CN109955845B - Hybrid electric vehicle and control method and device of motor of hybrid electric vehicle - Google Patents
Hybrid electric vehicle and control method and device of motor of hybrid electric vehicle Download PDFInfo
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- CN109955845B CN109955845B CN201711406860.5A CN201711406860A CN109955845B CN 109955845 B CN109955845 B CN 109955845B CN 201711406860 A CN201711406860 A CN 201711406860A CN 109955845 B CN109955845 B CN 109955845B
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W10/00—Conjoint control of vehicle sub-units of different type or different function
- B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
- B60W10/08—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of electric propulsion units, e.g. motors or generators
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W20/00—Control systems specially adapted for hybrid vehicles
- B60W20/10—Controlling the power contribution of each of the prime movers to meet required power demand
- B60W20/13—Controlling the power contribution of each of the prime movers to meet required power demand in order to stay within battery power input or output limits; in order to prevent overcharging or battery depletion
Abstract
The invention discloses a hybrid electric vehicle and a control method and a control device of a motor thereof, wherein the motor is in power connection with an engine to generate electricity under the driving of the engine, the three-phase end of the motor is connected with the three-phase alternating current end of an inverter, and the direct current end of the inverter is connected with a power battery, wherein the method comprises the following steps: after the whole hybrid electric vehicle is powered on, receiving information of the whole hybrid electric vehicle in real time, and judging whether a power generation demand exists according to the information of the whole hybrid electric vehicle; if the power generation requirement exists, the motor is controlled to generate power under the driving of the engine; and if the power generation requirement does not exist, judging whether the motor fails or not, and carrying out flux weakening control on the motor when the motor does not fail. According to the method provided by the invention, the uncontrollable rectification of the inverter can be effectively prevented in time under the condition that the normal use of other devices is not influenced, and the power battery is protected from being damaged.
Description
Technical Field
The invention relates to the technical field of automobiles, in particular to a control method of a motor in a hybrid electric vehicle, a non-transitory computer readable storage medium, a control device of the motor in the hybrid electric vehicle and the hybrid electric vehicle.
Background
Inverter among the hybrid vehicle of correlation technique is connected with the battery, and the three-phase AC end of inverter links to each other with PMSM, and PMSM can generate electricity under the drive of generator, charges for the battery, however, when PMSM's rotational speed reached a definite value, the counter electromotive force of motor was higher than the voltage of battery, and the three-phase of motor can produce the voltage difference, appears uncontrollable electric current, may lead to the battery to be burnt this moment.
At present, when uncontrollable current occurs, the permanent magnet synchronous motor can be controlled by the whole vehicle, namely, a driver can step on a brake to reduce the rotating speed of the permanent magnet synchronous motor so as to reduce the damage to a battery, but the driver generally cannot acquire the information of the uncontrollable rectification in time, so the driver cannot control the rotating speed of the permanent magnet synchronous motor in time; the permanent magnet synchronous motor can be controlled by the engine, and at the moment, the engine has insufficient power.
Disclosure of Invention
The present invention is directed to solving, at least to some extent, one of the technical problems in the art described above. Therefore, an object of the present invention is to provide a method for controlling a motor in a hybrid vehicle, which can effectively prevent an inverter from performing uncontrollable rectification in time without affecting normal use of other devices, and protect a power battery from being damaged.
A second object of the invention is to propose a non-transitory computer-readable storage medium.
A third object of the present invention is to provide a control apparatus for a motor in a hybrid vehicle.
A fourth object of the present invention is to provide a hybrid vehicle.
In order to achieve the above object, a first embodiment of the present invention provides a control method for a motor in a hybrid vehicle, the motor being in power connection with an engine to generate power under the driving of the engine, a three-phase terminal of the motor being connected to a three-phase ac terminal of an inverter, a dc terminal of the inverter being connected to a power battery, the control method comprising the steps of: after the whole hybrid electric vehicle is powered on, receiving information of the whole vehicle in real time, and judging whether a power generation demand exists according to the information of the whole vehicle; if the power generation requirement exists, the motor is controlled to generate power under the driving of the engine; and if the power generation requirement does not exist, judging whether the motor fails, and carrying out flux weakening control on the motor when the motor does not fail.
According to the control method of the motor in the hybrid electric vehicle, the motor is in power connection with the engine, the motor is connected with the inverter, the inverter is connected with the power battery, after the whole hybrid electric vehicle is powered on, the whole vehicle information is received in real time, whether power generation needs exist or not is judged according to the whole vehicle information, if the power generation needs exist, the motor is controlled to perform power generation work under the driving of the engine, if the power generation needs do not exist, whether the motor breaks down or not is judged, and the motor is subjected to weak magnetic control when the motor does not break down. Therefore, through carrying out field weakening control on the motor, the back electromotive force of the motor can be effectively controlled, so that the back electromotive force of the motor is smaller than the direct-current end voltage of the inverter, the inverter can be effectively prevented from uncontrollable rectification in time under the condition of not influencing the normal use of other devices, and the power battery is protected from being damaged.
To achieve the above object, a second embodiment of the present invention provides a non-transitory computer-readable storage medium having a computer program stored thereon, where the program, when executed by a processor, implements the method for controlling a motor in a hybrid vehicle according to the first embodiment of the present invention.
According to the non-transitory computer readable storage medium of the embodiment of the invention, through executing the stored computer program, through carrying out field weakening control on the motor, the back electromotive force of the motor can be effectively controlled, so that the back electromotive force of the motor is smaller than the direct-current end voltage of the inverter, and the inverter can be effectively prevented from uncontrollable rectification in time under the condition of not influencing the normal use of other devices, thereby protecting the power battery from being damaged.
In order to achieve the above object, a third aspect of the present invention provides a control device for a motor in a hybrid vehicle, the motor being in power connection with an engine to generate power under the driving of the engine, a three-phase end of the motor being connected to a three-phase ac end of an inverter through a three-phase controllable switch, a dc end of the inverter being connected to a power battery, the control device comprising: the first receiving module is used for receiving the whole vehicle information in real time after the whole hybrid electric vehicle is powered on; the first judgment module is used for judging whether a power generation demand exists according to the whole vehicle information; the second judgment module is used for judging whether the motor fails or not when the first judgment module judges that the power generation demand does not exist; and the control module is used for controlling the motor to perform power generation under the driving of the engine when the first judgment module judges that the power generation demand exists, and performing flux weakening control on the motor when the second judgment module judges that the motor does not have a fault.
According to the control device of the motor in the hybrid electric vehicle, the motor is in power connection with the engine, the motor is connected with the inverter through the three-phase controllable switch, the inverter is connected with the power battery, the whole vehicle information is received in real time after the whole vehicle of the hybrid electric vehicle is powered on through the first receiving module, whether power generation needs exist or not is judged through the first judging module according to the whole vehicle information, whether the motor breaks down or not is judged through the second judging module when the first judging module judges that no power generation needs exist, the motor is controlled to carry out power generation work under the driving of the engine through the control module when the first judging module judges that the power generation needs exist, and the motor is subjected to weak magnetic control when the second judging module judges that the motor does not break down. Therefore, through carrying out field weakening control on the motor, the back electromotive force of the motor can be effectively controlled, so that the back electromotive force of the motor is smaller than the direct-current end voltage of the inverter, the inverter can be effectively prevented from uncontrollable rectification in time under the condition of not influencing the normal use of other devices, and the power battery is protected from being damaged.
In order to achieve the above object, a fourth aspect of the present invention provides a hybrid vehicle.
The hybrid electric vehicle according to the embodiment of the present invention includes the control device for the motor in the hybrid electric vehicle according to the above embodiment of the present invention, and specific implementation manners thereof may refer to the above embodiment, and are not described herein again to avoid redundancy.
According to the hybrid electric vehicle disclosed by the embodiment of the invention, through carrying out field weakening control on the motor, the back electromotive force of the motor can be effectively controlled, so that the back electromotive force of the motor is smaller than the direct-current end voltage of the inverter, the inverter can be effectively prevented from uncontrollable rectification in time under the condition of not influencing the normal use of other devices, and a power battery is protected from being damaged.
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
FIG. 1 is a diagram of the connection of a power battery, a motor and an inverter according to one embodiment of the present invention;
fig. 2 is a flowchart of a control method of a motor in a hybrid vehicle according to an embodiment of the present invention;
FIG. 3 is a diagram of the connection relationship between the three-phase controllable switches and the motor and inverter according to an embodiment of the present invention;
fig. 4 is a flowchart of a control method of a motor in a hybrid vehicle according to an embodiment of the present invention;
fig. 5 is a block diagram schematically illustrating a control apparatus for a motor in a hybrid vehicle according to an embodiment of the present invention;
fig. 6 is a block diagram schematically illustrating a control apparatus of a motor in a hybrid vehicle according to an embodiment of the present invention;
fig. 7 is a block diagram schematically illustrating a control apparatus of a motor in a hybrid vehicle according to another embodiment of the present invention;
fig. 8 is a block diagram schematically illustrating a control apparatus of a motor in a hybrid vehicle according to still another 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 hybrid vehicle and a method and an apparatus for controlling a motor thereof according to an embodiment of the present invention will be described with reference to the accompanying drawings.
In one embodiment of the present invention, as shown in fig. 1, a motor 3 is in power connection with an engine 4 to generate electricity under the driving of the engine 4, a three-phase end of the motor 3 is connected with a three-phase alternating current end of an inverter 2, and a direct current end of the inverter 2 is connected with a power battery 1.
Fig. 2 is a flowchart of a control method of a motor in a hybrid vehicle according to an embodiment of the present invention.
As shown in fig. 2, the method for controlling a motor in a hybrid vehicle according to an embodiment of the present invention includes the following steps:
and S1, receiving the information of the whole hybrid electric vehicle in real time after the whole hybrid electric vehicle is powered on, and judging whether the power generation requirement exists according to the information of the whole hybrid electric vehicle.
In one embodiment of the present invention, the motor in the hybrid vehicle may be a BSG (Belt Driven Starter Generator) motor, which belongs to a permanent magnet synchronous motor. The BSG controller can receive whole vehicle information such as electric quantity stored in the power battery and the running state of a power motor in the hybrid power vehicle in real time, and judges whether a power generation demand exists according to the whole vehicle information. For example, when the amount of electricity stored in the power battery is low, it can be determined that there is a power generation demand; or when the power motor needs to work, the power generation requirement can be judged; or the electric quantity stored in the power battery is lower, and when the power motor needs to work, the power generation requirement can be judged.
And S2, if the power generation requirement exists, controlling the motor to generate power under the driving of the engine.
That is, when the motor is required to perform the power generation operation, the BSG controller may control the inverter to normally output the torque so as to control the motor to perform the power generation operation under the driving of the engine.
And S3, if the power generation requirement is not met, judging whether the motor fails, and carrying out flux weakening control on the motor when the motor fails.
Specifically, when the motor does not need to generate electricity, and the motor is judged not to have a fault, and the BSG controller is judged to be capable of normally operating, the BSG controller can control the inverter to output a 0-torque control signal, and perform field weakening control on the motor (increase the component of direct-axis demagnetizing current in a stator of the motor, and maintain the voltage balance of the motor during high-speed operation) to reduce the counter electromotive force of the motor, so that the counter electromotive force of the motor is smaller than the direct-current terminal voltage of the inverter, and thus, the three phases of the motor cannot generate voltage difference, and uncontrollable rectification of the inverter is prevented.
Further, when the power generation requirement is not met, the BSG controller can judge whether the engine is in a working state or not, and when the engine is not in the working state, the output of the inverter is closed to stop the flux weakening control of the motor, so that the power loss of the motor is reduced.
In one embodiment of the invention, the voltage of the direct current end of the inverter can be obtained, and the rotating speed threshold value of the motor can be obtained according to the voltage of the direct current end. The rotating speed threshold value of the motor can be obtained based on the relation between the counter electromotive force and the rotating speed of the motor and the voltage of the direct current end.
Specifically, the back electromotive force of the motor corresponds to not only the voltage of the dc terminal of the inverter but also the rotational speed of the motor, and thus, the voltage of the dc terminal corresponds to the rotational speed of the motor, and thus, the rotational speed threshold of the motor can be obtained from the voltage of the dc terminal.
In one embodiment of the invention, when the BSG controller cannot work normally, for example, when the motor fails, the rotation speed of the engine may be limited according to a rotation speed threshold, and the current rotation speed of the motor may be obtained in real time.
Further, it may be determined whether the current rotational speed is greater than a rotational speed threshold. And if the current rotating speed is greater than the rotating speed threshold value, the motor can be controlled to enter a three-phase short circuit state.
Specifically, when the current rotating speed of the motor is greater than the preset threshold, the back electromotive force of the motor is higher than the voltage of the direct current end of the inverter, and at the moment, the motor can be controlled to enter a three-phase short circuit state, namely, the three-phase upper bridge arm and the three-phase lower bridge arm can be simultaneously switched off or the three-phase lower bridge arm and the three-phase upper bridge arm can be simultaneously switched on, so that a loop cannot be formed between the motor and the inverter, and the inverter is prevented from being subjected to uncontrollable rectification.
In one embodiment of the invention, as shown in fig. 3, the three-phase terminals of the motor 3 may be connected to the three-phase ac terminals of the inverter 2 via three-phase controllable switches 5. The three-phase controllable switch 5 may include a controllable switch K1, a controllable switch K2, and a controllable switch K3, and the three-phase controllable switch 5 is controlled to be turned off, that is, at least two-phase controllable switches among the controllable switch K1, the controllable switch K2, and the controllable switch K3 are controlled to be turned off; and controlling the three-phase controllable switch 5 to be closed, namely controlling the controllable switch K1, the controllable switch K2 and the controllable switch K3 to be closed.
In one embodiment of the present invention, it may be determined whether the motor is in a limit condition, for example, whether the motor is continuously over-heated. And if the motor is in the limit working condition, the motor can be controlled to unload the torque, and the three-phase controllable switch can be controlled to be switched off until the torque of the motor is unloaded to 0.
Specifically, when the current of the motor is too large, and the motor is continuously over-temperature and other limit working conditions, the current of the motor can flow into the inverter through the three-phase controllable switch, so that the three-phase controllable switch is damaged. Because the temperature of motor is higher, the insulating layer of motor takes place ageing easily, makes the leakage current of motor increase, and the leakage current increase can further destroy the insulating layer of motor, simultaneously, can lead to the bearing lubrication of motor to become invalid, and the life of motor shortens greatly. And the three-phase controllable switch is controlled to be switched off, so that larger current can be prevented from being generated continuously, the temperature of the motor is reduced, and the motor and the three-phase controllable switch are protected from being damaged.
Before the three-phase controllable switch is controlled to be switched off, the inverter can be controlled to output a current control signal, so that the current of the motor is 0, and the torque of the motor is controlled to be 0. The torque of the motor is 0, namely the load connected with the three-phase controllable switch is zero, the switching state of the three-phase controllable switch is changed at the moment, and compared with the situation that the switching state of the three-phase controllable switch is changed when the three-phase controllable switch is connected with a non-zero load, the damage to the motor can be reduced.
According to the control method of the motor in the hybrid electric vehicle, the motor is in power connection with the engine, the motor is connected with the inverter, the inverter is connected with the power battery, after the whole hybrid electric vehicle is powered on, the whole vehicle information is received in real time, whether power generation needs exist or not is judged according to the whole vehicle information, if the power generation needs exist, the motor is controlled to perform power generation work under the driving of the engine, if the power generation needs do not exist, whether the motor breaks down or not is judged, and the motor is subjected to weak magnetic control when the motor does not break down. Therefore, through carrying out field weakening control on the motor, the back electromotive force of the motor can be effectively controlled, so that the back electromotive force of the motor is smaller than the direct-current end voltage of the inverter, the inverter can be effectively prevented from uncontrollable rectification in time under the condition of not influencing the normal use of other devices, and the power battery is protected from being damaged.
In an embodiment of the present invention, as shown in fig. 4, a method for controlling a motor in a hybrid vehicle may include the steps of:
and S301, electrifying the whole hybrid electric vehicle.
And S302, controlling the three-phase controllable switch to be closed.
And S303, acquiring the voltage of the direct current end of the inverter, and acquiring the rotating speed threshold of the motor according to the voltage of the direct current end.
And S304, acquiring the information of the whole vehicle. The vehicle information may include the electric quantity stored in the power battery, the running state of the power motor in the hybrid vehicle, and the like.
And S305, judging whether the motor needs to work. For example, it is determined whether or not an operation such as power generation is required by the motor. If yes, executing step S306; if not, step S307 is executed.
And S306, controlling the inverter to normally output torque so as to control the motor to work.
S307, judging whether the motor is in failure or not or the engine is not in a working state. If so, go to step S309; if not, step S308 is performed.
And S308, controlling the inverter to output a 0-torque control signal to carry out field weakening control on the motor. That is, when the motor is not in failure and the engine is in operation, the motor can be subjected to flux weakening control to prevent uncontrollable rectification by the inverter.
And S309, closing the output of the inverter to stop the flux weakening control of the motor. That is, when the motor fails or the engine is not in operation, the field weakening control of the motor may be stopped to reduce power loss.
And S310, limiting the rotating speed of the engine according to the rotating speed threshold value of the motor, and acquiring the current rotating speed of the motor in real time.
And S311, judging whether the current rotating speed of the motor is greater than a preset threshold value of the motor. If yes, go to step S312; if not, step S313 is performed.
And S312, controlling the motor to enter a three-phase short circuit state. Specifically, when the current rotation speed of the motor is greater than the preset threshold, the back electromotive force of the motor is higher than the voltage of the direct current end of the inverter, the inverter can perform uncontrollable rectification, and the motor can be controlled to enter a three-phase short-circuit state, that is, the three-phase upper bridge arm can be simultaneously turned off and the three-phase lower bridge arm can be simultaneously turned on, or the three-phase lower bridge arm can be simultaneously turned off and the three-phase upper bridge arm can be simultaneously turned on.
And S313, judging whether the motor is in the limit working condition. For example, it may be determined whether the motor is in a sustained over-temperature state. If yes, go to step S315; if not, step S314 is performed.
And S314, keeping the three-phase controllable switch in a closed state.
And S315, controlling the motor to unload the torque. The inverter can be controlled to output a current control signal, so that the current of the motor is 0, and the torque unloading of the motor is carried out.
And S316, judging whether the torque of the motor is 0 or not. If yes, go to step S317; if not, step S315 is performed. That is, when the current of the motor is given to 0 to control the torque of the motor to 0, step S317 may be performed; when the motor torque is not 0, the motor may be continuously controlled to perform torque unloading until the motor torque is 0, and step S317 may be performed.
And S317, controlling the three-phase controllable switch to be switched off. That is, before controlling the three-phase controllable switches to be turned off, the motor may be controlled to unload torque until the torque of the motor is unloaded to 0. The torque of the motor is 0, namely the load connected with the three-phase controllable switch is zero, the switching state of the three-phase controllable switch is changed at the moment, and compared with the situation that the switching state of the three-phase controllable switch is changed when the three-phase controllable switch is connected with a non-zero load, the damage to the motor can be reduced.
The invention also provides a non-transitory computer readable storage medium corresponding to the above embodiment.
A non-transitory computer-readable storage medium of an embodiment of the present invention stores a computer program, wherein when the program is executed by a processor, the method for controlling a motor in a hybrid vehicle proposed by the above-described embodiment of the present invention can be implemented.
According to the non-transitory computer readable storage medium of the embodiment of the invention, through executing the stored computer program, through carrying out field weakening control on the motor, the back electromotive force of the motor can be effectively controlled, so that the back electromotive force of the motor is smaller than the direct-current end voltage of the inverter, and the inverter can be effectively prevented from uncontrollable rectification in time under the condition of not influencing the normal use of other devices, thereby protecting the power battery from being damaged.
The invention further provides a control device of the motor in the hybrid electric vehicle, which corresponds to the embodiment.
As shown in fig. 5, the control apparatus of the motor in the hybrid vehicle according to the embodiment of the present invention includes a first receiving module 10, a first judging module 20, a second judging module 30, and a control module 40.
The first receiving module 10 is used for receiving the whole vehicle information in real time after the whole hybrid electric vehicle is powered on; the first judging module 20 is used for judging whether a power generation demand exists according to the whole vehicle information; the second judging module 30 is configured to judge whether the motor fails when the first judging module 20 judges that the power generation demand is absent; the control module 40 is used for controlling the motor to perform power generation under the driving of the engine when the first judging module 20 judges that the power generation demand exists, and performing field weakening control on the motor when the second judging module 30 judges that the motor does not have a fault.
In one embodiment of the present invention, the motor in the hybrid vehicle may be a BSG (Belt Driven Starter Generator) motor, which belongs to a permanent magnet synchronous motor. The BSG controller can receive the entire vehicle information such as the electric quantity stored in the power battery and the operation state of the power motor in the hybrid vehicle in real time through the first receiving module 10, and can judge whether there is a power generation demand according to the entire vehicle information through the first judging module 20. For example, when the amount of electricity stored in the power battery is low, the first determining module 20 may determine that there is a power generation requirement; or when the power motor needs to work, the first judgment module 20 can judge that the power generation requirement exists; or when the electric quantity stored in the power battery is low and the power motor needs to work, the first determining module 20 may determine that there is a power generation requirement.
In an embodiment of the present invention, when the motor is required to perform the power generation operation, the BSG controller may control the inverter to normally output the torque through the control module 40, so as to control the motor to perform the power generation operation under the driving of the engine.
In an embodiment of the present invention, if there is no power generation requirement, and it is determined that the motor has not failed, and it is determined that the BSG controller can normally operate, the BSG controller can control the inverter to output a 0-torque control signal through the control module 40, and perform field weakening control on the motor (increase a component of a direct-axis demagnetizing current in a stator of the motor to maintain voltage balance when the motor operates at a high speed) to reduce a back electromotive force of the motor, so that the back electromotive force of the motor is smaller than a dc terminal voltage of the inverter, and thus, three phases of the motor do not generate a voltage difference, and uncontrollable rectification of the inverter is prevented.
Further, as shown in fig. 6, the control device of the motor in the hybrid electric vehicle further includes a third determination module 50. When the power generation requirement does not exist, the BSG controller may determine whether the engine is in the working state by controlling the third determination module 50, and when the third determination module 50 determines that the engine is not in the working state, turn off the inverter output by the control module 40 to stop performing the field weakening control on the motor, thereby reducing the power loss.
In one embodiment of the present invention, as shown in fig. 7, the control apparatus of the motor in the hybrid vehicle further includes a first obtaining module 60, a second obtaining module 70 and a fourth determining module 80.
The first obtaining module 60 may obtain a dc terminal voltage of the inverter and obtain a rotational speed threshold of the motor according to the dc terminal voltage. The first obtaining module 60 may obtain the rotation speed threshold of the motor based on the relationship between the back electromotive force and the rotation speed of the motor and the voltage at the dc terminal.
Specifically, the back electromotive force of the motor corresponds to not only the voltage of the dc terminal of the inverter but also the rotational speed of the motor, so that the voltage of the dc terminal corresponds to the rotational speed of the motor, and the first obtaining module 60 can obtain the rotational speed threshold of the motor according to the voltage of the dc terminal.
In one embodiment of the present invention, when the BSG controller is not operating normally, for example, when the first determination module 20 determines that the motor is out of order, the control module 40 may limit the rotational speed of the engine according to a rotational speed threshold, and the second obtaining module 70 may obtain the current rotational speed of the motor in real time.
Further, the fourth determination module 80 may determine whether the current rotational speed is greater than a rotational speed threshold. If the fourth determination module 80 determines that the current rotational speed is greater than the rotational speed threshold, the control module 40 may control the motor to enter a three-phase short-circuit state.
Specifically, when the current rotating speed of the motor is greater than the preset threshold, the back electromotive force of the motor is higher than the voltage of the direct current end of the inverter, and at the moment, the motor can be controlled to enter a three-phase short circuit state, namely, the three-phase upper bridge arm and the three-phase lower bridge arm can be simultaneously switched off or the three-phase lower bridge arm and the three-phase upper bridge arm can be simultaneously switched on, so that a loop cannot be formed between the motor and the inverter, and the inverter is prevented from being subjected to uncontrollable rectification.
In one embodiment of the invention, as shown in fig. 3, the three-phase terminals of the motor 3 may be connected to the three-phase ac terminals of the inverter 2 via three-phase controllable switches 5. The three-phase controllable switch 5 may include a controllable switch K1, a controllable switch K2, and a controllable switch K3, and the three-phase controllable switch 5 is controlled to be turned off, that is, at least two-phase controllable switches among the controllable switch K1, the controllable switch K2, and the controllable switch K3 are controlled to be turned off; and controlling the three-phase controllable switch 5 to be closed, namely controlling the controllable switch K1, the controllable switch K2 and the controllable switch K3 to be closed.
In an embodiment of the present invention, as shown in fig. 8, the control apparatus for the motor in the hybrid vehicle further includes a fifth determining module 90, where the fifth determining module 90 may determine whether the motor is in a limit condition, for example, whether the motor has a continuous over-temperature condition. If the fifth judging module 90 judges that the motor is in the limit condition, the control module 40 may control the motor to perform torque unloading until the torque of the motor is unloaded to 0 and then the three-phase controllable switch may be turned off.
Specifically, when the current of the motor is too large, and the motor has limit working conditions such as continuous over-temperature, the current of the motor can flow into the inverter through the three-phase controllable switch, so that the three-phase controllable switch is damaged. Because the temperature of motor is higher, the insulating layer of motor takes place ageing easily, makes the leakage current of motor increase, and the leakage current increase can further destroy the insulating layer of motor, simultaneously, can lead to the lubricated inefficacy of bearing of motor, and the life of motor shortens greatly. The control module 30 controls the three-phase controllable switch to be switched off, so that larger current can be prevented from being generated continuously, the temperature of the motor is reduced, and the motor and the three-phase controllable switch are protected from being damaged.
Before the control module 40 controls the three-phase controllable switch to be turned off, the inverter may be controlled to output a current control signal, so that the current of the motor is set to 0, and the torque of the motor is set to 0. The torque of the motor is 0, namely the load connected with the three-phase controllable switch is zero, and the switching state of the three-phase controllable switch is changed at the moment.
According to the control device of the motor in the hybrid electric vehicle, the motor is in power connection with the engine, the motor is connected with the inverter through the three-phase controllable switch, the inverter is connected with the power battery, the whole vehicle information is received in real time after the whole vehicle of the hybrid electric vehicle is powered on through the first receiving module, whether power generation needs exist or not is judged through the first judging module according to the whole vehicle information, whether the motor breaks down or not is judged through the second judging module when the first judging module judges that no power generation needs exist, the motor is controlled to carry out power generation work under the driving of the engine through the control module when the first judging module judges that the power generation needs exist, and the motor is subjected to weak magnetic control when the second judging module judges that the motor does not break down. Therefore, through carrying out field weakening control on the motor, the back electromotive force of the motor can be effectively controlled, so that the back electromotive force of the motor is smaller than the direct-current end voltage of the inverter, the inverter can be effectively prevented from uncontrollable rectification in time under the condition of not influencing the normal use of other devices, and the power battery is protected from being damaged.
The invention further provides a hybrid electric vehicle corresponding to the embodiment.
The hybrid electric vehicle according to the embodiment of the present invention includes the control device for the motor in the hybrid electric vehicle according to the above embodiment of the present invention, and specific implementation manners thereof may refer to the above embodiment, and are not described herein again to avoid redundancy.
According to the hybrid electric vehicle disclosed by the embodiment of the invention, through carrying out field weakening control on the motor, the back electromotive force of the motor can be effectively controlled, so that the back electromotive force of the motor is smaller than the direct-current end voltage of the inverter, the inverter can be effectively prevented from uncontrollable rectification in time under the condition of not influencing the normal use of other devices, and a power battery is protected from being damaged.
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 device or element must have a particular orientation, be constructed and operated in a particular orientation, and are 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 one or more of that feature. In the description of the present invention, "a plurality" means two or more unless specifically defined 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; either directly or indirectly through intervening media, either internally or in any other relationship. 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 (14)
1. A control method of a motor in a hybrid electric vehicle is characterized in that the motor is in power connection with an engine to generate electricity under the driving of the engine, a three-phase end of the motor is connected with a three-phase alternating current end of an inverter, a direct current end of the inverter is connected with a power battery, and the control method comprises the following steps:
after the whole hybrid electric vehicle is powered on, receiving information of the whole vehicle in real time, and judging whether a power generation demand exists according to the information of the whole vehicle;
if the power generation requirement exists, the motor is controlled to generate power under the driving of the engine;
and if the power generation requirement does not exist, judging whether the motor breaks down or not, also judging whether the engine is in a working state or not, and carrying out flux weakening control on the motor when the motor does not break down and the engine is in the working state.
2. The control method of the motor in the hybrid vehicle according to claim 1, characterized by further comprising: and when the power generation requirement is not met and the engine is not in a working state, the flux weakening control of the motor is stopped.
3. The control method of an electric motor in a hybrid vehicle according to claim 2, characterized by further obtaining a DC terminal voltage of the inverter and obtaining a rotation speed threshold value of the electric motor based on the DC terminal voltage, wherein,
when the motor breaks down, limiting the rotating speed of the engine according to the rotating speed threshold value, and acquiring the current rotating speed of the motor in real time;
judging whether the current rotating speed is greater than the rotating speed threshold value;
and if the current rotating speed is greater than the rotating speed threshold value, controlling the motor to enter a three-phase short circuit state.
4. The control method of the motor in the hybrid vehicle according to claim 3, wherein the three-phase terminal of the motor is connected to the three-phase ac terminal of the inverter through a three-phase controllable switch, the method further comprising:
judging whether the motor is in a limit working condition or not;
and if the motor is in the limit working condition, controlling the motor to unload the torque until the torque of the motor is unloaded to 0, and then controlling the three-phase controllable switch to be switched off.
5. The method according to claim 3, wherein the obtaining of the rotation speed threshold of the motor based on the dc terminal voltage comprises:
and acquiring a rotating speed threshold value of the motor based on the relation between the counter electromotive force and the rotating speed of the motor and the voltage of the direct current end.
6. The control method of the motor in the hybrid vehicle according to any one of claims 1 to 5, characterized in that the motor is a BSG motor.
7. A non-transitory computer-readable storage medium having stored thereon a computer program, characterized in that the program, when executed by a processor, implements the control method of the motor in the hybrid vehicle according to any one of claims 1 to 6.
8. A control apparatus for a motor in a hybrid vehicle, wherein the motor is in power connection with an engine to generate power under the driving of the engine, a three-phase end of the motor is connected with a three-phase ac end of an inverter, a dc end of the inverter is connected with a power battery, the control apparatus comprising:
the first receiving module is used for receiving the whole vehicle information in real time after the whole hybrid electric vehicle is powered on;
a control module;
the first judgment module is used for judging whether a power generation demand exists according to the whole vehicle information;
the second judgment module is used for judging whether the motor fails or not when the first judgment module judges that the power generation demand does not exist;
the control module is also used for controlling the third judging module to judge whether the engine is in a working state or not when the power generation demand does not exist;
the control module is used for controlling the motor to perform power generation under the driving of the engine when the first judgment module judges that the power generation demand exists, and performing field weakening control on the motor when the second judgment module judges that the motor does not have a fault and the third judgment module judges that the engine is in a working state.
9. The apparatus as claimed in claim 8, wherein the control module is further configured to stop the field weakening control of the motor when the power generation demand is absent and the third determination module determines that the engine is not in the operating state.
10. The apparatus according to claim 9, further comprising a first obtaining module, a second obtaining module, and a fourth determining module, wherein the first obtaining module is configured to obtain a dc terminal voltage of the inverter and obtain a rotational speed threshold of the motor according to the dc terminal voltage, the second obtaining module is configured to obtain a current rotational speed of the motor in real time, and the fourth determining module is configured to determine whether the current rotational speed is greater than the rotational speed threshold, wherein,
the control module limits the rotating speed of the engine according to the rotating speed threshold when the second judging module judges that the motor fails, and controls the motor to enter a three-phase short circuit state when the fourth judging module judges that the current rotating speed is greater than the rotating speed threshold.
11. The control device of the motor in the hybrid electric vehicle according to claim 10, wherein a three-phase end of the motor is connected to a three-phase alternating-current end of the inverter through a three-phase controllable switch, the control device further comprises a fifth judgment module, the fifth judgment module is configured to judge whether the motor is in a limit condition, and the control module is configured to control the motor to perform torque unloading when the fifth judgment module judges that the motor is in the limit condition, and control the three-phase controllable switch to be turned off until the torque of the motor is unloaded to 0.
12. The control apparatus of the motor in the hybrid vehicle according to claim 10, wherein the first acquisition module acquires the rotation speed threshold of the motor based on a relation between a counter electromotive force and a rotation speed of the motor and the direct current terminal voltage.
13. The control device of the motor in the hybrid vehicle according to any one of claims 8 to 12, characterized in that the motor is a BSG motor.
14. A hybrid vehicle, characterized by comprising the control device of the motor in the hybrid vehicle according to any one of claims 8 to 13.
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