CN104159774B - 电功率耗散控制方法和装置 - Google Patents
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Abstract
一种用于控制电动马达的方法和装置。电动马达装置包括:具有马达定子绕组的电动马达;电池;电池控制模块,所述电池控制模块与所述电池联接且被配置成监控和检测所述电池的状态;和马达控制单元,所述马达控制单元与所述电池和所述电池控制模块联接且被配置成基于来自所述电池控制模块的表示所述电池的状态的信号选择所述电动马达的操作。所述马达控制单元选择正常马达控制操作、功率耗散马达控制操作或放电操作。在所述功率耗散马达控制操作期间,来自制动转矩的功率在所述电动马达的马达定子绕组中被耗散。
Description
技术领域
本发明涉及混合动力汽车(HEV)和纯电动汽车(BEV)的领域,更具体地,涉及用于混合动力汽车和纯电动汽车的电功率耗散系统和方法。
背景技术
永磁同步马达(PMSM)被广泛用在混合动力汽车和纯电动汽车中。在永磁同步马达中,由于内嵌式永磁(IPM)马达的高功率密度、高效率和宽速度范围,其为用于HEV/BEV应用的最常用的马达。
当混合动力汽车或纯电动汽车处于电动模式(即,当汽车仅仅运行电动马达而没有内燃机的协助时的模式)时,汽车需要给予驾驶员同常规的仅使用内燃机的汽车相比类似的驱动性能。混合动力汽车和纯电动汽车的所期望的特征之一是具有与常规汽车相似的滑行性能。这需要当释放加速踏板时,电动马达向汽车提供一定制动转矩。换句话说,机械动力转换成电力,且反馈给电池。这也称为滑行再生制动。再生制动为通过将汽车的动能转换成另一种形式而使汽车减速的能量回收机制-在混合动力汽车和纯电动汽车的情况下,动能转换成电能。在常规的制动系统(即,用于内燃机汽车的制动系统)中,对比之下,额外的动能通过在刹车片中的摩擦而被转换成热;因此,额外的能量被浪费在这些汽车中。然而,对于混合动力汽车和纯电动汽车,额外的能量可被储存在电池或电容器组中供以后使用。
然而,在某些情况下,(如,当电池的电荷状态(SOC)高或电池温度热/冷时),再生电流不允许返回到电池中。对于混合动力汽车或纯电动汽车中的电池,电池的电荷状态相当于燃料表,其测量电池被充分充电的程度。因此,当电池的电荷状态高或电池温度热/冷时,达到或超过电池可容纳的电量。照此,如果更多的功率被反馈给电池,则对于电池存在不利影响的可能性。
在某些情况下(如,当SOC几乎是满的或电池温度高时),如果滑行再生不被允许,则电动马达必须突然去除其所有制动转矩,以防止电流(即,由动能转换成的能量)对电池充电。这影响如由驾驶员感知和感觉的驾驶体验的平稳性。当存在以上情况时,与当不存在以上情况时相比,这将给以驾驶员不一致的驱动性能。因此,需要在所有情况下,即使当再生电流不能被反馈给电池时,也允许在混合动力汽车和纯电动汽车中的再生制动。
发明内容
一方面,本公开提供了一种用于包括电动马达的混合动力汽车的马达控制装置。所述装置包括:电池控制模块,该电池控制模块与电池联接且被配置成监控和检测所述电池的状态;和马达控制单元,该马达控制单元与所述电池和所述电池控制模块联接,所述马达控制单元被配置成基于从所述电池控制模块中接收到的所述电池的状态来选择正常马达控制操作、功率耗散马达控制操作或放电操作中的一种。在所述功率耗散马达控制操作期间,来自制动转矩的功率在所述电动马达的定子绕组中被耗散。
本公开还提供一种操作混合动力汽车的电动马达的方法。所述方法包括在电池控制模块处检测汽车内的电池的状态;和在模式控制单元处基于所检测到的所述电池的状态,选择所述电动马达的正常操作、功率耗散操作或放电操作中的一种。在所述功率耗散操作期间,来自制动转矩的功率在所述电动马达的定子绕组中被耗散。
如本文所公开的,所述电池的状态包括所述电池的电荷状态、电池温度和/或故障状态。如果所述电池的电荷状态低于预定值,则所述马达控制单元选择所述正常马达控制操作,如果所述电池的电荷状态高于预定值,则所述马达控制单元选择所述功率耗散马达控制操作。
从下文提供的详细描述中,本公开的其他应用领域将变得显而易见。应当理解,包括所公开的实施方式和附图的详细描述事实上仅仅是示例性的,仅出于说明的目的且不用来限制本发明的范围、其应用或用途。因此,不脱离本发明的主旨的变型在本发明的范围内。
附图说明
图1示出内嵌式永磁操作平面;
图2示出混合动力汽车的电气系统的示意图;
图3示出根据本公开的具有电功率耗散处理的控制处理的框图;
图4示出根据本公开的另一个实施方式的具有电功率耗散处理的控制处理的框图。
具体实施方式
本文所描述的是这样一种机构:对于混合动力汽车和纯电动汽车(与具有内燃机的常规汽车相比),在约束条件下,维持一致的驱动性能。所公开的机构提供路径,以耗散由制动转矩产生的功率,而不产生任何反馈给电池的功率。此外,在某些情况下,该机构甚至可以从电池中引出电流,同时仍产生所期望的电动马达制动转矩。在一些情况下,可取的是,将电流从电池中引出,以对电池放电(来防止电池过度充电情况),或者对电池预热(即,如果由于电池是冷的,电池充电功率极限是低的),使得电池可以更快地提供满功率。
当马达提供所需的电动马达制动转矩时,本文所描述的实施方式通过电动马达的定子绕组耗散由制动转矩产生的功率,而不对电池充电。在同步参考系中,内嵌式永磁马达的稳态电压公式可表示为:
(1)vds=Rsids-ωrLqiqs
(2)vqs=Rsiqs+ωr(Ldids+λPM)
式中,vds、vqs、ids和iqs为在d-q参考系中的马达电流和马达电压,ωr为转子电频率,Ld和Lq为定子的d轴电感值和q轴电感值,RS为定子的电阻值,λPM为永磁磁链。
通过下式给出马达转矩输出:
(3)Tem=(3P/2)(λPMiq+(Ld-Lq)idiq)
式中,P为马达的极对数。
通过imax限制马达电流:
(4)ids 2+iqs 2<imax 2
关于限定在公式(1)和公式(2)中的对于给定转矩Tem的马达模型,最小电流为从转矩曲线到原点的最短距离对于给定转矩T,最小电流为在电流d-q坐标中从转矩曲线到原点的最短距离,最大转矩电流比(MTPA)曲线可根据下面的公式获得:
参照图1,绘制了最大转矩电流比(MTPA)曲线、最大转矩电压比(MTPV)曲线、电流极限圆(I极限)和转矩曲线。也绘制了对于马达(1)和马达(2)的电压椭圆。对于任何给定的转矩、DC母线电压和马达速度,如在图1中所示,存在转矩曲线和电压椭圆曲线。转矩曲线与电压椭圆和边界线(如,MTPA曲线、MTPV曲线和电流极限圆)相交。可确定在最佳操作平面图内的唯一的一组最佳的参考电流id和参考电流iq。
对于给定的转矩命令,可在沿着转矩曲线的任意点上选择马达电流id和马达电流iq。然而,如图1所示,最佳的(即,最小的)马达电流在MTPA曲线和转矩曲线之间的交点处。为了保持相同的马达转矩输出,已确定在马达定子绕组中,更多的电流将耗散更多的功率或损耗。因此,本公开目的是通过更多可能的电流维持相同的转矩输出(注意:如果最大可能的功率需要被耗散,那么在同一转矩曲线上将需要最高可能的电流imax)。在马达定子绕组中总的功率耗散为:
(6)P=3Rs(ids 2+iqs 2)
来自电池或DC电源的功率为:
(7)P=VdcIdc
通过马达电流极限imax(即,电流极限圆半径)限制最大功率耗散。对于给定的转矩命令,如图1所示,最大功率耗散电流命令在电流极限圆和转矩曲线的交点处。通过上文提到的公式(3)和公式(4),确定交点(id_max,iq_max)。
图2示出混合动力汽车的电气系统的概图。电气系统包括电池10,该电池10为与电池控制模块20和电力电子设备和马达控制单元30连接的电池。电池控制模块20监视和控制电池10的功能。例如,电池控制模块20可检测电池的电荷状态和/或电池的温度。电力电子设备和马达控制单元30包含马达控制处理40(下文描述)且还与电动马达50连接,该电动马达50例如可以是内嵌式永磁马达。
图3示出根据本公开的具有功率耗散处理60的示例性马达控制处理40。在所期望的实施方式中,处理40在由控制单元30或其他处理器操作的软件中实现。除了其他的处理之外,功率耗散处理60包括电流调节器处理62和iq处理64。电流调节器处理62(例如,该电流调节器处理62可以是比例积分调节器)试图将DC电流反馈调节至电流参考值。感测DC母线电压Vdc和电流反馈idc且可通过公式(7)计算DC功耗P。根据针对通过系统中的马达和其它负载的更多功耗的idc_ref值(要么零要么正值),DC电流反馈与参考值比较且被馈入电流调节器。例如,“其他的负载”可以是DC/DC转换器(如,300V到12V)、加热器或冷却器、和所有其他的与高压DC母线连接的辅助负载。为了更加精确的计算,通过使用负载参考模型或查找表,可将辅助负载作为因素考虑到确定中。所命令的id通过公式(6)来计算且被电流调节器处理62的输出补偿。还可通过利用可以考虑马达/汽车参数不确定性和其他汽车功率负载的查找表而获得所命令的id,以得到更高的功耗精度。
对于正常马达转矩控制(即,当功率耗散模式不被需要时)的id计算、iq计算在处理42中进行。应当理解,处理42还可通过利用具有校正项目的查找表42'(如图4所示)来实现,以适应汽车中的马达和其它负载的不确定性;这可以允许更加精确的计算。马达定子电阻值还被定子温度反馈补偿。换句话说,马达定子电阻被定子温度反馈补偿。因此,为了更加精确的计算,可以使用传感器来感测温度,且基于该温度计算电阻值。对于给定的id和所命令的转矩,通过公式(3)计算所命令的iq。id和iq由转矩和电流极限圆的交点(id_max,iq_max)限制。根据驱动系统是否处于功率耗散模式,马达控制处理44将接受输入正常的电流命令或所公开的新型功率耗散电流命令。
根据本公开,电池控制模块20监控电池10的状态(如,SOC或电池的温度)。根据电池的状态,马达控制处理40将切换马达控制处理44的运行,以利用正常的马达控制(即,在正常的电池条件下)或根据所公开的原则的所公开的功率耗散马达控制处理(即,在约束的电池条件下)。通过在马达定子绕组中耗散功率,汽车可以维持滑行制动转矩,而不对电池充电,当功率极限被约束时,这可以改善汽车的驱动性能。马达控制处理不仅可以对电池产生零充电电流,还可按照规定的命令的DC放电电流来耗散来自电池的更多功率。这加速了电池的预热过程,或者预防电池过度充电情况。
当电池充电功率被约束时,所公开的实施方式还可用于瞬态动力传动系统控制。例如,对于有源动力传动系统阻尼控制,电池经常被用作汇和源(sink and source)电动马达功率的缓冲器,来阻尼动力传动系统振荡。如果电池充电功率被损害,则阻尼控制不能适当地起作用。通过本文所公开的功率耗散控制处理,即使在不利的条件下,也可维持一部分阻尼控制。
Claims (14)
1.一种用于包括电动马达的混合动力汽车的马达控制装置,所述装置包括:
电池控制模块,所述电池控制模块与电池联接且被配置成监控和检测所述电池的状态;和
马达控制单元,所述马达控制单元与所述电池和所述电池控制模块联接,所述马达控制单元被配置成基于从所述电池控制模块接收到的所述电池的状态来选择正常马达控制操作、功率耗散马达控制操作或放电操作中的一种操作,
其特征在于,在所述功率耗散马达控制操作期间,来自制动转矩的功率在所述电动马达的定子绕组中被耗散,而不产生任何反馈给电池的功率。
2.根据权利要求1所述的马达控制装置,其中,所述马达控制单元包括处理器,其中,所述处理器被编程以执行具有DC电流调节处理的功率耗散处理。
3.根据权利要求1所述的马达控制装置,其中,所述电池的状态包括所述电池的电荷状态、电池温度和故障状态中的一者。
4.根据权利要求3所述的马达控制装置,其中,如果所述电池的电荷状态低于预定值,则所述马达控制单元选择所述正常马达控制操作,且如果所述电池的电荷状态高于预定值,则所述马达控制单元选择所述功率耗散马达控制操作。
5.根据权利要求1所述的马达控制装置,其中,在所述定子绕组中耗散的总功率等于3Rs(ids 2+iqs 2),式中,Rs为所述定子的电阻值,ids和iqs为在d-q参考系中的马达电流。
6.根据权利要求1所述的马达控制装置,其中,对于根据下面的公式的给定转矩,所述马达控制单元确定电流命令:
Tem=(3P/2)(λPMiq+(Ld-Lq)idiq)
式中,Tem为转矩,λPM为马达转子的永磁磁链,id和iq为在d-q参考系中的定子马达电流,Ld和Lq为定子的d轴电感值和q轴电感值,P为马达的极对数。
7.根据权利要求1所述的马达控制装置,其中,所述电动马达为内嵌式永磁马达,并且所述放电操作从所述电池引出电流。
8.根据权利要求1所述的马达控制装置,其中,在所述正常马达控制操作期间,来自制动转矩的功率返回到所述电池。
9.一种操作混合动力汽车的电动马达的方法,所述方法包括:
在电池控制模块处检测所述汽车内的电池的状态;和
基于所检测到的所述电池的状态,在模式控制单元处选择所述电动马达的正常马达控制操作、功率耗散马达控制操作或放电操作中的一种操作,
其特征在于,在所述功率耗散马达控制操作期间,来自制动转矩的功率在所述电动马达的定子绕组中被耗散,而不产生任何反馈给电池的功率。
10.根据权利要求9所述的方法,其中,所述电池的状态包括所述电池的电荷状态、电池温度和故障状态中的一者。
11.根据权利要求10所述的方法,其中,如果所述电池的电荷状态低于预定值,则所述马达控制单元选择正常马达控制操作,如果所述电池的电荷状态高于预定值,则所述马达控制单元选择功率耗散马达控制操作。
12.根据权利要求9所述的方法,还包括DC电流调节器处理,所述DC电流调节器处理将DC电流调节至DC电流参考值,因此控制所述马达的定子绕组内的功率耗散。
13.根据权利要求9所述的方法,还包括对于根据下面的公式的给定转矩计算电流命令的步骤:
Tem=(3P/2)(λPMiq+(Ld-Lq)idiq)
式中,Tem为转矩,λPM为转子的永磁磁链,id和iq为在d-q参考系中的定子马达电流,Ld和Lq为定子的d轴电感值和q轴电感值,P为马达的极对数。
14.根据权利要求9所述的方法,其中,所述放电操作从所述电池引出电流。
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