CN110949283A - Control method based on overload protection strategy of electric truck - Google Patents

Control method based on overload protection strategy of electric truck Download PDF

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Publication number
CN110949283A
CN110949283A CN201910967895.9A CN201910967895A CN110949283A CN 110949283 A CN110949283 A CN 110949283A CN 201910967895 A CN201910967895 A CN 201910967895A CN 110949283 A CN110949283 A CN 110949283A
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motor
torque
overload
overload protection
temperature
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CN110949283B (en
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王子腾
缪红燕
钟国华
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Nanjing Automobile Group Corp
SAIC Maxus Vehicle Co Ltd Nanjing Branch
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Nanjing Automobile Group Corp
SAIC Maxus Vehicle Co Ltd Nanjing Branch
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60R—VEHICLES, VEHICLE FITTINGS, OR VEHICLE PARTS, NOT OTHERWISE PROVIDED FOR
    • B60R16/00—Electric or fluid circuits specially adapted for vehicles and not otherwise provided for; Arrangement of elements of electric or fluid circuits specially adapted for vehicles and not otherwise provided for
    • B60R16/02—Electric or fluid circuits specially adapted for vehicles and not otherwise provided for; Arrangement of elements of electric or fluid circuits specially adapted for vehicles and not otherwise provided for electric constitutive elements
    • B60R16/023—Electric or fluid circuits specially adapted for vehicles and not otherwise provided for; Arrangement of elements of electric or fluid circuits specially adapted for vehicles and not otherwise provided for electric constitutive elements for transmission of signals between vehicle parts or subsystems
    • B60R16/0231—Circuits relating to the driving or the functioning of the vehicle
    • 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
    • B60L3/00—Electric devices on electrically-propelled vehicles for safety purposes; Monitoring operating variables, e.g. speed, deceleration or energy consumption
    • B60L3/0023—Detecting, eliminating, remedying or compensating for drive train abnormalities, e.g. failures within the drive train
    • B60L3/0061—Detecting, eliminating, remedying or compensating for drive train abnormalities, e.g. failures within the drive train relating to electrical machines
    • 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
    • B60L58/00—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles
    • B60L58/10—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries
    • 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
    • Y02T10/70—Energy storage systems for electromobility, e.g. batteries
    • 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 provides a control method based on an overload protection strategy of an electric truck, which mainly takes the real-time maximum allowable discharge power of a power battery and the maximum allowable torque of a motor as conditions for limiting the torque of a driver, and takes an overload protection mark (the maximum allowable overload time of the motor) and the temperature of the motor as the basis for selecting the overload control strategy of starting the electric truck, thereby effectively improving the power performance and the safety of the electric truck.

Description

Control method based on overload protection strategy of electric truck
The technical field is as follows:
the invention belongs to the field of automobile electric control application, and particularly relates to a control method based on an overload protection strategy of an electric truck.
Background art:
due to the energy crisis, the environmental pollution and the rapid development of new energy technology, the industrialization process of the electric vehicle is accelerated, and the attention of consumers is attracted. Although the dynamic performance of the electric vehicle is still in a large gap compared with that of the traditional diesel locomotive, the motor of the electric truck has short overload capacity, so that the dynamic performance of the electric truck is obviously improved, and the driving feeling of the electric truck is enhanced.
In the current research on the overload protection control strategy method of the electric truck, the overload allowable time of the motor is limited only from the angle of the motor, and the overload characteristic of the motor is not analyzed according to the actual working condition, so that the stability and the driving feeling of the vehicle are greatly influenced, the dynamic property of the vehicle is poor, and the vehicle cannot run under high load for a long time.
The method takes the real-time maximum allowable discharge power of the power battery and the maximum allowable torque of the motor as conditions for limiting the torque of a driver, and takes the overload protection mark and the motor temperature as the basis for selecting the overload control strategy for starting the electric truck. The invention can effectively improve the stability and the safety of the electric truck, and for the high-speed working condition, the effect of the overload protection strategy is more obvious due to frequent overtaking and acceleration of the electric truck in the running process.
The information disclosed in this background section is only for enhancement of understanding of the general background of the invention and should not be taken as an acknowledgement or any form of suggestion that this information forms the prior art already known to a person skilled in the art.
The invention content is as follows:
the invention aims to provide a control method based on an overload protection strategy of an electric truck. The invention takes the real-time maximum allowable discharge power of the power battery and the maximum allowable torque of the motor as the conditions for limiting the torque of the driver, and takes the overload protection mark (the maximum allowable overload time of the motor) and the temperature of the motor as the basis for selecting the overload control strategy for starting the electric truck, so that the power performance and the safety of the electric truck can be effectively improved, and the defects in the prior art are overcome.
In order to achieve the purpose, the invention provides an overload protection control system of an electric truck, which is used for cooperatively processing electric signals of an accelerator pedal and a motor, and is characterized in that: the method comprises the following steps:
the VCU receives a torque signal requested by an accelerator pedal and transmits a torque instruction to the ICU;
the battery management system BMS sends the sent maximum allowable battery discharging power to the VCU;
and the motor controller ICU sends the motor temperature, the maximum allowable driving torque of the motor and the motor speed to the VCU of the whole vehicle controller and sends a torque instruction to the motor.
A control method based on an overload protection strategy of an electric truck is characterized by comprising the following steps:
step 1, a VCU (vehicle control unit) receives preset data;
step 2, limiting the torque requested by the driver by the VCU according to the received reservation data to obtain the expected torque of the driver;
step 3, the vehicle control unit calculates the actual output torque of the motor according to the overload time of the motor and sends the actual output torque to the motor controller;
and 4, if the conditions are met, the vehicle control unit selects whether to continuously start the overload protection strategy according to the temperature of the motor.
Preferably, in the above technical solution, the predetermined data specifically is: the system comprises an accelerator pedal voltage amplitude, the maximum allowed battery discharging power sent by a battery management system BMS, the motor temperature and the maximum allowed motor driving torque sent by a motor controller ICU and the current rotating speed of the motor.
Preferably, in the above technical solution, step 2 specifically is: step 2.1, the VCU of the vehicle control unit judges the original torque requested by the driver, and if T is judgedLexp>0.9*TPeakAnd P isLexp>PbattmaxThen the motor limits the original torque request of the driver to TLexp=0.9*TPeakWherein T isLexpOriginally requesting torque for the driver; t isPeakThe peak torque of the motor; pbattmax0.9 × T for the maximum allowable discharge power of the batteryPeakThe peak torque of the motor is 0.9 times;
step 2.2 Battery original request Torque Limit to driverLexp＝TbattmaxWherein, in the step (A),
Figure DEST_PATH_GDA0002376274310000021
in the formula: lambda [ alpha ]Electric machineFor motor efficiency, NElectric machineThe motor rotating speed; select 0.9 × TPeakAnd TbattmaxThe smaller of these values is taken as the driver required torque TexpAnd proceeds to the next step.
Preferably, in the above technical solution, step 4 specifically is: selecting the following overload protection control strategies according to the overload time and the motor temperature:
step 4.1, the VCU of the whole vehicle controller judges the overload time t of the current running vehicleoverloadAnd with the maximum allowable overload time tmaxComparison, if toverload<tmaxThen T0=Texp(ii) a If toverload>tmaxWherein, T0And if the motor finally outputs the torque, the overload protection mark is started, and the next process is entered.
Step 4.2 if the current Texp>0.8*TNThen T is0=0.8*TN(ii) a Otherwise, T0=TexpAnd entering the next process, wherein: t isNThe rated torque of the motor;
step 4.3, the VCU of the vehicle controller receives the current temperature signal of the motor, and if the current temperature Temp of the motormot>0.9 *TempmaxReturning to the overload protection control strategy 5.2 flow; if Tempmot<0.9*TempmaxAnd returning to the overload protection control strategy 5.1 flow, wherein TempmaxThe maximum allowable temperature of the motor; tempmotIs the motor temperature.
Preferably, in the above technical solution, in step 4.3, if the current temperature Temp of the motor is detectedmot>0.8*TempmaxThe overload protection flag state is re-determined, wherein TempmaxThe maximum allowable temperature of the motor; tempmotIs the motor temperature.
Compared with the prior art, the invention has the following beneficial effects:
in the current research on the overload protection strategy control method, the overload allowable time of the motor is limited only from the angle of the motor, and the overload characteristic of the motor is not analyzed according to the actual working condition, so that the stability and the driving feeling of the vehicle are greatly influenced, the dynamic property of the vehicle is poor, and the vehicle cannot run under high load for a long time.
The invention provides a control method based on an overload protection strategy of an electric truck by taking the real-time maximum allowable discharge power of a power battery and the maximum allowable driving torque of a motor as conditions for limiting the torque of a driver and taking an overload protection mark (the maximum allowable overload time of the motor) and the temperature of the motor as the basis for selecting the overload control strategy of the electric truck.
Description of the drawings:
FIG. 1 is a schematic diagram of a control system for an overload protection strategy for a motor truck that can employ the present invention;
FIG. 2 is a flow chart for calculating driver demand torque according to the present invention;
fig. 3 is a flowchart of a control method based on an overload protection strategy of an electric truck according to the present invention.
The specific implementation mode is as follows:
the following detailed description of specific embodiments of the invention is provided, but it should be understood that the scope of the invention is not limited to the specific embodiments.
Throughout the specification and claims, unless explicitly stated otherwise, the word "comprise", or variations such as "comprises" or "comprising", will be understood to imply the inclusion of a stated element or component but not the exclusion of any other element or component.
An overload protection control system for an electric truck for cooperatively processing electric signals of an accelerator pedal and a motor, as shown in fig. 1, comprises:
the VCU receives a torque signal requested by an accelerator pedal and transmits a torque instruction to the ICU;
the battery management system BMS sends the sent maximum allowable battery discharging power to the VCU;
and the motor controller ICU sends the motor temperature, the maximum allowable driving torque of the motor and the motor speed to the VCU of the whole vehicle controller and sends a torque instruction to the motor.
1. When the vehicle control unit receives a driver torque request:
(1) a Vehicle Control Unit (VCU) receives an original torque request signal of a driver and enters the next process;
(2) a Vehicle Control Unit (VCU) receives the maximum allowable discharge power of the battery sent by a Battery Management System (BMS) and enters the next process;
(3) the method comprises the following steps that a Vehicle Control Unit (VCU) receives a motor temperature, a maximum allowable motor driving torque and a motor rotating speed which are sent by a motor controller (ICU) and enters the next step;
(4) a Vehicle Control Unit (VCU) judges the original torque requested by a driver; if TLexp >0.9 TPeak, and PLexp > Pbattmax (where TLexp is the driver's original requested torque; TPeak is the motor peak torque; Pbattmax is the maximum allowed discharge power of the battery); the motor limits the driver's original requested torque to TLexp =0.9 TPeak (where 0.9 TPeak is 0.9 motor peak torque); the battery limits the driver's original requested torque to
TLexp = Tbattmax (where Tbattmax = (Pbattmax:. lamda. motor: 9550)/N motor; where lamda. motor is motor efficiency; N motor is motor speed); and the smaller of 0.9 × TPeak and Tbattmax is taken as the driver required torque Texp and proceeds to the next process.
The flow chart of step 1 is shown in fig. 2.
2. After the starting conditions of the overload protection strategy of the electric truck are met, the following overload protection control strategy is selected according to the overload time and the motor temperature:
(1) the method comprises the steps that a Vehicle Control Unit (VCU) judges overload time toverload of a current running vehicle and compares the current running vehicle with maximum allowable overload time tmax, and if toverload is less than tmax, T0= Texp; if toverload > tmax (where T0 is the final output torque of the motor), the overload protection flag is turned on, and the next process is performed.
(2) If the current Texp >0.8 TN (where TN is the motor rated torque), then T0=0.8 TN; otherwise, T0= Texp. Entering the next flow;
(3) the Vehicle Control Unit (VCU) receives the current temperature signal of the motor, and if the current temperature Tempmot of the motor is greater than 0.9 times Tempmax (wherein Tempmax is the maximum allowable temperature of the motor; Tempmot is the temperature of the motor), the current temperature signal returns to the flow in the overload protection control strategy (2); and if the Tempmot is less than 0.9 Tempmax, returning to the flow (1) in the overload protection control strategy again.
The flow chart of step 2 is shown in fig. 3.
The application is characterized in that:
1. and taking the real-time maximum allowable discharge power of the power battery and the maximum allowable driving torque of the motor as conditions for limiting the torque of the driver.
2. And taking an overload protection mark (maximum motor overload time) and a motor temperature as a basis for selecting an overload control strategy of the electric truck.
3. 0.9 × TPeakAnd TbattmaxThe smaller of these values is taken as the driver required torque Texp(wherein, TPeakThe peak torque of the motor; t isbattmaxBattery to driver torque limit).
4. The vehicle control unit judges the overload time t of the current running vehicleoverloadAnd with the maximum allowable overload time tmaxComparison, if toverload>tmaxAnd Texp>0.8*TNThen T is0=0.8*TN(wherein, TexpRequesting torque for the driver; t isNThe rated torque of the motor; t is0To the final output torque of the motor).
5. If the current temperature Temp of the motor is highmot>0.8*Tempmax(wherein, TempmaxThe maximum allowable temperature of the motor; tempmotMotor temperature) the overload protection flag state is re-determined.
The foregoing descriptions of specific exemplary embodiments of the present invention have been presented for purposes of illustration and description. It is not intended to limit the invention to the precise form disclosed, and obviously many modifications and variations are possible in light of the above teaching. The exemplary embodiments were chosen and described in order to explain certain principles of the invention and its practical application to enable one skilled in the art to make and use various exemplary embodiments of the invention and various alternatives and modifications as are suited to the particular use contemplated. It is intended that the scope of the invention be defined by the claims and their equivalents.

Claims (6)

1. The utility model provides an electric truck overload protection control system for coprocessing the signal of telecommunication of accelerator pedal and motor, its characterized in that: the method comprises the following steps:
the VCU receives a torque signal requested by an accelerator pedal and transmits a torque instruction to the ICU;
the battery management system BMS sends the sent maximum allowable battery discharging power to the VCU;
and the motor controller ICU sends the motor temperature, the maximum allowable driving torque of the motor and the motor speed to the VCU of the whole vehicle controller and sends a torque instruction to the motor.
2. A control method based on an overload protection strategy of an electric truck is characterized by comprising the following steps:
step 1, a VCU (vehicle control unit) receives preset data;
step 2, limiting the torque requested by the driver by the VCU according to the received reservation data to obtain the expected torque of the driver;
step 3, the vehicle control unit calculates the actual output torque of the motor according to the overload time of the motor and sends the actual output torque to the motor controller;
and 4, if the conditions are met, the vehicle control unit selects whether to continuously start the overload protection strategy according to the temperature of the motor.
3. The control method based on the overload protection strategy of the electric truck as claimed in claim 2, wherein: the predetermined data is specifically: the system comprises an accelerator pedal voltage amplitude, the maximum allowed battery discharging power sent by a battery management system BMS, the motor temperature and the maximum allowed motor driving torque sent by a motor controller ICU and the current rotating speed of the motor.
4. The control method based on the overload protection strategy of the electric truck as claimed in claim 2, wherein: the step 2 specifically comprises the following steps: step 2.1, the VCU of the vehicle control unit judges the original torque requested by the driver, and if T is judgedLexp>0.9*TPeakAnd P isLexp>PbattmaxThen the motor limits the original torque request of the driver to TLexp＝0.9*TPeakWherein T isLexpOriginally requesting torque for the driver; t isPeakThe peak torque of the motor; pbattmax0.9 × T for the maximum allowable discharge power of the batteryPeakThe peak torque of the motor is 0.9 times;
step 2.2 Battery original request Torque Limit to driverLexp＝TbattmaxWherein, in the step (A),
Figure RE-FDA0002376274300000011
in the formula: lambda [ alpha ]Electric machineFor motor efficiency, NElectric machineThe motor rotating speed; select 0.9 × TPeakAnd TbattmaxThe smaller of these values is taken as the driver required torque TexpAnd proceeds to the next step.
5. The control method based on the overload protection strategy of the electric truck as claimed in claim 2, wherein: the step 4 specifically comprises the following steps: selecting the following overload protection control strategies according to the overload time and the motor temperature:
step 4.1, the VCU of the whole vehicle controller judges the overload time t of the current running vehicleoverloadAnd with the maximum allowable overload time tmaxComparisonIf t isoverload<tmaxThen T0=Texp(ii) a If toverload>tmaxWherein, T0If the motor finally outputs torque, the overload protection mark is started, and the next process is started;
step 4.2 if the current Texp>0.8*TNThen T is0=0.8*TN(ii) a Otherwise, T0=TexpAnd entering the next process, wherein: t isNThe rated torque of the motor;
step 4.3, the VCU of the vehicle controller receives the current temperature signal of the motor, and if the current temperature Temp of the motormot>0.9 *TempmaxReturning to the overload protection control strategy 5.2 flow; if Tempmot<0.9*TempmaxAnd returning to the overload protection control strategy 5.1 flow, wherein TempmaxThe maximum allowable temperature of the motor; tempmotIs the motor temperature.
6. The control method based on the overload protection strategy of the electric truck as claimed in claim 4, wherein: in step 4.3, if the current temperature Temp of the motormot>0.8*TempmaxThe overload protection flag state is re-determined, wherein TempmaxThe maximum allowable temperature of the motor; tempmotIs the motor temperature.
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