CN111572349A - Electric vehicle locked-rotor fault detection method, device, equipment and storage medium - Google Patents
Electric vehicle locked-rotor fault detection method, device, equipment and storage medium Download PDFInfo
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- CN111572349A CN111572349A CN202010432981.2A CN202010432981A CN111572349A CN 111572349 A CN111572349 A CN 111572349A CN 202010432981 A CN202010432981 A CN 202010432981A CN 111572349 A CN111572349 A CN 111572349A
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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
- 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
Abstract
The invention relates to the technical field of electric automobiles, and discloses a method, a device, equipment and a storage medium for detecting a locked-rotor fault of an electric automobile, wherein the method comprises the following steps: acquiring the current motor rotating speed and the current motor torque of a motor, and searching a temperature model coefficient corresponding to the current motor torque; determining a locked-rotor rotating speed flag bit according to the current motor rotating speed, and determining a locked-rotor torque flag bit according to the current motor torque; calculating a heating time constant according to the locked-rotor torque flag bit, the locked-rotor rotating speed flag bit and the temperature model coefficient; and when the heating time constant is larger than a preset constant threshold value, judging that the motor has a locked rotor fault. Therefore, the locked-rotor rotating speed flag bit and the locked-rotor torque flag bit are determined according to the current motor rotating speed and the current motor torque, and then the heating time constant is calculated to judge whether the locked-rotor fault exists or not, so that the accuracy of locked-rotor fault detection of the electric automobile is improved.
Description
Technical Field
The invention relates to the technical field of electric automobiles, in particular to a method, a device, equipment and a storage medium for detecting a locked-rotor fault of an electric automobile.
Background
The vehicle control unit sends a torque instruction to the driving motor controller according to an accelerator pedal signal and a vehicle speed signal, when the vehicle is locked, a normal driver can increase an accelerator, the torque instruction received by the driving motor controller is increased, and the current of an Insulated Gate Bipolar Transistor (IGBT) is correspondingly increased. In the operation process of the IGBT module, certain power loss is generated due to the voltage and current overlapping period of the internal IGBT chip and the reverse parallel diode chip. The power loss of an IGBT module is usually manifested in the form of heat. There are limits for the maximum junction temperature and the operating junction temperature in the data file of the IGBT, and exceeding the limits results in a significant reduction in the lifetime of the IGBT module, and may even immediately break down.
In order to avoid the above problems, when the driving motor controller detects that the motor is locked, the driving motor controller determines the time that the IGBT can normally operate under the torque according to different torques of the motor, and limits the torque command after the limit temperature of the IGBT is reached, so as to reduce the output torque of the motor and reduce the heating value. In the process that the motor enters locked rotor and exits locked rotor switching, a normal driver can increase the accelerator, and although the rotation speed of the motor changes, the upper bridge arm and the lower bridge arm of the IGBT are continuously switched on and off, the inverter current is very large for the IGBT, and the heat accumulation cannot be reduced due to the increase of the rotation speed of the motor. In the process that the motor enters the locked rotor and exits the locked rotor, heat is accumulated continuously, and the IGBT is damaged. Although such critical conditions are rare, they are not negligible in terms of design rigor and safety.
Therefore, the problem of how to accurately detect the locked-rotor fault of the electric automobile and avoid the damage of the IGBT exists.
Disclosure of Invention
The invention mainly aims to provide a method, a device, equipment and a storage medium for detecting a locked-rotor fault of an electric automobile, and aims to solve the technical problem of accurately detecting the locked-rotor fault of the electric automobile.
In order to achieve the above object, the present invention provides a method for detecting a locked rotor fault of an electric vehicle, which comprises the following steps:
acquiring the current motor rotating speed and the current motor torque of a motor, and searching a temperature model coefficient corresponding to the current motor torque;
determining a locked-rotor rotating speed flag bit according to the current motor rotating speed, and determining a locked-rotor torque flag bit according to the current motor torque;
calculating a heating time constant according to the locked-rotor torque flag bit, the locked-rotor rotating speed flag bit and the temperature model coefficient;
and when the heating time constant is larger than a preset constant threshold value, judging that the motor has a locked rotor fault.
Preferably, the calculating a heating time constant according to the locked-rotor torque flag, the locked-rotor rotational speed flag and the temperature model coefficient specifically includes:
determining a locked rotor count value and a non-locked rotor count value according to the locked rotor torque flag bit and the locked rotor rotating speed flag bit;
judging whether the locked-rotor count value is larger than the non-locked-rotor count value;
when the locked-rotor count value is larger than the non-locked-rotor count value, taking the locked-rotor count value as a target locked-rotor count value;
when the locked-rotor count value is not greater than the non-locked-rotor count value, taking the non-locked-rotor count value as a target locked-rotor count value
And calculating a heating time constant according to the target locked rotor count value and the temperature model coefficient.
Preferably, the determining a locked-rotor count value and a non-locked-rotor count value according to the locked-rotor torque flag bit and the locked-rotor rotation speed flag bit specifically includes:
judging whether the locked-rotor torque flag bit is a preset numerical value or not;
when the locked-rotor torque flag bit is the preset numerical value, judging whether the locked-rotor rotating speed flag bit is the preset numerical value;
when the locked-rotor rotating speed flag bit is the preset numerical value, controlling a preset locked-rotor timing program to start timing;
reading a current timing result of the preset locked-rotor timing program and a first count value of a preset locked-rotor counter;
calculating a locked-rotor count value according to the current timing result and the first count value;
and reading a second count value of a preset non-locked-rotor counter, and taking the second count value as a non-locked-rotor count value.
Preferably, after determining whether the locked-rotor torque flag is a preset value, the method further includes:
and when the locked-rotor torque zone bit is not the preset numerical value, carrying out zero clearing treatment on the count values in a preset locked-rotor counter and a preset non-locked-rotor counter, and clearing current locked-rotor fault information.
Preferably, the determining a locked-rotor rotational speed flag according to the current motor rotational speed and determining a locked-rotor torque flag according to the current motor torque specifically include:
comparing the current motor rotating speed with a preset rotating speed threshold value, and determining a locked-rotor rotating speed flag bit according to a comparison result;
and comparing the current motor torque with a preset torque threshold value, and determining a locked rotor torque zone bit according to a comparison result.
Preferably, the comparing the current motor rotation speed with a preset rotation speed threshold value, and determining a locked-rotor rotation speed flag according to the comparison result specifically includes:
comparing the current motor rotating speed with a preset rotating speed threshold;
when the current motor rotating speed is smaller than the preset rotating speed threshold value, taking a preset numerical value as a locked-rotor rotating speed flag bit;
correspondingly, comparing the current motor torque with a preset torque threshold value, and determining a locked-rotor torque flag bit according to a comparison result specifically comprises:
comparing the current motor torque with a preset torque threshold;
and when the current motor torque is larger than the preset torque threshold value, taking the preset numerical value as a locked rotor torque zone bit.
Preferably, when the heating time constant is greater than a preset constant threshold, after determining that the locked rotor fault exists in the motor, the method further includes:
when the motor has a locked rotor fault, reducing the torque of the motor and generating locked rotor fault information;
and generating prompt information according to the locked rotor fault information, and carrying out fault early warning based on the prompt information.
In addition, in order to achieve the above object, the present invention further provides an electric vehicle locked-rotor fault detection device, including:
the information acquisition module is used for acquiring the current motor rotating speed and the current motor torque of the motor and searching a temperature model coefficient corresponding to the current motor torque;
the zone bit determining module is used for determining a locked-rotor rotating speed zone bit according to the current motor rotating speed and determining a locked-rotor torque zone bit according to the current motor torque;
the data calculation module is used for calculating a heating time constant according to the locked rotor torque flag bit, the locked rotor rotating speed flag bit and the temperature model coefficient;
and the data judgment module is used for reducing the torque of the motor and generating locked rotor fault information when the heating time constant is greater than a preset constant threshold value.
In addition, in order to achieve the above object, the present invention further provides an electric vehicle locked-rotor fault detection apparatus, including: the electric vehicle locked-rotor fault detection method comprises a memory, a processor and an electric vehicle locked-rotor fault detection program which is stored on the memory and can run on the processor, wherein the electric vehicle locked-rotor fault detection program is provided with steps for realizing the electric vehicle locked-rotor fault detection method.
In addition, in order to achieve the above object, the present invention further provides a storage medium, wherein the storage medium stores an electric vehicle locked-rotor fault detection program, and the electric vehicle locked-rotor fault detection program realizes the steps of the electric vehicle locked-rotor fault detection method when being executed by a processor.
The method for detecting the locked-rotor fault of the electric automobile comprises the steps of obtaining the current motor rotating speed and the current motor torque of a motor, and searching a temperature model coefficient corresponding to the current motor torque; determining a locked-rotor rotating speed flag bit according to the current motor rotating speed, and determining a locked-rotor torque flag bit according to the current motor torque; calculating a heating time constant according to the locked-rotor torque flag bit, the locked-rotor rotating speed flag bit and the temperature model coefficient; and when the heating time constant is larger than a preset constant threshold value, judging that the motor has a locked rotor fault. Therefore, the locked-rotor rotating speed flag bit and the locked-rotor torque flag bit are determined according to the current motor rotating speed and the current motor torque, and then the heating time constant is calculated to judge whether the locked-rotor fault exists or not, so that the accuracy of locked-rotor fault detection of the electric automobile is improved.
Drawings
FIG. 1 is a schematic structural diagram of an electric vehicle locked-rotor fault detection device in a hardware operating environment according to an embodiment of the present invention;
FIG. 2 is a schematic flow chart illustrating a method for detecting a locked-rotor fault of an electric vehicle according to a first embodiment of the present invention;
FIG. 3 is a block diagram of the operating principle of the driving system according to the first embodiment of the method for detecting a locked-rotor fault of an electric vehicle of the present invention;
FIG. 4 is a basic block diagram of vector control of a driving motor controller according to a first embodiment of the method for detecting a locked-rotor fault of an electric vehicle of the present invention;
fig. 5 is a flowchart of a driving controller routine of the first embodiment of the method for detecting a locked-rotor fault of an electric vehicle according to the present invention;
FIG. 6 is a schematic view of locked-rotor condition data of the first embodiment of the method for detecting a locked-rotor fault of an electric vehicle according to the present invention;
FIG. 7 is a schematic diagram of IGBT temperature model test data according to the first embodiment of the method for detecting a locked rotor fault of an electric vehicle of the present invention;
FIG. 8 is a flowchart illustrating a second embodiment of a method for detecting a locked-rotor fault of an electric vehicle according to the present invention;
FIG. 9 is a schematic flow chart illustrating a third embodiment of a method for detecting a locked-rotor fault of an electric vehicle according to the present invention;
fig. 10 is a functional block diagram of the electric vehicle locked-rotor fault detection apparatus according to the first embodiment of the present invention.
The implementation, functional features and advantages of the objects of the present invention will be further explained with reference to the accompanying drawings.
Detailed Description
It should be understood that the specific embodiments described herein are merely illustrative of the invention and are not intended to limit the invention.
Referring to fig. 1, fig. 1 is a schematic structural diagram of an electric vehicle locked-rotor fault detection device in a hardware operating environment according to an embodiment of the present invention.
As shown in fig. 1, the electric vehicle locked-rotor fault detection apparatus may include: a processor 1001, such as a Central Processing Unit (CPU), a communication bus 1002, a user interface 1003, a network interface 1004, and a memory 1005. Wherein a communication bus 1002 is used to enable connective communication between these components. The user interface 1003 may comprise a Display screen (Display), an input unit such as keys, and the optional user interface 1003 may also comprise a standard wired interface, a wireless interface. The network interface 1004 may optionally include a standard wired interface, a wireless interface (e.g., WI-FI interface). The Memory 1005 may be a Random Access Memory (RAM) Memory or a non-volatile Memory (e.g., a magnetic disk Memory). The memory 1005 may alternatively be a storage device separate from the processor 1001.
Those skilled in the art will appreciate that the device configuration shown in fig. 1 does not constitute a limitation of the electric vehicle locked-rotor failure detection device, and may include more or fewer components than those shown, or some components in combination, or a different arrangement of components.
As shown in fig. 1, a memory 1005, which is a storage medium, may include therein an operating system, a network communication module, a user interface module, and an electric vehicle stalling failure detection program.
In the electric vehicle locked-rotor fault detection device shown in fig. 1, the network interface 1004 is mainly used for connecting an external network and performing data communication with other network devices; the user interface 1003 is mainly used for connecting to a user equipment and performing data communication with the user equipment; the device calls an electric vehicle locked-rotor fault detection program stored in the memory 1005 through the processor 1001 and executes the electric vehicle locked-rotor fault detection method provided by the embodiment of the invention.
Based on the hardware structure, the embodiment of the electric vehicle locked-rotor fault detection method is provided.
Referring to fig. 2, fig. 2 is a schematic flow chart of a method for detecting a locked-rotor fault of an electric vehicle according to a first embodiment of the present invention.
In a first embodiment, the electric vehicle locked-rotor fault detection method includes the following steps:
and step S10, acquiring the current motor rotating speed and the current motor torque of the motor, and searching a temperature model coefficient corresponding to the current motor torque.
It should be noted that the execution main body of the embodiment may be an electric vehicle locked-rotor fault detection device, and may also be other devices that can achieve the same or similar functions.
It should be noted that the current motor speed and the current motor torque of the motor may be obtained through a CAN bus, or may be obtained in other manners, which is not limited in this embodiment.
It should be noted that the IGBT module is a core module of a power device of the driving motor controller, is a switching junction of high voltage and large current, and is a place where the temperature of the driving motor controller is the highest and the temperature change is the fastest.
It will be appreciated that the drive system operates as shown in figure 3, and that figure 3 shows only a general control relationship, and that an actual control system is much more complex than this. The vehicle controller gives torque through an accelerator pedal opening degree and a motor rotating speed signal, after a driving motor controller receives a torque command, the driving motor controller controls a driving motor to send out corresponding torque under the condition that a driving system has no fault, and the specific execution steps are that a group of Id and Iq is obtained through table lookup of a torque value at the current rotating speed, and three-phase current is obtained through a space vector algorithm and the controller U, V, W.
Fig. 4 is a basic block diagram of vector control of a drive motor controller. Firstly, a driving motor controller obtains a torque value which can be actually sent by a motor according to an external characteristic curve of the motor by using received torque, the values id and iq are obtained by looking up a table at the current rotating speed, the values id and iq are converted into ud and uq through PI, and u is obtained through reverse rotation transformationɑU β, and mixing u againɑAnd u β are converted into uA, uB and uC, the switching state of the IGBT is controlled, and three-phase sine wave current is output to form a rotating magnetic field.
The rotary transformer, i.e. the position sensor, captures the current position theta 1 of the rotor, and the driving motor controller calculates the motor speed n. The driving motor controller adopts a double closed loop feedback system, an outer loop is a rotating speed loop, an inner loop is a current loop, and three-phase current is converted into id and iq phases through 3/2 conversion and rotation conversion.
As shown in fig. 5, the flowchart of the driving controller program related to this embodiment is initialized first, then enters the main loop, executes the interrupt program once every 100um, and jumps back to the main loop after the execution.
It should be noted that the scheme of this embodiment is provided based on an IGBT temperature model strategy, the temperature model coefficient is a temperature coefficient of the IGBT temperature model strategy, and is obtained through repeated experiments, and a mapping relationship is established between the temperature model coefficient and the motor torque in advance, so that after the current motor torque is obtained, the temperature model coefficient corresponding to the current motor torque can be searched through the mapping relationship.
In the concrete implementation, the experimental conditions and the testing steps for obtaining the temperature model coefficient by repeated experiments in the liquid cooling driving motor control system with relatively small torque are as follows:
1. programming a final version program by the motor, and shielding a locked rotor strategy;
2. in the test process, the voltage of the direct-current bus is set as the rated voltage of the motor;
3. during testing, the output end of the electric drive system assembly is blocked;
4. the motor driving system assembly works in the environment that the water temperature is 65 ℃ and the water flow is 8L/min, required locked-rotor torque is applied to the electric driving system assembly through the controller, and the locked-rotor torque, the locked-rotor current, the locked-rotor time and the temperature of the IGBT shell under different water temperature conditions are recorded;
5. changing the relative position of the stator and the rotor of the driving motor, equally dividing more than 5 rotation blocking points along the circumferential direction, and respectively repeating the steps;
6. and taking the minimum locked-rotor torque value in each measurement result as the locked-rotor torque of the driving system assembly.
The experimental results are as follows:
the temperature model coefficients under different torque conditions in the table are calculated according to an empirical calculation formula, the problem that the IGBT working junction temperature cannot be accurately calculated due to the thermal resistance of the IGBT module heat dissipation system is fully considered, and the maturity and reliability of the IGBT temperature model strategy are guaranteed.
And finally, verifying the IGBT temperature model strategy on the whole vehicle. The actual vehicle tests the locked-rotor condition, the upper computer is used for collecting data, and the collected data are shown in figure 6 through CANoe analysis. The rotating speed of the motor is lower than 150n/min at the beginning, and in the process of continuously ascending the slope, the rotating speed of the motor is gradually reduced to 0, but the driver still enables the motor to continuously climb the slope with the maximum torque. Because the controller adopts the discrete IGBT, the thermal resistance of the heat dissipation system is large, although the temperature of the IGBT and the temperature of the PCU are monitored and over-temperature power reduction measures are taken, the great heat generated by the IGBT is continuously accumulated in the controller, the temperature measured by the temperature sensor is only 79 ℃, the power reduction strategy is not executed in time, and finally the IGBT reports a fault and is damaged.
After the strategy of the IGBT temperature model is added, as shown in fig. 7, in the whole vehicle test, when two flag positions are simultaneously set to be 1, the locked-rotor counter starts to count, when the accumulated count value reaches 2250, the motor reports the locked-rotor fault and starts to reduce the torque, when the torque of the motor is reduced to be below 70Nm, the motor exits from the locked-rotor state, and the counter is cleared. At the moment, the maximum temperature of the IGBT is 60 ℃, the IGBT is in a safety range, and the strategy plays a role in protecting the IGBT under the limit working condition.
And step S20, determining a locked-rotor rotating speed flag bit according to the current motor rotating speed, and determining a locked-rotor torque flag bit according to the current motor torque.
It should be noted that, after the current motor rotation speed and the current motor torque are obtained, the locked-rotor rotation speed flag may be determined according to the current motor rotation speed, and the locked-rotor torque flag may be determined according to the current motor torque, where the locked-rotor rotation speed flag may be 0 or 1, and the locked-rotor torque flag may be 0 or 1.
Further, the S20 includes:
comparing the current motor rotating speed with a preset rotating speed threshold value, and determining a locked-rotor rotating speed flag bit according to a comparison result; and comparing the current motor torque with a preset torque threshold value, and determining a locked rotor torque zone bit according to a comparison result.
Further, comparing the current motor rotating speed with a preset rotating speed threshold value, and determining a locked-rotor rotating speed flag bit according to a comparison result, the method includes:
comparing the current motor rotating speed with a preset rotating speed threshold; and when the current motor rotating speed is smaller than the preset rotating speed threshold value, taking a preset numerical value as a locked-rotor rotating speed flag bit.
It should be noted that the preset rotation speed threshold may be 30n/min, and the preset value may be 1, where the preset rotation speed threshold and the preset value may also be other values, which is not limited in this embodiment.
It can be understood that there are two general situations of the flag bits, i.e. 0 and 1, and therefore, when the current motor speed is greater than or equal to the preset speed threshold, 0 is taken as the locked-rotor speed flag bit.
In the concrete implementation, the current motor rotating speed is compared with a preset rotating speed threshold value, if the current motor rotating speed is less than 30n/min, 1 is used as a locked-rotor rotating speed flag bit, and if not, 0 is used as the locked-rotor rotating speed flag bit.
Further, the comparing the current motor torque with a preset torque threshold value and determining a locked-rotor torque flag bit according to the comparison result includes:
comparing the current motor torque with a preset torque threshold; and when the current motor torque is larger than the preset torque threshold value, taking the preset numerical value as a locked rotor torque zone bit.
It should be noted that the preset torque threshold may be 70Nm, and the preset torque threshold may also be other values, which is not limited in the embodiment.
It can be understood that when the current motor torque is less than or equal to the preset torque threshold, 0 is taken as the locked rotor torque flag.
In specific implementation, the current motor torque is compared with a preset torque threshold, if the current motor torque is greater than 70Nm, 1 is used as a locked rotor torque flag bit, and otherwise, 0 is used as the locked rotor torque flag bit.
And step S30, calculating a heating time constant according to the locked-rotor torque flag bit, the locked-rotor rotating speed flag bit and the temperature model coefficient.
It should be understood that a target locked-rotor count value can be determined according to the locked-rotor torque flag bit and the locked-rotor rotation speed flag bit, a heating time constant can be calculated according to the target locked-rotor count value and the temperature model coefficient, and whether the locked-rotor fault exists in the motor can be judged by comparing the heating time constant with a preset constant threshold value.
And step S40, when the heating time constant is larger than a preset constant threshold value, judging that the motor has a locked rotor fault.
Further, when the heating time constant is not greater than a preset constant threshold value, it is determined that the motor has no locked-rotor fault.
Further, after the step S40, the method further includes:
when the motor has a locked rotor fault, reducing the torque of the motor and generating locked rotor fault information; and generating prompt information according to the locked rotor fault information, and carrying out fault early warning based on the prompt information.
It should be noted that the preset constant threshold may be 2250, or may be other values, and may be set by a technician according to the actual situation, which is not limited in this embodiment.
It can be understood that when the motor has a locked rotor fault, it indicates that the problem of heating in the locked rotor process is serious, and the IGBT is in a dangerous state, so that the IGBT may be burned out, and has a certain potential safety hazard. Therefore, when the motor is detected to have a locked-rotor fault, the torque of the motor is reduced, the IGBT inverter current is controlled by reducing the torque, the heat productivity of the driving controller is improved, and potential safety hazards caused by IGBT protection are avoided.
And when the motor has a locked rotor fault, locked rotor fault information can be generated, prompt information is generated according to the locked rotor fault information, fault early warning is carried out based on the prompt information, a user can know the current state of the motor in time in a fault early warning mode, locked rotor faults are processed, and potential safety hazards caused by overhigh temperature are avoided.
In the embodiment, the current motor rotating speed and the current motor torque of the motor are obtained, and the temperature model coefficient corresponding to the current motor torque is searched; determining a locked-rotor rotating speed flag bit according to the current motor rotating speed, and determining a locked-rotor torque flag bit according to the current motor torque; calculating a heating time constant according to the locked-rotor torque flag bit, the locked-rotor rotating speed flag bit and the temperature model coefficient; and when the heating time constant is larger than a preset constant threshold value, judging that the motor has a locked rotor fault. Therefore, the locked-rotor rotating speed flag bit and the locked-rotor torque flag bit are determined according to the current motor rotating speed and the current motor torque, and then the heating time constant is calculated to judge whether the locked-rotor fault exists or not, so that the accuracy of locked-rotor fault detection of the electric automobile is improved.
In an embodiment, as shown in fig. 8, a second embodiment of the method for detecting a locked-rotor fault of an electric vehicle according to the present invention is proposed based on the first embodiment, and the step S30 includes:
and S301, determining a locked-rotor count value and a non-locked-rotor count value according to the locked-rotor torque flag bit and the locked-rotor rotating speed flag bit.
It should be noted that after the locked-rotor torque flag and the locked-rotor rotational speed flag are determined, the locked-rotor count value and the non-locked-rotor count value may be determined according to the locked-rotor torque flag and the locked-rotor rotational speed flag.
Step S302, judging whether the locked-rotor count value is larger than the non-locked-rotor count value.
And step S303, when the locked-rotor count value is greater than the non-locked-rotor count value, taking the locked-rotor count value as a target locked-rotor count value.
And step S304, when the locked-rotor count value is not greater than the non-locked-rotor count value, taking the non-locked-rotor count value as a target locked-rotor count value.
It should be understood that, after determining the locked-rotor count value and the non-locked-rotor count value, the locked-rotor count value and the non-locked-rotor count value are compared in magnitude, the larger value of the locked-rotor count value and the non-locked-rotor count value is taken as a target locked-rotor count value, and the target locked-rotor count value is stored in the preset locked-rotor counter.
In a specific implementation, for example, when the locked count value is 100 and the non-locked count value is 50, the locked count value is greater than the non-locked count value, so the locked count value is set as the target locked count value, that is, the target locked count value is 100.
In a specific implementation, for example, when the locked-rotor count value is 40 and the non-locked-rotor count value is 80, the non-locked-rotor count value is greater than the locked-rotor count value, and therefore the non-locked-rotor count value is set as the target locked-rotor count value, that is, the target locked-rotor count value is 80.
And step S305, calculating a heating time constant according to the target locked rotor count value and the temperature model coefficient.
It is understood that the target locked rotor count value may be multiplied by the temperature model coefficient to obtain the heating time constant.
In the embodiment, a locked rotor count value and a non-locked rotor count value are determined according to the locked rotor torque flag bit and the locked rotor rotating speed flag bit; judging whether the locked-rotor count value is larger than the non-locked-rotor count value; when the locked-rotor count value is larger than the non-locked-rotor count value, taking the locked-rotor count value as a target locked-rotor count value; when the locked rotor count value is not greater than the non-locked rotor count value, taking the non-locked rotor count value as a target locked rotor count value; and calculating a heating time constant according to the target locked rotor count value and the temperature model coefficient. Therefore, corresponding target locked-rotor count values in different states are determined, the heating time constant is calculated according to the target locked-rotor count values, and inaccurate data caused by different states are avoided.
In an embodiment, as shown in fig. 9, a third embodiment of the method for detecting a locked-rotor fault of an electric vehicle according to the present invention is provided based on the first embodiment or the second embodiment, and in this embodiment, the step S30 includes:
and step S3011, judging whether the locked-rotor torque flag bit is a preset value.
It should be noted that the preset value in this embodiment is 1, and since the flag bit is generally 0 or 1, the flag bit is 0 when the flag bit is not 1, and the preset value may also be another value, for example, 0, which is not limited in this embodiment.
Further, when the locked-rotor torque flag bit is not the preset value, the count values in the preset locked-rotor counter and the preset non-locked-rotor counter are cleared, and the current locked-rotor fault information is cleared.
In the specific implementation, when the locked rotor torque flag is not 1, the count values in the preset locked rotor counter and the preset non-locked rotor counter are cleared, and the current locked rotor fault information is also cleared while the count values are cleared, that is, when the locked rotor torque flag is not 1, the motor does not have the locked rotor fault.
And step S3012, when the locked-rotor torque flag is the preset value, judging whether the locked-rotor rotating speed flag is the preset value.
It should be understood that when the locked-rotor torque flag is 1, it is further determined whether the locked-rotor rotational speed flag is 1.
And step S3013, controlling a preset locked-rotor timing program to start timing when the locked-rotor rotating speed flag bit is the preset numerical value.
Step S3014, read the current timing result of the preset locked-rotor timing program and the first count value of the preset locked-rotor counter.
It should be noted that the current timing result may be a current count value, that is, a time value recorded by the predetermined locked rotor timing program.
Step S3015, calculate a locked rotor count value according to the current timing result and the first count value.
Step S3016, reading a second count value of a preset non-locked-rotor counter, and taking the second count value as a non-locked-rotor count value.
It should be noted that the preset locked-rotor timing program is a program with a timing function, and when the locked-rotor rotational speed flag is 1, the preset locked-rotor timing program is controlled to start timing, and a current timing result of the preset locked-rotor timing program and a first count value of a preset locked-rotor counter are read.
It will be appreciated that the preset stall counter may have stored therein a previous count value as the first count value, and therefore the first count value may be read from the preset stall counter.
It will be appreciated that the locked count value can be obtained by adding the current locked count value to the first count value.
It should be noted that, in this state, only the locked-rotor state is counted, and the non-locked-rotor state is not counted, so that the second count value in the preset non-locked-rotor counter is directly read, the second count value is the previous count value stored in the non-locked-rotor counter, and the second count value is taken as the non-locked-rotor count value.
Further, when the locked-rotor rotational speed flag bit is not the preset value, counting the torque duration time of the non-locked-rotor state to obtain a third count value, storing the third count value in the preset non-locked-rotor counter, reading a fourth count value of the preset non-locked-rotor counter, taking the fourth count value as a non-locked-rotor count value, reading a first count value of the preset locked-rotor counter, and taking the first count value as a locked-rotor count value.
In this state, only the non-locked-rotor state is counted, and the locked-rotor state is not counted, so that the first count value of the preset locked-rotor counter is directly read and used as the locked-rotor count value. And then storing the third count value into a preset non-locked-rotor counter according to the third count value obtained by counting, updating the count value in the preset non-locked-rotor counter at the moment, namely adding the third count value on the basis of the original count value, reading a fourth count value updated by the preset locked-rotor counter, and taking the fourth count value as the non-locked-rotor count value.
In the embodiment, whether the locked-rotor torque flag bit is a preset value is judged; when the locked-rotor torque flag bit is the preset numerical value, judging whether the locked-rotor rotating speed flag bit is the preset numerical value; when the locked-rotor rotating speed flag bit is the preset numerical value, controlling a preset locked-rotor timing program to start timing; reading a current timing result of the preset locked-rotor timing program and a first count value of a preset locked-rotor counter; calculating a locked-rotor count value according to the current timing result and the first count value; and reading a second count value of a preset non-locked-rotor counter, and taking the second count value as a non-locked-rotor count value. Therefore, the locked-rotor count value and the non-locked-rotor count value are accurately determined in the mode and are used in the subsequent steps, and the accuracy of motor fault detection is further improved.
In addition, an embodiment of the present invention further provides a storage medium, where the storage medium stores an electric vehicle locked-rotor fault detection program, and the electric vehicle locked-rotor fault detection program, when executed by a processor, implements the steps of the electric vehicle locked-rotor fault detection method described above.
Since the storage medium adopts all technical solutions of all the embodiments, at least all the beneficial effects brought by the technical solutions of the embodiments are achieved, and no further description is given here.
In addition, referring to fig. 10, an embodiment of the present invention further provides an electric vehicle locked-rotor fault detection apparatus, where the electric vehicle locked-rotor fault detection apparatus includes:
the information acquisition module 10 is used for acquiring the current motor rotating speed and the current motor torque of the motor and searching a temperature model coefficient corresponding to the current motor torque;
a flag bit determining module 20, configured to determine a locked-rotor rotational speed flag bit according to the current motor rotational speed, and determine a locked-rotor torque flag bit according to the current motor torque;
the data calculation module 30 is configured to calculate a heating time constant according to the locked rotor torque flag, the locked rotor rotational speed flag, and the temperature model coefficient;
and the data judgment module 40 is used for reducing the torque of the motor and generating locked rotor fault information when the heating time constant is greater than a preset constant threshold value.
In the embodiment, the current motor rotating speed and the current motor torque of the motor are obtained, and the temperature model coefficient corresponding to the current motor torque is searched; determining a locked-rotor rotating speed flag bit according to the current motor rotating speed, and determining a locked-rotor torque flag bit according to the current motor torque; calculating a heating time constant according to the locked-rotor torque flag bit, the locked-rotor rotating speed flag bit and the temperature model coefficient; and when the heating time constant is larger than a preset constant threshold value, judging that the motor has a locked rotor fault. Therefore, the locked-rotor rotating speed flag bit and the locked-rotor torque flag bit are determined according to the current motor rotating speed and the current motor torque, and then the heating time constant is calculated to judge whether the locked-rotor fault exists or not, so that the accuracy of locked-rotor fault detection of the electric automobile is improved.
In an embodiment, the data calculating module 30 is further configured to determine a locked-rotor count value and a non-locked-rotor count value according to the locked-rotor torque flag and the locked-rotor speed flag; judging whether the locked-rotor count value is larger than the non-locked-rotor count value; when the locked-rotor count value is larger than the non-locked-rotor count value, taking the locked-rotor count value as a target locked-rotor count value; when the locked rotor count value is not greater than the non-locked rotor count value, taking the non-locked rotor count value as a target locked rotor count value; and calculating a heating time constant according to the target locked rotor count value and the temperature model coefficient.
In an embodiment, the data calculating module 30 is further configured to determine whether the locked-rotor torque flag is a preset value; when the locked-rotor torque flag bit is the preset numerical value, judging whether the locked-rotor rotating speed flag bit is the preset numerical value; when the locked-rotor rotating speed flag bit is the preset numerical value, controlling a preset locked-rotor timing program to start timing; reading a current timing result of the preset locked-rotor timing program and a first count value of a preset locked-rotor counter; calculating a locked-rotor count value according to the current timing result and the first count value; and reading a second count value of a preset non-locked-rotor counter, and taking the second count value as a non-locked-rotor count value.
In an embodiment, the data calculating module 30 is further configured to perform zero clearing processing on count values in a preset locked rotor counter and a preset non-locked rotor counter when the locked rotor torque flag is not the preset value, and clear current locked rotor fault information.
In an embodiment, the flag bit determining module 20 is further configured to compare the current motor rotation speed with a preset rotation speed threshold, and determine a locked-rotor rotation speed flag bit according to a comparison result; and comparing the current motor torque with a preset torque threshold value, and determining a locked rotor torque zone bit according to a comparison result.
In an embodiment, the flag determining module 20 is further configured to compare the current motor rotation speed with a preset rotation speed threshold; when the current motor rotating speed is smaller than the preset rotating speed threshold value, taking a preset numerical value as a locked-rotor rotating speed flag bit; comparing the current motor torque with a preset torque threshold; and when the current motor torque is larger than the preset torque threshold value, taking the preset numerical value as a locked rotor torque zone bit.
In an embodiment, the electric vehicle locked-rotor fault detection device further includes a fault early warning module, configured to reduce torque of the motor and generate locked-rotor fault information when the motor has a locked-rotor fault; and generating prompt information according to the locked rotor fault information, and carrying out fault early warning based on the prompt information.
Other embodiments or specific implementation methods of the electric vehicle locked-rotor fault detection device according to the present invention may refer to the above embodiments, and are not described herein again.
It should be noted that, in this document, the terms "comprises," "comprising," or any other variation thereof, are intended to cover a non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements does not include only those elements but may include other elements not expressly listed or inherent to such process, method, article, or apparatus. Without further limitation, an element defined by the phrase "comprising an … …" does not exclude the presence of other like elements in a process, method, article, or apparatus that comprises the element.
The above-mentioned serial numbers of the embodiments of the present invention are merely for description and do not represent the merits of the embodiments.
Through the above description of the embodiments, those skilled in the art will clearly understand that the method of the above embodiments can be implemented by software plus a necessary general hardware platform, and certainly can also be implemented by hardware, but in many cases, the former is a better implementation manner. Based on such understanding, the technical solution of the present invention may be embodied in the form of a software product, which is stored in a computer readable storage medium (such as ROM/RAM, magnetic disk, optical disk) as described above, and includes instructions for enabling an intelligent device (such as a mobile phone, an estimator, an electric vehicle lock-up fault detection device, an air conditioner, or a network electric vehicle lock-up fault detection device) to execute the method according to the embodiments of the present invention.
The above description is only a preferred embodiment of the present invention, and not intended to limit the scope of the present invention, and all modifications of equivalent structures and equivalent processes, which are made by using the contents of the present specification and the accompanying drawings, or directly or indirectly applied to other related technical fields, are included in the scope of the present invention.
Claims (10)
1. The electric vehicle locked-rotor fault detection method is characterized by comprising the following steps:
acquiring the current motor rotating speed and the current motor torque of a motor, and searching a temperature model coefficient corresponding to the current motor torque;
determining a locked-rotor rotating speed flag bit according to the current motor rotating speed, and determining a locked-rotor torque flag bit according to the current motor torque;
calculating a heating time constant according to the locked-rotor torque flag bit, the locked-rotor rotating speed flag bit and the temperature model coefficient;
and when the heating time constant is larger than a preset constant threshold value, judging that the motor has a locked rotor fault.
2. The method for detecting a locked-rotor fault of an electric vehicle according to claim 1, wherein the calculating a heating time constant according to the locked-rotor torque flag, the locked-rotor speed flag, and the temperature model coefficient specifically comprises:
determining a locked rotor count value and a non-locked rotor count value according to the locked rotor torque flag bit and the locked rotor rotating speed flag bit;
judging whether the locked-rotor count value is larger than the non-locked-rotor count value;
when the locked-rotor count value is larger than the non-locked-rotor count value, taking the locked-rotor count value as a target locked-rotor count value;
when the locked rotor count value is not greater than the non-locked rotor count value, taking the non-locked rotor count value as a target locked rotor count value;
and calculating a heating time constant according to the target locked rotor count value and the temperature model coefficient.
3. The method for detecting a locked-rotor fault of an electric vehicle according to claim 2, wherein the determining a locked-rotor count value and a non-locked-rotor count value according to the locked-rotor torque flag and the locked-rotor speed flag specifically comprises:
judging whether the locked-rotor torque flag bit is a preset numerical value or not;
when the locked-rotor torque flag bit is the preset numerical value, judging whether the locked-rotor rotating speed flag bit is the preset numerical value;
when the locked-rotor rotating speed flag bit is the preset numerical value, controlling a preset locked-rotor timing program to start timing;
reading a current timing result of the preset locked-rotor timing program and a first count value of a preset locked-rotor counter;
calculating a locked-rotor count value according to the current timing result and the first count value;
and reading a second count value of a preset non-locked-rotor counter, and taking the second count value as a non-locked-rotor count value.
4. The method for detecting the locked rotor fault of the electric vehicle according to claim 3, wherein after determining whether the locked rotor torque flag is a preset value, the method further comprises:
and when the locked-rotor torque zone bit is not the preset numerical value, carrying out zero clearing treatment on the count values in a preset locked-rotor counter and a preset non-locked-rotor counter, and clearing current locked-rotor fault information.
5. The method for detecting the locked rotor fault of the electric vehicle according to any one of claims 1 to 4, wherein the determining a locked rotor speed flag according to the current motor speed and determining a locked rotor torque flag according to the current motor torque specifically comprises:
comparing the current motor rotating speed with a preset rotating speed threshold value, and determining a locked-rotor rotating speed flag bit according to a comparison result;
and comparing the current motor torque with a preset torque threshold value, and determining a locked rotor torque zone bit according to a comparison result.
6. The method for detecting a locked-rotor fault of an electric vehicle according to claim 5, wherein the step of comparing the current motor speed with a preset speed threshold and determining a locked-rotor speed flag according to the comparison result specifically comprises:
comparing the current motor rotating speed with a preset rotating speed threshold;
when the current motor rotating speed is smaller than the preset rotating speed threshold value, taking a preset numerical value as a locked-rotor rotating speed flag bit;
correspondingly, comparing the current motor torque with a preset torque threshold value, and determining a locked-rotor torque flag bit according to a comparison result specifically comprises:
comparing the current motor torque with a preset torque threshold;
and when the current motor torque is larger than the preset torque threshold value, taking the preset numerical value as a locked rotor torque zone bit.
7. The method for detecting the locked rotor fault of the electric vehicle according to any one of claims 1 to 4, wherein when the heating time constant is greater than a preset constant threshold value, after the motor is determined to have the locked rotor fault, the method further comprises:
when the motor has a locked rotor fault, reducing the torque of the motor and generating locked rotor fault information;
and generating prompt information according to the locked rotor fault information, and carrying out fault early warning based on the prompt information.
8. The utility model provides an electric automobile lock-rotor fault detection device which characterized in that, electric automobile lock-rotor fault detection device includes:
the information acquisition module is used for acquiring the current motor rotating speed and the current motor torque of the motor and searching a temperature model coefficient corresponding to the current motor torque;
the zone bit determining module is used for determining a locked-rotor rotating speed zone bit according to the current motor rotating speed and determining a locked-rotor torque zone bit according to the current motor torque;
the data calculation module is used for calculating a heating time constant according to the locked rotor torque flag bit, the locked rotor rotating speed flag bit and the temperature model coefficient;
and the data judgment module is used for reducing the torque of the motor and generating locked rotor fault information when the heating time constant is greater than a preset constant threshold value.
9. The utility model provides an electric automobile lock-rotor fault detection equipment which characterized in that, electric automobile lock-rotor fault detection equipment includes: a memory, a processor, and an electric vehicle locked-up failure detection program stored on the memory and operable on the processor, the electric vehicle locked-up failure detection program being configured with steps to implement the electric vehicle locked-up failure detection method according to any one of claims 1 to 7.
10. A storage medium, characterized in that the storage medium stores thereon an electric vehicle locked-rotor fault detection program, which when executed by a processor implements the steps of the electric vehicle locked-rotor fault detection method according to any one of claims 1 to 7.
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