CN107234983B - Energy peak-shifting control device for pure electric vehicle - Google Patents
Energy peak-shifting control device for pure electric vehicle Download PDFInfo
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- CN107234983B CN107234983B CN201710374903.XA CN201710374903A CN107234983B CN 107234983 B CN107234983 B CN 107234983B CN 201710374903 A CN201710374903 A CN 201710374903A CN 107234983 B CN107234983 B CN 107234983B
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- driving motor
- control module
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- inverter
- compressor
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L15/00—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles
- B60L15/20—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60H—ARRANGEMENTS OF HEATING, COOLING, VENTILATING OR OTHER AIR-TREATING DEVICES SPECIALLY ADAPTED FOR PASSENGER OR GOODS SPACES OF VEHICLES
- B60H1/00—Heating, cooling or ventilating [HVAC] devices
- B60H1/00357—Air-conditioning arrangements specially adapted for particular vehicles
- B60H1/00385—Air-conditioning arrangements specially adapted for particular vehicles for vehicles having an electrical drive, e.g. hybrid or fuel cell
- B60H1/00392—Air-conditioning arrangements specially adapted for particular vehicles for vehicles having an electrical drive, e.g. hybrid or fuel cell for electric vehicles having only electric drive means
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60H—ARRANGEMENTS OF HEATING, COOLING, VENTILATING OR OTHER AIR-TREATING DEVICES SPECIALLY ADAPTED FOR PASSENGER OR GOODS SPACES OF VEHICLES
- B60H1/00—Heating, cooling or ventilating [HVAC] devices
- B60H1/00642—Control systems or circuits; Control members or indication devices for heating, cooling or ventilating devices
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L2240/00—Control parameters of input or output; Target parameters
- B60L2240/40—Drive Train control parameters
- B60L2240/42—Drive Train control parameters related to electric machines
-
- 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
- Y02T10/72—Electric energy management in electromobility
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- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Physics & Mathematics (AREA)
- Thermal Sciences (AREA)
- Life Sciences & Earth Sciences (AREA)
- Sustainable Development (AREA)
- Sustainable Energy (AREA)
- Power Engineering (AREA)
- Transportation (AREA)
- Electric Propulsion And Braking For Vehicles (AREA)
- Control Of Ac Motors In General (AREA)
Abstract
The invention discloses an energy peak-shifting control device of a pure electric vehicle, wherein a peak-shifting control module in a central control unit is simultaneously connected with a sine wave control module and a vector control module, and the sine wave control module and the vector control module are respectively connected with SVPWM (space vector pulse width modulation) which are SVPWM1 and SVPWM2; specifically, SVPWM1 is connected to a compressor motor inverter in the inverter unit, and SVPWM2 is connected to a drive motor inverter in the inverter unit. The invention centrally controls the driving motor and the air conditioner compressor, reasonably distributes energy, adopts a peak-shifting control technology, ensures the acceleration dynamic property of the driving motor, also takes account of the peak-shifting control of the air conditioner, and improves the comfort of the whole vehicle.
Description
Technical Field
The invention belongs to the technical field of motor control of electric automobiles, and relates to an electric automobile energy peak-shifting control device and a control mechanism thereof.
Background
The global environmental and energy pressure is getting more and more severe, and new energy automobiles such as electric automobiles, hybrid electric automobiles and the like are generated, and particularly, low-speed electric automobiles are well developed.
The existing electric automobile has the defects that the electric automobile is influenced by the electric quantity of the whole automobile, the power performance of the automobile can be seriously influenced by the installation of an air conditioner, and the air conditioner is not installed in a low-speed automobile generally, so that the environment in the electric automobile is extremely bad, and the comfort of the whole automobile is influenced. Even an electric vehicle equipped with an air conditioner, when the amount of electricity of a power battery is too low, the working power of a compressor is limited or even stopped, and the dynamic property is seriously affected.
Disclosure of Invention
The invention aims to overcome the defects, and provides the energy peak-shifting control device for the pure electric vehicle, which is used for centralized control of the driving motor and the air conditioner compressor, reasonable energy distribution and adoption of the peak-shifting control technology, so that the accelerating power performance of the driving motor is ensured, the peak-shifting control of the air conditioner is also considered, and the comfort of the whole vehicle is improved.
In order to achieve the aim of the invention, the invention adopts the following technical scheme: the utility model provides a pure electric vehicles energy peak-shifting controlling means, includes a central control unit and an contravariant unit, central control unit includes a peak-shifting control module, a vector control module, a sine wave control module and two SVPWM, peak-shifting control module is simultaneously with vector control module with sine wave control module is connected, and vector control module with sine wave control module all is connected with SVPWM, be SVPWM2 and SVPWM1 respectively; the inverter unit comprises a compressor motor inverter and a driving motor inverter, wherein the compressor motor inverter is connected with the SVPWM1, and the driving motor inverter is connected with the SVPWM2;
the control mechanism of the energy peak-shifting control device of the pure electric vehicle comprises the following energy transfer states:
s1: the driving motor standby state, that is, the driving motor is in a stop operation or standby state, and at this time, the driving motor target torque is set: t (T) Aim =0, compressor motor inverter rotational speed setting: f (F) cmd ＝F Adj ·k soc Wherein k is SOC The nuclear power state coefficient of the battery ranges from 0 to 1; f (F) Adj Giving the output speed of the temperature regulator;
s2: the driving motor brakes the feedback state; at this time, the driving motor target torque is set: t (T) Aim ＝T reg The driving motor is in a power generation state and provides energy for the compressor motor inverter;
wherein F is the operating frequency of the motor, F min F for energy feedback of initial operating frequency max For maximum energy start-up operating frequency, T Reg_set Setting feedback moment;
setting the rotating speed of a compressor motor inverter: f (F) cmd ＝F Adj ·k Te ·k SOC Wherein, the method comprises the steps of, wherein,T BLDC for compressor demand torque, T Reg Feedback torque for the driving motor;
s3: driving motor electric state, driving motor is in electric acceleration state, driving motor target torque sets up: t (T) Aim ＝TA CC ×k SOC Wherein k is SOC The nuclear power state coefficient of the battery ranges from 0 to 1; setting the rotating speed of a compressor motor inverter: f (F) cmd ＝F Adj ·k Te ·k SOC ；
Wherein:
the three states S1, S2 and S3 have a transition process, and S1 is converted into S3 to be started in an acceleration way; the S2 and the S3 can be mutually converted, the S2 is converted into the S3 to be an acceleration requirement, and the S3 is converted into the S2 to be a braking action; s2 transitions to S1 to stop standby.
That is, the standby state is shifted to the electric state to the acceleration start; the power generation state and the electric state can be mutually converted, the power generation state is converted into the electric state to be in acceleration demand, and the electric state is converted into the power generation state to be in braking action; the power generation state is shifted to the standby state to stop standby.
The off-peak control apparatus further includes an AC Motor (alternating current Motor) acting on the driving Motor inverter and a BLDC Motor (brushless direct current Motor) acting on the compressor Motor inverter;
further, the compressor motor inverter and the driving motor inverter are standard three-phase inverter modules, and share buses, so that energy can be directly exchanged, and the energy exchange efficiency is improved;
furthermore, the peak staggering control module adheres to the driving motor acceleration priority principle and the compressor priority principle during feedback braking, and can simultaneously consider the acceleration dynamic property and the comfort property of the whole vehicle.
Due to the application of the technical scheme, compared with the prior art, the invention has the following advantages:
the peak-staggering control device is used for controlling the driving motor and the air-conditioning compressor in a centralized manner, reasonably distributing energy, adopting the peak-staggering control technology, ensuring the power performance of the whole vehicle driving acceleration, taking into account the control of the air-conditioning compressor, improving the comfort of the whole vehicle and having high market value.
Drawings
FIG. 1 is a schematic diagram of the structure of the present invention;
FIG. 2 is a schematic diagram of the off-peak energy transfer of the present invention.
Detailed Description
The invention is further described below with reference to the accompanying drawings and examples:
example 1:
as shown in FIG. 1, a peak-staggering control module in a central control unit is connected with a sine wave control module and a vector control module at the same time, and the sine wave control module and the vector control module are connected with SVPWM (space vector pulse width modulation) which are SVPWM1 and SVPWM2 respectively; specifically, SVPWM1 is connected to a compressor motor inverter in the inverter unit, and SVPWM2 is connected to a drive motor inverter in the inverter unit.
In the peak shifting device, a BLDC Motor (brushless direct current Motor) is connected to a compressor Motor inverter, an AC Motor (alternating current Motor) is connected to a driving Motor inverter, the compressor Motor inverter and the driving Motor inverter are standard three-phase inversion modules, the two inverters share a bus, energy can be directly exchanged, and energy exchange efficiency is improved.
It should be noted that the core of the peak shifting device is the peak shifting working mechanism of the peak shifting control module, and the peak shifting control module maintains two priority principles: 1) Driving motor acceleration priority principle; 2) The priority principle of the compressor during the feedback braking can simultaneously consider the acceleration dynamic performance and the comfort of the whole vehicle.
The working principle of the invention is as follows:
the central control unit can collect target torque, gear information and temperature information of the vehicle, and the peak-staggering control module sets the rotational speed of the compressor motor inverter for the sine wave control module (F) cmd ) Thereby acting on the compressor motor inverter while the off-peak control module performs a target torque (T Aim ) And controlling to act as a drive motor inverter.
As shown in fig. 2, the peak-staggering energy transfer is specifically energy transfer in three states, specifically, three states are S1, S2 and S3, where S1 is a driving motor standby state, S2 is a driving motor braking feedback state, and S3 is a driving motor electric state.
The above-mentioned individual state parameters are set as follows:
s1: the driving motor standby state, that is, the driving motor is in a stop operation or standby state, and at this time, the driving motor target torque is set: t (T) Aim =0, compressor motor inverter rotational speed setting: f (F) cmd ＝F Adj ·k soc Wherein k is SOC The nuclear power state coefficient of the battery ranges from 0 to 1; f (F) Adj Giving the output speed of the temperature regulator;
s2: the driving motor brakes the feedback state; at this time, the driving motor target torque is set: t (T) Aim ＝T reg The driving motor is in a power generation state and provides energy for the compressor motor inverter;
wherein F is the operating frequency of the motor, F min F for energy feedback of initial operating frequency max For maximum energy start-up operating frequency, T Reg_set Setting feedback moment;
setting the rotating speed of a compressor motor inverter: f (F) cmd ＝F Adj ·k Te ·k SOC Wherein, the method comprises the steps of, wherein,T BLDC for compressor demand torque, T Reg Feedback torque for the driving motor;
s3: driving motor electric state, driving motor is in electric acceleration state, driving motor target torque sets up: t (T) Aim ＝T ACC ×k SOC Wherein k is SOC The nuclear power state coefficient of the battery ranges from 0 to 1; setting the rotating speed of a compressor motor inverter: f (F) cmd ＝F Adj ·k Te ·k SOC ；
Wherein:
notably, there is a transition process between the three states S1, S2 and S3, the transition of S1 to S3 being an acceleration start; the S2 and the S3 can be mutually converted, the S2 is converted into the S3 to be an acceleration requirement, and the S3 is converted into the S2 to be a braking action; s2 transitions to S1 to stop standby.
The foregoing embodiments are merely illustrative of the technical concept and features of the present invention, and are intended to enable those skilled in the art to understand the present invention and to implement the same, not to limit the scope of the present invention. All equivalent changes or modifications made according to the spirit of the present invention should be included in the scope of the present invention.
Claims (4)
1. The utility model provides a pure electric vehicles energy peak staggering controlling means which characterized in that: the system comprises a central control unit and an inversion unit, wherein the central control unit comprises a peak-shifting control module, a vector control module, a sine wave control module and two SVPWM (space vector pulse width modulation) modules, the peak-shifting control module is simultaneously connected with the vector control module and the sine wave control module, and the vector control module and the sine wave control module are respectively connected with the SVPWM and are respectively SVPWM2 and SVPWM1; the inverter unit comprises a compressor motor inverter and a driving motor inverter, wherein the compressor motor inverter is connected with the SVPWM1, and the driving motor inverter is connected with the SVPWM2;
the control mechanism of the energy peak-shifting control device of the pure electric vehicle comprises the following energy transfer states:
s1: the driving motor standby state, that is, the driving motor is in a stop operation or standby state, and at this time, the driving motor target torque is set: t (T) Aim =0, compressor motor inverter rotational speed setting: f (F) cmd ＝F Adj ·k soc Wherein k is SOC The nuclear power state coefficient of the battery ranges from 0 to 1; f (F) Adj Giving the output speed of the temperature regulator;
s2: the driving motor brakes the feedback state; at this time, the driving motor target torque is set: t (T) Aim ＝T reg The driving motor is in a power generation state and provides energy for the compressor motor inverter;
wherein F is the operating frequency of the motor, F min F for energy feedback of initial operating frequency max For maximum energy start-up operating frequency, T Reg_set Setting feedback moment;
setting the rotating speed of a compressor motor inverter: f (F) cmd ＝F Adj ·k Te ·k SOC Wherein, the method comprises the steps of, wherein, T BLDC for compressor demand torque, T Reg Feedback torque for the driving motor;
s3: driving motor electric state, driving motor is in electric acceleration state, driving motor target torque sets up: t (T) Aim ＝T ACC ×k SOC Wherein k is SOC The nuclear power state coefficient of the battery ranges from 0 to 1; setting the rotating speed of a compressor motor inverter: f (F) cmd ＝F Adj ·k Te ·k SOC ；
Wherein:
the three states S1, S2 and S3 have a transition process, and S1 is converted into S3 to be started in an acceleration way; the S2 and the S3 can be mutually converted, the S2 is converted into the S3 to be an acceleration requirement, and the S3 is converted into the S2 to be a braking action; s2 transitions to S1 to stop standby.
2. The energy peak-staggering control device of the pure electric vehicle according to claim 1, wherein: also included are an AC Motor acting on the drive Motor inverter and a BLDC Motor acting on the compressor Motor inverter.
3. The energy peak-staggering control device of the pure electric vehicle according to claim 1, wherein: the compressor motor inverter and the driving motor inverter are standard three-phase inversion modules, and share buses.
4. The energy peak-staggering control device of the pure electric vehicle according to claim 1, wherein: the peak-shifting control module adheres to the driving motor acceleration priority principle and the compressor priority principle during feedback braking.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201710374903.XA CN107234983B (en) | 2017-05-24 | 2017-05-24 | Energy peak-shifting control device for pure electric vehicle |
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| Application Number | Priority Date | Filing Date | Title |
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| CN201710374903.XA CN107234983B (en) | 2017-05-24 | 2017-05-24 | Energy peak-shifting control device for pure electric vehicle |
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| CN107234983A CN107234983A (en) | 2017-10-10 |
| CN107234983B true CN107234983B (en) | 2023-08-25 |
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Citations (7)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN101127500A (en) * | 2006-08-17 | 2008-02-20 | 上海日立电器有限公司 | DC frequency conversion controller and its method for controlling speed of permanent magnetic synchronous electromotor rotor |
| JP2011088621A (en) * | 2009-09-24 | 2011-05-06 | Denso Corp | Air-conditioning control device for vehicle |
| JP2013189196A (en) * | 2013-04-25 | 2013-09-26 | Mitsubishi Motors Corp | Control device of electrically-driven vehicle |
| CN105459841A (en) * | 2014-09-04 | 2016-04-06 | 李均 | Energy complementary type pure electric vehicle |
| CN106166963A (en) * | 2016-08-05 | 2016-11-30 | 苏州爱科博瑞电源技术有限责任公司 | The motor driver of electric automobile extends the control method of course continuation mileage |
| CN106208873A (en) * | 2016-08-05 | 2016-12-07 | 苏州爱科博瑞电源技术有限责任公司 | Electric automobile Asynchronous Motor Double vector controlled drive system |
| CN206703991U (en) * | 2017-05-24 | 2017-12-05 | 苏州格若斯电气有限公司 | A kind of pure electric automobile energy is avoided the peak hour control device |
-
2017
- 2017-05-24 CN CN201710374903.XA patent/CN107234983B/en active Active
Patent Citations (7)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN101127500A (en) * | 2006-08-17 | 2008-02-20 | 上海日立电器有限公司 | DC frequency conversion controller and its method for controlling speed of permanent magnetic synchronous electromotor rotor |
| JP2011088621A (en) * | 2009-09-24 | 2011-05-06 | Denso Corp | Air-conditioning control device for vehicle |
| JP2013189196A (en) * | 2013-04-25 | 2013-09-26 | Mitsubishi Motors Corp | Control device of electrically-driven vehicle |
| CN105459841A (en) * | 2014-09-04 | 2016-04-06 | 李均 | Energy complementary type pure electric vehicle |
| CN106166963A (en) * | 2016-08-05 | 2016-11-30 | 苏州爱科博瑞电源技术有限责任公司 | The motor driver of electric automobile extends the control method of course continuation mileage |
| CN106208873A (en) * | 2016-08-05 | 2016-12-07 | 苏州爱科博瑞电源技术有限责任公司 | Electric automobile Asynchronous Motor Double vector controlled drive system |
| CN206703991U (en) * | 2017-05-24 | 2017-12-05 | 苏州格若斯电气有限公司 | A kind of pure electric automobile energy is avoided the peak hour control device |
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| CN107234983A (en) | 2017-10-10 |
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