CN111619351B - Safety state control method and device and automobile - Google Patents

Safety state control method and device and automobile Download PDF

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Publication number
CN111619351B
CN111619351B CN201910152143.7A CN201910152143A CN111619351B CN 111619351 B CN111619351 B CN 111619351B CN 201910152143 A CN201910152143 A CN 201910152143A CN 111619351 B CN111619351 B CN 111619351B
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current
motor
driving motor
state
asc
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CN111619351A (en
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李玮
刘超
梁海强
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Beijing Electric Vehicle Co Ltd
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Beijing Electric Vehicle Co Ltd
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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
    • 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
    • B60L3/0046—Detecting, eliminating, remedying or compensating for drive train abnormalities, e.g. failures within the drive train relating to electric energy storage systems, e.g. batteries or capacitors
    • 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
    • B60L3/0076—Detecting, eliminating, remedying or compensating for drive train abnormalities, e.g. failures within the drive train relating to braking
    • 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
    • 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
    • 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
    • B60L2240/429—Current

Abstract

The invention discloses a safety state control method, a safety state control device and an automobile, wherein the safety state control method is applied to a pure electric automobile and comprises the following steps: after receiving an indication signal for entering a safety state, acquiring a first current temperature of a driving motor, and after entering the safety state and reaching a steady state by adopting an Active Short Circuit (ASC) control mode under a current working condition, obtaining a steady-state current of the driving motor; and if the steady-state current is smaller than the demagnetization current of the driving motor and the first current temperature is smaller than the limit temperature of the driving motor for executing the ASC, executing the ASC. The embodiment of the invention solves the problems that the motor demagnetization is caused and the driving feeling is influenced by the current vehicle safety control mode.

Description

Safety state control method and device and automobile
Technical Field
The invention relates to the technical field of vehicle safety control, in particular to a safety state control method and device and an automobile.
Background
In the face of increasingly severe energy and environmental problems, energy-saving and new energy automobiles are hot spots of current research, people invest a great deal of manpower and material resources to develop related research and development work, and the vigorous development of the energy-saving and new energy automobiles has important significance for realizing global sustainable development and protecting the global environment on which human beings live. In China, energy conservation and new energy automobiles are highly valued and are regarded as one of strategic emerging industries. The development of energy-saving and new energy automobiles, particularly pure electric automobiles with zero pollution and zero emission, has great significance for energy safety and environmental protection in China, and is a trend for future development of the automobile field in China.
With the main direction of automobile development, the requirements on the active safety of automobiles are higher and higher with the electromotion and intellectualization, and more international mainstream factories forcibly require suppliers to develop the functional safety of automobile electronic control systems according to the road vehicle functional safety standard (ISO-26262). The aim of emphasizing the safety of the functions of the automobile is to prevent personal injury caused by the functional failure of the controller. For pure electric vehicles, a safety system is considered functionally safe when any random fault, system failure or failure does not result in a failure of the safety system, and thus personnel injury, vehicle damage, environmental damage, etc., i.e., the safety functions of the control system should be guaranteed to be properly implemented whether in a normal situation or in the presence of a fault.
In the field of pure electric vehicles, according to the functional safety thought, after the vehicle breaks down and affects the driving safety, a reasonable control strategy needs to be formulated to enable the vehicle to enter a safe state so as to ensure the safety of the vehicle and personnel on the vehicle. The pure electric vehicle drives the wheels through the motor to realize vehicle running, and the motor driving and controlling are taken as the core of the pure electric vehicle to have great influence on the performance of the whole vehicle, so that the pure electric vehicle becomes the key point of research of various domestic and foreign pure electric vehicle manufacturers. With the development of Permanent magnet materials, power electronics technology, control theory, motor manufacturing and signal processing hardware, Permanent Magnet Synchronous Motors (PMSM) are generally used, and the Permanent magnet synchronous motors are currently the mainstream of pure electric vehicle driving systems due to the advantages of high efficiency, high output torque, high power density, good dynamic performance and the like. For a pure electric vehicle equipped with a permanent magnet synchronous motor, based on functional safety design requirements, after a fault which seriously affects driving safety occurs, the vehicle is generally brought into a safe state through an Active Short Circuit (ASC) mode, and the solution is an absolute mainstream safe state (based on functional safety design) solution in the field of pure electric vehicles.
The ASC is actually implemented on a driving system by controlling to achieve the effect of short circuit of a three-phase winding of the permanent magnet synchronous motor, and at the moment, phase current in the motor can freely flow in the three-phase winding, so that the system cannot be influenced by counter electromotive force (such as damage of the counter electromotive force or impact current to a motor controller, a power battery and parts connected with a direct-current high-voltage bus). Although the ASC has the above advantages, it has a series of disadvantages, for example, when the ASC is implemented in a high rotation speed state of the motor, a large demagnetization current is generated on a straight shaft of the motor after the ASC reaches a steady state, and at this time, if the temperature of the driving motor is too high, a permanent magnet in the permanent magnet synchronous motor may be permanently demagnetized. In addition, the braking torque (negative torque) generated by implementing ASC in the high-speed state of the motor is small, but the negative torque generated by implementing active short-circuiting gradually increases until reaching a peak value along with the decrease of the speed of the motor, and the increasing negative torque seriously affects the actual driving feeling of the vehicle occupant.
Disclosure of Invention
In order to solve the technical problems, the invention provides a safety state control method, a safety state control device and an automobile, and solves the problems that the motor is demagnetized and the driving feeling is influenced in the conventional vehicle safety control mode.
According to one aspect of the invention, a safety state control method is provided, which is applied to a pure electric vehicle and comprises the following steps:
after receiving an indication signal for entering a safety state, acquiring a first current temperature of a driving motor, and after entering the safety state and reaching a steady state by adopting an Active Short Circuit (ASC) control mode under a current working condition, obtaining a steady-state current of the driving motor;
and if the steady-state current is smaller than the demagnetization current of the driving motor and the first current temperature is smaller than the limit temperature of the driving motor for executing the ASC, executing the ASC.
Optionally, the safety state control method further includes:
if the steady-state current is greater than or equal to the demagnetization current or the first current temperature is greater than or equal to the limit temperature, acquiring an estimated back electromotive force generated by the driving motor if the driving motor enters a safe state in a control mode of closing a driving system to modulate and output the SPO under the current working condition;
and if the predicted back electromotive force is smaller than the highest withstand voltage of the parts connected on the high-voltage direct-current bus, executing the SPO, and otherwise executing the ASC.
Optionally, the safety state control method further includes:
when the ASC is executed, monitoring the current actual braking torque of the driving motor, and under the current working condition, if a control mode of closing a driving system to modulate and output the SPO is adopted, predicting the braking torque of the driving motor;
if the difference value between the actual braking torque and the predicted braking torque is smaller than a first preset value, obtaining the predicted back electromotive force of the driving motor under the current working condition if the control mode of the SPO is adopted;
and if the predicted back electromotive force is smaller than the highest endurance voltage of the parts connected with the high-voltage direct-current bus, switching to the SPO.
Optionally, obtaining a steady-state current of the driving motor if the vehicle enters a safe state by adopting an active short-circuit ASC control mode under the current working condition and reaches a steady state, includes:
performing iterative calculation of at least one period, wherein d-axis current and q-axis current of the driving motor in the period are calculated according to d-axis inductance and q-axis inductance of the driving motor in the previous period;
and if the change rate of the d-axis current and the q-axis current in the period is smaller than a second preset value compared with the change rate of the d-axis current and the q-axis current in the previous period, the d-axis current and the q-axis current in the period are the steady-state currents.
Optionally, obtaining the predicted braking torque of the driving motor if the SPO control mode is adopted under the current working condition includes:
acquiring the current rotating speed and the second current temperature of the driving motor;
and acquiring the predicted braking torque according to the current rotating speed, the second current temperature and a preset configuration file, wherein the configuration file comprises the corresponding relation between the motor rotating speed, the motor temperature and the motor braking torque.
According to another aspect of the present invention, there is provided a safety state control device including:
the first acquisition module is used for acquiring a first current temperature of the driving motor after receiving an indication signal for entering a safety state, and acquiring a steady-state current of the driving motor after the driving motor enters the safety state and reaches a steady state if an Active Short Circuit (ASC) control mode is adopted under a current working condition;
and the first execution module is used for executing the ASC when the steady-state current is less than the demagnetization current of the driving motor and the first current temperature is less than the limit temperature of the driving motor for executing the ASC.
Optionally, the safety state control device further includes:
the second obtaining module is used for obtaining the predicted back electromotive force generated by the driving motor if the driving system is closed to modulate the output SPO under the current working condition when the steady-state current is greater than or equal to the demagnetization current or the first current temperature is greater than or equal to the limit temperature;
and the second execution module is used for executing the SPO when the predicted back electromotive force is smaller than the highest endurance voltage of the parts connected on the high-voltage direct-current bus, and otherwise executing the ASC.
Optionally, the safety state control device further includes:
the monitoring module is used for monitoring the current actual braking torque of the driving motor when the ASC is executed, and the predicted braking torque of the driving motor if a control mode of closing a driving system to modulate and output the SPO is adopted under the current working condition;
a third obtaining module, configured to obtain, when a difference between the actual braking torque and the predicted braking torque is smaller than a first preset value, a predicted back electromotive force of the drive motor if the SPO control manner is adopted under the current working condition;
and the switching module is used for switching to execute the SPO when the predicted back electromotive force is smaller than the highest withstand voltage of the parts connected with the high-voltage direct-current bus.
Optionally, the first obtaining module includes:
the calculation unit is used for performing iterative calculation of at least one period, wherein d-axis current and q-axis current of the driving motor in the period are calculated according to d-axis inductance and q-axis inductance of the driving motor in the previous period;
and the judging unit is used for judging that the d-axis current and the q-axis current in the period are the steady-state currents when the change rate of the d-axis current and the q-axis current in the period is smaller than a second preset value compared with the d-axis current and the q-axis current in the previous period.
Optionally, the monitoring module includes:
the first acquisition unit is used for acquiring the current rotating speed and the second current temperature of the driving motor;
and the second obtaining unit is used for obtaining the predicted braking torque according to the current rotating speed, the second current temperature and a preset configuration file, wherein the configuration file comprises the corresponding relation between the motor rotating speed, the motor temperature and the motor braking torque.
According to another aspect of the invention, a pure electric vehicle is provided, which comprises the safety state control device.
The embodiment of the invention has the beneficial effects that:
the invention provides a safe state control method, a safe state control device and an automobile, wherein the safe state control method combines the respective advantages of ASC and SPO, and introduces information of a series of connected high-voltage direct-current bus parts such as motor temperature and a power battery in the safe state control for controlling the safe state of the automobile. Under the working condition that the vehicle runs at a high speed, after the vehicle sends an instruction of entering a safe state, the mode of entering the safe state is judged according to the motor temperature, the voltage-withstanding parameters of the high-voltage direct-current bus parts connected with the battery and the like, so that the vehicle system is protected to the maximum extent, and irreversible damage to the vehicle motor, the power battery and the like due to the safe state is avoided as much as possible. In addition, after the vehicle enters the safe state by using the ASC mode, along with the reduction of the vehicle speed, under the condition that a preset condition is met, the vehicle is smoothly transited to the safety state control based on the SPO through calculation from the safety state control based on the ASC, and under the premise that the safety of the vehicle and the personnel on the vehicle is met, the vehicle runs smoothly as much as possible, so that the driving feeling of the personnel on the vehicle is ensured. In addition, the invention has the characteristics of clear thought, simple and convenient realization and no change to the hardware of the original vehicle driving system, thereby having wide popularization value.
Drawings
FIG. 1 is a diagram illustrating a hardware architecture of a pure electric vehicle to which the present invention is applicable;
FIG. 2 is a flow chart of a safety state control method of an embodiment of the present invention;
FIG. 3 is a block diagram illustrating the calculation of predicted braking torque for an embodiment of the present invention;
fig. 4 is a schematic structural diagram of a safety control device according to an embodiment of the present invention.
Detailed Description
Exemplary embodiments of the present invention will be described in more detail below with reference to the accompanying drawings. While exemplary embodiments of the invention are shown in the drawings, it should be understood that the invention can be embodied in various forms and should not be limited to the embodiments set forth herein. Rather, these embodiments are provided so that this disclosure will be thorough and complete, and will fully convey the scope of the invention to those skilled in the art.
The invention is suitable for a pure electric vehicle with a hardware architecture as shown in fig. 1, in a pure electric vehicle system, all energy consumed in the vehicle operation process is sourced from a high-voltage power battery, and other high-voltage components, such as an air conditioning system, a power supply conversion device, a Motor Control Unit (MCU) and the like, are connected in parallel with the power battery through a high-voltage direct-current bus, so as to ensure that electric energy is obtained in the vehicle operation process, and realize various functions of the vehicle.
In the figure, a portion surrounded by a dotted line is an inverter portion in a motor controller, that is, an Insulated Gate Bipolar Transistor (IGBT) power conversion module, and in a normal state, the motor controller controls the on and off of an upper arm and a lower arm of three phases of the IGBT module U, V, W according to a certain logic according to a received torque command, so that the motor outputs power as expected. In the figure, the rightmost part is a permanent magnet synchronous motor, and U, V, W three-phase windings inside the permanent magnet synchronous motor can be clearly seen according to fig. 1.
The core of the invention is to combine the advantages of the ASC and the SPO control, and combine the two safe state control modes of the ASC and the SPO through reasonably designing the control logic, and finally realize the pure electric vehicle safe state control based on the function safety, so the realization mechanism and the advantages and the disadvantages of the two control modes are briefly introduced in the following:
1、ASC
according to fig. 1, the ASC is implemented by simultaneously turning on the upper arm or the lower arm of the IGBT module, and at this time, three points U, V, W in the drawing are in an actual short-circuit state, which is equivalent to that the three-phase winding of the permanent magnet synchronous motor is short-circuited, and at this time, the current in the winding of the motor flows inside the winding and is finally consumed in the winding of the motor in the form of heat. For the safe state control, the ASC control does not generate back electromotive force, so that no impact is caused to all the components connected with the high-voltage direct-current bus, such as the high-voltage power battery, the air conditioner and the like in fig. 1, and in the high-speed state of the motor, the ASC can also enable the motor to generate a certain braking torque (negative torque) to realize the reduction of the vehicle speed, which are advantages of the control mode. However, ASC has two major disadvantages: firstly, a large demagnetizing current (steady state) can be generated by implementing ASC control at a high rotating speed of the motor, and at the moment, if the temperature of a motor rotor is too high, permanent demagnetization of the permanent magnet synchronous motor can be easily caused, so that irreversible damage is caused to a driving system; secondly, in the ASC process, as the rotation speed of the motor continuously decreases, the negative torque generated by the motor is increased and maximized at a certain rotation speed point, which may have a great influence on the driving feeling of the passengers on the vehicle.
2、SPO
According to fig. 1, SPO is implemented by turning off U, V, W upper and lower arms of the IGBT module in the figure, and then the current in the motor winding will flow through the freewheeling diode in the IGBT module. For the safe state control, the current (steady state) generated by the SPO in the high rotation speed state belongs to a controllable category, and is smaller than the steady state current generated at the ASC control. However, the SPO control has a biggest defect that a large back electromotive force is generated in a steady state, the back electromotive force is related to the rotating speed of the motor, the higher the rotating speed is, the larger the back electromotive force is, and the back electromotive force is easy to cause impact damage to parts connected with the high-voltage direct-current bus. In addition, in the high speed state, the direct SPO generates a large braking torque, which gradually decreases with a decrease in the motor rotation speed.
The principles and features of the two control modes, ASC and SPO, are introduced above, and the safety state control method, device and automobile provided by the present invention will be described with reference to the above features.
First embodiment
The embodiment provides a safety state control method, which is applied to a pure electric vehicle shown in fig. 1. As shown in fig. 2, the safety state control method includes:
and 21, after receiving the indication signal for entering the safety state, acquiring a first current temperature of the driving motor, and after entering the safety state and reaching a steady state by adopting an Active Short Circuit (ASC) control mode under the current working condition, obtaining a steady-state current of the driving motor.
Specifically, step 21 includes:
performing iterative calculation of at least one period, wherein d-axis current and q-axis current of the driving motor in the period are calculated according to d-axis inductance and q-axis inductance of the driving motor in the previous period;
and if the change rate of the d-axis current and the q-axis current in the period is smaller than a second preset value compared with the change rate of the d-axis current and the q-axis current in the previous period, the d-axis current and the q-axis current in the period are the steady-state currents.
In this embodiment, step 21 includes calculating a steady-state current in the motor if the vehicle enters the safe state and reaches the steady state by using the ASC control method under the current operating condition (the vehicle does not enter the safe state by the ASC control at this time). The steady-state current refers to d-axis and q-axis currents of the motor in a d-axis and q-axis two-phase rotating coordinate system, and is theoretically obtained by solving a theoretical formula I relative to the steady-state current.
The formula I is as follows:
Figure BDA0001981795510000071
Figure BDA0001981795510000072
wherein idAnd iqIs the steady-state d-axis current and q-axis current of the motor, p is the pole pair number of the motor, omega is the mechanical angular velocity of the rotor of the motor, psifIs a permanent magnet flux linkage, LdAnd LqIs d-axis inductance and q-axis inductance, RsIs the motor stator winding resistance.
In fact, the permanent magnet flux linkage psifStator winding resistor R of motorsD-axis inductance LdAnd q-axis inductance LqIs not constant, where ψfAnd RsIs a variable related to temperature, and LdAnd LqIs a variable related to d-axis current and q-axis current, and psi is generally used in the prior engineering application through early experimentsf、RsMaking a one-dimensional table related to the temperature of the motor, and then making LdAnd LqAnd a two-dimensional table related to the d-axis current and the q-axis current is manufactured, and the parameters are obtained by directly looking up the table through the motor state in practical application.
Since the formula is the estimation of the steady-state current without performing the ASC control, the current d-axis current and q-axis current cannot be directly obtained, and thus the accurate d-axis inductance and q-axis inductance cannot be obtained by looking up the table. In order to ensure the accuracy of the steady-state current calculation of the motor, the embodiment provides an iterative method for obtaining the steady-state d-axis current and the steady-state q-axis current of the motor. And specifically, carrying out iterative calculation according to a formula II.
The formula II is as follows:
Figure BDA0001981795510000081
Figure BDA0001981795510000082
wherein id(n) and iq(n) is d-axis current and q-axis current of the motor in the present cycle,Lq[id(n-1),iq(n-1)]and Lq[id(n-1),iq(n-1)]D-axis inductance and q-axis inductance for said upper-period motor,. psif(Tm) Is a permanent magnet flux linkage, Rs(Tm) Is the motor stator winding resistance.
In this example, Lq[id(n-1),iq(n-1)]And Lq[id(n-1),iq(n-1)]And obtaining the steady-state d-axis current and the steady-state q-axis current of the motor according to the last iteration cycle by looking up a table. Psif(Tm) And looking up a table according to the current temperature of the motor. Rs(Tm) And looking up a table according to the current temperature of the motor.
In this embodiment, a formula two is used for repeated iterative calculation, and when the change rate of the d-axis current and the q-axis current in the present period is smaller than a second preset value than that of the d-axis current and the q-axis current in the previous period, the d-axis current and the q-axis current in the present period are the steady-state current.
Wherein the second preset value may be 2%, i.e. the iteration is stopped when the following conditions are met:
Figure BDA0001981795510000091
namely, when the d-axis current and the q-axis current in the period are less than 2% of the change rate of the d-axis current and the q-axis current in the last period, the d-axis current and the q-axis current in the period are considered to be stable, and the corresponding d-axis current and the q-axis current in the period are taken as the steady-state current in the motor after the vehicle enters a safe state and reaches a steady state by adopting an ASC (automatic switched capacitor) mode.
In this embodiment, the steady-state current obtaining method aims to obtain d-axis current and q-axis current, especially d-axis current, after the control mode of the ASC reaches a steady state, because the d-axis current is also called demagnetizing current, the d-axis current itself plays a role in weakening a magnetic field of a rotor of a motor, and the demagnetization of a permanent magnet is easily caused by the excessive current, so that the steady-state current of the motor obtained in this link is used for judging conditions in subsequent safety state control.
And step 22, if the steady-state current is smaller than the demagnetization current of the driving motor and the first current temperature is smaller than the limit temperature of the driving motor for executing the ASC, executing the ASC.
In this embodiment, the current of the d-axis of the motor in the steady-state current and the temperature of the motor are used to perform condition judgment, and whether the current state of the driving motor meets an ideal condition of the ASC control mode is judged, where the condition judgment includes current judgment and temperature judgment, and specifically, the judgment is performed according to the formula three.
The formula III is as follows:
id＞Imand Tm＜Km
Wherein, ImFor the demagnetization current, Im＜0；KmTo said limiting temperature, Km＞0。
In the embodiment, when the formula three is satisfied, the risk does not exist when the vehicle enters the safe state by adopting the control mode of the ASC, otherwise, the motor is subjected to the risk of permanent demagnetization of the permanent magnet caused by overhigh temperature and large demagnetization current.
Specifically, as shown in fig. 2, the safety state control method further includes:
and 23, if the steady-state current is greater than or equal to the demagnetization current or the first current temperature is greater than or equal to the limit temperature, acquiring an estimated back electromotive force generated by the driving motor when the driving motor enters a safe state in a control mode of closing the driving system modulation output SPO under the current working condition.
In this embodiment, it is determined whether there is a risk in controlling a driving system of a vehicle using an ASC at this time by using the steady-state current and the first current temperature, and if there is a risk (that is, the steady-state current is greater than or equal to the demagnetization current, or the first current temperature is greater than or equal to the limit temperature), it is determined whether a control manner using an SPO at this time is appropriate and whether the vehicle is damaged, that is, it is determined whether a generated back electromotive force will damage other high-voltage components in the vehicle if the control manner using the SPO at this time is used.
And 24, if the predicted back electromotive force is smaller than the highest withstand voltage of the parts connected to the high-voltage direct-current bus, executing the SPO, and otherwise executing the ASC.
In this embodiment, the condition judgment is performed by using the formula four, and if the formula four is satisfied, the SPO is executed. And if the formula four is not satisfied, executing the ASC.
The formula four is as follows:
Us＜Umax
wherein, UsFor the expected back EMF, UmaxIs the highest withstand voltage.
In the embodiment, when the formula IV is not satisfied, the ASC is used for carrying out safe state control, only one part of the driving motor can be exposed to risks, other systems in the vehicle can be well protected, and when the formula IV is not satisfied, the control mode of the SPO is adopted, all high-voltage parts connected with the direct-current bus of the vehicle are exposed to risks due to the factor of overhigh back electromotive force, so that the design concept of reducing the risk range of the vehicle as far as possible is adopted, and at the moment, the vehicle enters the safe state by adopting the control mode of the ASC.
Preferably, as shown in fig. 2, the safety state control method further includes:
and 25, monitoring the current actual braking torque of the driving motor when the ASC is executed, and predicting the braking torque of the driving motor if an SPO control mode is adopted under the current working condition.
In this embodiment, during the execution of the ASC, the current actual braking torque of the driving motor is monitored, wherein the actual braking torque is calculated by formula five.
The formula five is as follows:
Figure BDA0001981795510000101
wherein, TaFor said actual braking torque, idAnd iqD-axis current and q-axis current of the motor, p is the pole pair number of the motor, psifIs a permanent magnet flux linkage, LdAnd LqD-axis inductance and q-axis inductance.
In this example, #f、LdAnd LqLooking up a table according to the temperature of the motor and the current d-axis and q-axis currents of the motor to obtain idAnd iqThe motor current detection method is obtained by collecting U, V, W three-phase current of the motor in the current state and performing Clark and Park conversion (which belongs to the basic theory of electromechanics and is not introduced).
Specifically, step 25 includes:
acquiring the current rotating speed and the second current temperature of the driving motor;
and acquiring the predicted braking torque according to the current rotating speed, the second current temperature and a preset configuration file, wherein the configuration file comprises the corresponding relation between the motor rotating speed, the motor temperature and the motor braking torque.
In the embodiment, during the execution of the ASC, the current actual braking torque of the driving motor is monitored, and the predicted braking torque generated if the SPO is used to control the vehicle driving system is calculated according to the current state of the vehicle. The braking torque (in a steady state) generated by the SPO is related to the current temperature of the motor and the rotating speed of the motor, so that the corresponding relation among the temperature, the rotating speed and the braking torque of the motor is obtained through a bench test in the previous period and is stored in a table, and when the braking torque is actually applied, the predicted braking torque generated by the driving system under the current state if the SPO is adopted can be quickly obtained through table look-up, and the specific implementation is shown in fig. 3.
And 26, if the difference value between the actual braking torque and the predicted braking torque is smaller than a first preset value, acquiring the predicted back electromotive force of the driving motor if the control mode of the SPO is adopted under the current working condition.
In step 26, it is determined whether the difference between the actual braking torque and the predicted braking torque is greater than the first predetermined value. Step 26 is to determine a first switching condition from the ASC to the SPO in the safety state control, and to adopt the SPO in consideration of a gradual increase in braking torque generated by a drive system accompanying a decrease in the motor rotation speed in the course of the ASC, the increased braking torque spoiling the riding feeling of the vehicle occupant, although the braking torque generated by the drive system is large in the high rotation speed state, the torque is gradually reduced with a reduction in the motor rotation speed, and for this reason, this embodiment is intended to find a region where the ASC is close to the braking torque during the SPO control, at which the ASC is switched to the SPO, on the premise of meeting the system function safety requirement in the safety state control process, the driving feeling of the vehicle personnel is improved, and the influence of the overlarge braking torque of a driving system under the low-speed working condition under the control of the ASC on the driving feeling is eliminated.
Wherein the first switching condition is determined by equation six.
Formula six:
|Ta-Ts|＜ΔT
wherein, the delta T is the first preset value, and the delta T is more than 0; t isaIs the actual braking torque; t issIs the predicted braking torque.
In this embodiment, if the first switching condition is not satisfied, the determination is continued until an "intersection" is generated between the actual braking torque generated by the ASC and the predicted braking torque generated by the SPO, that is, the first preset condition is satisfied, and then the determination of the second switching condition for switching the ASC to the SPO is continued: and acquiring the predicted back electromotive force of the driving motor if the control mode of the SPO is adopted under the current working condition. The calculation of the back electromotive force generated by the permanent magnet synchronous motor in the SPO process belongs to the prior mature technology, so that the method is not introduced, and only the result is used.
And 27, if the predicted back electromotive force is smaller than the highest withstand voltage of the parts connected with the high-voltage direct-current bus, switching to the SPO.
In this embodiment, step 27 is used to determine whether the back emf generated by the motor meets the vehicle system safety requirement when the current state of the motor is switched to the SPO, i.e., whether the predicted back emf is less than the highest withstand voltage of the component connected to the high voltage dc bus. If the predicted back electromotive force is smaller than the highest withstand voltage, the safety of a vehicle system is met, and switching from the ASC to the SPO is performed, so that the passengers on the vehicle can obtain better driving feeling; and if the predicted back electromotive force is greater than or equal to the highest withstand voltage, the safety of the vehicle system is not met, and the ASC is not switched to the SPO so as to ensure the safety of the vehicle system.
The present embodiment determines the second switching condition according to formula seven.
The formula seven:
Us＜Umax
wherein, UsFor the expected back EMF, UmaxIs the highest withstand voltage.
The safe state control method provided by the embodiment absorbs respective advantages of control modes of the ASC and the SPO, and introduces a series of information of connecting high-voltage direct-current bus parts such as motor temperature and a power battery in the safe state control to control the safe state of the vehicle. Under the working condition that the vehicle runs at a high speed, after the vehicle sends an instruction of entering a safe state, judging which mode is adopted to enter the safe state according to the temperature of a motor and the voltage-withstanding parameters of components of a battery and the like connected with a high-voltage direct-current bus, so that the vehicle system is protected to the maximum extent, and irreversible damage to the motor, a power battery and the like of the vehicle due to the safe state is avoided as much as possible; in addition, after the vehicle enters the safe state by using the ASC mode, along with the reduction of the vehicle speed, under the condition that the first switching condition and the second switching condition are met, the vehicle is smoothly transited to the safety state control based on the SPO from the safe state based on the ASC through calculation, so that the vehicle runs smoothly as much as possible on the premise that the safety of the vehicle and personnel on the vehicle is met, and the driving feeling of the personnel on the vehicle is ensured. In addition, the safety state control method provided by the embodiment has the characteristics of clear thought, simplicity and convenience in implementation and no change to the hardware of the original vehicle driving system, so that the safety state control method has wide popularization value.
Second embodiment
As shown in fig. 4, the present embodiment provides a safety state control device including:
the first obtaining module 41 is configured to obtain a first current temperature of the driving motor after receiving the indication signal of entering the safe state, and obtain a steady-state current of the driving motor after entering the safe state and reaching a steady state in the current working condition in an active short circuit ASC control manner.
Specifically, the first obtaining module 41 includes:
the calculation unit is used for performing iterative calculation of at least one period, wherein d-axis current and q-axis current of the driving motor in the period are calculated according to d-axis inductance and q-axis inductance of the driving motor in the previous period;
and the judging unit is used for judging that the d-axis current and the q-axis current in the period are the steady-state currents when the change rate of the d-axis current and the q-axis current in the period is smaller than a second preset value compared with the d-axis current and the q-axis current in the previous period.
A first executing module 42, configured to execute the ASC when the steady-state current is less than a demagnetization current of the driving motor, and the first current temperature is less than a limit temperature of the driving motor for executing the ASC.
As shown in fig. 4, the safety state control device further includes:
and a second obtaining module 43, configured to obtain, when the steady-state current is greater than or equal to the demagnetization current or the first current temperature is greater than or equal to the limit temperature, an expected back electromotive force generated by the driving motor if a control manner of turning off the driving system to modulate the output SPO is adopted to enter a safe state under the current working condition.
A second execution module 44, configured to execute the SPO when the predicted back emf is less than a highest withstand voltage of a component connected to the high voltage dc bus, and otherwise execute the ASC.
As shown in fig. 4, the safety state control device further includes:
and the monitoring module 45 is configured to monitor the current actual braking torque of the driving motor when the ASC is executed, and monitor the predicted braking torque of the driving motor if a control mode of turning off the driving system to modulate the output SPO is adopted under the current working condition.
Specifically, the monitoring module 45 includes:
the first acquisition unit is used for acquiring the current rotating speed and the second current temperature of the driving motor;
and the second obtaining unit is used for obtaining the predicted braking torque according to the current rotating speed, the second current temperature and a preset configuration file, wherein the configuration file comprises the corresponding relation between the motor rotating speed, the motor temperature and the motor braking torque.
A third obtaining module 46, configured to obtain, when a difference between the actual braking torque and the predicted braking torque is smaller than a first preset value, a predicted back electromotive force of the driving motor if the SPO control manner is adopted under the current operating condition.
And a switching module 47, configured to switch to perform the SPO when the predicted back electromotive force is less than a highest withstand voltage of a component connected to the high-voltage direct-current bus.
The safe state control device provided by the embodiment absorbs the respective advantages of the control modes of the ASC and the SPO, and introduces a series of information of connecting high-voltage direct-current bus parts such as the motor temperature and the power battery in the safe state control to control the safe state of the vehicle. Under the working condition that the vehicle runs at a high speed, after the vehicle sends an instruction of entering a safe state, judging which mode is adopted to enter the safe state according to the temperature of a motor and the voltage-withstanding parameters of components of a battery and the like connected with a high-voltage direct-current bus, so that the vehicle system is protected to the maximum extent, and irreversible damage to the motor, a power battery and the like of the vehicle due to the safe state is avoided as much as possible; in addition, after the vehicle enters the safe state by using the ASC mode, along with the reduction of the vehicle speed, under the condition of meeting the switching condition, the vehicle is smoothly transited to the safety state control based on the SPO through calculation from the safety state control based on the ASC, so that the vehicle runs smoothly as much as possible on the premise of meeting the safety of the vehicle and the personnel on the vehicle, and the driving feeling of the personnel on the vehicle is ensured.
Third embodiment
The embodiment provides a pure electric vehicle which comprises the safety state control device.
The pure electric vehicle provided by the embodiment comprises the safety state control device, in the vehicle safety state control process, the ASC is combined with the SPO, and a series of information of connecting high-voltage direct-current bus parts such as motor temperature and a power battery is introduced to control the safety state of the vehicle.
Under the working condition that the vehicle runs at a high speed, after the vehicle sends an instruction of entering a safe state, judging which mode is adopted to enter the safe state according to the temperature of a motor and the voltage-withstanding parameters of components of a battery and the like connected with a high-voltage direct-current bus, so that the vehicle system is protected to the maximum extent, and irreversible damage to the motor, a power battery and the like of the vehicle due to the safe state is avoided as much as possible; in addition, after the vehicle enters the safe state by using the ASC mode, along with the reduction of the vehicle speed, under the condition that the switching condition is met, the vehicle is smoothly transited to the safety state control based on the SPO through calculation from the safety state control based on the ASC, and under the premise that the safety of the vehicle and the personnel on the vehicle is met, the vehicle runs smoothly as much as possible, so that the driving feeling of the personnel on the vehicle is ensured.
While the preferred embodiments of the present invention have been described, it will be understood by those skilled in the art that various changes and modifications may be made without departing from the spirit and scope of the invention as defined in the following claims.

Claims (9)

1. A safety state control method is applied to a pure electric vehicle and is characterized by comprising the following steps:
after receiving an indication signal for entering a safety state, acquiring a first current temperature of a driving motor, and after entering the safety state and reaching a steady state by adopting an Active Short Circuit (ASC) control mode under a current working condition, obtaining a steady-state current of the driving motor;
if the steady-state current is smaller than the demagnetization current of the driving motor and the first current temperature is smaller than the limit temperature of the driving motor for executing the ASC, executing the ASC;
wherein, still include:
if the steady-state current is greater than or equal to the demagnetization current or the first current temperature is greater than or equal to the limit temperature, acquiring an estimated back electromotive force generated by the driving motor if the driving motor enters a safe state in a control mode of closing a driving system to modulate and output the SPO under the current working condition;
if the predicted back electromotive force is smaller than the highest withstand voltage of the parts connected to the high-voltage direct-current bus, executing the SPO, otherwise executing the ASC;
obtaining the steady-state current of the driving motor if the vehicle enters a safe state by adopting an active short-circuit ASC control mode under the current working condition and reaches a steady state, and the steady-state current comprises the following steps:
performing iterative calculation of at least one period, wherein d-axis current and q-axis current of the driving motor in the period are calculated according to d-axis inductance and q-axis inductance of the driving motor in the previous period;
if the change rate of the d-axis current and the q-axis current in the period is smaller than a second preset value than that of the d-axis current and the q-axis current in the previous period, the d-axis current and the q-axis current in the period are the steady-state currents;
the iterative calculation uses the following formula:
Figure FDA0003531568660000011
Figure FDA0003531568660000012
wherein id(n) and iq(n) d-axis current and q-axis current of the periodic motor, Lq[id(n-1),iq(n-1)]And Lq[id(n-1),iq(n-1)]D-axis and q-axis inductances for upper-period machines, #f(Tm) Is a permanent magnet flux linkage, Rs(Tm) Is the resistance of the stator winding of the motor, p is the pole pair number of the motor, omega is the mechanical angular speed of the rotor of the motor,
Lq[id(n-1),iq(n-1)]and Lq[id(n-1),iq(n-1)]Obtaining the steady-state d-axis current and q-axis current of the motor according to the last iteration cycle through table lookup,
ψf(Tm) The temperature of the motor is obtained by looking up a table according to the current temperature of the motor,
Rs(Tm) And looking up a table according to the current temperature of the motor.
2. The safety state control method according to claim 1, characterized by further comprising:
when the ASC is executed, monitoring the current actual braking torque of the driving motor, and under the current working condition, if a control mode of closing a driving system to modulate and output the SPO is adopted, predicting the braking torque of the driving motor;
if the difference value between the actual braking torque and the predicted braking torque is smaller than a first preset value, obtaining the predicted back electromotive force of the driving motor under the current working condition if the control mode of the SPO is adopted;
and if the predicted back electromotive force is smaller than the highest endurance voltage of the parts connected with the high-voltage direct-current bus, switching to the SPO.
3. The safety state control method according to claim 2, wherein obtaining the predicted braking torque of the driving motor if the control manner of the SPO is adopted under the current operating condition comprises:
acquiring the current rotating speed and the second current temperature of the driving motor;
and acquiring the predicted braking torque according to the current rotating speed, the second current temperature and a preset configuration file, wherein the configuration file comprises the corresponding relation between the motor rotating speed, the motor temperature and the motor braking torque.
4. A safety state control device based on the method of any one of claims 1 to 3, comprising:
the first acquisition module is used for acquiring a first current temperature of the driving motor after receiving an indication signal for entering a safety state, and acquiring a steady-state current of the driving motor after the driving motor enters the safety state and reaches a steady state if an Active Short Circuit (ASC) control mode is adopted under a current working condition;
and the first execution module is used for executing the ASC when the steady-state current is less than the demagnetization current of the driving motor and the first current temperature is less than the limit temperature of the driving motor for executing the ASC.
5. The safety state control device according to claim 4, characterized by further comprising:
the second obtaining module is used for obtaining the predicted back electromotive force generated by the driving motor if the driving system is closed to modulate the output SPO under the current working condition when the steady-state current is greater than or equal to the demagnetization current or the first current temperature is greater than or equal to the limit temperature;
and the second execution module is used for executing the SPO when the predicted back electromotive force is smaller than the highest endurance voltage of the parts connected on the high-voltage direct-current bus, and otherwise executing the ASC.
6. The safety state control device according to claim 4 or 5, characterized by further comprising:
the monitoring module is used for monitoring the current actual braking torque of the driving motor when the ASC is executed, and the predicted braking torque of the driving motor if a control mode of closing a driving system to modulate and output the SPO is adopted under the current working condition;
a third obtaining module, configured to obtain, when a difference between the actual braking torque and the predicted braking torque is smaller than a first preset value, a predicted back electromotive force of the drive motor if the SPO control manner is adopted under the current working condition;
and the switching module is used for switching to execute the SPO when the predicted back electromotive force is smaller than the highest withstand voltage of the parts connected with the high-voltage direct-current bus.
7. The safety state control device according to claim 4, wherein the first obtaining module comprises:
the calculation unit is used for performing iterative calculation of at least one period, wherein d-axis current and q-axis current of the driving motor in the period are calculated according to d-axis inductance and q-axis inductance of the driving motor in the previous period;
and the judging unit is used for judging that the d-axis current and the q-axis current in the period are the steady-state currents when the change rate of the d-axis current and the q-axis current in the period is smaller than a second preset value compared with the d-axis current and the q-axis current in the previous period.
8. The safety state control device of claim 6, wherein the monitoring module comprises:
the first acquisition unit is used for acquiring the current rotating speed and the second current temperature of the driving motor;
and the second obtaining unit is used for obtaining the predicted braking torque according to the current rotating speed, the second current temperature and a preset configuration file, wherein the configuration file comprises the corresponding relation between the motor rotating speed, the motor temperature and the motor braking torque.
9. A pure electric vehicle characterized by comprising the safety state control device according to any one of claims 4 to 8.
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