CN110949283B - Control method based on overload protection strategy of electric truck - Google Patents
Control method based on overload protection strategy of electric truck Download PDFInfo
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- CN110949283B CN110949283B CN201910967895.9A CN201910967895A CN110949283B CN 110949283 B CN110949283 B CN 110949283B CN 201910967895 A CN201910967895 A CN 201910967895A CN 110949283 B CN110949283 B CN 110949283B
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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
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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
- 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 application provides a control method based on an overload protection strategy of an electric truck, which mainly uses real-time maximum allowable discharge power of a power battery and maximum allowable torque of a motor as conditions for limiting the torque of a driver, and uses an overload protection mark (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, so that the dynamic property and the safety of the electric truck can be effectively improved.
Description
Technical field:
the application 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.
The background technology is as follows:
due to the energy crisis, environmental pollution and rapid development of new energy technology, the industrialization process of the electric vehicle is accelerated, and attention of consumers is drawn. Although the dynamic performance of the electric vehicle is still greatly different from 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 an overload protection control strategy method of an electric truck, only the overload permission time of a motor is limited by solely starting 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 performance of the vehicle is poor, and long-time high-load running cannot be performed.
The application takes the real-time maximum allowable discharging power of the power battery and the maximum allowable torque of the motor as conditions for limiting the torque of a driver, and takes an overload protection mark and the temperature of the motor as the basis for selecting an overload control strategy for starting the electric truck. The application can effectively improve the stability and the safety of the electric truck, and for high-speed working conditions, the frequent overtaking and acceleration of the electric truck in the running process can make the effect of the overload protection strategy more obvious.
The information disclosed in this background section is only for enhancement of understanding of the general background of the application 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 of ordinary skill in the art.
The application comprises the following steps:
the application aims to provide a control method based on an overload protection strategy of an electric truck. The application takes the real-time maximum allowable discharging power of the power battery and the maximum allowable torque of the motor as conditions for limiting the torque of a driver, takes the overload protection mark (the maximum allowable overload time of the motor) and the motor temperature as the basis for selecting the overload control strategy of the electric truck, and can effectively improve the dynamic property and the safety of the electric truck, thereby overcoming the defects in the prior art.
In order to achieve the above object, the present application provides an overload protection control system for an electric truck, for cooperatively processing electric signals of an accelerator pedal and a motor, which is characterized in that: comprising the following steps:
the whole vehicle controller VCU receives the accelerator pedal request torque signal and transmits a torque command to the motor controller ICU;
the battery management system BMS transmits the transmitted maximum allowable battery discharge power to the vehicle controller VCU;
the motor controller ICU sends the sent motor temperature, the maximum allowable motor driving torque and the motor rotating speed to the whole vehicle controller VCU and sends a torque command to the motor.
A control method based on an overload protection strategy of an electric truck is characterized by comprising the following steps of:
step 1, a whole vehicle controller VCU receives preset data;
step 2, the vehicle controller VCU limits the driver request torque according to the received reservation data to obtain the driver request torque;
step 3, the whole vehicle controller calculates the actual output torque of the motor according to the motor overload time and sends the actual output torque to the motor controller;
and step 4, if the conditions are met, the whole vehicle controller 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 accelerator pedal voltage amplitude, the maximum allowable battery discharge power sent by the battery management system BMS, the motor temperature sent by the motor controller ICU and the maximum allowable motor driving torque and the current motor rotation speed.
Preferably, in the above technical solution, step 2 specifically includes: step 2.1, the vehicle controller VCU judges the original request torque of the driver, if T Lexp >0.9*T Peak And P is Lexp >P battmax The motor limits the original request torque of the driver to T Lexp =0.9*T Peak Wherein T is Lexp Originally requesting torque for the driver; t (T) Peak Peak torque for the motor; p (P) battmax For maximum allowable discharge power of battery, 0.9×T Peak Peak motor torque 0.9 times;
step 2.2 battery limiting the driver raw requested torque to T Lexp ＝T battmax Wherein, the method comprises the steps of, wherein,wherein: lambda (lambda) Motor with a motor housing For motor efficiency, N Motor with a motor housing The motor rotation speed; select 0.9 x T Peak And T battmax The smaller of the values is used as the driver demand torque T exp And the next step is carried out.
Preferably, in the above technical solution, step 4 specifically includes: the following overload protection control strategy is selected according to the overload time and the motor temperature:
step 4.1, the VCU of the whole vehicle controller judges the current operationOverload time t of traveling vehicle overload And is matched with the maximum allowable overload time t max Comparing, if t overload <t max Then T is 0 =T exp The method comprises the steps of carrying out a first treatment on the surface of the If t overload >t max Wherein T is 0 And if the motor finally outputs torque, the overload protection mark is started, and the next flow is started.
Step 4.2 if the current T exp >0.8*T N T is then 0 =0.8*T N The method comprises the steps of carrying out a first treatment on the surface of the Otherwise, T 0 =T exp Entering the next flow, wherein: t (T) N Rated torque of the motor;
step 4.3, the VCU receives the current temperature signal of the motor, if the current temperature Temp of the motor mot >0.9 * Temp max Then returning to the overload protection control strategy 5.2 flow; if Temp mot <0.9*Temp max Then return to the overload protection control strategy 5.1 flow, wherein Temp max The maximum allowable temperature of the motor is set; temp (Temp) mot Is the motor temperature.
Preferably, in the above technical solution, in step 4.3, if the current temperature Temp of the motor is mot >0.8*Temp max The overload protection flag state is re-judged, wherein Temp max The maximum allowable temperature of the motor is set; temp (Temp) mot Is the motor temperature.
Compared with the prior art, the application has the following beneficial effects:
in the current research on the overload protection strategy control method, the overload permission time of the motor is limited only by solely starting 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 performance of the vehicle is poor, and long-time high-load running cannot be performed.
The application provides a control method based on an overload protection strategy of an electric truck, which can effectively improve the stability and safety of the electric truck, and has more obvious effect on the overload protection strategy due to frequent overtaking and acceleration of the electric truck in the running process for high-speed working conditions by taking the real-time maximum allowable discharging 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 capable of employing the overload protection strategy for an electric truck of the present application;
FIG. 2 is a flow chart for calculating driver demand torque in accordance with the present application;
fig. 3 is a flowchart of a control method based on an overload protection strategy of an electric truck.
The specific embodiment is as follows:
the following detailed description of specific embodiments of the application is, but it should be understood that the application is not limited to specific embodiments.
Throughout the specification and claims, unless explicitly stated otherwise, the term "comprise" or variations thereof such as "comprises" or "comprising", etc. will be understood to include the stated element or component without excluding other elements or components.
An overload protection control system for an electric truck for cooperatively processing electrical signals of an accelerator pedal and a motor, as shown in fig. 1, comprising:
the whole vehicle controller VCU receives the accelerator pedal request torque signal and transmits a torque command to the motor controller ICU;
the battery management system BMS transmits the transmitted maximum allowable battery discharge power to the vehicle controller VCU;
the motor controller ICU sends the sent motor temperature, the maximum allowable motor driving torque and the motor rotating speed to the whole vehicle controller VCU and sends a torque command to the motor.
1. When the vehicle controller receives the driver torque request:
(1) The whole Vehicle Controller (VCU) receives an original request torque signal of a driver and enters the next flow;
(2) The Vehicle Control Unit (VCU) receives the maximum allowable discharge power of the battery sent by the Battery Management System (BMS) and enters the next flow;
(3) The whole Vehicle Controller (VCU) receives the motor temperature, the maximum allowable motor driving torque and the motor rotating speed sent by the motor controller (ICU) and enters the next flow;
(4) The whole Vehicle Controller (VCU) judges the original request torque of a driver; if TLexp >0.9 TPeak, and PLexp > Pbatt, ("TLexp" is the driver original requested torque; TPeak is the motor peak torque; pbatt is the battery maximum allowable discharge power); the motor-to-driver original request torque limit is tlexp=0.9 x tpeak (where 0.9 x tpeak is 0.9 times the motor peak torque); the battery limits the original request torque of the driver to
TLexp=Tbattmax (wherein Tbattmax= (Pbatt max. Lambda. Motor. 9550)/N motor, wherein lambda motor is motor efficiency; N motor is motor speed); and takes the smaller of 0.9 x tpeak and Tbattmax as the driver demand torque Texp, and proceeds to the next step.
The flow chart of step 1 is shown in fig. 2.
2. When the starting condition of the overload protection strategy of the electric truck is met, selecting the following overload protection control strategy according to the overload time and the motor temperature:
(1) The Vehicle Control Unit (VCU) judges the overload time toverload of the current running vehicle and compares the current running vehicle with the maximum allowable overload time tmax, and if toverload is less than tmax, T0=Texp; if toverload > tmax (wherein T0 is the final output torque of the motor), the overload protection flag is turned on, and the next flow is entered.
(2) If the current Texp >0.8 TN (where TN is the rated torque of the motor), t0=0.8 TN; otherwise, t0=texp. Entering the next step of flow;
(3) A Vehicle Control Unit (VCU) receives a current temperature signal of a motor, and if the current temperature of the motor is more than 0.9 x 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 process (2) in the overload protection control strategy; if Tempmot <0.9×tempmax, returning to the process (1) in the overload protection control policy.
The flow chart of step 2 is shown in fig. 3.
The application is characterized in that:
1. the real-time maximum allowable discharging power of the power battery and the maximum allowable driving torque of the motor are used as conditions for limiting the torque of a driver.
2. And an overload protection mark (the maximum allowable overload time of the motor) and the motor temperature are used as the basis for selecting an overload control strategy of the electric truck.
3. Will be 0.9 x T Peak And T battmax The smaller of the values is used as the driver demand torque T exp (wherein T Peak Peak torque for the motor; t (T) battmax Limiting the driver torque for the battery).
4. The whole vehicle controller judges the overload time t of the current running vehicle overload And is matched with the maximum allowable overload time t max Comparing, if t overload >t max And T is exp >0.8*T N T is then 0 =0.8*T N (wherein T exp Requiring torque for the driver; t (T) N Rated torque of the motor; t (T) 0 Final output torque for the motor).
5. If the current temperature Temp of the motor mot >0.8*Temp max (wherein Temp max The maximum allowable temperature of the motor is set; temp (Temp) mot Motor temperature) then the overload protection flag state is re-determined.
The foregoing descriptions of specific exemplary embodiments of the present application are presented for purposes of illustration and description. It is not intended to limit the application 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 the specific principles of the application and its practical application to thereby enable one skilled in the art to make and utilize the application in various exemplary embodiments and with various modifications as are suited to the particular use contemplated. It is intended that the scope of the application be defined by the claims and their equivalents.
Claims (1)
1. A control method based on an overload protection strategy of an electric truck is characterized by comprising the following steps of:
step 1, a whole vehicle controller VCU receives preset data;
step 2, the vehicle controller VCU limits the driver request torque according to the received reservation data to obtain the driver request torque;
step 3, the whole vehicle controller calculates the actual output torque of the motor according to the motor overload time and sends the actual output torque to the motor controller;
step 4, if the conditions are met, the whole vehicle controller selects whether to continuously start the overload protection strategy according to the temperature of the motor;
the predetermined data is specifically: the voltage amplitude of the accelerator pedal, the maximum allowable battery discharging power sent by the battery management system BMS, the motor temperature sent by the motor controller ICU and the maximum allowable driving torque of the motor and the current rotating speed of the motor;
the step 2 is specifically as follows: step 2.1, the vehicle controller VCU judges the original request torque of the driver, if T Lexp >0.9*T Peak And P is Lexp >P battmax The motor limits the original request torque of the driver to T Lexp ＝0.9*T Peak Wherein T is Lexp Originally requesting torque for the driver; t (T) Peak Peak torque for the motor; p (P) battmax For maximum allowable discharge power of battery, 0.9×T Peak Peak motor torque 0.9 times;
step 2.2 battery limiting the driver raw requested torque to T Lexp ＝T battmax Wherein, the method comprises the steps of, wherein,wherein: lambda (lambda) Motor with a motor housing For motor efficiency, N Motor with a motor housing The motor rotation speed; select 0.9 x T Peak And T battmax The smaller of the values is used as the driver demand torque T exp And then enter the next step of flow;
the step 4 is specifically as follows: the following overload protection control strategy is selected according to the overload time and the motor temperature:
step 4.1, the VCU judges the overload time t of the current running vehicle overload And is matched with the maximum allowable overload time t max Comparing, if t overload <t max Then T is 0 ＝T exp The method comprises the steps of carrying out a first treatment on the surface of the If t overload >t max Wherein T is 0 If the motor outputs torque finally, the overload protection mark is started, and the next step of flow is carried out;
step 4.2 if the current T exp >0.8*T N T is then 0 ＝0.8*T N The method comprises the steps of carrying out a first treatment on the surface of the Otherwise, T 0 ＝T exp Entering the next flow, wherein: t (T) N Rated torque of the motor;
step 4.3, the VCU receives the current temperature signal of the motor, if the current temperature Temp of the motor mot >0.9*Temp max Then returning to the overload protection control strategy 5.2 flow; if Temp mot <0.9*Temp max Then return to the overload protection control strategy 5.1 flow, wherein Temp max The maximum allowable temperature of the motor is set; temp (Temp) mot The temperature of the motor;
in step 4.3, if the current temperature Temp of the motor mot >0.8*Temp max The overload protection flag state is re-judged, wherein Temp max The maximum allowable temperature of the motor is set; temp (Temp) mot Is the motor temperature.
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| CN201910967895.9A CN110949283B (en) | 2019-10-12 | 2019-10-12 | Control method based on overload protection strategy of electric truck |
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| CN201910967895.9A CN110949283B (en) | 2019-10-12 | 2019-10-12 | Control method based on overload protection strategy of electric truck |
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| CN110949283B true CN110949283B (en) | 2023-09-08 |
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