CN111231762A - Power integration control system and control method for new energy automobile - Google Patents
Power integration control system and control method for new energy automobile Download PDFInfo
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- CN111231762A CN111231762A CN202010209409.XA CN202010209409A CN111231762A CN 111231762 A CN111231762 A CN 111231762A CN 202010209409 A CN202010209409 A CN 202010209409A CN 111231762 A CN111231762 A CN 111231762A
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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
- 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
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L15/00—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles
- B60L15/20—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- 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
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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
- B60L3/0038—Detecting, eliminating, remedying or compensating for drive train abnormalities, e.g. failures within the drive train relating to sensors
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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
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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
- B60L3/0084—Detecting, eliminating, remedying or compensating for drive train abnormalities, e.g. failures within the drive train relating to control modules
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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
- B60L3/12—Recording operating variables ; Monitoring of operating variables
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L2240/00—Control parameters of input or output; Target parameters
- B60L2240/40—Drive Train control parameters
- B60L2240/42—Drive Train control parameters related to electric machines
- B60L2240/421—Speed
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L2240/00—Control parameters of input or output; Target parameters
- B60L2240/40—Drive Train control parameters
- B60L2240/42—Drive Train control parameters related to electric machines
- B60L2240/423—Torque
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L2240/00—Control parameters of input or output; Target parameters
- B60L2240/40—Drive Train control parameters
- B60L2240/42—Drive Train control parameters related to electric machines
- B60L2240/425—Temperature
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L2240/00—Control parameters of input or output; Target parameters
- B60L2240/40—Drive Train control parameters
- B60L2240/48—Drive Train control parameters related to transmissions
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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
- B60L2250/00—Driver interactions
- B60L2250/26—Driver interactions by pedal actuation
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/60—Other road transportation technologies with climate change mitigation effect
- Y02T10/70—Energy storage systems for electromobility, e.g. batteries
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/60—Other road transportation technologies with climate change mitigation effect
- Y02T10/72—Electric energy management in electromobility
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T90/00—Enabling technologies or technologies with a potential or indirect contribution to GHG emissions mitigation
- Y02T90/10—Technologies relating to charging of electric vehicles
- Y02T90/16—Information or communication technologies improving the operation of electric vehicles
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- Engineering & Computer Science (AREA)
- Power Engineering (AREA)
- Transportation (AREA)
- Mechanical Engineering (AREA)
- Life Sciences & Earth Sciences (AREA)
- Sustainable Development (AREA)
- Sustainable Energy (AREA)
- Electric Propulsion And Braking For Vehicles (AREA)
Abstract
The invention provides a power integrated control system and a control method for a new energy automobile, wherein the power integrated control system comprises: the accelerator pedal acquisition module is used for acquiring a feedback signal of an accelerator pedal; the brake pedal acquisition module is used for detecting a feedback signal of a brake pedal; the gear shifting mechanism acquisition module is used for detecting the change of gears; the power integrated controller main control chip is respectively connected with the accelerator pedal acquisition module, the brake pedal acquisition module and the gear shifting mechanism acquisition module; the power integrated controller main control chip is further connected with a battery system of the new energy automobile and a control end of the driving motor respectively and used for battery management and power control of the new energy automobile. By implementing the invention, CAN communication links among all control systems are reduced, the reliability of the control systems is improved, and the cost of the controller is reduced.
Description
Technical Field
The invention relates to the field of new energy automobile control, in particular to a power integrated control system and a control method for a new energy automobile.
Background
In the prior art, a control system of a new energy automobile mainly comprises a motor controller, a vehicle control unit and a battery management system. The motor controller is used as a control mechanism of the power motor and controls the running states of the electric vehicle, such as starting operation, advancing and retreating speed, climbing force and the like. The battery management system is used for managing and controlling the battery of the new energy automobile. And the vehicle controller controls the vehicle to run in modes of forward, backward, neutral electric mode, neutral feed mode and the like according to the key switch signal, the vehicle gear, the accelerator pedal, the brake pedal and the like.
In the above control system, different controllers need to communicate with each other, for example, the motor controller needs to adjust the motor control according to the state of the battery in the battery management system, and the vehicle control unit also needs to send a corresponding control command to the battery management system for electric energy transmission and to send a command to the motor controller for motor control. Therefore, corresponding communication measures must be designed between different controllers, for example, a CAN bus is used for communication, so that the signal transmission flow in the control system is increased, the complexity of the structural design is increased for the control system by the signal transmission channel, and the stability of the signal transmission between different controllers is also problematic.
Disclosure of Invention
Therefore, the invention provides a power integrated control system and a control method for a new energy automobile, aiming at solving the problems of complex structure and signal transmission stability among different controllers in the control system of the new energy automobile in the prior art.
Therefore, the embodiment of the invention provides the following technical scheme:
in a first aspect, an embodiment of the present invention provides a power integration control system for a new energy vehicle, including: the accelerator pedal acquisition module is used for acquiring a feedback signal of an accelerator pedal; the brake pedal acquisition module is used for detecting a feedback signal of a brake pedal; the gear shifting mechanism acquisition module is used for detecting the change of gears; the power integrated controller main control chip is respectively connected with the accelerator pedal acquisition module, the brake pedal acquisition module and the gear shifting mechanism acquisition module; the power integrated controller main control chip is further connected with a battery system of the new energy automobile and a control end of the driving motor respectively and used for battery management and power control of the new energy automobile.
In one embodiment, the driving motor is driven by a PWM driving module, and the PWM driving module controls the driving motor.
In one embodiment, the power integrated controller main control chip is a control board designed by adopting a single control chip.
In one embodiment, the control board is further provided with a power module, and the power module is an IGBT or an MOS.
In one embodiment, the method further comprises: the temperature acquisition module is used for acquiring a motor temperature signal; the rotary variable signal acquisition module is used for acquiring the position of a motor rotor and calculating the rotating speed of the motor; and the power integrated controller main control chip is respectively connected with the temperature acquisition module and the rotary transformer signal acquisition module.
In one embodiment, the method further comprises: the power integrated controller comprises a CAN module and a monitoring module, wherein the CAN module is connected with a power integrated controller main control chip and an external platform and is used for the power integrated controller main control chip to communicate with the external platform; and the monitoring module is connected with the power integrated controller main control chip and is used for monitoring the operation data of the power integrated controller main control chip in real time.
In a second aspect, an embodiment of the present invention provides a power integration control method for a new energy vehicle, where the power integration control system for a new energy vehicle according to the first aspect of the embodiment of the present invention is adopted, and includes: receiving a feedback signal of an accelerator pedal, a feedback signal of a brake pedal, gear change, a motor temperature signal, and a motor rotation position and speed; calculating battery state information according to the feedback signal of the accelerator pedal, the feedback signal of the brake pedal, the change of gears, the temperature signal of the motor and the rotary position and speed of the motor; sending a control signal to a control end of a driving motor according to the feedback signal of the accelerator pedal, the feedback signal of the brake pedal, the change of gears, a motor temperature signal, the rotary position and speed of the motor and the battery state information; and the control end of the driving motor controls the motor to act through the PWM driving module.
In one embodiment, the method further comprises: and the main control chip of the power integrated controller executes protection actions according to the operation data sent by the monitoring module, and displays the results through a flashing lamp or a code.
The technical scheme of the invention has the following advantages:
according to the power integrated control system and the control method for the new energy automobile, all functions of the whole automobile controller, the motor controller and the battery management system are integrated into one control board, and a single control chip controls the plurality of execution mechanisms. The single control chip timely and effectively operates among the three control modules, torque closed-loop control is achieved on the driving motor according to different working conditions according to the requirements of the whole vehicle, charging and discharging management is achieved on the single battery and the modules, and calculation accuracy and efficiency are improved.
Drawings
In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the drawings used in the description of the embodiments or the prior art will be briefly described below, and it is obvious that the drawings in the following description are some embodiments of the present invention, and other drawings can be obtained by those skilled in the art without creative efforts.
FIG. 1 is a schematic diagram of one particular example of a power integration control system in an embodiment of the invention;
FIG. 2 is a schematic diagram of another specific example of the power integration control system in the embodiment of the invention;
fig. 3 is a flowchart of a specific example of a power integration control method in the embodiment of the invention;
fig. 4 is a flowchart of another specific example of the power integration control method in the embodiment of the invention;
fig. 5 is a flowchart of another specific example of the power integration control method in the embodiment of the invention.
Detailed Description
The technical solutions of the present invention will be described clearly and completely with reference to the accompanying drawings, and it should be understood that the described embodiments are some, but not all embodiments of the present invention. All other embodiments, which can be derived by a person skilled in the art from the embodiments given herein without making any creative effort, shall fall within the protection scope of the present invention.
In the description of the present invention, it should be noted that, unless otherwise explicitly specified or limited, the terms "mounted," "connected," and "connected" are to be construed broadly, e.g., as meaning either a fixed connection, a removable connection, or an integral connection; can be mechanically or electrically connected; the two elements may be directly connected or indirectly connected through an intermediate medium, or may be communicated with each other inside the two elements, or may be wirelessly connected or wired connected. The specific meanings of the above terms in the present invention can be understood in specific cases to those skilled in the art.
In addition, the technical features involved in the different embodiments of the present invention described below may be combined with each other as long as they do not conflict with each other.
Example 1
The embodiment of the invention provides a power integrated control system for a new energy automobile, as shown in fig. 1, comprising: the accelerator pedal acquisition module 1 is used for acquiring a feedback signal of an accelerator pedal; the brake pedal acquisition module 2 is used for detecting a feedback signal of a brake pedal; the gear shifting mechanism acquisition module 3 is used for detecting the change of gears; the power integrated controller main control chip 11 is respectively connected with the accelerator pedal acquisition module 1, the brake pedal acquisition module 2 and the gear shifting mechanism acquisition module 3; the power integrated controller main control chip 11 is further connected with a battery system 4 of the new energy automobile and a control end 5 of the driving motor respectively, and is used for battery management and power control of the new energy automobile.
In the embodiment of the invention, the signals collected by the accelerator pedal collecting module 1, the brake pedal collecting module 2 and the gear shifting mechanism collecting module 3 are analog signals, and the analog signals are converted into digital signals through an analog quantity conditioner and are input into the main control chip 11 of the power integrated controller. The system is preset, and when the travel of the accelerator pedal is zero, the output torque of the motor is zero; when the travel of the accelerator pedal is maximum, the output torque of the motor is the maximum torque.
The main control chip 11 of the power integrated controller receives the signal of the automobile key sensor 6 and conditions the signal into a switch signal. The key is in the state of waiting for the motor when being positioned in the ACC gear; the key is in the state of precharging control when being positioned in an ACC-ON gear; the key is in the motor control state when in the ON gear.
The power integrated controller main control chip 11 is in data communication with the battery system 4. The battery system 4 transmits the voltage, the charging and discharging capacity, the battery charging state and other information of the power battery to the main control chip 11 of the power integrated controller through the CAN communication. As shown in fig. 2, the battery thermal management module 13 combines the electrochemical characteristics and the heat generation mechanism of the battery according to the influence of temperature on the performance of the battery, so as to improve the overall performance of the battery. The charging and discharging management module 14 manages the charging and discharging process of the battery, and greatly prolongs the service life of the battery. Meanwhile, the system can be protected without additionally adding a battery protection board.
The input feedback signal of the accelerator pedal, the feedback signal of the brake pedal, the key sensor signal, the battery system data, the resolver signal of the motor, the temperature sensor signal and the preset data are subjected to comprehensive operation in the main control chip 11 of the power integrated controller. The DSP microprocessor of the data processor 11 judges and then outputs the operation state of the motor through information such as an electronic accelerator pedal signal, a brake pedal signal, a key position, a current rotation speed of the motor, an estimated torque, a state of a battery, a fault level, and the like.
In one embodiment, as shown in fig. 2, the driving motor is driven by a PWM driving module 7, and the PWM driving module 7 controls the driving motor. In the embodiment of the invention, the main control chip 11 of the power integrated controller sends signals to the PWM driving module 7, and the PWM driving module 7 conditions input signals into six paths of PWM waveforms and outputs the six paths of PWM waveforms to the driving motor for torque control.
In one embodiment, the main control chip of the power integrated controller is a control board designed by adopting a single control chip. In the embodiment of the invention, the power integrated controller is not integrated with three physical control boards, but realizes the functions of three control units by using one control chip. The main control chip adopts a high-speed processor, has DSP digital signal processing and floating point operation capabilities, and solves the problem of operational instability of the conventional integrated controller. The main control chip is a high-safety main control chip, and a processor meeting the level above functional safety ASIL-C is adopted to support vehicle-mounted information safety application based on HSM, so that the safety control of a vehicle motion domain is supported. The software and hardware development of the power integration controller adopts a V model development, each step of development corresponds to a verification mode, the software development is based on an AUTOSAR software architecture, and the application layer module development adopts a model scheme, so that the software and hardware reliability is effectively improved. The main control chip of the power integrated controller is provided with a permanent magnet synchronous motor control software platform which takes a DSP and a 32-bit singlechip as main chips, and adopts functional safety and software architecture design: researching and developing a system security technology according to an ISO26262 functional security standard; and forming a layered design of a control software module according to an AutoSAR software framework. The method adopts the design of an AutoSAR software architecture, separately designs an application layer strategy and basic software, performs data interaction on ASW and BSW through an RTE layer, integrates and connects to form APP, improves the reliability and the development efficiency of a software system, and is convenient for switching platforms.
In one embodiment, the control board is further provided with a power module, and the power module is an IGBT or an MOS. In the embodiment of the invention, the power integrated controller main control chip adopts a power density multiplication technology, and the electronic material adopts a low-inductance low-heat-resistance passive device; by means of an electromechanical and thermal integrated comprehensive simulation technology and a verification platform, a high-integration-level power assembly and a controller product are researched and developed, and the integrated design level of the product is improved. The main control chip of the power integrated controller can be divided into a water cooling structure, an air cooling structure and a natural cooling structure according to the power and the heat dissipation capacity. The heating unit of the integrated controller is a power module, and all the heat dissipation systems are positioned at the periphery of the power module to dissipate heat in time. The main control chip of the power integrated controller adopts the heat radiation structure development of a high-performance motor control system: aiming at the durability requirement and the whole vehicle installation requirement of the main control chip of the vehicle power integrated controller, the structure and the cooling water channel of the main control chip of the power integrated controller are optimally designed according to the structure form of the power module of the main control chip of the power integrated controller and the form of the high-power electrical connection interface, the power density and the heat dissipation efficiency of the main control chip of the power integrated controller are improved, the design of an optimization scheme is carried out on the direct current bus capacitor, the power circuit, the cooling structure and the like of the main control chip of the power integrated controller by combining the production beat and the production requirement of vehicle products, and the manufacturability of the main control chip of the power integrated controller is improved. Through the scheme of the water-cooling power board, the main control chip of the power integrated controller realizes the aim of light weight.
In one embodiment, as shown in fig. 2, the method further includes: the temperature acquisition module 8 is used for acquiring a motor temperature signal; the rotary variable signal acquisition module 9 is used for acquiring the position of a motor rotor and calculating the rotating speed of the motor; and the power integrated controller main control chip is respectively connected with the temperature acquisition module and the rotary transformer signal acquisition module.
In the embodiment of the invention, a signal of a rotary transformer 9 of a motor is processed by a switching value conditioner and then is input into a main control chip 11 of a power integrated controller; the signal of the temperature sensor 8 of the motor is processed by the digital speed measuring module and then input into the main control chip 11 of the power integrated controller. The processed resolver signal and the temperature sensor signal are used as a driving motor operation feedback signal and input into the power integrated controller main control chip 11.
In one embodiment, as shown in fig. 2, the method further includes: the system comprises a CAN module 10 and a monitoring module 12, wherein the CAN module 10 is connected with a power integrated controller main control chip 11 and an external platform and is used for the power integrated controller main control chip 11 to communicate with the external platform; and the monitoring module 12 is connected with the power integrated controller main control chip 11 and is used for monitoring the operation data of the power integrated controller main control chip in real time.
According to the power integrated control system for the new energy automobile, all functions of the vehicle controller, the motor controller and the battery management system are integrated into one control board, and a single control chip controls a plurality of execution mechanisms, so that CAN communication links among control systems are reduced, the reliability of the control system is improved, and the cost of the controller is reduced. The single control chip timely and effectively operates among the three control modules, torque closed-loop control is achieved on the driving motor according to different working conditions according to the requirements of the whole vehicle, charging and discharging management is achieved on the single battery and the modules, and calculation accuracy and efficiency are improved.
Example 2
The embodiment of the invention provides a power integration control method for a new energy automobile, and the power integration control system for the new energy automobile adopting the first aspect of the embodiment of the invention comprises the following steps: receiving a feedback signal of an accelerator pedal, a feedback signal of a brake pedal, gear change, a motor temperature signal, and a motor rotation position and speed; calculating battery state information according to a feedback signal of an accelerator pedal, a feedback signal of a brake pedal, the change of gears, a motor temperature signal, and the rotary position and speed of a motor; sending a control signal to a control end of a driving motor according to a feedback signal of an accelerator pedal, a feedback signal of a brake pedal, the change of gears, a motor temperature signal, the rotation position and speed of the motor and battery state information; and the control end of the driving motor controls the motor to act through the PWM driving module.
In the embodiment of the invention, as shown in fig. 3, a timing chart of the power-on of the whole vehicle is shown. A main contactor and a pre-charging relay of the whole vehicle unit are controlled by a main control chip of the power integrated controller, the power integrated controller sends a power-on request after self-checking is completed, the state of the contactor is obtained through a Controller Area Network (CAN), and whether power-on is completed or not is judged by combining bus voltage. KeyOn-initialization, self-checking-precharging request-entering ready (no driving fault, N gear, no accelerator signal, precharging completion and main positive suction, high-voltage electrification completion and the like) after the condition is met, and waiting for the operation of a driver.
As shown in fig. 4, a timing diagram for power-on and power-off of the entire vehicle. The key is played OFF, cancel "PU main drive power-on request" and request MCU to get into the OFF mode, and BMS owner is just relay disconnection, requests MCU to get into the initiative and releases, when satisfying the initiative condition of releasing, accomplishes the release, and the power-OFF gets into the sleep state, when not satisfying the initiative condition of releasing, releases passively.
Fig. 5 is a diagram showing a driving mode of a main control chip of the power integrated controller. The main control chip of the power integrated controller has two working modes, namely a speed mode and a torque mode, the torque mode is adopted for driving, backing or regenerative braking of the whole vehicle, and the speed mode is adopted for preventing backward sliding when the vehicle is parked on a slope.
In the embodiment of the invention, the main control chip of the power integrated controller also has the following functions:
dynamic energy recovery: under the normal operation condition, when the main control chip of the power integrated controller detects that no acceleration signal is input (for example, the electric vehicle is in a sliding state), regenerative braking is realized according to the sliding speed of the vehicle, the braking distance is shortened, energy is recovered and stored in the storage battery, and the driving mileage of the vehicle is prolonged (namely, throttle release feedback is needed).
Gear control: d, enabling the vehicle to normally run forwards; in the N gear, the main control chip of the power integrated controller has no output, and the vehicle can not run forwards or back; and R gear, backing the whole vehicle, wherein the backing speed does not exceed 10 km/h.
Creep control: when the accelerator pedal (accelerator) and the brake are not started, the D/R gear glides at the speed of 3-5 km/h.
Monitoring the accelerator: the system monitors throttle signals in real time. If the range of the accelerator starting parameter set by the main control chip of the power integrated controller is exceeded, starting or running of the vehicle is prohibited, so that the vehicle is prevented from flying accidents, and the safety of the vehicle is ensured.
Anti-slip/standing wave: when the vehicle is in a forward gear/backward gear and has no throttle and brake signals, the main control chip of the power integrated controller can automatically adjust output according to load and road gradient, so that the vehicle is kept near the original position. The anti-skid vehicle improves the running safety of the vehicle.
Overvoltage and undervoltage protection: the system monitors the bus voltage in real time, and if the bus voltage exceeds the parameter range of the main control chip of the power integrated controller, corresponding protection actions are executed by controlling corresponding overvoltage and undervoltage protection circuits, and the main control chip of the power integrated controller is forbidden from driving a vehicle so as to protect a motor and a battery pack.
Overcurrent protection: the system monitors the driving current and the bus current in real time. If the current limit value set by the power integrated controller main control chip is exceeded, current limit control is executed or the power integrated controller main control chip is prohibited from driving the vehicle (bus current upper limit: 350A or 320A; maximum output current 350A of the BMS cannot be exceeded) through an overcurrent protection circuit.
The temperature protection of the main control chip of the power integrated controller: the system monitors the internal temperature of the main control chip of the power integrated controller in real time. If the temperature exceeds the temperature alarm point set by the main control chip of the power integrated controller, the output power is reduced through the temperature protection circuit; and if the temperature fault point is exceeded, the output of the main control chip of the power integrated controller is forbidden.
Three-phase bridge fault protection: the system monitors the working state of the internal three-phase bridge arm in real time. Once the power tube is abnormal, the power integrated controller main control chip is controlled by the three-phase bridge fault protection circuit to implement protection so as to prevent other power devices from being damaged.
And (3) protecting the fault of the encoder: the system monitors the motor encoder (rotary transformer) in real time. And once the signal is abnormal, the encoder fault protection circuit is switched on, and the main control chip of the power integrated controller is controlled to prohibit driving the vehicle so as to improve the safety of the vehicle.
And (3) accelerator fault protection: the system monitors the accelerator in real time. And if the accelerator is disconnected or short-circuited, the main control chip of the power integrated controller is forbidden to drive the vehicle through the accelerator fault protection circuit so as to improve the safety of the vehicle.
Current sensor fault protection: the system monitors a current sensor inside a main control chip of the power integrated controller in real time; if the signal is abnormal, the main control chip of the power integrated controller is forbidden to drive the vehicle through the sensor fault protection circuit, and the safety of the vehicle is improved.
Communication fault protection: when the main control chip of the power integrated controller is powered on, whether a communication fault exists is determined through the sending and receiving of communication data frames.
And (3) fault indication: and automatically analyzing whether the system is normal or not according to the data detected by the main control chip of the power integrated controller. If the abnormity happens, the corresponding treatment is carried out, and the result is reflected by a flashing lamp or a code.
Protecting the temperature of the motor: the system samples the motor temperature in real time (the motor needs to have analog temperature signal output). In the operation process of the driving motor, if the temperature of the motor exceeds a set temperature range, the output power is reduced through the motor temperature protection circuit when exceeding an alarm point, and the output of the main control chip of the power integrated controller is controlled to stop through the motor temperature protection circuit when exceeding a fault point.
Short-circuit protection of the motor: when the motor runs, if the phase line of the motor is short-circuited, the motor short-circuit protection circuit controls the main control chip of the power integrated controller to stop outputting, so that the motor and the driving system are effectively protected.
The charging protection function: when the whole vehicle is charged, the motor short-circuit protection circuit controls the main control chip of the power integrated controller and the motor to stop working, and the whole vehicle cannot run.
Overspeed protection: when the output rotating speed reaches (6800 and 7500rpm), the output torque is reduced through the overspeed protection circuit, when the output rotating speed exceeds 7500rpm, the zero torque is output, and meanwhile, the motor overspeed alarm is reported.
Locked rotor protection: and when the rotating speed of the motor is detected to be less than 50rpm and the given torque is greater than or equal to the maximum torque for 30 seconds, the locked rotor protection circuit controls the main control chip of the power integrated controller to reduce the output power.
Controlling power failure: in any case, when it is detected that the control power supply voltage exceeds the set voltage range (9-16V), the output is stopped.
And (3) online programming: the power integrated controller main control chip supports CAN on-line programming and is used for upgrading the power integrated controller main control chip software; based on this, the control parameter of the power integrated controller main control chip can be modified according to the actual application requirement.
In one embodiment, the power integrated controller main control chip executes protection actions according to the operation data sent by the monitoring module, and displays the results through a flashing lamp or a code.
According to the power integrated control system for the new energy automobile, all functions of the vehicle controller, the motor controller and the battery management system are integrated into one control board, and a single control chip controls a plurality of execution mechanisms, so that CAN communication links among control systems are reduced, the reliability of the control system is improved, and the cost of the controller is reduced. The single control chip timely and effectively operates among the three control modules, torque closed-loop control is achieved on the driving motor according to different working conditions according to the requirements of the whole vehicle, charging and discharging management is achieved on the single battery and the modules, and calculation accuracy and efficiency are improved.
It should be understood that the above examples are only for clarity of illustration and are not intended to limit the embodiments. Other variations and modifications will be apparent to persons skilled in the art in light of the above description. And are neither required nor exhaustive of all embodiments. And obvious variations or modifications therefrom are within the scope of the invention.
Claims (8)
1. A power integrated control system for a new energy automobile, characterized by comprising:
the accelerator pedal acquisition module is used for acquiring a feedback signal of an accelerator pedal;
the brake pedal acquisition module is used for detecting a feedback signal of a brake pedal;
the gear shifting mechanism acquisition module is used for detecting the change of gears;
the power integrated controller main control chip is respectively connected with the accelerator pedal acquisition module, the brake pedal acquisition module and the gear shifting mechanism acquisition module;
the power integrated controller main control chip is further connected with a battery system of the new energy automobile and a control end of the driving motor respectively and used for battery management and power control of the new energy automobile.
2. The power integration control system according to claim 1, wherein the driving motor is driven by a PWM driving module, and the control of the driving motor is realized by the PWM driving module.
3. The power integrated control system according to claim 1, wherein the power integrated controller main control chip is a control board designed by adopting a single control chip.
4. The power integrated control system according to claim 1, wherein a power module is further arranged on the control board, and the power module is an IGBT (insulated gate bipolar transistor) or an MOS (metal oxide semiconductor) transistor.
5. The power integration control system of claim 1, further comprising:
the temperature acquisition module is used for acquiring a motor temperature signal;
the rotary variable signal acquisition module is used for acquiring the position of a motor rotor and calculating the rotating speed of the motor;
and the power integrated controller main control chip is respectively connected with the temperature acquisition module and the rotary transformer signal acquisition module.
6. The power integration control system of claim 1, further comprising: a CAN module and a monitoring module, wherein,
the CAN module is connected with the power integrated controller main control chip and the external platform and is used for communicating the power integrated controller main control chip and the external platform;
and the monitoring module is connected with the power integrated controller main control chip and is used for monitoring the operation data of the power integrated controller main control chip in real time.
7. A power integration control method for a new energy automobile, characterized by adopting the power integration control system for a new energy automobile according to any one of claims 1 to 6, comprising:
receiving a feedback signal of an accelerator pedal, a feedback signal of a brake pedal, gear change, a motor temperature signal, and a motor rotation position and speed;
calculating battery state information according to the feedback signal of the accelerator pedal, the feedback signal of the brake pedal, the change of gears, the temperature signal of the motor and the rotary position and speed of the motor;
sending a control signal to a control end of a driving motor according to the feedback signal of the accelerator pedal, the feedback signal of the brake pedal, the change of gears, a motor temperature signal, the rotary position and speed of the motor and the battery state information;
and the control end of the driving motor controls the motor to act through the PWM driving module.
8. The power integration control method according to claim 7, further comprising: and the main control chip of the power integrated controller executes protection actions according to the operation data sent by the monitoring module, and displays the results through a flashing lamp or a code.
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| CN202010209409.XA CN111231762A (en) | 2020-03-23 | 2020-03-23 | Power integration control system and control method for new energy automobile |
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Cited By (4)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN112193182A (en) * | 2020-09-23 | 2021-01-08 | 珠海格力电器股份有限公司 | Integrated power domain control system and automobile |
| CN113696725A (en) * | 2021-08-31 | 2021-11-26 | 徐州徐工矿业机械有限公司 | Self-adaptive safety speed-limiting protection system and method for electric transmission mining dump truck |
| CN113992070A (en) * | 2021-09-07 | 2022-01-28 | 东风汽车集团股份有限公司 | Motor power supply system and control method and control equipment thereof |
| CN114664165A (en) * | 2022-03-25 | 2022-06-24 | 北京智扬北方国际教育科技有限公司 | New energy automobile thermal management display system |
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2020
- 2020-03-23 CN CN202010209409.XA patent/CN111231762A/en active Pending
Cited By (5)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN112193182A (en) * | 2020-09-23 | 2021-01-08 | 珠海格力电器股份有限公司 | Integrated power domain control system and automobile |
| CN113696725A (en) * | 2021-08-31 | 2021-11-26 | 徐州徐工矿业机械有限公司 | Self-adaptive safety speed-limiting protection system and method for electric transmission mining dump truck |
| CN113992070A (en) * | 2021-09-07 | 2022-01-28 | 东风汽车集团股份有限公司 | Motor power supply system and control method and control equipment thereof |
| CN114664165A (en) * | 2022-03-25 | 2022-06-24 | 北京智扬北方国际教育科技有限公司 | New energy automobile thermal management display system |
| CN114664165B (en) * | 2022-03-25 | 2023-07-28 | 北京智扬北方国际教育科技有限公司 | New energy automobile thermal management display system |
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