CN112937313A - Pure electric vehicle motor torque control method and device and storage medium - Google Patents

Pure electric vehicle motor torque control method and device and storage medium Download PDF

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Publication number
CN112937313A
CN112937313A CN202110172024.5A CN202110172024A CN112937313A CN 112937313 A CN112937313 A CN 112937313A CN 202110172024 A CN202110172024 A CN 202110172024A CN 112937313 A CN112937313 A CN 112937313A
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China
Prior art keywords
torque
motor
phase
formula
fault
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Chinese (zh)
Inventor
彭志远
杜长虹
周安健
陈健
刘立
陈扬
王志斌
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Chongqing Changan New Energy Automobile Technology Co Ltd
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Chongqing Changan New Energy Automobile Technology 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
    • B60L15/00—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles
    • B60L15/20—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed
    • 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
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02P—CONTROL OR REGULATION OF ELECTRIC MOTORS, ELECTRIC GENERATORS OR DYNAMO-ELECTRIC CONVERTERS; CONTROLLING TRANSFORMERS, REACTORS OR CHOKE COILS
    • H02P21/00—Arrangements or methods for the control of electric machines by vector control, e.g. by control of field orientation
    • H02P21/14—Estimation or adaptation of machine parameters, e.g. flux, current or voltage
    • H02P21/16—Estimation of constants, e.g. the rotor time constant
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02P—CONTROL OR REGULATION OF ELECTRIC MOTORS, ELECTRIC GENERATORS OR DYNAMO-ELECTRIC CONVERTERS; CONTROLLING TRANSFORMERS, REACTORS OR CHOKE COILS
    • H02P21/00—Arrangements or methods for the control of electric machines by vector control, e.g. by control of field orientation
    • H02P21/14—Estimation or adaptation of machine parameters, e.g. flux, current or voltage
    • H02P21/20—Estimation of torque
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02P—CONTROL OR REGULATION OF ELECTRIC MOTORS, ELECTRIC GENERATORS OR DYNAMO-ELECTRIC CONVERTERS; CONTROLLING TRANSFORMERS, REACTORS OR CHOKE COILS
    • H02P29/00—Arrangements for regulating or controlling electric motors, appropriate for both AC and DC motors
    • H02P29/02—Providing protection against overload without automatic interruption of supply
    • H02P29/024—Detecting a fault condition, e.g. short circuit, locked rotor, open circuit or loss of load
    • 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
    • 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
    • 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
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/72—Electric energy management in electromobility

Abstract

The invention provides a method, a device and a storage medium for monitoring motor torque of a pure electric vehicle, which comprises the following steps of S1, acquiring three-phase voltage, three-phase current, motor rotation position and vehicle required torque of the motor; s2, checking and correcting the three-phase voltage and the three-phase current, and calculating to obtain an electric phase angle after coordinate transformation with equal amplitude; s3: calculating the sum of the variation of the electrical phase angle in a fixed time period through the electrical phase angle, calculating the rotating speed of the motor, calculating the average power of the motor in the fixed time period, and obtaining the estimated value of the actual torque of the motor; s4: judging the torque fault of the motor; s5: and (3) torque fault processing: and the three-phase full-bridge circuit is controlled to enter an active short-circuit state, so that the unexpected acceleration and deceleration of the whole vehicle caused by abnormal torque output of a motor system is prevented. The invention avoids unexpected acceleration and deceleration of the vehicle and ensures the safety of the vehicle in the driving process by accurately estimating the torque and judging and processing the fault.

Description

Pure electric vehicle motor torque control method and device and storage medium
Technical Field
The invention relates to a motor control technology of an electric vehicle, in particular to a motor torque monitoring technology of a pure electric vehicle.
Background
The permanent magnet synchronous motor is widely applied to electric automobiles due to the characteristics of high power density, high energy density and the like. The integration degree of the existing electric drive system is continuously increased, so that the energy density can be further improved, the arrangement space of the whole vehicle is reduced, and the manufacturing cost of power parts is reduced. However, as the complexity of system integration increases, the risk of failure increases. The failure risk in the actual running process of the pure electric vehicle is mainly shown in that the unexpected acceleration or deceleration of the whole vehicle is caused by the abnormal actual torque output by the motor system, and the life safety of people and pedestrians in the vehicle can be damaged when the vehicle fails. In addition, enterprises can also suffer huge commercial profits and brand losses due to vehicle system failure recalls, compensation, and the like. Therefore, the method is of great importance to accurate estimation and reasonable control of motor torque in the actual running process of the pure electric vehicle and ensuring safe running of the whole vehicle.
At present, the scheme for estimating the motor torque of domestic whole-vehicle and part enterprises is mainly embodied in the following three aspects:
1. d/q axis current (I) calculated by coordinate transformation of three-phase currentd、Iq) Substituting into a classical formula to obtain the alternating current torque of the motor;
2. substituting the bus voltage and the bus current acquired at the direct current side and the motor rotating speed calculated by the rotary transformer signal into a classical formula to obtain the direct current torque of the motor;
3. voltage (U) calculated by coordinate transformation of three-phase currents) And current (I)s) And substituting into a classical formula to obtain the motor flux linkage synthetic torque.
The three schemes calculate the motor torque through a classical formula and depend on the characteristic parameter (d/q axis inductance L) of the motord/LqStator resistor RsAnd motor efficiency, etc.), and errors in measuring these motor characteristic parameters can introduce errors in calculating motor torque.
Disclosure of Invention
In view of the above, the present invention provides a method, an apparatus and a storage medium for monitoring a motor torque of a pure electric vehicle, which avoid unexpected acceleration and deceleration of the vehicle and ensure safety of the vehicle during driving by accurately estimating, determining and processing the torque, and determining a fault.
In order to achieve the above object, the present invention can be achieved by the following means.
One of the purposes of the invention is to provide a method for monitoring the torque of a motor of a pure electric vehicle, which comprises the following steps:
s1, acquiring three-phase voltage, three-phase current, motor rotation position and vehicle required torque of the motor;
s2, checking and correcting the obtained three-phase voltage and three-phase current, and calculating to obtain an electric phase angle after coordinate transformation with equal amplitude;
s3: calculating the sum of the variation of the electrical phase angle in a fixed time period through the electrical phase angle, calculating the rotating speed of the motor, calculating the average power of the motor in the fixed time period according to the corrected three-phase voltage and three-phase current, and obtaining the actual torque estimation value of the motor;
s4: and (3) judging the torque fault of the motor: including a fault with excessive torque deviation and a fault with opposite torque direction. Specifically, whether the torque deviation is overlarge is judged according to the absolute value deviation degree of the actual torque estimation value of the motor and the finished automobile demand torque value sent by the finished automobile controller; and judging the consistency of the motor torque direction and the finished automobile required torque direction according to the three-phase average power average value, the three-phase internal resistance heating power and the motor rotating speed.
S5: and (3) torque fault processing: based on torque estimation and torque fault diagnosis, the fault causing motor torque safety is in an active short circuit state through a three-phase full bridge, so that unexpected acceleration and deceleration of the whole vehicle caused by abnormal torque output of a motor system is prevented, and the safety of the whole vehicle running process is ensured.
According to the torque estimation and abnormal state control method for the pure electric vehicle, the average power and the rotating speed of the motor are estimated only by adopting three-phase voltage and three-phase current, the actual estimated torque and direction of the motor are obtained, the consistency of the deviation range and the direction with the required torque of the whole vehicle is judged, and the low-side driving or the high-side driving of the motor is reasonably controlled to enable the three-phase full-bridge circuit to enter the active short circuit, so that the safe driving requirement of the pure electric vehicle under the complex use environment is met.
For motor torque estimation, the invention adopts three-phase voltage and three-phase current to calculate the average power of the motor, and calculates the variation of the electrical phase degree in fixed time after the three-phase voltage and the three-phase current are subjected to equal amplitude conversion to obtain the rotating speed of the motor, thereby calculating the real-time motor torque estimation value. For the fault diagnosis of the motor torque deviation fault and the fault diagnosis of the direction inconsistency, the method adopts the measurement that whether the absolute value deviation of the motor actually estimated torque and the finished automobile required torque exceeds a threshold value, and the direction consistency fault is decided by comparing a torque symbol calculated by three-phase average power, three-phase internal resistance heating power and the motor rotating speed with the finished automobile required torque symbol. For motor torque fault processing, the invention adopts a complex programmable logic device to reasonably control IGBT low-side drive or high-side drive to realize that a three-phase full-bridge circuit enters an active short-circuit state, thereby ensuring the driving safety of the whole vehicle when the motor system has a torque fault.
Another object of the present invention is to provide a motor torque monitoring device for a pure electric vehicle, which at least partially solves the technical problems mentioned in the background.
In order to achieve the purpose, the technical scheme of the invention is realized as follows:
the device comprises a memory and a processor, wherein the memory stores instructions, and the instructions are used for enabling the processor to execute the pure electric vehicle motor torque monitoring method.
Compared with the prior art, the pure electric vehicle motor torque monitoring device and the method have the same advantages, and the description is omitted.
Accordingly, the embodiment of the present invention further provides a machine-readable storage medium, which stores instructions for enabling a machine to execute the above-mentioned method for monitoring the motor torque of the electric vehicle.
Additional features and advantages of embodiments of the invention will be set forth in the detailed description which follows.
Drawings
The accompanying drawings, which are included to provide a further understanding of the embodiments of the invention and are incorporated in and constitute a part of this specification, illustrate embodiments of the invention and together with the description serve to explain the embodiments of the invention without limiting the embodiments of the invention. In the drawings:
FIG. 1 is a schematic diagram of a torque monitoring scheme.
Fig. 2 is a schematic diagram of torque deviation accumulation at each sampling time point in a fixed time period.
FIG. 3 is a schematic illustration of torque direction monitoring over a fixed time period.
Detailed Description
The technical solutions in the embodiments of the present invention will be clearly and completely described below with reference to the drawings in the embodiments of the present invention, and it is obvious that the described embodiments are only a part of the embodiments of the present invention, and not all of the embodiments. All other embodiments, which can be derived by a person skilled in the art from the embodiments given herein without making any creative effort, shall fall within the protection scope of the present invention.
As shown in fig. 1, in an embodiment of the present invention, a method for monitoring motor torque includes three blocks, i.e., signal input, torque estimation and fault determination, and torque fault handling, and includes the following steps:
s1: in a signal input layer, the motor controller 1 sends the acquired three-phase voltage, three-phase current, motor rotation position and the whole vehicle controller 2 to a torque estimation and fault judgment layer through hardware and a bottom layer through a CAN bus.
S2: and checking and correcting the obtained three-phase voltage 3 and three-phase current 4, and calculating to obtain the electric phase degree after coordinate transformation with equal amplitude.
S3: the sum of the variation of the electrical phase angle in a fixed time period is obtained by the electrical phase angle calculation module 9, the motor speed 10 is calculated, and the motor average power 11 in the fixed time period is calculated according to the corrected three-phase voltage and three-phase current, so that the actual torque estimated value 12 of the motor is obtained.
In an embodiment of the present invention, step S1 is: according to a signal input layer (shown in fig. 1) of a motor torque monitoring scheme, a motor controller 1 and a vehicle controller 2 upload motor three-phase voltage/three-phase current, a rotary position and vehicle required torque to a torque estimation and fault judgment module through a hard wire and a CAN bus respectively after filtering and E2E verification.
In another embodiment of the present invention, step S2: the method comprises the steps of respectively checking kirchhoff voltage and kirchhoff current of three-phase voltage/three-phase current of a motor uploaded by a signal input layer, wherein the checking is performed on the kirchhoff voltage and the kirchhoff current, see formula 1 and formula 2, the three-phase voltage and three-phase current deviation is corrected, see formula 3 and formula 4), then performing equal amplitude calculation on the corrected three-phase voltage and three-phase current, see formula 5 and formula 6, and finally calculating the electrical angle of the motor, see formula 7 and formula 8.
The method specifically comprises the following steps:
step S2-1: and performing kirchhoff voltage and kirchhoff current verification according to the acquired three-phase voltage/three-phase current. As shown in formula 1 and formula 2, when the sum of the three-phase voltage and the three-phase current is less than or equal to a set threshold value, the kirchhoff's law is considered to pass the verification; otherwise, the check is deemed not to pass.
Uu+Uv+Uw≤Uchk (1)
Iu+Iv+Iw≤Ichk (2)
In the formula: u shapeu、Uv、UwAre respectively U, V, W three-phase voltage, Iu、Iv、IwU, V, W three-phase currents, UchkFor maximum violation of kirchhoff's voltage law, IchkIs the threshold value that most violates kirchhoff's current law.
Step S2-2: when the sum of the three-phase voltage and the three-phase current calculated in step S2-1 is not zero, each phase voltage and each phase current are corrected, as shown in formula 3 and formula 4.
Figure BDA0002939241850000041
Figure BDA0002939241850000042
In the formula: u shapeu-upd、Uv-upd、Uw-updRespectively, a modified U, V, W three-phase voltage, Iu-upd、Iv-upd、Iw-updRespectively, the corrected U, V, W three-phase current, DeltaUupd、△IupdAnd respectively correcting values of three-phase voltage and three-phase current.
Step S2-3: and (4) performing Clark constant amplitude conversion on the three-phase voltage and the three-phase current corrected in the step (S2-2) to obtain components of the voltage and current alpha and beta axes.
Figure BDA0002939241850000043
Figure BDA0002939241850000051
In the formula: u shapeα、UβRespectively, alpha and beta axis voltages, Iα、IβAlpha and beta axis currents, respectively.
Step S2-4: u obtained in step S2-3α、Uβ、Iα、IβRespectively substituted into formula 7 and formula 8 to calculateElectrical phase angles obtained from the voltage and current signals.
Figure BDA0002939241850000052
Figure BDA0002939241850000053
In the formula:
Figure BDA0002939241850000054
respectively, an electrical phase angle obtained by calculation using voltage and current, an
Figure BDA0002939241850000055
In another embodiment of the present invention, step S3 specifically includes:
and substituting the sum of the electrical phase angle variation in the fixed time period into a formula 9 to calculate the mechanical rotating speed of the motor. The average power of the motor in a fixed time is calculated from the three-phase voltage and the three-phase current corrected in step S2-2, as shown in equation 10. And obtaining the actual estimated torque of the motor according to a formula 11 according to the mechanical rotating speed of the motor, the average power of the motor and the actual working conditions (the electric working condition and the power generation working condition) of the motor.
Figure BDA0002939241850000056
In the formula: n ismechThe mechanical rotating speed of the motor;
Figure BDA0002939241850000057
for the change of the electrical phase angle in time of adjacent sampling time points, by
Figure BDA0002939241850000058
Obtaining a weight coefficient k (the voltage and current signals normally take 0.5, the voltage signals abnormally take 0, and the current signals abnormally take 1); m is the number of sampling points in a fixed time period, and Δ t isAnd (4) time intervals of adjacent sampling points, wherein p is the number of pole pairs of the motor.
Figure BDA0002939241850000059
In the formula: pavgIs the average power of the motor over a fixed period of time.
Figure BDA00029392418500000510
In the formula: t isestEstimating the actual torque, η, for the machinemotTo the motor electromotive efficiency, ηgenThe generating efficiency of the motor is obtained.
In another embodiment of the present invention, step S3 specifically includes:
unexpected rapid acceleration and rapid deceleration of the pure electric vehicle caused by the motor torque fault are mainly caused by the fact that the deviation between the actual torque of the motor and the required torque of the whole vehicle is too large in a fixed time period or the directions of the actual torque of the motor and the required torque of the whole vehicle are inconsistent and exceed the safe torque threshold, so that a diagnosis and processing mechanism for diagnosing the motor torque fault needs to be designed to avoid the safety risk of the whole vehicle in the driving process.
The method specifically comprises the following steps:
step S4-1: the three-phase full-bridge circuit is used for avoiding that the deviation between the actual torque of the motor system and the requested torque of the whole vehicle is in a normal range, and the three-phase full-bridge circuit enters a low-side drive or high-side drive active short circuit to cause unnecessary power interruption of the whole vehicle. This patent designs the judgment entry condition in the torque deviation fault state as shown in equation 12. And if the sum of the torque deviation of each sampling time point of the actual estimated torque and the required torque in a fixed time period exceeds a torque deviation limit threshold, judging that the motor system has a torque deviation fault, as shown in the figure 2.
Figure BDA0002939241850000061
In the formula: delta TerroIs the sum of the torque deviations over a fixed period of time,Treqtorque required for the entire vehicle, Terro-limAnd n is the calculation point number of the torque deviation in a fixed time period.
Step S4-2: the actual estimated torque direction sign can be calculated according to the three-phase average power average value, the three-phase internal resistance heating power and the motor rotation speed, as shown in formula 13.
Figure BDA0002939241850000062
In the formula: sign (T)mot) Is motor torque direction symbol, Iu、Iv、IwAre respectively U, V, W three-phase currents, RaveIs the average resistance of the three-phase stator, Ru、Rv、RwU, V, W three-phase stator resistances, respectively.
When the actual estimated torque direction (sign) is inconsistent with the vehicle required torque direction (sign), it is necessary to determine whether the actual estimated torque exceeds the torque direction limit threshold to decide the torque direction fault, as shown in fig. 3. When the motor works at the point A, the actual torque a of the motor is at the moment2(Positive value) and vehicle control unit request torque a1(negative) direction is opposite, but a2The absolute value does not exceed the positive torque limit threshold + Tlim-dirThe forward driving force generated at the wheel is small, and the safety hazard to the whole vehicle is avoided, so that the system can not control the three-phase full-bridge circuit to enter a low-side driving mode or a high-side driving active short circuit mode; on the contrary, when the motor works at the point B, the actual torque B of the motor is obtained at the moment2(Positive value) and vehicle requested torque b1(negative) direction is opposite and b2Absolute value greater than + Tlim-dirThe driving safety of the whole vehicle can be influenced by the positive large driving force generated at the wheel, so that the system can timely control the three-phase full-bridge circuit to enter low-side driving or high-side driving active short circuit.
In another embodiment of the present invention, step S5 specifically includes:
after the torque fault processing layer receives the torque deviation fault, the torque direction fault and the kirchhoff voltage/kirchhoff current detection fault sent by the torque estimation and fault judgment layer, the programmable logic controller 14 selects the three-phase full-bridge circuit 18 to enter the low-side short circuit or the high-side short circuit according to the self-detection result of the system power-on initial to the IGBT high-side drive 15 and the IGBT low-side drive 16. If the low-side IBGT drive has errors and the high-side drive has no errors, the programmable logic controller 14 controls the IGBT high-side drive 15 through the independent turn-off circuit 17 to enable the three-phase full-bridge circuit 18 to enter an active short circuit, and controls the IGBT low-side drive 16 to enable the three-phase full-bridge circuit 18 to enter the active short circuit under other conditions, so that the unexpected acceleration and deceleration of the pure electric vehicle caused by abnormal torque output of a motor system is prevented, and the running safety of the whole vehicle is ensured.
As can be seen from the above embodiments, the present invention designs a motor torque estimation and torque fault diagnosis and processing mechanism that only needs to measure three-phase voltage/current. The three-phase average power of the motor is obtained through the calculation of the three-phase voltage and the three-phase current, the rotating speed of the motor is obtained through the variation of the electrical phase angle of the three-phase voltage or the three-phase current, and the actual torque of the motor is finally estimated. The motor torque faults mainly comprise a fault that the torque deviation is too large and a fault that the torque direction is opposite, and the fault that the torque deviation is too large is judged by comparing whether the difference between the absolute value of the requested torque of the whole vehicle and the actual torque of the motor is greater than a threshold value; and judging the torque direction fault by comparing the consistency of the whole vehicle request torque sign direction and the actually calculated torque sign direction.
Another embodiment of the present invention is a device for monitoring motor torque of a pure electric vehicle, which includes a memory and a processor, wherein the memory stores instructions for enabling the processor to execute the method for monitoring motor torque of a pure electric vehicle.
Accordingly, the embodiment of the present invention further provides a machine-readable storage medium, which stores instructions for enabling a machine to execute the above-mentioned method for monitoring the motor torque of the electric vehicle.

Claims (12)

1. A pure electric vehicle motor torque monitoring method is characterized by comprising the following steps:
s1, acquiring three-phase voltage, three-phase current, motor rotation position and vehicle required torque of the motor;
s2, checking and correcting the obtained three-phase voltage and three-phase current, and calculating to obtain an electric phase angle after coordinate transformation with equal amplitude;
s3: calculating the sum of the variation of the electrical phase angle in a fixed time period through the electrical phase angle, calculating the rotating speed of the motor, calculating the average power of the motor in the fixed time period according to the corrected three-phase voltage and three-phase current, and obtaining the actual torque estimation value of the motor;
s4: and (3) judging the torque fault of the motor: the fault that the torque deviation is too large and the fault that the torque direction is opposite are included;
s5: and (3) torque fault processing: and the three-phase full-bridge circuit is controlled to enter an active short-circuit state, so that the unexpected acceleration and deceleration of the whole vehicle caused by abnormal torque output of a motor system is prevented.
2. The method for monitoring the motor torque of the pure electric vehicle according to claim 1, wherein in the step S2, the three-phase voltage and the three-phase current are respectively checked by kirchhoff voltage and kirchhoff current, and when the sum of the three-phase voltage and the three-phase current is less than or equal to a set threshold value, kirchhoff' S law is considered to be passed; otherwise, the check is deemed not to pass.
3. The pure electric vehicle motor torque monitoring method according to claim 2, wherein in step S2, when the sum of the calculated three-phase voltage and the three-phase current is not zero, each phase voltage and current is corrected by using formula 3 and formula 4:
Figure FDA0002939241840000011
Figure FDA0002939241840000012
in the formula: u shapeu-upd、Uv-upd、Uw-updRespectively, a modified U, V, W three-phase voltage, Iu-upd、Iv-upd、Iw-updRespectively, the corrected U, V, W three-phase current, DeltaUupd、△IupdAnd respectively correcting values of three-phase voltage and three-phase current.
4. The method for monitoring the motor torque of the pure electric vehicle according to claim 3, wherein in the step S2, the constant-amplitude coordinate transformation specifically includes Clark constant-amplitude conversion by using the corrected three-phase voltage and three-phase current, and the components of the voltage and the current on the α and β axes are obtained according to the following formula:
Figure FDA0002939241840000021
Figure FDA0002939241840000022
in the formula: u shapeα、UβRespectively, alpha and beta axis voltages, Iα、IβAlpha and beta axis currents, respectively.
5. The pure electric vehicle motor torque monitoring method according to claim 4, wherein in the step S2, the electrical phase angle is Uα、Uβ、Iα、IβRespectively substituting the formula 7 and the formula 8 to obtain:
Figure FDA0002939241840000023
Figure FDA0002939241840000024
in the formula:
Figure FDA0002939241840000025
respectively, an electrical phase angle obtained by calculation using voltage and current, an
Figure FDA0002939241840000026
6. A pure electric vehicle motor torque monitoring method according to any one of claims 1 to 5, characterized in that in step S3, the motor mechanical rotation speed is calculated by using formula 9
Figure FDA0002939241840000027
In the formula: n ismechThe mechanical rotating speed of the motor;
Figure FDA0002939241840000028
for the change of the electrical phase angle in time of adjacent sampling time points, by
Figure FDA0002939241840000029
Obtained by a weight coefficient k; m is the number of sampling points in a fixed time period, delta t is the time interval of adjacent sampling points, and p is the number of pole pairs of the motor;
the average power P of the motor is calculated using equation 10avg：
Figure FDA00029392418400000210
And obtaining the actual estimated torque of the motor according to a formula 11 according to the mechanical rotating speed of the motor, the average power of the motor and the actual working conditions (the electric working condition and the power generation working condition) of the motor.
Figure FDA0002939241840000031
In the formula: t isestEstimating the actual torque, η, for the machinemotTo the motor electromotive efficiency, ηgenThe generating efficiency of the motor is obtained.
7. A pure electric vehicle motor torque monitoring method according to any one of claims 1-5, characterized in that in step S4, the method for judging the torque deviation fault is as follows: according to equation 12, if the sum of the torque deviations of the motor actual estimated torque and the required torque at each sampling time point in a fixed time period exceeds a torque deviation limit threshold, it is determined that a torque deviation fault occurs in the motor system:
Figure FDA0002939241840000032
in the formula: delta TerroIs the sum of the torque deviations over a fixed period of time, TreqTorque required for the entire vehicle, Terro-limAnd n is the calculation point number of the torque deviation in a fixed time period.
8. A pure electric vehicle motor torque monitoring method according to any one of claims 1-5, characterized in that in step S4, the method for judging the torque direction fault is as follows: calculating the actual estimated torque direction according to the three-phase average power average value, the three-phase internal resistance heating power and the motor rotating speed, judging whether the actual estimated torque exceeds a torque direction limit threshold or not by using a formula 13 when the actual estimated torque direction is inconsistent with the finished automobile required torque direction, and judging that the torque direction has a fault if the actual estimated torque direction exceeds the torque direction limit threshold
Figure FDA0002939241840000033
In the formula: sign (T)mot) Is motor torque direction symbol, Iu、Iv、IwAre respectively U, V, W three-phase currents, RaveIs the average resistance of the three-phase stator, Ru、Rv、RwU, V, W three-phase stator resistances, respectively.
9. The pure electric vehicle motor torque monitoring method according to claim 3, wherein the torque fault processing method in step S5 is as follows: when a torque deviation fault, a torque direction fault or a kirchhoff voltage/current detection fault is received, the IGBT high-side drive or the IGBT low-side drive is controlled through the independent turn-off circuit, and the three-phase full-bridge circuit is in an active short-circuit state.
10. The pure electric vehicle motor torque monitoring method according to claim 9, characterized in that a three-phase full-bridge circuit is selected to enter a low-side short circuit or a high-side short circuit according to a self-detection result of high-side and low-side drive of an IGBT at the system power-on initial time; if the low-side IBGT drive has errors and the high-side drive has no errors, the IGBT high-side drive is controlled through the independent turn-off circuit to enable the three-phase full-bridge circuit to enter the active short circuit, and the IGBT low-side drive is controlled to enable the three-phase full-bridge circuit to enter the active short circuit under other conditions.
11. An electric motor torque monitoring device for a pure electric vehicle, characterized in that the device comprises a memory and a processor, wherein the memory stores instructions for enabling the processor to execute the electric motor torque monitoring method according to any one of claims 1 to 10.
12. A machine-readable storage medium having instructions stored thereon for enabling a machine to perform the electric motor torque monitoring method for an electric vehicle according to any one of claims 1 to 10.
CN202110172024.5A 2021-02-08 2021-02-08 Pure electric vehicle motor torque control method and device and storage medium Pending CN112937313A (en)

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