CN112086936B - Overheat protection method for motor - Google Patents

Overheat protection method for motor Download PDF

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Publication number
CN112086936B
CN112086936B CN201910508180.7A CN201910508180A CN112086936B CN 112086936 B CN112086936 B CN 112086936B CN 201910508180 A CN201910508180 A CN 201910508180A CN 112086936 B CN112086936 B CN 112086936B
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motor
time
ecu
timing
temperature
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CN112086936A (en
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谢常云
滕晓涛
汪璟
潘良聪
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Guangzhou Automobile Group Co Ltd
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Guangzhou Automobile Group Co Ltd
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    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02H—EMERGENCY PROTECTIVE CIRCUIT ARRANGEMENTS
    • H02H7/00—Emergency protective circuit arrangements specially adapted for specific types of electric machines or apparatus or for sectionalised protection of cable or line systems, and effecting automatic switching in the event of an undesired change from normal working conditions
    • H02H7/08—Emergency protective circuit arrangements specially adapted for specific types of electric machines or apparatus or for sectionalised protection of cable or line systems, and effecting automatic switching in the event of an undesired change from normal working conditions for dynamo-electric motors
    • H02H7/085—Emergency protective circuit arrangements specially adapted for specific types of electric machines or apparatus or for sectionalised protection of cable or line systems, and effecting automatic switching in the event of an undesired change from normal working conditions for dynamo-electric motors against excessive load
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02H—EMERGENCY PROTECTIVE CIRCUIT ARRANGEMENTS
    • H02H5/00—Emergency protective circuit arrangements for automatic disconnection directly responsive to an undesired change from normal non-electric working conditions with or without subsequent reconnection
    • H02H5/04—Emergency protective circuit arrangements for automatic disconnection directly responsive to an undesired change from normal non-electric working conditions with or without subsequent reconnection responsive to abnormal temperature
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/64—Electric machine technologies in electromobility

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  • Protection Of Generators And Motors (AREA)
  • Control Of Multiple Motors (AREA)

Abstract

The motor overheat protection method comprises the steps of obtaining the power-on time length of an ECU; acquiring motor adjustment time; acquiring motor locked-rotor time; estimating real-time temperatures of important positions of a plurality of motors according to the ECU power-on time, the motor adjusting time and the motor locked-rotor time; and comparing and calculating to obtain the real-time estimated temperature of the motor and the highest bearing temperature of the motor, and if the real-time estimated temperature of the motor at any important position is greater than the corresponding highest bearing temperature, performing motor overheat protection. The method has the advantages of low cost and simple algorithm, and can ensure that the whole components of the motor work in an allowable temperature range.

Description

Overheat protection method for motor
Technical Field
The invention relates to the field of motors, in particular to a motor overheat protection method.
Background
The application of an electric motor in the automotive steering field mainly involves two aspects. One aspect is for chassis steering, with the steering assistance provided by the motor. Another aspect is for steering a steering wheel, the height of the steering column and the angle of the steering column being adjusted by a motor.
Since electrically regulated steering columns are involved in the field of automotive safety, if the steering column fails to adjust, serious consequences may occur, especially in case of overheating of the motor, fire may be initiated. In view of this, motor overheat protection is commonly adopted in the industry when developing an electric control steering column.
The overheat protection of the motor is a protection measure implemented for preventing the motor from being burnt out due to the locked rotation or long-time continuous operation of the motor. In the steering field, there are three main approaches to overheat protection of the motor: 1. acquiring data by a sensor (such as a current sensor, a temperature sensor, an angle sensor and the like) to estimate the temperature of the motor; 2. motor overheat protection is performed by an overheat protector involving a thermosensitive element; 3. the motor temperature is estimated by an algorithm model.
However, the acquisition of data by sensors, overheat protection by overheat protectors all require increased design costs and system complexity. Moreover, the thermosensitive element needs to be calibrated, the turn-off and turn-on moments of the thermosensitive element can be only related to the temperature of a certain part of the motor, multi-point temperature detection cannot be realized, the motor assembly is composed of a plurality of sub-pieces, the temperature rising speed and the temperature resistance value of each point are different, and under different working conditions, overheating can occur at different points, so that the scheme of overheat protection by utilizing the overheat protector cannot fully protect the motor. The existing scheme for realizing motor overheat protection by using software is generally complex in algorithm, has current integration or complex multiplication and division, cannot be realized by a simple singlechip, or needs to occupy a large amount of software operation resources.
The foregoing description is provided for general background information and does not necessarily constitute prior art.
Disclosure of Invention
In view of the above, the invention provides a motor overheat protection method which is low in cost, simple in algorithm and capable of ensuring that the whole components of the motor are all operated in an allowable temperature range.
The motor overheat protection method provided by the invention comprises the following steps: acquiring the power-on time of the ECU; acquiring motor adjustment time; acquiring motor locked-rotor time; estimating real-time temperatures of important positions of a plurality of motors according to the ECU power-on time, the motor adjusting time and the motor locked-rotor time; and comparing and calculating to obtain the real-time estimated temperature of the motor and the highest bearing temperature of the motor, and if the real-time estimated temperature of the motor at any important position is greater than the corresponding highest bearing temperature, performing motor overheat protection.
Further, the formula adopted when estimating the real-time temperatures of the important positions of the plurality of motors according to the ECU power-on time, the motor adjustment time and the motor locked-rotor time is as follows: t=t 0 KL (ta-tb-tc) +kt tb+kd tc, wherein T represents the motor real-time estimated temperature, T 0 The initial temperature of the motor is shown, KL is shown as the cooling coefficient of the motor and is read from a memory when the ECU is powered on, KT is shown as the normal regulation temperature rise coefficient and is shown as the pre-calibration, KD is shown as the locked rotor temperature rise coefficient and is shown as the pre-calibration, ta is shown as the power-on duration of the ECU, tb is the regulation duration of the motor, and tc is shown as the locked rotor duration of the motor.
Further, important positions of the motor include the motor rotor, brush holder and tail bearing.
Further, the method further comprises: and after the motor is overheat-protected, continuously estimating the real-time temperature of the important position of the motor according to the ECU power-on time, the motor adjusting time and the motor locked-rotor time until the real-time estimated temperature of the motor at the important position is smaller than a certain value of the corresponding highest bearing temperature, and exiting the motor overheat-protection.
Further, the step of obtaining the power-on duration of the ECU includes: powering on the automobile, and sending a power-on signal to the ECU; the ECU receives the power-on signal and sends a timing starting signal to the timer; the timer receives the timing start signal, starts the power-on timing of the ECU, and sends a timing result to the ECU at a first set frequency.
Further, the obtained motor adjustment time length is the total motor adjustment time length after the ECU is powered on.
Further, the step of obtaining the motor adjustment time length includes: the motor adjusting button is pressed, and a motor adjusting instruction or a relay closing instruction is sent to the ECU; the ECU receives a motor adjusting instruction or a relay closing instruction and sends a timing starting signal to the timer; the timer receives a timing starting signal, starts the timing of the motor adjusting duration, continuously counts the time before receiving an adjusting ending instruction or a relay breaking instruction, and sends a timing result to the ECU at a second set frequency; if the timer receives the ECU power-off signal in the timing process, the timing result is automatically zeroed, and if the timer does not receive the ECU power-off signal, the timing result is kept unchanged until the next timing is started and accumulated for the next timing.
Further, the obtained motor locked-rotor duration is the total duration of motor locked-rotor after the ECU is electrified.
Further, the step of obtaining the motor locked-rotor duration includes: sending a motor output rotating speed signal or a current signal passing through the motor to the ECU in the running process of the motor; the ECU receives the motor output rotating speed signal or the current signal and judges whether the motor is blocked; if the output rotating speed in the running process of the motor is zero or the current suddenly becomes large, the ECU judges that the motor is blocked, and simultaneously sends a timing starting signal to the timer; the timer receives a timing starting signal, starts the timing of the motor locked-rotor time length, continuously counts when the output rotating speed of the motor is zero or the current is kept unchanged, and sends a timing result to the ECU at a third set frequency; if the timer receives the ECU power-off signal in the timing process, the timing result is automatically zeroed, and if the timer does not receive the ECU power-off signal, the timing result is kept unchanged until the next timing is started and accumulated for the next timing.
Further, the method further comprises: comparing and calculating to obtain the real-time estimated temperature of the motor and the ambient temperature, if the real-time estimated temperature of the motor at a certain important position is smaller than the ambient temperature, setting the ambient temperature as the real-time estimated temperature of the motor at the position, and if the real-time estimated temperature of the motor at the certain important position is larger than the ambient temperature, further comparing and calculating to obtain the real-time estimated temperature of the motor and the highest bearing temperature of the motor at the position.
In summary, the invention has at least one of the following advantages:
1. the invention estimates the temperature values of several important positions of the motor, judges whether overheat protection is needed, and can ensure that the whole components of the motor work in an allowable temperature range and the protection is more comprehensive compared with a method for judging whether overheat protection is needed for only one position;
2. according to the invention, overheat protection is realized through a software algorithm, so that the system cost is reduced;
3. the algorithm of the invention is simple, avoids integration, complex multiply-divide operation and the like, and does not excessively increase the operation load of the ECU.
Drawings
Fig. 1 is a schematic flow chart of the motor overheat protection method of the present invention.
Fig. 2 is a table of overheat protection function parameters of one embodiment of the motor.
FIG. 3 is a temperature rise, temperature drop coefficient of one embodiment of a steering column length, angle adjustment motor.
Detailed Description
The following describes in further detail the embodiments of the present invention with reference to the drawings and examples. The following examples are illustrative of the invention and are not intended to limit the scope of the invention.
It should be noted that, the motor overheat protection method provided by the embodiment of the invention not only can overheat protect the motor which is arranged on the steering column and used for adjusting the height or angle of the steering column, but also can overheat protect the steering motor which is arranged on the chassis and other types of motors. Hereinafter, overheat protection of the steering column motor will be described as an example.
As shown in fig. 1, the motor overheat protection method provided by the embodiment of the invention includes:
step S10: acquiring the power-on time of the ECU;
in step S10, the scheme that may be adopted when the ECU power-on duration is acquired is: powering on the automobile, and sending a power-on signal to the ECU; the ECU receives the power-on signal and sends a timing starting signal to the timer; the timer receives the timing start signal, starts the power-on timing of the ECU, and transmits a timing result to the ECU at a first set frequency f 1.
Step S20: acquiring motor adjustment time;
in step S20, the obtained motor adjustment duration is the total duration of motor adjustment after the ECU is powered on. After the ECU is powered on, the motor can intermittently adjust the height or angle of the steering column, and the motor adjustment time length obtained in the situation is the total time length of motor adjustment performed for a plurality of times after the ECU is powered on.
In step S20, the scheme for obtaining the motor adjustment time period may include: the motor adjusting button is pressed, and a motor adjusting instruction or a relay closing instruction is sent to the ECU; the ECU receives a motor adjusting instruction or a relay closing instruction and sends a timing starting signal to the timer; the timer receives a timing starting signal, starts the timing of the motor adjusting duration, continuously counts the time before receiving an adjusting ending instruction or a relay breaking instruction, and sends a timing result to the ECU at a second set frequency f 2; if the timer receives the ECU power-off signal in the timing process, the timing result is automatically zeroed, and if the timer does not receive the ECU power-off signal, the timing result is kept unchanged until the next timing is started and accumulated for the next timing.
Step S30: acquiring motor locked-rotor time;
in step S30, the obtained motor stall duration is the total duration of motor stall after the ECU is powered on. After the ECU is powered on, the motor is likely to be blocked for a plurality of times, and the motor blocking duration obtained under the condition is the total duration of the motor blocking for a plurality of times after the ECU is powered on.
In step S30, the method for obtaining the motor stall duration may include: sending a motor output rotating speed signal or a current signal passing through the motor to the ECU in the running process of the motor; the ECU receives the motor output rotating speed signal or the current signal and judges whether the motor is blocked; if the output rotating speed in the running process of the motor is zero or the current suddenly becomes large, the ECU judges that the motor is blocked, and simultaneously sends a timing starting signal to the timer; the timer receives a timing starting signal, starts the timing of the motor locked-rotor time length, continuously counts when the output rotating speed of the motor is zero or the current is kept unchanged, and sends a timing result to the ECU at a third set frequency f 3; if the timer receives the ECU power-off signal in the timing process, the timing result is automatically zeroed, and if the timer does not receive the ECU power-off signal, the timing result is kept unchanged until the next timing is started and accumulated for the next timing.
The first set frequency f1, the second set frequency f2, and the third set frequency f3 may be equal or different, and in this embodiment, the first set frequency f1, the second set frequency f2, and the third set frequency f3 are equal and are each 0.4s.
Step S40: estimating real-time temperatures of important positions of a plurality of motors according to the ECU power-on time, the motor adjusting time and the motor locked-rotor time;
in step S40, the important positions of the motor include the motor rotor, brush holder and tail bearing, and the real-time temperatures of the three positions are individually calculated by the ECU.
In step S40, a calculation formula adopted when estimating the real-time temperature of the important position of the motor according to the ECU power-on time, the motor adjustment time and the motor stall time is as follows:
T＝T 0 -KL*(ta-tb-tc)+KT*tb+KD*tc，
as shown in FIG. 2, T represents the real-time estimated temperature of the motor, T 0 Represents the initial temperature of the motor, which is the temperature of the motor stored when the ECU is powered down last time and is stored again when the ECU is powered down againReading from a memory during power-on, KL represents a motor cooling coefficient, KT represents a normal regulation temperature rise coefficient, KD represents a locked rotor temperature rise coefficient, ta represents the power-on duration of an ECU, and is detected by the ECU, tb represents a motor regulation duration, tc represents the motor locked rotor duration, the motor cooling coefficients KL at different positions of the motor, the normal regulation temperature rise coefficient KT and the locked rotor temperature rise system KD are shown in figure 3.
Step S50: comparing and calculating to obtain real-time estimated temperature T and ambient temperature T of motor min If the real-time estimated temperature T of the motor at an important position is less than the ambient temperature T min Then the ambient temperature T min The motor set as the position estimates the temperature T in real time, if the motor at an important position estimates the temperature T to be greater than the ambient temperature T in real time min Step S60 is performed;
in step S50, the real-time estimated temperature T of the motor is less than the ambient temperature T min Then the ambient temperature T min The purpose of the motor real-time estimated temperature T set at the position is to prevent the motor from being distorted due to the fact that the motor does not conduct steering column height or angle adjustment for a long time after the ECU is powered on.
Step S60: comparing and calculating to obtain the real-time estimated temperature T of the motor and the highest bearing temperature of the motor, if the real-time estimated temperatures T of the motors at the three positions are smaller than the corresponding highest bearing temperatures of the motors, indicating that the motors are in a normal running state, and not taking overheat protection measures, and if the real-time estimated temperatures T of the motors at any important position are larger than the corresponding highest bearing temperatures, executing the step S70;
step S70: performing motor overheat protection, wherein the ECU does not respond to a motor adjusting instruction, and continuously repeating the steps S10-S60, and continuously estimating real-time temperatures of a plurality of important positions of the motors according to the power-on duration of the ECU, the motor adjusting duration and the motor stall duration until the step S80;
step S80: the motor real-time estimated temperature T at the important position is smaller than the corresponding certain value of the highest bearing temperature, the motor is withdrawn from overheat protection, and the motor is allowed to be regulated again.
In step S80, the condition for exiting the overheat protection of the motor is set such that the real-time estimated temperature T of the motor is smaller than the corresponding certain value of the highest bearing temperature, so as to enable the motor to operate for a certain period of time (e.g., 10S) when the motor enters the adjustment mode again, thereby avoiding frequent operation and frequent overheat protection of the motor caused by the low setting of the exiting overheat protection condition.
According to the data provided in fig. 2 and 3, after initialization, the motor is allowed to continuously stall for 71 seconds; after initialization, allowing the motor to continuously adjust for 166 seconds; after overheat protection, the cooling time required for exiting the overheat state is 100 seconds; after the overheat protection is exited, allowing the motor to continuously adjust again for 10 seconds, and after 10 seconds, enabling the motor to enter an overheat protection state again; the time required from overheat protection to cooling to the initialized state was 3 hours. The data shown in fig. 2 and 3 are only calibration data for one of the angle adjustment motor and the height adjustment motor used in the steering column, and it is understood that different calibration data are used for different motors.
In summary, the invention has at least one of the following advantages:
1. the invention estimates the temperature values of several important positions of the motor, judges whether overheat protection is needed, and compared with a method for judging whether overheat protection is needed for only one position, the protection is more comprehensive;
2. according to the invention, overheat protection is realized through a software algorithm, so that the system cost is reduced;
3. the algorithm of the invention is simple, and the operation load of the ECU is not excessively increased.
In this document, the terms "comprises," "comprising," or any other variation thereof, are intended to cover a non-exclusive inclusion, such that a list of elements is included, and may include other elements not expressly listed.
The foregoing is merely illustrative of the present invention, and the present invention is not limited thereto, and any person skilled in the art will readily recognize that variations or substitutions are within the scope of the present invention. Therefore, the protection scope of the present invention shall be subject to the protection scope of the claims.

Claims (8)

1. The motor overheat protection method is characterized by comprising the following steps of:
acquiring the power-on time of the ECU;
acquiring motor adjustment time;
acquiring motor locked-rotor time;
estimating real-time temperatures of important positions of a plurality of motors according to the ECU power-on time, the motor adjusting time and the motor locked-rotor time;
comparing and calculating to obtain the real-time estimated temperature of the motor and the highest bearing temperature of the motor, and if the real-time estimated temperature of the motor at any important position is greater than the corresponding highest bearing temperature, performing motor overheat protection;
the formula adopted when estimating the real-time temperatures of a plurality of important positions of the motors according to the ECU power-on time, the motor adjustment time and the motor locked-rotor time is as follows:
T＝T 0 -KL*(ta-tb-tc)+KT*tb+KD*tc，
wherein T represents the real-time estimated temperature of the motor, T 0 The method comprises the steps of indicating initial temperature of a motor, reading the initial temperature from a memory when the ECU is electrified, indicating a motor cooling coefficient by KL, indicating a normal adjusting temperature rise coefficient by KT for pre-calibration, indicating a locked rotor temperature rise coefficient by KD for pre-calibration, indicating the electrified duration of the ECU by ta, indicating the motor adjusting duration by tb, and indicating the locked rotor duration of the motor by tc, wherein important positions of the motor comprise a motor rotor, a brush holder and a tail bearing.
2. The motor overheat protection method of claim 1, wherein the method further comprises:
and after the motor is overheat-protected, continuously estimating the real-time temperature of the important position of the motor according to the ECU power-on time, the motor adjusting time and the motor locked-rotor time until the real-time estimated temperature of the motor at the important position is smaller than a certain value of the corresponding highest bearing temperature, and exiting the motor overheat-protection.
3. The motor overheat protection method of claim 1, wherein the step of acquiring the ECU energization time period comprises:
powering on the automobile, and sending a power-on signal to the ECU;
the ECU receives the power-on signal and sends a timing starting signal to the timer;
the timer receives the timing start signal, starts the power-on timing of the ECU, and sends a timing result to the ECU at a first set frequency.
4. The motor overheat protection method of claim 1, wherein the obtained motor adjustment time period is a total time period of motor adjustment after the ECU is powered on.
5. The motor overheat protection method of claim 4, wherein the step of acquiring the motor adjustment time period comprises:
the motor adjusting button is pressed, and a motor adjusting instruction or a relay closing instruction is sent to the ECU;
the ECU receives a motor adjusting instruction or a relay closing instruction and sends a timing starting signal to the timer;
the timer receives a timing starting signal, starts the timing of the motor adjusting duration, continuously counts the time before receiving an adjusting ending instruction or a relay breaking instruction, and sends a timing result to the ECU at a second set frequency;
if the timer receives the ECU power-off signal in the timing process, the timing result is automatically zeroed, and if the timer does not receive the ECU power-off signal, the timing result is kept unchanged until the next timing is started and accumulated for the next timing.
6. The motor overheat protection method of claim 1, wherein the obtained motor stall time length is a total motor stall time length after the ECU is powered on.
7. The motor overheat protection method of claim 6, wherein the step of acquiring the motor stall time length comprises:
sending a motor output rotating speed signal or a current signal passing through the motor to the ECU in the running process of the motor;
the ECU receives the motor output rotating speed signal or the current signal and judges whether the motor is blocked;
if the output rotating speed in the running process of the motor is zero or the current suddenly becomes large, the ECU judges that the motor is blocked, and simultaneously sends a timing starting signal to the timer;
the timer receives a timing starting signal, starts the timing of the motor locked-rotor time length, continuously counts when the output rotating speed of the motor is zero or the current is kept unchanged, and sends a timing result to the ECU at a third set frequency;
if the timer receives the ECU power-off signal in the timing process, the timing result is automatically zeroed, and if the timer does not receive the ECU power-off signal, the timing result is kept unchanged until the next timing is started and accumulated for the next timing.
8. The motor overheat protection method of claim 1, wherein the method further comprises:
comparing the calculated motor real-time estimated temperature with the ambient temperature, if the motor real-time estimated temperature at a certain important position is smaller than the ambient temperature, setting the ambient temperature as the motor real-time estimated temperature at the position, and if the motor real-time estimated temperature at the certain important position is larger than the ambient temperature, further comparing and calculating to obtain the motor real-time estimated temperature and the highest bearing temperature of the motor at the position.
CN201910508180.7A 2019-06-12 2019-06-12 Overheat protection method for motor Active CN112086936B (en)

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