging port p2, and the third end of the chopper circuit 12 is connected with the first charging port p 1.

Further, in one example, as shown in fig. 3, the chopper circuit 12 includes: a first inductor L1, a second inductor L2, a fourth capacitor C4, and a first IGBT1 and a second IGBT2 connected in series with each other.

Referring to fig. 3, a first IGBT1 and a second IGBT2 connected in series with each other are connected between a first drive port q1 and a second charge port p2, and a second node J2 is provided between the first IGBT1 and the second IGBT2 connected in series with each other. One end of the first inductor L1 is connected to the first charging port p 1; one end of the second inductor L2 is connected to the other end of the first inductor L1 and forms a third node J3, and the other end of the second inductor L3 is connected to a second node J2; one terminal of the fourth capacitor C4 is connected to the third node J3, and the other terminal of the fourth capacitor C4 is connected to the second drive port q 2.

It can be seen that the chopper circuit 12 is based on the chopper circuit shown in fig. 1, and a differential mode inductor (i.e., the first inductor L1) is added to the positive electrode of the power battery, and is integrated with a buck-boost inductor (i.e., the second inductor L2). As shown in fig. 4, three terminals a1, a2, A3 are led out through a coupling relationship and are respectively connected with the positive electrode DC +, the boost-buck capacitor (i.e. the fourth capacitor C4) and the DC phase IGBT (i.e. the second node J2) of the power battery, and the three terminals and the boost-buck capacitor form an LC filter circuit, so that ripple current interference on the direct current side of the power battery can be effectively reduced.

In addition, referring to fig. 3, the three-phase bridge full-wave rectification circuit 11 includes third to eighth IGBTs. The third IGBT and the fourth IGBT which are connected in series with each other, the third IGBT and the fourth IGBT which are connected in series with each other are connected between the first direct current end a1 and the fourth direct current end a4, and a node H1 is arranged between the third IGBT and the fourth IGBT which are connected in series with each other; the fifth IGBT and the sixth IGBT which are connected in series with each other, the fifth IGBT and the sixth IGBT which are connected in series with each other are connected between the first direct current terminal a1 and the fourth direct current terminal a4, and a node H2 is arranged between the fifth IGBT and the sixth IGBT which are connected in series with each other; the seventh IGBT and the eighth IGBT are connected in series with each other, the seventh IGBT and the eighth IGBT connected in series with each other are connected between the first dc terminal a1 and the fourth dc terminal a4, and a node H3 is provided between the seventh IGBT and the eighth IGBT connected in series with each other. The nodes H1, H2, and H3 serve as AC terminals of the bi-directional DC/AC module 10.

In one embodiment of the present invention, as shown in fig. 3, the motor controller 100 for an electric vehicle further includes: a first common-mode capacitance Cg1 and a second common-mode capacitance Cg 2. The first common-mode capacitor Cg1 and the second common-mode capacitor Cg2 are connected in series with each other and between the first drive port q1 and the second drive port q2, and a node between the first common-mode capacitor Cg1 and the second common-mode capacitor Cg2 which are connected in series with each other is grounded.

Therefore, the first common-mode capacitor Cg1 and the second common-mode capacitor Cg2 which are connected in series are connected to the positive end and the negative end of the direct-current bus, so that theoretically, the common-mode voltage can be reduced by half, and the problem of large leakage current commonly existing in the conventional controller can be solved. Meanwhile, the alternating-current side leakage current can be reduced, and the electrical system requirements of each country are better met (the bus voltage is divided by a capacitor Udc/2, and the system leakage current i is reduced due to the first common-mode capacitor and the second common-mode capacitor).

Further, as shown in fig. 3, the motor controller 100 for an electric vehicle further includes: third common mode capacitance Cg3, fourth common mode capacitance Cg4, first magnetic ring 51 and second magnetic ring 52.

Wherein the third common-mode capacitor Cg3 and the fourth common-mode capacitor Cg4 are connected in series with each other and between the first drive port q1 and the second drive port q2, and a node between the third common-mode capacitor Cg3 and the fourth common-mode capacitor Cg4 which are connected in series with each other is grounded. The first magnetic loop 51 is connected between the first common-mode capacitor Cg1 and the third common-mode capacitor Cg3, and between the second common-mode capacitor Cg2 and the fourth common-mode capacitor Cg4, and the second magnetic loop 52 is connected between the first charging port p1 and the second charging port p 2.

Specifically, when the first magnetic ring 51 and the second magnetic ring 52 are in a shape selection, the inductance of the magnetic ring can be calculated according to the actual size through a formula, and then the magnetic ring with the inductance satisfying the requirement is selected, wherein ID represents the inner diameter of the magnetic ring, OD represents the outer diameter of the magnetic ring, a represents the effective sectional area of the magnetic ring, N represents the number of turns of the magnetic ring, and l represents the length of the average magnetic path. Meanwhile, a 2X + Y type structure is adopted for the capacitive component on the direct current bus side to improve the voltage-resistant grade, if the volume of the X capacitor is too large, an aluminum electrolytic capacitor (the unit volume is much larger than that of other capacitors, the capacity can be easily large, and the cost is low) can be adopted, the source is low impedance, the load motor is high impedance, and an inverted gamma type filter circuit is selected. At this time, the direct current bus side is connected with positive-ground and negative-ground low-pass filters which are equivalent to two groups of inductors, an X capacitor and a Y capacitor, and the low-pass filters only need to meet the leakage current standard: i is 2 pi fC < 3.5 mA. This enables efficient filtering on the dc bus side.

In one embodiment of the present invention, as shown in fig. 3, the motor controller 100 for an electric vehicle further includes a filter module 60, a filter control module 70, and an EMI module 80.

The filtering module 60 is connected between the bidirectional DC/AC module 10 and the charge and discharge control module 30, and is configured to eliminate harmonic waves and play a role in smoothing waves. Specifically, as shown in fig. 3, the filter module 60 includes an inductor L_A、L_B、L_CAnd a capacitor C_A、C_B、C_C。

As shown in fig. 3, the filtering control module 70 is connected between the first node J1 and the filtering module 60, and the filtering control module 70 is controlled by the controller module 40, and the controller module 40 controls the filtering control module 70 to be turned off when the current operation mode of the motor controller 100 is the driving mode. The filtering control module 70 may be a capacitance switching relay, and is composed of a contactor K9. The EMI module 80 is connected between the charge and discharge port and the charge and discharge control module 30, and mainly filters out conduction and radiation interference.

It should be noted that the position of the contact K9 in fig. 3 is only schematic. In other embodiments of the present invention, the contactor K9 may be disposed at other positions as long as the switching off of the filtering module 60 can be achieved. For example, in another embodiment of the present invention, the contactor K9 may also be connected between the bi-directional DC/AC module 10 and the filtering module 60.

The EMI module 80 is integrated within the motor control, as shown in fig. 5, the EMI module 80 may include: the circuit comprises a first X capacitor Cx 1-a ninth X capacitor Cx9, a first common mode inductor Lg 1-an eighth common mode inductor Lg8, a first Y capacitor Cy1 and a second Y capacitor Cy 2.

One end of the first X capacitor Cx1, one end of the second X capacitor Cx2 and one end of the third X capacitor Cx3 are respectively and correspondingly connected with the phase line A, the phase line B and the phase line C of the charge and discharge port, and the other ends of the first X capacitor Cx1, the second X capacitor Cx2 and the third X capacitor Cx3 are connected with the neutral line N of the charge and discharge port. The first common mode inductor Lg1 and the second common mode inductor Lg2 are connected in series with each other and connected in the a-phase line between the charge and discharge port and the charge and discharge control module 30, and a fourth node J4 is arranged between the first common mode inductor Lg1 and the second common mode inductor Lg2 which are connected in series with each other. The third common-mode inductor Lg3 and the fourth common-mode inductor Lg4 are connected in series, the third common-mode inductor Lg3 and the fourth common-mode inductor Lg4 are connected in a phase-B line between the charge and discharge port and the charge and discharge control module 30, and a fifth node J5 is arranged between the third common-mode inductor Lg3 and the fourth common-mode inductor Lg4 which are connected in series. The fifth common-mode inductor Lg5 and the sixth common-mode inductor Lg6 are connected in series with each other, the fifth common-mode inductor Lg5 and the sixth common-mode inductor Lg6 are connected in a C-phase line between the charge and discharge port and the charge and discharge control module 30, and a sixth node J6 is arranged between the fifth common-mode inductor Lg5 and the sixth common-mode inductor Lg6 which are connected in series with each other. The seventh common-mode inductor Lg7 and the eighth common-mode inductor Lg8 are connected in series, the seventh common-mode inductor Lg7 and the eighth common-mode inductor Lg8 are connected in a neutral line between the charge and discharge port and the charge and discharge control module 30, and a seventh node J7 is arranged between the seventh common-mode inductor Lg7 and the eighth common-mode inductor Lg8 which are connected in series. One ends of the fourth X capacitance Cx4, the fifth X capacitance Cx5, and the sixth X capacitance Cx6 are respectively connected to the fourth node J4, the fifth node J5, and the sixth node J6, and the other ends of the fourth X capacitance Cx4, the fifth X capacitance Cx5, and the sixth X capacitance Cx6 are connected to the seventh node J7. One end of the seventh X capacitor Cx7, one end of the eighth X capacitor Cx8, and one end of the ninth X capacitor Cx9 are respectively connected to the phase line a, the phase line B, and the phase line C of the charge and discharge control module 30, and the other end of the seventh X capacitor Cx7, the eighth X capacitor Cx8, and the ninth X capacitor Cx9 are connected to the neutral line N of the charge and discharge control module 30. One end of the first Y capacitor Cy1 is connected to the seventh node J7, and the other end of the first Y capacitor Cy1 is grounded; one end of the second Y capacitor Cy2 is connected to the neutral line N of the charge and discharge control module 30, and the other end of the second Y capacitor Cy2 is grounded.

Specifically, the ac charging port uses a three-phase four-wire power EMI module 80 to perform filtering, and the filtering topology is as shown in fig. 5, and the three-phase output end uses a common mode magnetic ring (i.e., the first common mode inductor Lg1 to the eighth common mode inductor Lg8), and because of the factors such as imbalance of the phase lines of the three-phase motor, the common mode current is large, and the magnetic ring with low magnetic conductivity is used, the saturation point can be increased, the working temperature can be reduced, and similarly, the magnetic ring can be selected. The capacitive component Y capacitor is arranged between the neutral line and the ground wire, and a ceramic capacitor with high alternating Current withstand voltage is adopted, wherein when the electric automobile is charged, the leakage Current is large, the safety of a human body is caused, and in order to meet the requirement that the RCD (Residual Current Device, leakage protection Current) is less than 30mA, the ceramic capacitor with small capacitance value and high withstand voltage is selected.

In an embodiment of the present invention, as shown in fig. 3, the charge and discharge control module 30 further includes three-phase switches K4-K5 and/or a single-phase switch K10 for implementing three-phase charge and discharge or single-phase charge and discharge.

In the embodiment of the present invention, when the operation mode in which the motor controller 100 is currently located is the driving mode, the controller module 40 controls the motor control switch 20 to be closed to normally drive the motor M and controls the charge and discharge control module 30 to be opened. In this way, the bidirectional DC/AC module 10 inverts the DC power of the power battery 10 into AC power and delivers the AC power to the motor M, and the operation of the motor M can be controlled using a rotating transformer decoder technology and a Space Vector Pulse Width Modulation (SVPWM) control algorithm.

When the current working mode of the motor controller 100 is the charging mode or the discharging mode, the controller module 40 controls the motor control switch 40 to be turned off to move the motor M out, and controls the charging and discharging control module 30 to be turned on, so that the external power source, such as three-phase power or single-phase power, can normally charge the power battery through the charging and discharging port. That is, the charging of the vehicle-mounted power battery by single-phase/three-phase electricity can be realized by detecting the charging connection signal, the alternating current grid power system and the related information of the management of the vehicle battery and performing the controllable rectification function by the bidirectional DC/AC module 10.

Further, as shown in fig. 3, the charge and discharge control module 30 further includes a pre-charge circuit 31, and when the current working mode of the motor controller 100 is the charging mode, the controller module 40 performs pre-charge processing on the motor controller 100 through the pre-charge circuit 31, and then controls the three-phase switches K4 to K6 to be closed, so as to charge the power battery.

Specifically, referring to fig. 3, when the current working mode of the motor controller 100 is the charging mode, the controller module 40 first controls the contactor K8 to be closed, performs a pre-charging process on the motor controller 100 through the pre-charging resistor to prevent the excessive charging current from burning or breaking down the components in the circuit, and controls the three-phase switches K4-K6 to be closed to charge the power battery when the voltage between the positive and negative electrodes of the power battery or the positive and negative electrodes of the bus reaches a certain value (which can be obtained through voltage sampling).

In an embodiment of the present invention, as shown in fig. 3, the charging and discharging control module 30 further includes a balance switch K11. One end of a balance switch K11 is connected with the first node J1, the other end of the balance switch K11 is connected with the neutral line N of the charge and discharge port, and the balance switch K11 is controlled by the controller module 40. When the current working mode of the motor controller 100 is a three-phase charging or three-phase discharging mode, the controller module 40 controls the balance switch K11 to be closed to ensure the charging or discharging stability; when the current operation mode of the motor controller 100 is the driving mode, the single-phase charging mode or the single-phase discharging mode, the controller module 40 controls the balancing switch K11 to be turned off.

For example, if the current vehicle charges a three-phase load such as a target vehicle, and the current vehicle needs to provide ac power to the target vehicle, the controller module 40 controls the balancing switch K11 to close so as to provide three ABC phases of N lines and ac power, which constitutes a normal charging function of the target vehicle. The three lines of K4, K5 and K6 are used as live wires, and the line of K11 is used as a zero wire, so that the vehicle battery is charged.

If the current vehicle supplies power to the single-phase load electrical appliance, the line of any one of K4 and K6 and the line of K10 can be connected with the external electrical appliance, and the balance switch K11 is disconnected at the moment.

Specifically, referring to fig. 3, the functions of the motor controller 100 for the electric vehicle are briefly described as follows:

when the current working mode of the motor controller 100 is the driving mode and the motor M is driven, the relays K1, K2 and K3 are closed, the relays K4, K5, K6, K8, K9 and K11 are opened, and the power battery is connected to the dc bus of the motor controller 100 through the dc positive and negative electrodes. C3 is a bus support capacitor, which can stabilize the voltage of the system inside the motor controller 100 on one hand and absorb the peak voltage on the other hand; r1 is the passive bleeder resistor, and when the initiative was let off inefficacy, the passive bleeder resistor can guarantee that the high pressure is let off to safety range. The high-voltage direct current of the power battery is filtered and then input into the three-phase bridge full-wave rectifying circuit 11, is inverted into three-phase current through the three-phase bridge full-wave rectifying circuit 11, and is supplied to the driving motor M through K1, K2 and K3, so that the driving motor works normally.

When the current working mode of the motor controller 100 is a charging mode, for example, three-phase alternating current is used for charging a power battery, the relays K1, K2, K3 and K10 are disconnected, the relays K9 and K11 are attracted, the charging and discharging ports are connected with a charging cabinet, the relays K8 are attracted, the precharging circuit 31 is used for precharging to prevent the excessive charging current from burning or breaking through components in the circuit, after capacitors (such as C4 and Cg 1-Cg 4) in the circuit are fully charged, the three-phase switches K4, K5 and K6 are attracted, the electric vehicle is normally charged, and the current rectifies the three-phase alternating current into direct current through the three-phase full-wave bridge rectifier circuit 11 to be charged into the power battery.

When the current working mode of the motor controller 100 is a discharging mode, for example, when a vehicle-mounted battery charges external single-phase electrical equipment, the relays K1-K3, K5, K6, K8 and K11 are disconnected, the single-phase relay K10 is closed, the relay K4 is closed, the power battery is connected to a direct-current bus of the motor controller 100 through positive and negative direct currents, is inverted into three-phase current through the bidirectional DC/AC module 10, and charges the external electrical equipment through the external load supplied by the K4 and the K10.

In summary, the motor controller for an electric vehicle according to the embodiment of the present invention integrates a motor driving function, an ac charging function, an off-grid loading function, and a vehicle-to-vehicle charging function. In addition, the motor controller separates the negative electrode of the direct-current charging port on the power battery side from the negative electrode of the driving direct-current bus, namely, alternating current and direct current are separately routed, so that coupling interference can be reduced during alternating-current charging; differential mode inductors are added at a direct current charging port on the power battery side and integrated with the buck-boost inductors to form an LC filter circuit, so that ripple current interference on the direct current side of the power battery can be effectively reduced; an EMI module is matched on the alternating current side of the power grid, and the conduction and radiation interference of an alternating current power line can be effectively inhibited through two-stage LC filtering.

Fig. 6 is a block diagram of the electric vehicle according to the embodiment of the present invention.

As shown in fig. 6, the electric vehicle 1000 includes at least one motor controller 100 described above.

In one embodiment of the present invention, as shown in fig. 7, the electric vehicle 1000 includes two motor controllers 100, two motors M, and two charging guns. When two charging guns are simultaneously connected to the charging box, alternating current charges the power battery through the two motor controllers 100. Because the negative poles of the direct-current charging ports on the battery sides of the two motor controllers 100 are separated from the negative pole of the driving direct-current bus, alternating current and direct current are separately routed, and therefore coupling interference of a charging loop formed by the two motor controllers 100 can be reduced.

In this embodiment, the arrangement of two or more motor controllers 100 and motors M can improve the charging rate of the power battery and enhance the driving capability of the electric vehicle.

According to the motor controller adopted by the electric automobile, the negative electrode of the direct-current charging port on the power battery side is separated from the negative electrode of the driving direct-current bus, and alternating current and direct current are separately wired, so that coupling interference is reduced; differential mode inductance is added to the charging positive electrode on the basis of the buck-boost inductance, so that the ripple current interference of the direct current side is effectively reduced; the EMI module is matched with the outside of the alternating current side of the power grid and integrated in the motor controller, and the conduction and radiation interference of an alternating current power line is effectively inhibited through two-stage LC filtering, so that the EMC problem in the motor controller of the electric automobile can be effectively solved.

In the description herein, references to the description of the term "one embodiment," "some embodiments," "an example," "a specific example," or "some examples," etc., mean that a particular feature, structure, material, or characteristic described in connection with the embodiment or example is included in at least one embodiment or example of the invention. In this specification, the schematic representations of the terms used above are not necessarily intended to refer to the same embodiment or example. Furthermore, the particular features, structures, materials, or characteristics described may be combined in any suitable manner in any one or more embodiments or examples. Furthermore, various embodiments or examples and features of different embodiments or examples described in this specification can be combined and combined by one skilled in the art without contradiction.

Furthermore, the terms "first", "second" and "first" are used for descriptive purposes only and are not to be construed as indicating or implying relative importance or implicitly indicating the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include at least one such feature. In the description of the present invention, "a plurality" means at least two, e.g., two, three, etc., unless specifically limited otherwise.

In addition, functional units in the embodiments of the present invention may be integrated into one processing module, or each unit may exist alone physically, or two or more units are integrated into one module. The integrated module can be realized in a hardware mode, and can also be realized in a software functional module mode. The integrated module, if implemented in the form of a software functional module and sold or used as a stand-alone product, may also be stored in a computer readable storage medium.

The storage medium mentioned above may be a read-only memory, a magnetic or optical disk, etc. Although embodiments of the present invention have been shown and described above, it is understood that the above embodiments are exemplary and should not be construed as limiting the present invention, and that variations, modifications, substitutions and alterations can be made to the above embodiments by those of ordinary skill in the art within the scope of the present invention.