CN109649187B - Driving power control method and device of electric automobile and electric automobile with driving power control device - Google Patents
Driving power control method and device of electric automobile and electric automobile with driving power control device Download PDFInfo
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- CN109649187B CN109649187B CN201910008181.5A CN201910008181A CN109649187B CN 109649187 B CN109649187 B CN 109649187B CN 201910008181 A CN201910008181 A CN 201910008181A CN 109649187 B CN109649187 B CN 109649187B
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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
- 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
- B60L2240/10—Vehicle control parameters
- B60L2240/12—Speed
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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
- 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
- B60L2240/423—Torque
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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
- 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
- B60L2240/425—Temperature
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- 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
Abstract
The invention discloses a driving power control method and device of an electric automobile and the electric automobile with the same, wherein the method comprises the following steps: detecting the current temperature of the motor body; if the current motor body temperature is greater than the cooling temperature value and less than the protection temperature value, and the current vehicle speed of the vehicle is greater than a first preset vehicle speed, controlling the driving power output according to a peak torque limiting coefficient; and if the current motor body temperature is greater than the protection temperature value, controlling the driving power output according to a required torque limit value. The method can meet various driving requirements of a driver under the condition that the vehicle motor system does not have obvious over-temperature, and can effectively prevent the over-temperature condition of the motor body when the vehicle running condition exceeds the thermal management cooling capacity, so that the control accuracy can be effectively improved, the reliability of the vehicle is improved, and the method is simple and easy to implement.
Description
Technical Field
The invention relates to the technical field of vehicles, in particular to a driving power control method and device of an electric automobile and the electric automobile with the driving power control device.
Background
Most of cooling schemes of mainstream electric automobiles in the market for the parts are based on the design basis of pipelines, water pumps and fans according to the maximum speed of 30 minutes under specific initial conditions. However, with the increase of mileage and the change of environmental conditions, the heat dissipation capability of the cooling system designed according to the method may not meet the heat dissipation requirement of the driving system under specific conditions (for example, after 30min of maximum vehicle speed, continuous high-speed climbing, and rise of environmental temperature), especially the temperature of the motor body.
In the related art, the interaction between a VCU (Vehicle Control Unit) and an MCU (micro controller Unit) of a commercial electric Vehicle is mostly in a torque form, and a peak torque that can be output by a motor system is calculated according to a current rotation speed-peak power when the motor system is not over-temperature. When the thermal management system works at full load, most vehicles adopt the forms of motor system temperature monitoring and fault processing, and the motor system is prevented from being damaged due to over-temperature. However, the limited power is mostly limited in proportion from the peak torque corresponding to the peak power, the driving power corresponding to the temperature rise at the moment is neglected, and finally the temperature rise condition of the motor system can be improved only under the condition that the peak power is reduced to be very low. Therefore, as shown in fig. 1, the vehicle running phenomenon may have the following problems:
(1) when the motor of the vehicle runs for a certain time at the continuous peak power, the driving power is required to be quickly reduced along with the accumulation of the temperature approaching an over-temperature point so as to ensure that the over-temperature is not controlled, the vehicle speed can obviously fluctuate, and the vehicle can not run if the over-regulation occurs;
(2) the acceleration process of the vehicle after deceleration is very slow due to the fact that the power is limited near the over-temperature point;
(3) the hysteresis control of the over-temperature point causes the driving power of the vehicle to fluctuate obviously, and unexpected acceleration is easy to increase.
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, an object of the present invention is to provide a driving power control method for an electric vehicle, which can effectively improve the accuracy of control, improve the reliability of the vehicle, and is simple and easy to implement.
Another object of the present invention is to provide a driving power control apparatus for an electric vehicle.
It is a further object of the present invention to provide an electric vehicle.
In order to achieve the above object, an embodiment of the invention provides a driving power control method for an electric vehicle, including the following steps: detecting the current temperature of the motor body; if the current motor body temperature is greater than the cooling temperature value and less than the protection temperature value, and the current vehicle speed of the vehicle is greater than a first preset vehicle speed, controlling the driving power output according to a peak torque limiting coefficient; and if the current motor body temperature is greater than the protection temperature value, controlling the driving power output according to a required torque limit value.
According to the driving power control method of the electric automobile, disclosed by the embodiment of the invention, the motor system of the automobile meets various driving requirements of a driver under the condition that obvious over-temperature does not occur, and the over-temperature condition of the motor body can be effectively prevented when the running condition of the automobile exceeds the thermal management cooling capacity, so that the control accuracy can be effectively improved, the reliability of the automobile is improved, and the method is simple and easy to implement.
In addition, the driving power control method of the electric vehicle according to the above embodiment of the present invention may further have the following additional technical features:
further, in an embodiment of the present invention, the method further includes: if the current motor body temperature is lower than the cooling temperature value, controlling the driving power output according to the target required power; if the current motor body temperature is greater than the cooling temperature value and less than the protection temperature value, and the current vehicle speed is less than a second preset vehicle speed, controlling the driving power output according to the target required power, wherein the second preset vehicle speed is less than the first preset vehicle speed; and if the current temperature of the motor body is greater than the cooling temperature value and less than the protection temperature value, and the current vehicle blockage is greater than the second preset vehicle blockage and less than the first preset vehicle speed, controlling the driving power to output according to a hysteresis control curve.
Further, in an embodiment of the present invention, the method further includes: detecting a current gradient of the vehicle; and correcting the first preset vehicle speed and the second preset vehicle speed according to the current gradient.
Further, in an embodiment of the present invention, the peak torque limit coefficient is obtained by looking up a table according to the cooling temperature value and the protection temperature value, and the required torque limit value is obtained by looking up a table according to the protection temperature value and the over-temperature protection value.
Further, in an embodiment of the present invention, the protection temperature value is obtained by subtracting a preset temperature value from the over-temperature protection value.
In order to achieve the above object, according to another embodiment of the present invention, a driving power control apparatus for an electric vehicle includes: the detection module is used for detecting the current temperature of the motor body; the first control module is used for controlling the driving power output according to the peak torque limiting coefficient when the current motor body temperature is greater than the cooling temperature value and less than the protection temperature value and the current vehicle speed of the vehicle is greater than a first preset vehicle speed; and the second control module is used for controlling the output of the driving power according to the limited value of the required torque when the current temperature of the motor body is greater than the protection temperature value.
The driving power control device of the electric automobile provided by the embodiment of the invention can meet various driving requirements of a driver under the condition that the vehicle motor system does not have obvious over-temperature, and can effectively prevent the over-temperature condition of the motor body when the vehicle running condition exceeds the thermal management cooling capacity, so that the control accuracy can be effectively improved, the reliability of the vehicle is improved, and the driving power control device is simple and easy to implement.
In addition, the driving power control device of the electric vehicle according to the above embodiment of the present invention may further have the following additional technical features:
further, in an embodiment of the present invention, the method further includes: the third control module is used for controlling the output of the driving power according to target required power when the current temperature of the motor body is lower than the cooling temperature value; the fourth control module is used for controlling the driving power output according to the target required power when the current motor body temperature is greater than the cooling temperature value and less than the protection temperature value and the current vehicle speed is less than a second preset vehicle speed, wherein the second preset vehicle speed is less than the first preset vehicle speed; and the fifth control module is used for controlling the driving power output according to a hysteresis control curve when the current temperature of the motor body is greater than the cooling temperature value and less than the protection temperature value and the current vehicle plug is greater than the second preset vehicle plug and less than the first preset vehicle speed.
Further, in an embodiment of the present invention, the method further includes: and the correction module is used for detecting the current gradient of the vehicle and correcting the first preset vehicle speed and the second preset vehicle speed according to the current gradient.
Further, in an embodiment of the present invention, the peak torque limit coefficient is obtained by looking up a table according to the cooling temperature value and the protection temperature value, and the required torque limit value is obtained by looking up a table according to the protection temperature value and an over-temperature protection value, wherein the protection temperature value is obtained by subtracting a preset temperature value from the over-temperature protection value.
The embodiment of the invention also provides an electric vehicle which comprises the driving power control device of the electric vehicle of the embodiment. According to the electric automobile provided by the embodiment of the invention, the motor system of the automobile can meet various driving requirements of a driver under the condition that the overtemperature condition does not appear, and the overtemperature condition of the motor body can be effectively prevented when the running condition of the automobile exceeds the thermal management cooling capacity, so that the control accuracy can be effectively improved, the reliability of the automobile is improved, and the method is simple and easy to implement.
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 schematic view of a vehicle running phenomenon according to the related art;
fig. 2 is a flowchart of a driving power control method of an electric vehicle according to an embodiment of the present invention;
fig. 3 is a flowchart of a driving power control method of an electric vehicle according to an embodiment of the present invention;
FIG. 4 is a table of peak torque limiting coefficients according to one embodiment of the present invention;
FIG. 5 is a schematic illustration of a requested torque limit according to one embodiment of the present invention;
fig. 6 is a schematic structural diagram of a driving power control apparatus of an electric vehicle according to an embodiment of the present 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 driving power control method and apparatus of an electric vehicle and an electric vehicle having the same according to an embodiment of the present invention will be described below with reference to the accompanying drawings, and first, a driving power control method of an electric vehicle according to an embodiment of the present invention will be described with reference to the accompanying drawings.
Fig. 2 is a flowchart of a driving power control method of an electric vehicle according to an embodiment of the present invention.
As shown in fig. 2, the driving power control method of the electric vehicle includes the steps of:
in step S201, the current motor body temperature is detected.
It can be understood that, first, the embodiment of the present invention detects the current motor body temperature, so that the next action can be performed according to the current motor body temperature.
In step S202, if the current motor body temperature is greater than the cooling temperature value and less than the protection temperature value, and the current vehicle speed of the vehicle is greater than a first preset vehicle speed, the driving power output is controlled according to the peak torque limit coefficient.
It can be understood that, as shown in fig. 3, after the temperature of the motor body reaches the set cooling temperature value Tclst, when the vehicle speed is high (the vehicle speed is greater than or equal to V2, where the first preset vehicle speed V2 may be 80km/h, and of course, a person skilled in the art may set a specific value of the first preset vehicle speed according to practical situations, which is not specifically limited herein), the peak torque limit coefficient is obtained according to Tclst-Tmotover-10 ℃ lookup table, where Tclst corresponding limit coefficient may be 1, Tmotover corresponding limit coefficient may be PVmax/pmotomax-rap, and linear interpolation is performed in the middle. According to the embodiment of the invention, the vehicle acceleration at the high-speed section can be limited when the temperature of the motor is higher, and the heat productivity of the motor system is reduced.
It should be noted that, for a specific motor system, the over-temperature protection point itself is certain, and the protection temperature value may be assumed to be Tmotover in the embodiment of the present invention, and may be set according to different selected motors in practical applications. The method for setting the cooling temperature value comprises the following steps: the starting point of the full-load operation of the thermal management cooling system is selected according to the designed worst working condition, and for the motor body, the designed worst working condition is usually the highest speed of 30min, so that the cooling temperature value is assumed to be Tclst in the embodiment of the invention, the cooling temperature value can be calculated according to the rotating speed and the consumed power of the motor system corresponding to the highest speed of 30min, and certainly, a person skilled in the art can set the cooling temperature value in other ways, which is not specifically limited herein.
Further, in an embodiment of the present invention, the method of an embodiment of the present invention further includes: if the current temperature of the motor body is lower than the cooling temperature value, controlling the output of the driving power according to the target required power; if the current temperature of the motor body is greater than the cooling temperature value and less than the protection temperature value, and the current speed is less than a second preset speed, controlling the driving power output according to the target required power, wherein the second preset speed is less than the first preset speed; and if the current temperature of the motor body is greater than the cooling temperature value and less than the protection temperature value, and the current vehicle blockage is greater than a second preset vehicle blockage and less than a first preset vehicle speed, controlling the output of the driving power according to the hysteresis control curve.
It can be understood that before the temperature of the motor body does not reach the set cooling temperature value Tclst, the whole vehicle control system responds to the driving requirement of a driver according to the maximum capacity of the motor system.
And after the temperature of the motor body reaches the set Tclst, identifying the driving operation of a driver. When the vehicle speed is low (the vehicle speed is less than or equal to V1, wherein the second preset vehicle speed V1 may be 60km/h, and of course, a person skilled in the art may set a specific value of the second preset vehicle speed according to actual conditions, which is not specifically limited herein), if it is recognized that the driver has an obvious acceleration demand (according to the acceleration pedal opening increasing rate) or the accelerator pedal opening reaches Pel1 (60%), the driver's driving demand is responded according to the maximum capability of the motor system itself.
The vehicle speed is between 60 and 80km/h, and the state can be switched in the two control modes through a hysteresis control curve.
Further, in an embodiment of the present invention, the method of an embodiment of the present invention further includes: detecting a current gradient of the vehicle; and correcting the first preset vehicle speed and the second preset vehicle speed according to the current gradient.
For a road surface with a slope, the sizes of V1 and V2 can be adjusted according to the size of the slope. When the vehicle speed is adjusted, the increase of the vehicle running resistance caused by the gradient is consistent with the decrease of the wind resistance caused by the reduction of the vehicle speed. When the grade exceeds the maximum climbing grade of the vehicle, the control strategy is not limited.
Further, in one embodiment of the present invention, the peak torque limiting coefficient is obtained by looking up a table of cooling temperature values and protection temperature values.
Specifically, as shown in fig. 4, after the motor temperature reaches the full load operation of the thermal management cooling system, the peak torque output by the motor is limited proportionally as the temperature of the motor body increases. The limit values and the temperature points need to be calibrated according to the actual vehicle state. Tmotover corresponds to a limiting factor of PVmax/PMotmax-rap. PVmax is the motor driving power required for maintaining the vehicle to run at the highest speed on a flat road; PMotmax-rap is the peak power which can be actually output by the motor at the maximum speed corresponding to the motor speed.
In step S203, if the current motor body temperature is greater than the protection temperature value, the driving power output is controlled according to the required torque limit value.
In an embodiment of the present invention, the protection temperature value is obtained by subtracting a preset temperature value from the over-temperature protection value.
It is understood that the motor temperature is still close to the over-temperature protection value Tmotover when limited by the above measures, and the driving demand torque is limited at the protection temperature value Tmotover-10 ℃. The limit value is Tmotover-10 deg.C-Tmotover corresponding to PMotmax-rap-0.6 PMotmax-rap.
Further, in one embodiment of the invention, the torque limit value is obtained by looking up a table of the protection temperature value and the over-temperature protection value
Specifically, as shown in fig. 5, when the temperature of the motor body exceeds Tmotover-10 ℃, after the torque limit driving judgment condition is met, the actual driving torque is limited according to the form of fig. 5, so that the over-temperature of the motor system is avoided in the process.
It should be noted that all the above related limiting coefficients, vehicle speed, and temperature points can be calibrated on the gantry drum. The method comprises the steps of calibrating parameters according to conventional operation (usually according to the mode of running out of battery electric quantity when an accelerator pedal is stepped on to the bottom) which can be carried out by a driver by simulating the corresponding running resistance of a flat road and a slope road, wherein the calibration target is that the motor system is not over-temperature in a complete driving cycle (the electric quantity is from 100% to 0%).
According to the driving power control method of the electric automobile provided by the embodiment of the invention, the vehicle motor system can meet the acceleration requirement in a low-speed section under the condition of no obvious over-temperature, can balance various driving requirements of a driver in one driving cycle of another vehicle, and can effectively prevent the over-temperature condition of the motor body when the running condition of the vehicle exceeds the thermal management cooling capacity, so that the control accuracy can be effectively improved, the reliability of the vehicle is improved, and the method is simple and easy to implement.
Next, a driving power control apparatus of an electric vehicle according to an embodiment of the present invention will be described with reference to the drawings.
Fig. 6 is a schematic configuration diagram of a drive power control device of an electric vehicle according to an embodiment of the present invention.
As shown in fig. 6, the drive power control device 10 for an electric vehicle includes: a detection module 100, a first control module 200, and a second control module 300.
The detection module 100 is configured to detect a current temperature of the motor body. The first control module 200 is configured to control the driving power output according to the peak torque limiting coefficient when the current motor body temperature is greater than the cooling temperature value and less than the protection temperature value, and the current vehicle speed of the vehicle is greater than a first preset vehicle speed. The second control module 300 is configured to control the driving power output according to the required torque limit value when the current motor body temperature is greater than the protection temperature value. The device 10 of the embodiment of the invention ensures that the motor system of the vehicle meets various driving requirements of a driver under the condition of no obvious over-temperature, and can effectively prevent the over-temperature condition of the motor body when the running condition of the vehicle exceeds the thermal management cooling capacity, thereby effectively improving the accuracy of control, improving the reliability of the vehicle and being simple and easy to realize.
Further, in an embodiment of the present invention, the method further includes: the third control module is used for controlling the output of the driving power according to the target required power when the current temperature of the motor body is less than the cooling temperature value; the fourth control module is used for controlling the driving power output according to the target required power when the current temperature of the motor body is greater than the cooling temperature value and less than the protection temperature value and the current vehicle speed is less than a second preset vehicle speed, wherein the second preset vehicle speed is less than the first preset vehicle speed; and the fifth control module is used for controlling the output of the driving power according to the hysteresis control curve when the current temperature of the motor body is greater than the cooling temperature value and less than the protection temperature value and the current vehicle blockage is greater than the second preset vehicle blockage and less than the first preset vehicle speed.
Further, in an embodiment of the present invention, the method further includes: and the correction module is used for detecting the current gradient of the vehicle and correcting the first preset vehicle speed and the second preset vehicle speed according to the current gradient.
Further, in an embodiment of the present invention, the peak torque limit coefficient is obtained by looking up a table according to the cooling temperature value and the protection temperature value, and the required torque limit value is obtained by looking up a table according to the protection temperature value and the over-temperature protection value, wherein the protection temperature value is obtained by subtracting the preset temperature value from the over-temperature protection value.
It should be noted that the foregoing explanation of the embodiment of the driving power control method for an electric vehicle is also applicable to the driving power control device for an electric vehicle in this embodiment, and will not be repeated herein.
According to the driving power control device of the electric automobile provided by the embodiment of the invention, the motor system of the automobile can meet the acceleration requirement at a low speed section under the condition of no obvious over-temperature, can meet various driving requirements of a balanced driver in one driving cycle of the automobile, and can effectively prevent the over-temperature condition of the motor body when the running condition of the automobile exceeds the thermal management cooling capacity, so that the control accuracy can be effectively improved, the reliability of the automobile is improved, and the driving power control device is simple and easy to implement.
In addition, the embodiment of the invention also provides an electric automobile which comprises the driving power control device of the electric automobile. According to the electric automobile provided by the embodiment of the invention, the vehicle motor system can meet the acceleration requirement in a low-speed section under the condition that obvious over-temperature does not occur, can meet various driving requirements for balancing a driver in one driving cycle of the vehicle, and can effectively prevent the over-temperature condition of the motor body when the running condition of the vehicle exceeds the thermal management cooling capacity, so that the control accuracy can be effectively improved, the reliability of the vehicle is improved, and the electric automobile is simple and easy to realize.
In the description of the present invention, it is to be understood that the terms "central," "longitudinal," "lateral," "length," "width," "thickness," "upper," "lower," "front," "rear," "left," "right," "vertical," "horizontal," "top," "bottom," "inner," "outer," "clockwise," "counterclockwise," "axial," "radial," "circumferential," and the like are used in the orientations and positional relationships indicated in the drawings for convenience in describing the invention and to simplify the description, and are not intended to indicate or imply that the referenced devices or elements must have a particular orientation, be constructed and operated in a particular orientation, and are therefore not to be considered limiting of the invention.
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 the present invention, unless otherwise expressly stated or limited, the terms "mounted," "connected," "secured," and the like are to be construed broadly and can, for example, be fixedly connected, detachably connected, or integrally formed; can be mechanically or electrically connected; they may be directly connected or indirectly connected through intervening media, or they may be connected internally or in any other suitable relationship, unless expressly stated otherwise. The specific meanings of the above terms in the present invention can be understood by those skilled in the art according to specific situations.
In the present invention, unless otherwise expressly stated or limited, the first feature "on" or "under" the second feature may be directly contacting the first and second features or indirectly contacting the first and second features through an intermediate. Also, a first feature "on," "over," and "above" a second feature may be directly or diagonally above the second feature, or may simply indicate that the first feature is at a higher level than the second feature. A first feature being "under," "below," and "beneath" a second feature may be directly under or obliquely under the first feature, or may simply mean that the first feature is at a lesser elevation than the second feature.
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.
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.
Claims (8)
1. A driving power control method of an electric vehicle is characterized by comprising the following steps:
detecting the current temperature of the motor body;
if the current motor body temperature is greater than the cooling temperature value and less than the protection temperature value, and the current vehicle speed of the vehicle is greater than a first preset vehicle speed, controlling the driving power output according to a peak torque limiting coefficient; and
if the current motor body temperature is greater than the protection temperature value, controlling the driving power output according to a required torque limit value;
if the current motor body temperature is lower than the cooling temperature value, controlling the driving power output according to the target required power;
if the current motor body temperature is greater than the cooling temperature value and less than the protection temperature value, and the current vehicle speed is less than a second preset vehicle speed, controlling the driving power output according to the target required power, wherein the second preset vehicle speed is less than the first preset vehicle speed;
and if the current motor body temperature is greater than the cooling temperature value and less than the protection temperature value, and the current vehicle speed is greater than the second preset vehicle speed and less than the first preset vehicle speed, controlling the driving power output according to a hysteresis control curve.
2. The driving power control method of an electric vehicle according to claim 1, further comprising:
detecting a current gradient of the vehicle;
and correcting the first preset vehicle speed and the second preset vehicle speed according to the current gradient.
3. The driving power control method of an electric vehicle according to any one of claims 1 to 2, wherein the peak torque limit coefficient is obtained by looking up a table of the cooling temperature value and the protection temperature value, and the required torque limit value is obtained by looking up a table of the protection temperature value and the over-temperature protection value.
4. The driving power control method of an electric vehicle according to claim 3, wherein the protection temperature value is obtained by subtracting a preset temperature value from the over-temperature protection value.
5. A drive power control device for an electric vehicle, comprising:
the detection module is used for detecting the current temperature of the motor body;
the first control module is used for controlling the driving power output according to the peak torque limiting coefficient when the current motor body temperature is greater than the cooling temperature value and less than the protection temperature value and the current vehicle speed of the vehicle is greater than a first preset vehicle speed; and
the second control module is used for controlling the output of the driving power according to a required torque limit value when the current motor body temperature is greater than the protection temperature value;
the third control module is used for controlling the output of the driving power according to target required power when the current temperature of the motor body is lower than the cooling temperature value;
the fourth control module is used for controlling the driving power output according to the target required power when the current motor body temperature is greater than the cooling temperature value and less than the protection temperature value and the current vehicle speed is less than a second preset vehicle speed, wherein the second preset vehicle speed is less than the first preset vehicle speed;
and the fifth control module is used for controlling the driving power output according to a hysteresis control curve when the current motor body temperature is greater than the cooling temperature value and less than the protection temperature value and the current vehicle speed is greater than the second preset vehicle speed and less than the first preset vehicle speed.
6. The drive power control device of an electric vehicle according to claim 5, characterized by further comprising:
and the correction module is used for detecting the current gradient of the vehicle and correcting the first preset vehicle speed and the second preset vehicle speed according to the current gradient.
7. The driving power control device of the electric vehicle according to any one of claims 5 to 6, wherein the peak torque limit coefficient is obtained by looking up a table of the cooling temperature value and the protection temperature value, and the required torque limit value is obtained by looking up a table of the protection temperature value and an over-temperature protection value, wherein the protection temperature value is obtained by subtracting a preset temperature value from the over-temperature protection value.
8. An electric vehicle, comprising: the driving power control apparatus of an electric vehicle according to any one of claims 5 to 7.
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| CN110829952B (en) * | 2019-10-18 | 2021-04-27 | 中国第一汽车股份有限公司 | Over-temperature protection method and device for IGBT of permanent magnet synchronous motor |
| CN112758076B (en) * | 2019-10-21 | 2022-05-24 | 北汽福田汽车股份有限公司 | Vehicle and power control method and device thereof |
| CN113895230A (en) * | 2020-07-06 | 2022-01-07 | 北京新能源汽车股份有限公司 | Vehicle control method and device |
| CN114684143B (en) * | 2020-12-28 | 2023-10-20 | 观致汽车有限公司 | Electric vehicle and power-limited control method and system thereof |
| CN112856774B (en) * | 2021-02-01 | 2022-10-28 | 青岛海尔空调器有限总公司 | Method and device for controlling air conditioner guide plate and air conditioner |
| CN116674396B (en) * | 2023-07-28 | 2023-11-03 | 江西五十铃汽车有限公司 | New energy automobile electric drive system control method and system |
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