CN112977173A - Electric automobile and power battery pulse heating system and heating method thereof - Google Patents

Electric automobile and power battery pulse heating system and heating method thereof Download PDF

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Publication number
CN112977173A
CN112977173A CN202110485322.XA CN202110485322A CN112977173A CN 112977173 A CN112977173 A CN 112977173A CN 202110485322 A CN202110485322 A CN 202110485322A CN 112977173 A CN112977173 A CN 112977173A
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heating
pulse
motor
request value
axis voltage
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CN202110485322.XA
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CN112977173B (en
Inventor
陈富
彭钱磊
陈健
杜长虹
范旭红
邓承浩
林雨婷
苏琳珂
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Deep Blue Automotive 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
    • B60L58/00—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles
    • B60L58/10—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries
    • B60L58/24—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries for controlling the temperature of batteries
    • B60L58/27—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries for controlling the temperature of batteries by heating
    • 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
    • H—ELECTRICITY
    • H01—ELECTRIC ELEMENTS
    • H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
    • H01M10/00—Secondary cells; Manufacture thereof
    • H01M10/60—Heating or cooling; Temperature control
    • H01M10/61—Types of temperature control
    • H01M10/615—Heating or keeping warm
    • H—ELECTRICITY
    • H01—ELECTRIC ELEMENTS
    • H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
    • H01M10/00—Secondary cells; Manufacture thereof
    • H01M10/60—Heating or cooling; Temperature control
    • H01M10/62—Heating or cooling; Temperature control specially adapted for specific applications
    • H01M10/625—Vehicles
    • 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
    • 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
    • Y02E—REDUCTION OF GREENHOUSE GAS [GHG] EMISSIONS, RELATED TO ENERGY GENERATION, TRANSMISSION OR DISTRIBUTION
    • Y02E60/00—Enabling technologies; Technologies with a potential or indirect contribution to GHG emissions mitigation
    • Y02E60/10—Energy storage using batteries
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/70—Energy storage systems for electromobility, e.g. batteries
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/72—Electric energy management in electromobility

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  • Engineering & Computer Science (AREA)
  • Manufacturing & Machinery (AREA)
  • Chemical & Material Sciences (AREA)
  • Chemical Kinetics & Catalysis (AREA)
  • Electrochemistry (AREA)
  • General Chemical & Material Sciences (AREA)
  • Power Engineering (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Life Sciences & Earth Sciences (AREA)
  • Sustainable Development (AREA)
  • Sustainable Energy (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)

Abstract

The invention discloses an electric automobile and a pulse heating system and a heating method of a power battery thereof.A motor system enters a pulse heating mode to perform pulse heating on the power battery when a pulse heating entering condition is met; when the pulse heating exit condition is met, the motor system exits the pulse heating mode and stops pulse heating of the power battery; in the pulse heating mode, the quadrature axis voltage is enabled to be equal to zero, the magnitude of the pulse current is adjusted by controlling the direct axis voltage, actual pulse width modulation signals of six power switches are generated by superposing the pulse signals, three-phase current feedback quantity is not used, the output pulse current is stable and small in fluctuation, the pulse heating effect of the power battery can be improved, and unexpected driving or shaking of a vehicle in the pulse heating process of the power battery is avoided.

Description

Electric automobile and power battery pulse heating system and heating method thereof
Technical Field
The invention belongs to the technical field of power battery heating, and particularly relates to an electric automobile, a power battery pulse heating system and a power battery pulse heating method thereof.
Background
With the vigorous development of the new energy automobile industry, the application scenes of the electric automobile are more and more extensive, and in order to adapt to different use environments, the functions and the performances of the electric automobile under various extreme environments need to be ensured to be normal. However, in an extremely cold condition, due to the inherent characteristics of the power battery, the low-temperature charge and discharge capacity of the power battery is greatly reduced, which greatly limits the use of the electric vehicle in a low-temperature environment.
In order to solve the problems, the power battery needs to be heated in a low-temperature environment, the method for heating the battery in the prior art mainly comprises external heating and internal heating, wherein the external heating is mainly realized by heat exchange between a medium with higher external temperature and the surface of the power battery, and the internal heating is realized by increasing high-frequency pulse current at two ends of the battery and utilizing the characteristic of higher internal resistance of the battery at low temperature to generate heat. Compared with external heating, the internal heating has the advantages of high heating rate, small temperature difference of the battery monomers in the heating process and the like. The motor system of the electric automobile is connected with two ends of the power battery, a power switch used in the motor system has the characteristic of high-frequency on-off, and a stator coil of the motor has the characteristic of inductance, so that a hardware basis is provided for realizing pulse heating of the power battery. However, when pulse current is introduced into the stator of the motor, an induced magnetic field is formed, and the induced magnetic field acts on the rotor to generate torque, which causes unexpected driving or shaking of the vehicle, and has a safety hazard.
CN111347938A discloses a vehicle and a power battery heating apparatus and method thereof, which utilize power battery discharge, current passes through a three-phase ac motor, the three-phase ac motor generates heat to heat the power battery in a manner of heating coolant flowing through the power battery, and controls a three-phase inverter to adjust phase current of the three-phase ac motor according to a preset direct axis current and a preset quadrature axis current during the heating process, wherein the phase current adjusting manner can avoid vehicle running or shaking during the power battery heating process. However, the current passing through the three-phase ac motor is dc current, and this phase current adjustment method is not suitable for pulse heating (i.e., is not suitable for a scheme in which the current passing through the three-phase ac motor is pulse current). Because, if the phase current regulation mode is used in pulse heating, when the direct axis voltage Ud and the quadrature axis voltage Uq are calculated, the three-phase current feedback quantity of the three-phase alternating current motor is needed in addition to the preset direct axis current Id and the preset quadrature axis current Iq, and the closed-loop regulation mode with feedback can slow down the pulse current generation speed, which results in the slow heating speed; and the three-phase current feedback quantity is unstable and fluctuates greatly, so that the output pulse current is unstable and fluctuates greatly, the heating effect is poor, and unexpected driving or shaking of the vehicle is easy to occur.
Disclosure of Invention
The invention aims to provide an electric automobile, a power battery pulse heating system and a heating method thereof, so that unexpected driving or shaking of the automobile is avoided in the power battery pulse heating process, the heating speed is increased, and the heating effect is improved.
The pulse heating method of the power battery comprises the steps that an adopted motor system comprises a motor controller and a three-phase motor, the motor controller comprises a motor control unit, a three-phase bridge arm and a bus capacitor C, the bus capacitor C is connected with the three-phase bridge arm in parallel, control ends of six power switches of the three-phase bridge arm are respectively connected with six control output ends of the motor control unit, the middle points of the three-phase bridge arm are respectively connected with a three-phase stator winding of the three-phase motor, and a motor rotating speed signal output end and a motor rotor position signal output end of the three-phase motor are respectively connected with two signal acquisition ends of the motor control unit; the three-phase bridge arm is connected with a power battery to form a power battery pulse heating loop; the method comprises the following steps: when the pulse heating entering condition is met, the motor system enters a pulse heating mode to perform pulse heating on the power battery; and when the pulse heating exit condition is met, the motor system exits the pulse heating mode and stops pulse heating for the power battery. In the pulse heating mode, the motor control unit performs the steps of:
determining a switching frequency request value f and a direct-axis voltage request value Ud according to the heating gear request value;
according to the position signal of the motor rotor, performing Park inverse transformation on the direct axis voltage request value Ud and the preset alternating axis voltage Uq to obtain an alpha axis voltage vector UαAnd beta axis voltage vector Uβ(ii) a Wherein the preset quadrature axis voltage Uq = 0;
generating a pulse signal with a period of 2/f according to the switching frequency request value f; wherein, the first 1/f time in one period of the pulse signal is high level, and the last 1/f time is low level;
according to the alpha-axis voltage vector UαAnd beta axis voltage vector UβCalculating the conduction time of the six power switches, and combining the switch frequency request value f to form initial pulse width modulation signals of the six power switches; wherein, the period of the initial pulse width modulation signal is 1/f;
performing an and operation on the initial pulse width modulation signal and the pulse signal, and taking the result of the and operation as actual pulse width modulation signals of the six power switches; wherein, the period of the actual pulse width modulation signal is 2/f;
and controlling the on-off of the six power switches according to the actual pulse width modulation signal.
Preferably, the determination method of the switching frequency request value f and the direct-axis voltage request value Ud is as follows: the motor control unit inquires a gear-frequency-voltmeter according to the heating gear request value to obtain a switching frequency request value f and a direct-axis voltage request value Ud; the gear-frequency-voltage meter is a corresponding relation table of a heating gear request value, a switching frequency request value and a direct-axis voltage request value.
The pulse heating system for the power battery comprises a motor system, wherein the motor system comprises a motor controller and a three-phase motor, the motor controller comprises a motor control unit, a three-phase bridge arm and a bus capacitor C, the bus capacitor C is connected with the three-phase bridge arm in parallel, the control ends of six power switches of the three-phase bridge arm are respectively connected with six control output ends of the motor control unit, the middle point of the three-phase bridge arm is respectively connected with a three-phase stator winding of the three-phase motor, and the motor rotating speed signal output end and the motor rotor position signal output end of the three-phase motor are respectively connected with two signal acquisition ends of the motor control unit; the upper end of the three-phase bridge arm is connected with the anode of the power battery, and the lower end of the three-phase bridge arm is connected with the cathode of the power battery to form a pulse heating loop of the power battery. When the pulse heating entering condition is met, the motor system enters a pulse heating mode to perform pulse heating on the power battery; and when the pulse heating exit condition is met, the motor system exits the pulse heating mode and stops pulse heating for the power battery. The motor control unit comprises a heating condition processing module, a gear analyzing module, a Park inverse transformation module, a pulse signal generating module and an SVPWM module.
The heating condition processing module is used for receiving signals and judging whether the motor system meets pulse heating entry/exit conditions, then sending a heating gear request value to the gear analysis module in a pulse heating mode, and sending a motor rotor position signal to the Park inverse transformation module.
The gear analysis module is used for determining a switching frequency request value f and a direct-axis voltage request value Ud according to the heating gear request value in a pulse heating mode, sending the direct-axis voltage request value Ud to the Park inverse transformation module, and sending the switching frequency request value f to the pulse signal generation module and the SVPWM module.
The Park inverse transformation module is used for carrying out Park inverse transformation on the direct axis voltage request value Ud and the preset alternating axis voltage Uq according to the position signal of the motor rotor in the pulse heating mode to obtain an alpha axis voltage vector UαAnd beta axis voltage vector UβAnd the alpha axis voltage vector U is converted intoαAnd beta axis voltage vector UβSending the data to an SVPWM module; wherein the pre-treatmentThe set quadrature axis voltage Uq = 0.
The pulse signal generating module is used for generating a pulse signal with a period of 2/f according to the switching frequency request value f in a pulse heating mode and sending the pulse signal to the SVPWM module; wherein, the first 1/f time of the pulse signal in one period is high level, and the last 1/f time is low level.
The SVPWM module is used for generating an alpha axis voltage vector U according to the pulse heating modeαAnd beta axis voltage vector UβCalculating the conduction time of the six power switches, combining with a switch frequency request value f to form initial pulse width modulation signals of the six power switches, carrying out AND operation on the initial pulse width modulation signals and the pulse signals, taking the result of the AND operation as actual pulse width modulation signals of the six power switches, and controlling the on-off of the six power switches according to the actual pulse width modulation signals; the period of the initial pulse width modulation signal is 1/f, and the period of the actual pulse width modulation signal is 2/f.
Preferably, the above power battery pulse heating system further comprises a battery management system (i.e. BMS) and a vehicle control unit (i.e. VCU). The battery management system is connected with the power battery and monitors the state information of the power battery in real time; the battery management system is connected with the vehicle control unit and sends the state information of the power battery to the vehicle control unit; the battery management system is connected with the motor control unit and sends the heating gear request value to the motor control unit; the vehicle control unit is connected with the motor control unit and sends a heating permission instruction to the motor control unit.
Preferably, the gear analysis module is configured to query a gear-frequency-voltmeter according to the heating gear request value in a pulse heating mode to obtain a switching frequency request value f and a direct-axis voltage request value Ud, send the direct-axis voltage request value Ud to the Park inverse transformation module, and send the switching frequency request value f to the pulse signal generation module and the SVPWM module; the gear-frequency-voltage meter is a corresponding relation table of a heating gear request value, a switching frequency request value and a direct-axis voltage request value.
Preferably, if the conditions 1a to 1d are simultaneously met, the pulse heating entering condition is met; wherein,
condition 1 a: the heating enable instruction is not zero;
condition 1 b: the heating gear request value is not zero;
condition 1 c: the motor system is in a high-voltage standby mode;
condition 1 d: the rotating speed of the motor is less than or equal to a preset rotating speed threshold value n which can not cause vehicle running or shaking1；
If any one of the conditions 2a to 2d is met, indicating that the pulse heating exit condition is met; wherein,
condition 2 a: the heating enable command is zero;
condition 2 b: the heating gear request value is zero;
condition 2 c: the rotating speed of the motor is greater than a preset rotating speed threshold value n which can not cause vehicle running or shaking1；
Condition 2 d: the pulse heating duration is greater than or equal to a preset single maximum allowable heating time threshold Tmax。
The electric automobile comprises the power battery pulse heating system.
The invention has the following effects:
(1) the pulse current required by the internal heating of the power battery is output through the motor system, so that the power battery is heated at a low temperature without modification, the pulse heating of the power battery can be realized on the basis of not increasing the hardware cost, and the performance of the electric automobile in a low-temperature environment is greatly improved.
(2) The invention provides a motor system control method for realizing pulse heating of a power battery, which can be used for carrying out low-temperature pulse heating on the power battery without additionally adding a heating device or a heating loop, and meanwhile, wheels cannot rotate unexpectedly or shake in the pulse heating process, so that the safety of a vehicle is ensured.
(3) The alternating-axis voltage is enabled to be equal to zero, the pulse current is adjusted by controlling the direct-axis voltage, actual pulse width modulation signals of six power switches are generated by superposing the pulse signals, three-phase current feedback quantity is not used, the output pulse current is stable and small in fluctuation, the pulse heating effect of the power battery is improved, and unexpected driving or shaking of a vehicle in the pulse heating process of the power battery is avoided.
(4) The quadrature axis voltage is equal to zero by directly adopting an open loop control mode, the pulse current is adjusted by controlling the direct axis voltage, the response is faster, the pulse current generation speed is faster, and the heating speed is improved.
Drawings
Fig. 1 is a schematic circuit diagram of a pulse heating system of a power battery in this embodiment.
Fig. 2 is a current flow diagram of the power battery pulse heating system in the embodiment in the energy storage state at a certain time.
Fig. 3 is a current flow diagram of the pulse heating system of the power battery in this embodiment in a freewheeling state for a certain time.
Fig. 4 is a flow chart of a pulse heating method for a power battery in this embodiment.
Fig. 5 is a control schematic block diagram of the motor control unit in the present embodiment in the pulse heating mode.
Fig. 6 is a control flowchart of the motor control unit in the present embodiment in the pulse heating mode.
Detailed Description
The present invention will be described in detail with reference to the accompanying drawings.
As shown in fig. 1 to 6, in the pulse heating method for a power battery in this embodiment, an adopted motor system includes a motor controller 41 and a three-phase motor 42, the three-phase motor 42 is a Y-connected three-phase three-wire motor, the motor controller 41 includes a Motor Control Unit (MCU), a three-phase arm and a bus capacitor C, the three-phase arm is formed by connecting a U-phase arm, a V-phase arm and a W-phase arm in parallel, and the bus capacitor C is connected in parallel with the U-phase arm, the V-phase arm and the W-phase arm. The U-phase bridge arm is formed by connecting an upper bridge arm power switch S1 and a lower bridge arm power switch S4, the V-phase bridge arm is formed by connecting an upper bridge arm power switch S2 and a lower bridge arm power switch S5, and the W-phase bridge arm is formed by connecting an upper bridge arm power switch S3 and a lower bridge arm power switch S6. In this embodiment, the upper arm power switch S1, the upper arm power switch S2, the upper arm power switch S3, the lower arm power switch S4, the lower arm power switch S5, and the lower arm power switch S6 are all IGBT modules, and the upper arm power switch S1, the upper arm power switch S2, the upper arm power switch S3, the lower arm power switch S4, the lower arm power switch S5, and the lower arm power switch S6 all have freewheeling diodes. The lead of the middle point of the U-phase bridge arm (i.e., the connection point of the upper bridge arm power switch S1 and the lower bridge arm power switch S4) is connected with the U-phase stator winding L1 of the three-phase motor 42, the lead of the middle point of the V-phase bridge arm (i.e., the connection point of the upper bridge arm power switch S2 and the lower bridge arm power switch S5) is connected with the V-phase stator winding L2 of the three-phase motor 42, and the lead of the middle point of the W-phase bridge arm (i.e., the connection point of the upper bridge arm power switch S3 and the lower bridge arm power switch S6) is. The motor speed signal output and the motor rotor position signal output of the three-phase motor 42 (in which the speed sensor and the rotor position sensor are integrated) are respectively connected to two signal acquisition terminals of the motor control unit (prior art). The upper end leads of the upper arm power switch S1, the upper arm power switch S2 and the upper arm power switch S3 are connected with the positive electrode of the power battery 1, and the lower end leads of the lower arm power switch S4, the lower arm power switch S5 and the lower arm power switch S6 are connected with the negative electrode of the power battery 1, so that a pulse heating loop of the power battery is formed. The control end of the upper bridge arm power switch S1, the control end of the upper bridge arm power switch S2, the control end of the upper bridge arm power switch S3, the control end of the lower bridge arm power switch S4, the control end of the lower bridge arm power switch S5 and the control end of the lower bridge arm power switch S6 are respectively connected with six control output ends of the motor control unit. The motor control unit may acquire (receive) a heating permission instruction, a heating gear request value, a motor rotation speed, and a motor rotor position signal.
The pulse heating method of the power battery comprises the following steps: when the pulse heating entering condition is met, namely the heating allowable instruction received by the motor control unit is not zero, the heating gear request value is not zero, and the rotating speed of the motor is less than or equal to a preset rotating speed threshold value n which can not cause vehicle running or shaking1When the motor system is in a high-voltage standby mode, the motor system enters a pulse heating mode to perform pulse heating on the power battery; when the pulse heating exit condition is met, namely the heating permission instruction received by the motor control unit is zero, or the heating gear request value is zero, or the motor rotating speed is greater than a preset rotating speed threshold value n which cannot cause vehicle running or shaking1Or the pulse heating duration is greater than or equal to a preset single maximum allowable heating time threshold TmaxAnd when the motor system is out of the pulse heating mode, stopping pulse heating of the power battery.
Wherein, in the pulse heating mode, the motor control unit executes the following steps:
determining a switching frequency request value f and a direct-axis voltage request value Ud according to the heating gear request value; the method specifically comprises the following steps: the motor control unit inquires a gear-frequency-voltmeter according to the heating gear request value to obtain a switching frequency request value f and a direct-axis voltage request value Ud; the gear-frequency-voltmeter is a corresponding relation table of a heating gear request value, a switching frequency request value and a direct-axis voltage request value which are obtained in a calibration mode and stored; each heating gear request value in the corresponding relation table corresponds to a group of switching frequency request values f and direct-axis voltage request values Ud. For example, the heating gear request value has four values of 0, 1, 2 and 3, each value corresponds to a group of f and Ud, when the heating gear request value is 0, heating is not needed, and when the heating gear request value is 1, 2 and 3, the heating gear request values respectively represent three heating gears of low, medium and high. The initial value of the heating range request value is 0.
According to the position signal of the motor rotor, performing Park inverse transformation on the direct axis voltage request value Ud and the preset alternating axis voltage Uq to obtain an alpha axis voltage vector UαAnd beta axis voltage vector Uβ(ii) a Wherein the preset quadrature axis voltage Uq = 0.
Generating a pulse signal with a period of 2/f according to the switching frequency request value f; wherein, the first 1/f time of the pulse signal in one period is high level (namely 1), and the last 1/f time is low level (namely 0).
According to the alpha-axis voltage vector UαAnd beta axis voltage vector UβCalculatingThe method comprises the following steps that initial pulse width modulation signals of six power switches are formed by combining the conducting time of the six power switches (namely an upper bridge arm power switch S1, an upper bridge arm power switch S2, an upper bridge arm power switch S3, a lower bridge arm power switch S4, a lower bridge arm power switch S5 and a lower bridge arm power switch S6) and a switching frequency request value f; wherein, the period of the initial pulse width modulation signal is 1/f.
Performing AND operation on the initial pulse width modulation signal and the pulse signal, and taking the result of the AND operation as actual pulse width modulation signals of the six power switches; wherein the period of the actual pulse width modulation signal is 2/f.
And controlling the on-off of the six power switches according to the actual pulse width modulation signals.
As shown in fig. 1 to 3, the power battery pulse heating system in the present embodiment includes a motor system, a Battery Management System (BMS) 2, and a Vehicle Control Unit (VCU) 3.
The motor system comprises a motor controller 41 and a three-phase motor 42, wherein the three-phase motor 42 is a Y-shaped connected three-phase three-wire system motor, the motor controller 41 comprises a Motor Control Unit (MCU), a three-phase bridge arm and a bus capacitor C, the three-phase bridge arm is formed by connecting a U-phase bridge arm, a V-phase bridge arm and a W-phase bridge arm in parallel, and the bus capacitor C is connected with the U-phase bridge arm, the V-phase bridge arm and the W-phase bridge arm in parallel. The U-phase bridge arm is formed by connecting an upper bridge arm power switch S1 and a lower bridge arm power switch S4, the V-phase bridge arm is formed by connecting an upper bridge arm power switch S2 and a lower bridge arm power switch S5, and the W-phase bridge arm is formed by connecting an upper bridge arm power switch S3 and a lower bridge arm power switch S6. In this embodiment, the upper arm power switch S1, the upper arm power switch S2, the upper arm power switch S3, the lower arm power switch S4, the lower arm power switch S5, and the lower arm power switch S6 are all IGBT modules, and the upper arm power switch S1, the upper arm power switch S2, the upper arm power switch S3, the lower arm power switch S4, the lower arm power switch S5, and the lower arm power switch S6 all have freewheeling diodes. The lead of the middle point of the U-phase bridge arm (i.e., the connection point of the upper bridge arm power switch S1 and the lower bridge arm power switch S4) is connected with the U-phase stator winding L1 of the three-phase motor 42, the lead of the middle point of the V-phase bridge arm (i.e., the connection point of the upper bridge arm power switch S2 and the lower bridge arm power switch S5) is connected with the V-phase stator winding L2 of the three-phase motor 42, and the lead of the middle point of the W-phase bridge arm (i.e., the connection point of the upper bridge arm power switch S3 and the lower bridge arm power switch S6) is. The motor speed signal output and the motor rotor position signal output of the three-phase motor 42 (in which the speed sensor and the rotor position sensor are integrated) are respectively connected to two signal acquisition terminals of the motor control unit (prior art). The upper end leads of the upper arm power switch S1, the upper arm power switch S2 and the upper arm power switch S3 are connected with the positive electrode of the power battery 1, and the lower end leads of the lower arm power switch S4, the lower arm power switch S5 and the lower arm power switch S6 are connected with the negative electrode of the power battery 1, so that a pulse heating loop of the power battery is formed. The control end of the upper bridge arm power switch S1, the control end of the upper bridge arm power switch S2, the control end of the upper bridge arm power switch S3, the control end of the lower bridge arm power switch S4, the control end of the lower bridge arm power switch S5 and the control end of the lower bridge arm power switch S6 are respectively connected with six control output ends of the motor control unit.
The battery management system 2 is connected with the power battery 1 and monitors the state information (such as temperature, SOC and the like) of the power battery in real time; the battery management system 2 is connected with the vehicle control unit 3 and sends the state information of the power battery to the vehicle control unit 3; the battery management system 2 is connected with the motor control unit and sends a heating gear request value (determined according to the temperature of the power battery) to the motor control unit; the vehicle control unit 3 is connected to the motor control unit, and transmits a heating permission command (zero or 1) to the motor control unit. The motor control unit can receive a heating permission command and a heating gear position request value and acquire a motor rotating speed and a motor rotor position signal from the three-phase motor. The vehicle control unit 3 can request the battery management system 2 to control the closing of the related relays in the power battery 1, so that the vehicle is electrified at high voltage, and the motor system is electrified at high voltage.
In the pulse heating mode, the working state of the motor system is divided into two states of energy storage and follow current, and in the energy storage state and the follow current state, pulse current flows through the internal resistance of the power battery, the internal resistance of the battery generates heat, and heat is generated in the power battery, so that pulse heating of the power battery is realized.
Fig. 2 shows a schematic current flow diagram in an energy storage state at a certain time, when the upper arm power switch S1, the upper arm power switch S2, and the lower arm power switch S6 are turned on, and the upper arm power switch S3, the lower arm power switch S4, and the lower arm power switch S5 are turned off, a current flows out from the positive electrode of the power battery 1, flows into the U-phase stator winding L1 and the V-phase stator winding L2 after passing through the upper arm power switch S1 and the upper arm power switch S2, merges and then flows into the W-phase stator winding L3, and then a current flows out from the W-phase stator winding L3, flows out of the motor controller through the lower arm power switch S6, and finally flows into the negative electrode of the power battery 1, and in this process, energy storage can be performed on the U-phase stator winding L1, the V-phase stator winding L2, and the W-phase stator winding L3 of. In this state, the current in the power battery 1 flows from the positive electrode and flows from the negative electrode, and the magnitude of the pulse current can be adjusted by adjusting the on-time of the upper arm power switch S1, the upper arm power switch S2, and the lower arm power switch S6, and the longer the on-time is, the larger the pulse current is.
The energy stored in the U-phase stator winding L1, the V-phase stator winding L2 and the W-phase stator winding L3 of the three-phase motor is used for charging the power battery through a freewheeling circuit. Fig. 3 shows a schematic diagram of a current flow direction in a freewheeling state at a certain time, when the upper arm power switch S1, the upper arm power switch S2, the upper arm power switch S3, the lower arm power switch S4, the lower arm power switch S5, and the lower arm power switch S6 are all turned off, due to characteristics of inductance, directions of currents in the U-phase stator winding L1, the V-phase stator winding L2, and the W-phase stator winding L3 do not change immediately, and the current flows out from the W-phase stator winding L3, flows out of the motor controller through a freewheeling diode of the upper arm power switch S3, flows into a positive electrode of the power battery, flows out from a negative electrode of the power battery, flows into the U-phase stator winding L1 and the V-phase stator winding L2 through a freewheeling diode of the lower arm power switch S4 and a freewheeling diode of the lower arm power switch S5, thereby forming a freewheeling circuit. In this state, the current on the power battery flows in from the positive electrode and flows out from the negative electrode, and the direction of the current flowing through the power battery in the process is opposite to the energy storage state.
As shown in fig. 4 to 6The method for pulse heating of the power battery by adopting the pulse heating system of the power battery comprises the following steps: when the pulse heating entering condition is met, namely the heating allowable instruction received by the motor control unit is not zero, the heating gear request value is not zero, and the rotating speed of the motor is less than or equal to a preset rotating speed threshold value n which can not cause vehicle running or shaking1And when the motor system is in a high-voltage standby mode, the motor system enters a pulse heating mode to perform pulse heating on the power battery. In the pulse heating process of the power battery, if the pulse heating exit condition is met, namely the heating permission instruction received by the motor control unit is zero, or the heating gear request value is zero, or the rotating speed of the motor is greater than a preset rotating speed threshold value n which cannot cause vehicle running or shaking1Or the pulse heating duration is greater than or equal to a preset single maximum allowable heating time threshold TmaxAnd when the pulse heating mode is not satisfied, the motor system continues to perform pulse heating on the power battery.
The motor control unit comprises a heating condition processing module, a gear analyzing module, a Park inverse transformation module, a pulse signal generating module and an SVPWM module.
The heating condition processing module is used for receiving signals (including a heating permission instruction, a heating gear request value, a motor rotating speed and a motor rotor position signal) and judging whether a motor system meets a pulse heating entry/exit condition; and then, in a pulse heating mode, sending the heating gear request value to a gear analysis module, and sending a motor rotor position signal to a Park inverse transformation module. If the heating permission instruction is not zero, the heating gear request value is not zero, the motor system is in a high-voltage standby mode, and the rotating speed of the motor is less than a preset rotating speed threshold value n which can not cause unexpected running or shaking of the vehicle1If not, the pulse heating entry condition is not met; if the heating permission instruction is zero, or the heating gear request value is zero, or the motor speed is greater than a preset speed threshold value n which does not cause the vehicle to run or shake1Or the pulse heating duration is greater than or equal to a preset single maximum allowable heating time threshold TmaxIf not, the pulse heating exit condition is not met.
The gear analysis module is used for inquiring a gear-frequency-voltmeter according to the heating gear request value in a pulse heating mode to obtain a switching frequency request value f and a direct-axis voltage request value Ud, sending the direct-axis voltage request value Ud to the Park inverse transformation module, and sending the switching frequency request value f to the pulse signal generation module and the SVPWM module. The gear-frequency-voltmeter is a corresponding relation table of a heating gear request value, a switching frequency request value and a direct-axis voltage request value which are obtained in a calibration mode and stored. Each heating gear request value in the corresponding relation table corresponds to a group of switching frequency request values f and direct-axis voltage request values Ud. For example, the heating gear request value has four values of 0, 1, 2 and 3, each value corresponds to a group of f and Ud, when the heating gear request value is 0, heating is not needed, and when the heating gear request value is 1, 2 and 3, the heating gear request values respectively represent three heating gears of low, medium and high. The initial value of the heating range request value is 0.
The Park inverse transformation module is used for carrying out Park inverse transformation on the direct axis voltage request value Ud and the preset alternating axis voltage Uq according to the position signal of the motor rotor in the pulse heating mode to obtain an alpha axis voltage vector UαAnd beta axis voltage vector UβAnd the alpha axis voltage vector U is converted intoαAnd beta axis voltage vector UβSending the data to an SVPWM module; wherein the preset quadrature axis voltage Uq = 0. When the motor rotor position signal indicates that the current position of the motor rotor is theta, the direction parallel to the rotor magnetic field is d axis (namely, straight axis), and the direction perpendicular to the rotor magnetic field is q axis (namely, quadrature axis), so that quadrature axis voltage Uq =0, the formed magnetic field does not generate torque on the motor rotor, and unexpected driving or shaking of the vehicle in the pulse heating process can be avoided. The conducting time of the six power switches can be controlled by adjusting the direct-axis voltage request value Ud, and the pulse current is further controlled.
The pulse signal generating module is used for generating a pulse signal with a period of 2/f according to the switching frequency request value f in a pulse heating mode and sending the pulse signal to the SVPWM module; wherein, the first 1/f time of the pulse signal in one period is high level (namely 1), and the last 1/f time is low level (namely 0).
The SVPWM module is used for generating a voltage vector U according to an alpha axis in a pulse heating modeαAnd beta axis voltage vector UβCalculating the conduction time of six power switches (namely an upper bridge arm power switch S1, an upper bridge arm power switch S2, an upper bridge arm power switch S3, a lower bridge arm power switch S4, a lower bridge arm power switch S5 and a lower bridge arm power switch S6), combining a switch frequency request value f to form initial pulse width modulation signals of the six power switches, carrying out AND operation (multiplication) on the initial pulse width modulation signals and pulse signals, taking the result of the AND operation as actual pulse width modulation signals of the six power switches, and controlling the on-off of the six power switches according to the actual pulse width modulation signals, so that the alternating change (pulse current formation) of an energy storage state and a follow current state can be realized; the period of the initial pulse width modulation signal is 1/f, and the period of the actual pulse width modulation signal is 2/f. The magnitude of the pulse current is also related to the switching frequency request values f of the six power switches, and when the direct-axis voltage request values Ud are the same, the smaller the switching frequency request values f are, the larger the pulse current can be output.
The embodiment also provides an electric automobile which comprises the power battery pulse heating system.

Claims (8)

1. A pulse heating method for a power battery is characterized in that an adopted motor system comprises a motor controller (41) and a three-phase motor (42), the motor controller (41) comprises a motor control unit, a three-phase bridge arm and a bus capacitor C, the bus capacitor C is connected with the three-phase bridge arm in parallel, control ends of six power switches of the three-phase bridge arm are respectively connected with six control output ends of the motor control unit, the middle point of the three-phase bridge arm is respectively connected with a three-phase stator winding of the three-phase motor (42), and a motor rotating speed signal output end and a motor rotor position signal output end of the three-phase motor (42) are respectively connected with two signal acquisition ends of the motor control unit; the three-phase bridge arm is connected with a power battery (1) to form a pulse heating loop of the power battery; the method comprises the following steps: when the pulse heating entering condition is met, the motor system enters a pulse heating mode to perform pulse heating on the power battery; when the pulse heating exit condition is met, the motor system exits the pulse heating mode and stops pulse heating of the power battery; the method is characterized in that: in the pulse heating mode, the motor control unit performs the steps of:
determining a switching frequency request value f and a direct-axis voltage request value Ud according to the heating gear request value;
according to the position signal of the motor rotor, performing Park inverse transformation on the direct axis voltage request value Ud and the preset alternating axis voltage Uq to obtain an alpha axis voltage vector UαAnd beta axis voltage vector Uβ(ii) a Wherein the preset quadrature axis voltage Uq = 0;
generating a pulse signal with a period of 2/f according to the switching frequency request value f; wherein, the first 1/f time in one period of the pulse signal is high level, and the last 1/f time is low level;
according to the alpha-axis voltage vector UαAnd beta axis voltage vector UβCalculating the conduction time of the six power switches, and combining the switch frequency request value f to form initial pulse width modulation signals of the six power switches; wherein, the period of the initial pulse width modulation signal is 1/f;
performing an and operation on the initial pulse width modulation signal and the pulse signal, and taking the result of the and operation as actual pulse width modulation signals of the six power switches; wherein, the period of the actual pulse width modulation signal is 2/f;
and controlling the on-off of the six power switches according to the actual pulse width modulation signal.
2. The pulse heating method for the power battery according to claim 1, characterized in that: the determination mode of the switching frequency request value f and the direct-axis voltage request value Ud is as follows: the motor control unit inquires a gear-frequency-voltmeter according to the heating gear request value to obtain a switching frequency request value f and a direct-axis voltage request value Ud; the gear-frequency-voltage meter is a corresponding relation table of a heating gear request value, a switching frequency request value and a direct-axis voltage request value.
3. The pulse heating method for the power battery according to claim 1 or 2, characterized in that:
if the conditions 1a to 1d are simultaneously met, the pulse heating entering condition is met; wherein,
condition 1 a: the heating enable instruction is not zero;
condition 1 b: the heating gear request value is not zero;
condition 1 c: the motor system is in a high-voltage standby mode;
condition 1 d: the rotating speed of the motor is less than or equal to a preset rotating speed threshold value n which can not cause vehicle running or shaking1；
If any one of the conditions 2a to 2d is met, indicating that the pulse heating exit condition is met; wherein,
condition 2 a: the heating enable command is zero;
condition 2 b: the heating gear request value is zero;
condition 2 c: the rotating speed of the motor is greater than a preset rotating speed threshold value n which can not cause vehicle running or shaking1；
Condition 2 d: the pulse heating duration is greater than or equal to a preset single maximum allowable heating time threshold Tmax。
4. A power battery pulse heating system comprises a motor system, wherein the motor system comprises a motor controller (41) and a three-phase motor (42), the motor controller (41) comprises a motor control unit, a three-phase bridge arm and a bus capacitor C, the bus capacitor C is connected with the three-phase bridge arm in parallel, control ends of six power switches of the three-phase bridge arm are respectively connected with six control output ends of the motor control unit, the middle point of the three-phase bridge arm is respectively connected with a three-phase stator winding of the three-phase motor (42), and a motor rotating speed signal output end and a motor rotor position signal output end of the three-phase motor (42) are respectively connected with two signal acquisition ends of the motor control unit; the upper end of the three-phase bridge arm is connected with the positive electrode of the power battery (1), and the lower end of the three-phase bridge arm is connected with the negative electrode of the power battery (1) to form a pulse heating loop of the power battery; when the pulse heating entering condition is met, the motor system enters a pulse heating mode to perform pulse heating on the power battery; when the pulse heating exit condition is met, the motor system exits the pulse heating mode and stops pulse heating of the power battery; the method is characterized in that: the motor control unit comprises a heating condition processing module, a gear analyzing module, a Park inverse transformation module, a pulse signal generating module and an SVPWM module;
the heating condition processing module is used for receiving signals and judging whether a motor system meets pulse heating entry/exit conditions, then sending a heating gear request value to the gear analysis module in a pulse heating mode, and sending a motor rotor position signal to the Park inverse transformation module;
the gear analysis module is used for determining a switching frequency request value f and a direct-axis voltage request value Ud according to the heating gear request value in a pulse heating mode, sending the direct-axis voltage request value Ud to the Park inverse transformation module, and sending the switching frequency request value f to the pulse signal generation module and the SVPWM module;
the Park inverse transformation module is used for carrying out Park inverse transformation on the direct axis voltage request value Ud and the preset alternating axis voltage Uq according to the position signal of the motor rotor in the pulse heating mode to obtain an alpha axis voltage vector UαAnd beta axis voltage vector UβAnd the alpha axis voltage vector U is converted intoαAnd beta axis voltage vector UβSending the data to an SVPWM module; wherein the preset quadrature axis voltage Uq = 0;
the pulse signal generating module is used for generating a pulse signal with a period of 2/f according to the switching frequency request value f in a pulse heating mode and sending the pulse signal to the SVPWM module; wherein, the first 1/f time in one period of the pulse signal is high level, and the last 1/f time is low level;
the SVPWM module is used for generating an alpha axis voltage vector U according to the pulse heating modeαAnd beta axis voltage vector UβCalculating the conducting time of the six power switches, combining the switch frequency request value f to form the initial pulse width modulation signals of the six power switches, and comparing the initial pulse width modulation signals with the initial pulse width modulation signalsPerforming an and operation on the initial pulse width modulation signal and the pulse signal, taking the result of the and operation as actual pulse width modulation signals of the six power switches, and controlling the on-off of the six power switches according to the actual pulse width modulation signals; the period of the initial pulse width modulation signal is 1/f, and the period of the actual pulse width modulation signal is 2/f.
5. A power battery pulse heating system according to claim 4, further comprising a battery management system (2) and a vehicle control unit (3); the method is characterized in that: the battery management system (2) is connected with the power battery (1) and monitors the state information of the power battery in real time; the battery management system (2) is connected with the vehicle control unit (3) and sends the state information of the power battery to the vehicle control unit (3); the battery management system (2) is connected with the motor control unit and sends the heating gear request value to the motor control unit; the vehicle control unit (3) is connected with the motor control unit and sends a heating permission instruction to the motor control unit.
6. The power cell pulse heating system of claim 4 or 5, wherein: the gear analysis module is used for inquiring a gear-frequency-voltmeter according to the heating gear request value in a pulse heating mode to obtain a switching frequency request value f and a direct-axis voltage request value Ud, sending the direct-axis voltage request value Ud to the Park inverse transformation module, and sending the switching frequency request value f to the pulse signal generation module and the SVPWM module; the gear-frequency-voltage meter is a corresponding relation table of a heating gear request value, a switching frequency request value and a direct-axis voltage request value.
7. The power cell pulse heating system of any one of claims 4 to 6, wherein:
if the conditions 1a to 1d are simultaneously met, the pulse heating entering condition is met; wherein,
condition 1 a: the heating enable instruction is not zero;
condition 1 b: the heating gear request value is not zero;
condition 1 c: the motor system is in a high-voltage standby mode;
condition 1 d: the rotating speed of the motor is less than or equal to a preset rotating speed threshold value n which can not cause vehicle running or shaking1；
If any one of the conditions 2a to 2d is met, indicating that the pulse heating exit condition is met; wherein,
condition 2 a: the heating enable command is zero;
condition 2 b: the heating gear request value is zero;
condition 2 c: the rotating speed of the motor is greater than a preset rotating speed threshold value n which can not cause vehicle running or shaking1；
Condition 2 d: the pulse heating duration is greater than or equal to a preset single maximum allowable heating time threshold Tmax。
8. An electric vehicle, characterized in that: comprising a power cell pulse heating system according to any of claims 4 to 7.
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