CN113119804A - Energy conversion device, control method, vehicle, and readable storage medium - Google Patents
Energy conversion device, control method, vehicle, and readable storage medium Download PDFInfo
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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
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- 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
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- 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 application provides an energy conversion device, a control method, a vehicle and a readable storage medium, the energy conversion device comprises a three-phase alternating current motor, a three-phase inverter, an inductor, a bus capacitor and a battery pack, the output torque of the three-phase alternating current motor is controlled by controlling the three-phase inverter, the discharging process of the battery pack to the bus capacitor and the charging process of the bus capacitor to the battery pack are alternately carried out when a charging and discharging loop works, the temperature rise of the battery pack is further realized, on the basis of not increasing an additional heating module, the torque output and the cooperative control of heating the battery pack are realized, a large amount of current passes through the bus capacitor when the battery pack is discharged is avoided, the current flowing through the battery pack is greatly reduced, the heating speed of the battery pack is further seriously reduced, and the heating efficiency of the battery pack is improved.
Description
Technical Field
The present disclosure relates to the field of motor driving technologies, and in particular, to an energy conversion device, a control method, a vehicle, and a readable storage medium.
Background
With the wide use of new energy, the battery pack can be used as a power source to be applied to various fields. The battery pack is used as a power source in different environments, and the performance of the battery pack is also affected. For example, the performance of the battery pack in a low-temperature environment is greatly reduced from that at normal temperature. For example, the discharge capacity of the battery pack at the zero point temperature may decrease as the temperature decreases. The discharge capacity of the battery pack was substantially 0 at-30 c, resulting in the battery pack being unusable. In order to enable the battery pack to be used in a low-temperature environment, it is necessary to preheat the battery pack before using the battery pack.
As shown in fig. 1, in the prior art, a motor controller 101, a motor 102, and a battery pack 103 are included, when the battery pack 103 is in a discharging process, a transistor VT1 and a transistor VT6 in the motor controller 101 are triggered to be turned on at the same time, a current flows from a positive electrode of the battery pack 103, returns to a negative electrode of the battery pack 103 through a transistor VT1, a transistor VT6, and two stator inductors of the motor 102, the current rises, and energy is stored in the two stator inductors; when the battery pack 103 is in the charging process, as shown in fig. 2, the transistor VT1 and the transistor VT6 are simultaneously turned off, and the current returns to the battery pack 102 from the two stator inductances of the motor 102, the motor controller 101 through the two bleeder diodes VD4 and VD3, and the current drops. The two processes are repeated, the battery pack is in a rapid charging and discharging alternative state, and due to the existence of the internal resistance of the battery pack, a large amount of heat is generated inside the battery pack, and the temperature is rapidly increased. However, the prior art has the following problems: due to the bus capacitor C1, a large amount of current passes through the bus capacitor C1 when the battery pack 103 discharges in the working process of the charge-discharge loop, so that the current flowing through the battery pack is greatly reduced, and the heating speed of the battery pack is seriously slowed.
Disclosure of Invention
The application aims to provide an energy conversion device, a control method, a vehicle and a readable storage medium, which can enable a bus capacitor to participate in a charging process and a discharging process in a charging and discharging loop by controlling a motor controller in the driving process of the vehicle, so that the heating speed of a battery pack is increased.
The present application is achieved in this way, in a first aspect, there is provided a control method for an energy conversion device, where the energy conversion device includes a three-phase ac motor, a three-phase inverter, an inductor, a bus capacitor, and a battery pack, a first end of the bus capacitor is connected to a first bus end of a three-phase bridge arm of the three-phase inverter, a second end of the bus capacitor is connected to a second bus end of the three-phase bridge arm of the three-phase inverter, three-phase coils of the three-phase ac motor are respectively connected to midpoints of three-phase bridge arms of the three-phase inverter, a connection point of the three-phase coils of the three-phase ac motor is connected to a first end of the inductor, the battery pack is connected between a second end of the inductor and the second bus end, or the battery pack is connected between a second end of the inductor and the first bus end, and the, The three-phase inverter, the three-phase alternating current motor, the inductor and the battery pack form a charging and discharging loop;
the control method of the energy conversion apparatus includes: and controlling the motor controller to adjust the current value flowing through the charge-discharge loop so as to enable the three-phase alternating current motor to output torque and enable the internal resistance of the battery pack to generate heat.
The second aspect of the present application provides an energy conversion device, the energy conversion device includes a three-phase ac motor, a three-phase inverter, an inductor, a bus capacitor, and a battery pack, a first end of the bus capacitor is connected to a first bus end of a three-phase bridge arm of the three-phase inverter, a second end of the bus capacitor is connected to a second bus end of a three-phase bridge arm of the three-phase inverter, three-phase coils of the three-phase ac motor are respectively connected to a midpoint of the three-phase bridge arm of the three-phase inverter, a connection point of the three-phase coils of the three-phase ac motor is connected to a first end of the inductor, the battery pack is connected between a second end of the inductor and the second bus end, or the battery pack is connected between a second end of the inductor and the first bus end, and the bus capacitor, the three-phase inverter, the three-phase ac motor, The inductor and the battery pack form a charge-discharge loop;
the energy conversion apparatus further includes:
and the control module is used for controlling the three-phase inverter to adjust the current value flowing through the charge-discharge loop so as to enable the output torque of the three-phase alternating current motor and the internal resistance of the battery pack to generate heat.
A third aspect of the present application provides a vehicle comprising a memory, a processor; wherein the processor executes a program corresponding to the executable program code by reading the executable program code stored in the memory, for implementing the control method according to the first aspect.
A non-transitory computer-readable storage medium of a fourth aspect of the present application has stored thereon a computer program that, when executed by a processor, implements the control method of the fourth aspect.
The technical scheme of the application provides an energy conversion device, a control method, a vehicle and a readable storage medium, the output torque of a three-phase alternating current motor is controlled by controlling a three-phase inverter, the discharging process of a battery pack to a bus capacitor and the charging process of the bus capacitor to the battery pack are alternately performed during the work of a control charging and discharging loop, the temperature rise of the battery pack is further realized, on the basis that an additional heating module is not added, the cooperative control of torque output and heating of the battery pack is realized, the situation that a large amount of current passes through the bus capacitor when the battery pack discharges is avoided, the current flowing through the battery pack is greatly reduced, the heating speed of the battery pack is further seriously slowed down, and the heating efficiency of the battery pack is improved.
Drawings
In order to more clearly illustrate the technical solutions in the embodiments of the present application, the drawings needed to be used in the embodiments or the prior art descriptions will be briefly described below, and it is obvious that the drawings in the following description are only some embodiments of the present application, and it is obvious for those skilled in the art to obtain other drawings based on these drawings without inventive exercise.
FIG. 1 is a current flow diagram of a motor control circuit provided by the prior art;
FIG. 2 is another current flow diagram of a motor control circuit provided by the prior art;
fig. 3 is a schematic structural diagram of an energy conversion device according to an embodiment of the present disclosure;
fig. 4 is another schematic structural diagram of an energy conversion device according to an embodiment of the present disclosure;
fig. 5 is a flowchart of a control method of an energy conversion apparatus according to an embodiment of the present application;
fig. 6 is a flowchart of step S1 in a control method of an energy conversion apparatus according to an embodiment of the present application;
fig. 7 is a flowchart of step S20 in a control method of an energy conversion apparatus according to an embodiment of the present application;
fig. 8 is a flowchart of step S201 of a control method of an energy conversion device according to an embodiment of the present application;
fig. 9 is a flowchart of a step S20 in a driving method of an energy conversion device according to an embodiment of the present application;
fig. 10 is a flowchart of step S203 of a driving method of an energy conversion device according to an embodiment of the present application;
fig. 11 is a flowchart of a step S20 in a driving method of an energy conversion device according to an embodiment of the present application;
fig. 12 is another flowchart after step S22 in the control method of the energy conversion apparatus according to the first embodiment of the present application;
fig. 13 is a schematic diagram of three-phase control pulses in a control method of an energy conversion device according to an embodiment of the present application;
fig. 14 is a control block diagram of a control method of an energy conversion apparatus according to an embodiment of the present application;
fig. 15 is a current flow diagram of an energy conversion device according to an embodiment of the present application;
fig. 16 is another current flow diagram of an energy conversion device provided in an embodiment of the present application;
fig. 17 is another current flow diagram of an energy conversion device according to an embodiment of the present application;
fig. 18 is another current flow diagram of an energy conversion device according to an embodiment of the present application.
Detailed Description
In order to make the objects, technical solutions and advantages of the present application more apparent, the present application is described in further detail below with reference to the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are merely illustrative of the present application and are not intended to limit the present application.
In order to explain the technical means of the present application, the following description will be given by way of specific examples.
In an embodiment of the present application, there is provided an energy conversion apparatus, as shown in fig. 3, the energy conversion apparatus includes: the three-phase alternating current motor comprises a three-phase alternating current motor 102, a three-phase inverter 101, an inductor L, a bus capacitor C1 and a battery pack 103, wherein a first end of a bus capacitor C1 is connected with a first bus end of a three-phase arm of the three-phase inverter 101, a second end of a bus capacitor C1 is connected with a second bus end of the three-phase arm of the three-phase inverter 101, three-phase coils of the three-phase alternating current motor 102 are respectively connected with a middle point of the three-phase arm of the three-phase inverter 101, a connection point of the three-phase coils of the three-phase alternating current motor 102 is connected with the first end of the inductor L, the battery pack 103 is connected between the second end of the inductor L and the second bus end, and the bus capacitor C1.
As another embodiment, as shown in fig. 4, a battery pack group 103 is connected between the second terminal of the inductor L and the first bus bar terminal,
for the three-phase inverter 101, specifically, the three-phase inverter 101 includes a first power switch unit, a second power switch unit, a third power switch unit, a fourth power switch unit, a fifth power switch unit, and a sixth power switch, one end of the first power switch unit, one end of the third power switch unit, and one end of the fifth power switch unit are connected in common and form a first junction end of the three-phase inverter 101, one end of the second power switch unit, one end of the fourth power switch unit, and one end of the sixth power switch unit are connected in common and form a second junction end of the three-phase inverter 101, the first power switch unit and the fourth power switch unit form a first bridge arm, the second power switch unit and the fifth switch unit form a second bridge arm, the third power switch unit and the sixth switch unit form a third bridge arm, a first phase coil of the three-phase ac motor 102 connects the other end of the first power switch unit and the other end of the fourth power switch unit, a second-phase coil of the three-phase alternating current motor 102 is connected to the other end of the third power switching unit and the other end of the sixth power switching unit, and a third-phase coil of the three-phase alternating current motor 102 is connected to the other end of the fifth power switching unit and the other end of the second power switching unit.
The first power switch unit in the three-phase inverter 101 comprises a first upper bridge arm VT1 and a first upper bridge diode VD1, the second power switch unit comprises a second lower bridge arm VT2 and a second lower bridge diode VD2, the third power switch unit comprises a third upper bridge arm VT3 and a third upper bridge diode VD3, the fourth power switch unit comprises a fourth lower bridge arm VT4 and a fourth lower bridge diode VD4, the fifth power switch unit comprises a fifth upper bridge arm VT5 and a fifth upper bridge diode VD5, the sixth power switch unit comprises a sixth lower bridge arm VT6 and a sixth lower bridge diode VD6, the three-phase alternating current motor 102 is a three-phase four-wire system and can be a permanent magnet synchronous motor or an asynchronous motor, a neutral wire is led out from a three-phase coil connection neutral wire, the neutral wire is connected with the battery pack 103, and the three-phase coils of the motor are respectively connected with the neutral points between the three-phase bridge arms in the three-phase inverter 101.
As shown in fig. 5, the control method of the energy conversion apparatus includes:
and S1, controlling a motor controller to adjust a current value flowing through a charge-discharge loop so as to enable a three-phase alternating current motor to output torque and enable internal resistance of a battery pack to generate heat.
The bus capacitor, the three-phase inverter, the three-phase alternating current motor, the inductor and the battery pack form a charging and discharging loop, the charging and discharging loop comprises a discharging loop and a charging loop, the discharging loop is that the battery pack discharges the bus capacitor through the motor and the motor controller, at the moment, current flows out of the battery pack, and the current flows into the bus capacitor through the motor and the motor controller so as to charge the bus capacitor; the charging loop is characterized in that a bus capacitor charges the battery pack through the motor and the motor controller, at the moment, current flows out of the bus capacitor, the current flows into the battery pack through the motor controller and the motor, and the battery pack has current inflow.
This embodiment has realized control three-phase alternating current motor's output torque through control three-phase inverter to and control charge-discharge circuit during operation battery package and bus capacitance carry out in turn and then realize the intensification of battery package to the charging process of battery package with bus capacitance, on the basis that does not increase extra heating module, torque output and the cooperative control to the battery package heating have been realized, it has a large amount of electric currents to pass through from bus capacitance when having avoided the battery package to discharge, make the electric current of battery package of flowing through descend by a wide margin, and then the problem that the rate of heating that makes the battery package also can seriously slow down, the heating efficiency of battery package has been promoted.
As an embodiment, step S1 includes:
and S10, acquiring the required heating power, the torque output value of the motor and the target voltage of the bus capacitor.
And S20, controlling the on-off state of the three-phase bridge arm according to the required heating power, the motor torque output value, the target voltage of the bus capacitor and the voltage of the battery pack so as to simultaneously adjust the voltage of the bus capacitor, the output torque of the three-phase alternating current motor and the current value flowing through the charge-discharge loop to enable the internal resistance of the battery pack to generate heat.
For step S10, the required heating power may be obtained by detecting the temperature of the component to be heated by the vehicle controller, for example, the component to be heated may be a battery pack, the required heating power is calculated according to the current temperature of the battery pack, the rotation speed of the motor is related to the voltage of the bus capacitor of the motor controller and the output torque of the motor, the rotation speed of the motor may be used as a control basis for the bus voltage and the output torque of the motor, and there is a corresponding relationship between the bus voltage and the output torque of the motor, for example, when the vehicle speed is 50KM/h, the corresponding bus voltage is 200V, when the vehicle speed is 100KM/h, the corresponding bus voltage is 400V, and when the rotation speed of the motor is in a low-speed or medium-speed region, the target bus voltage of the motor controller and the output torque of the motor corresponding to the rotation speed of.
For step S20, the output of the heating power can be performed by controlling the on-off state of the three-phase bridge arm according to the heating power, and further adjusting the current of a charging and discharging loop formed by the bus capacitor, the three-phase inverter, the three-phase ac motor, the inductor, and the battery pack, wherein the charging and discharging loop includes a discharging loop and a charging loop, the discharging loop is formed by discharging the bus capacitor through the motor and the motor controller by the battery pack, at this time, the current flows out from the battery pack, and the current flows into the bus capacitor through the motor and the motor controller to charge the bus capacitor; the charging loop is characterized in that the battery pack is charged by the bus capacitor through the motor and the motor controller, at the moment, current flows out of the bus capacitor, the current flows into the battery pack through the motor controller and the motor, and the battery pack has current inflow.
In the embodiment, the control signal for controlling the three-phase bridge arm is obtained according to the required heating power, the motor torque output value, the target voltage of the bus capacitor and the voltage of the battery pack according to the preset algorithm, the control signal is the PWM signal duty ratio which meets the required heating power, the motor torque output value and the target voltage of the bus capacitor, the temperature rise of the battery pack is realized by applying the PWM signal duty ratio on each phase of bridge arm to simultaneously regulate the voltage of the bus capacitor and the output torque of the three-phase alternating current motor and control the alternate discharge process of the battery pack to the bus capacitor and the charge process of the battery pack by the bus capacitor when a charge-discharge loop works, the cooperative control method of torque output, the target voltage of the bus capacitor and the heating of the power battery pack is realized on the basis of not adding an additional heating module, and a large amount of current passes through the bus capacitor when the battery pack is, the current flowing through the battery pack is greatly reduced, the heating speed of the battery pack is seriously slowed, and the heating efficiency of the battery pack is improved.
As an embodiment, as shown in fig. 7, the step S20 of controlling the on/off state of the three-phase arm according to the required heating power, the motor torque output value, the target voltage of the bus capacitor, and the supply voltage of the battery pack includes:
and S201, acquiring a target input current of the three-phase alternating current motor and a first target duty ratio of a control pulse of each phase of bridge arm according to the required heating power, the motor torque output value, the target voltage of the bus capacitor and the power supply voltage of the battery pack.
And S202, receiving the input current of the battery pack according to the target input current, and controlling each phase of bridge arm according to the first target duty ratio.
As an embodiment, as shown in fig. 8, step S201 includes:
and S211, calculating target input current according to the required heating power, the motor torque output value and the power supply voltage of the battery pack.
In step S211, the driving power is calculated according to the motor torque output value, which may be according to the formula
Calculating the driving power; n is motor speed, Te is motor torque, P1For driving power, according to the formula
Calculating a target input current, P being the required heating power, U2The supply voltage of the battery pack.
Further, as shown in fig. 8, step S201 further includes:
s212, acquiring target current of each phase of electricity of the three-phase alternating current motor according to the required heating power, the motor torque output value and the target input current;
s213, acquiring a first average duty ratio of the three-phase electric control pulse according to the target voltage of the bus capacitor, the power supply voltage of the battery pack and the target input current;
and S214, acquiring a first target duty ratio of the control pulse of each phase bridge arm according to the first average duty ratio, the target current of each phase of electricity and the target input current.
Wherein, step S212 includes:
calculating a target current of each phase of electricity of the three-phase alternating current motor according to the following formula 1, formula 2 and formula 3, based on the motor rotor position, the required heating power, the motor torque output value and the target input current:
equation 1:
equation 2: IA + IB + IC ═ I
Equation 3: p ═ I2×R0
Wherein alpha is the lag angle of the rotor, IA, IB, IC are each phase current of the three-phase coil, I is the target input current, Te is the torque output value of the motor, lambda, rho, Ld,LqFor the motor parameters, P is the heating power, R is the equivalent impedance of the three-phase motor, R0Is the internal resistance of the battery pack.
Wherein, step S213 includes:
obtaining a first average duty ratio of the three-phase electric control pulse according to the target voltage of the bus capacitor, the voltage of the battery pack and the target input current by the following formula:
U2＝U1×D0-I×R-I×RL-IR0wherein, U2For the target voltage of the buck-side capacitor, U1Is the voltage of the power battery pack, D0Average duty ratio of three-phase electric control pulse, I is target input current, R is equivalent impedance of three-phase AC motorLIs an inductive impedance, R0Is the internal resistance of the battery pack.
Since the inductor is provided and has an inductive impedance, the formula also includes a voltage drop across the inductor.
Wherein, step S214 includes:
obtaining a first target duty ratio of a control pulse of each phase bridge arm according to the first average duty ratio, the target current of each phase of electricity and the target input current through the following formula:
wherein, I1Target current for each phase of electricity, R1Equivalent impedance of each phase coil, D1The first target duty ratio of the control pulse of each phase of bridge arm is R, the equivalent impedance of the three-phase alternating current motor is R, and I is a target input current.
The method comprises the steps of calculating a target input current of the three-phase alternating current motor according to required heating power, a motor torque output value and a power supply voltage of a battery pack, and then obtaining a target current of each phase of electricity of the three-phase alternating current motor according to a rotor position of the motor, the required heating power, the target input current and the motor torque output value; and then, calculating a first target duty ratio of a control pulse of each phase of bridge arm according to the target voltage of the bus capacitor, the target input current and the target current of each phase of electricity of the three-phase alternating current motor, controlling the three-phase bridge arms according to the first target duty ratio, realizing a cooperative control method of torque output, the target voltage of the bus capacitor and battery pack heating on the basis of not adding an additional boosting module and a heating module, and effectively solving the problem of cooperative work of the torque output and heating functions required by a vehicle which is not provided with a direct current power supply line in the whole process.
Further, as shown in fig. 9, in step S202, each phase of the bridge arm is controlled according to the first target duty ratio, and then the method further includes:
s203, acquiring the working voltage of the battery pack, and performing PID control operation through a PID regulator according to the working voltage and the power supply voltage of the battery pack to obtain the average duty ratio variable quantity of the three-phase electric control pulse;
s204, obtaining a second target duty ratio according to the first target duty ratio and the average duty ratio variation;
and S205, controlling each phase of bridge arm according to a second target duty ratio so as to simultaneously adjust the voltage of the bus capacitor, control the output torque of the three-phase alternating current motor and control the current value flowing through the charge-discharge loop to enable the internal resistance of the battery pack to generate heat.
In step S203, a PID regulator performing PID control (proportional-integral-derivative control) is a feedback loop component common in industrial control applications, and is composed of a proportional unit P, an integral unit I, and a derivative unit D. The current deviation of the proportional reaction system can be adjusted by a proportional coefficient to reduce errors, the accumulated deviation of the integral reaction system can be adjusted to eliminate steady-state errors, and the error-free degree is improved.
As an embodiment, as shown in fig. 10, step S203 includes:
s231, acquiring a voltage difference value between the working voltage and the power supply voltage of the battery pack;
s232, when the working voltage of the battery pack is larger than the power supply voltage, calculating the average duty ratio change increment of the three-phase electric control pulse according to the voltage difference value and the proportional coefficient of the PID regulator;
and S233, when the working voltage of the battery pack is smaller than the power supply voltage, calculating the average duty ratio change decrement of the three-phase electric control pulse according to the voltage difference value and the proportional coefficient of the PID regulator.
In step S204, when the operating voltage of the battery pack is greater than the power supply voltage, the average duty ratio of the output three-phase electric control pulses is gradually increased to decrease the actual operating voltage of the power battery pack, and when the actual charging voltage of the battery pack is less than the target charging voltage, the average duty ratio of the output three-phase electric control pulses is gradually decreased to increase the actual charging voltage of the power battery pack.
In the above steps, the operating voltage of the battery pack is realized by the motor controller through adjusting the average duty ratio of the three-phase electric control pulses, and the power supply voltage of the battery pack is assumed to be U*If the actual working voltage of the battery pack is obtained as U, the voltage difference value is calculated(U*U) is input into a PID regulator, and the average duty ratio K (U) of the three-phase pulse is output after being calculated by the PID regulator*U), where K is the scaling factor set in the PID regulator, if the actual operating voltage U of the battery pack is less than the supply voltage U of the battery pack*In the process, the average duty ratio of the three-phase electric control pulse output by the PID regulator is reduced, so that the actual working voltage of the battery pack is increased; on the contrary, the actual charging voltage U of the battery pack is larger than the target charging voltage U of the battery pack*In time, the average duty ratio of the three-phase electric control pulses output by the PID regulator will be increased, so that the actual charging voltage of the battery pack is reduced.
In addition, except for the control voltage, the average duty ratio can be controlled according to the control input current, so that the actual input current reaches the target input current, when the actual input current is smaller than the target input current, the three-phase average duty ratio is reduced, conversely, when the actual input current is larger than the target input current, the three-phase average duty ratio is increased, and the control of the input current can be completed by automatically controlling the PID regulator, so that the actual charging current is always near the target.
Further, as shown in fig. 11, step S202 includes controlling each phase of the bridge arm according to the first target duty ratio, and then:
and S206, acquiring the actual current of each phase of electricity, and performing PID control operation through a PID regulator according to the actual current and the target current of each phase of electricity to obtain the duty ratio variable quantity of the control pulse of each phase of bridge arm.
And S207, obtaining a third target duty ratio according to the first target duty ratio and the duty ratio variation.
And S208, controlling each phase of bridge arm according to a third target duty ratio so as to simultaneously adjust the voltage of the bus capacitor, control the output torque of the three-phase alternating current motor and control the current value flowing through the charge-discharge loop to enable the internal resistance of the battery pack to generate heat.
As shown in fig. 12, step S206 includes:
and S261, acquiring a current difference value between the actual current and the target current of each phase of electricity.
And S262, when the target current of each phase of electricity is larger than the actual current, calculating the duty ratio change increment of the phase bridge arm according to the current difference and the proportional coefficient of the PID regulator.
And S263, when the target current of each phase of electricity is smaller than the actual current, calculating the duty ratio change decrement of the phase bridge arm according to the current difference and the proportional coefficient of the PID regulator.
In the above steps, when the target current of each phase of bridge arm is greater than the actual current, the output duty ratio change increment is gradually increased to increase the actual current of each phase of bridge arm; and when the target current of each phase of bridge arm is smaller than the actual current, the change of the output duty ratio is reduced and gradually increased so as to reduce the actual current of each phase of bridge arm. For the control of the three-phase bridge arm current, the control is realized by superposing increments on the basis of the average duty ratio of three-phase electric control pulses. And (3) assuming that the target current output by the phase A Is and the target value Is, inputting the current difference (Is-Is) into a PID controller, and outputting the incremental value of the duty ratio of the phase A pulse after PID calculation. If the actual current Is of the phase A Is smaller than the target value Is, the duty ratio of the phase A output by the PID Is increased, so that the output current of the phase A Is increased; on the contrary, when the actual current Is of the phase a Is greater than the target value Is, the duty ratio of the phase a output by the PID Is reduced, so that the output current of the phase a Is reduced, and the voltage control of the phase B and the phase C Is the same as that of the phase a, which Is not described in detail.
In the present embodiment, an overlap amount is added on the basis of the average duty ratio to complete the control of the three-phase current, so that the actual value of the three-phase current reaches the target value of the three-phase current. When the actual charging current of a certain phase is smaller than the target value, the superposition amount of the duty ratio of the phase is increased, and conversely, when the actual charging current is larger than the target value, the superposition amount of the duty ratio is reduced, and the PID automatic control can also be used for enabling the actual current of three phases to be close to the target all the time, so that the control of torque output and heating is realized through the control of three-phase current.
The examples of the present application are further illustrated by the following specific examples:
firstly, a torque output target value, required heating power, a motor torque output value and a target voltage of a bus capacitor are obtained according to the running requirement of the whole vehicle and the heating requirement in a low-temperature environment.
And then, calculating a three-phase current target value according to the torque output and the heating power, wherein a calculation formula is shown as follows.
IA+IB+IC＝I
P＝I2×R0
Wherein alpha is a rotor lag angle, IA, IB, IC are each phase current of a three-phase coil, I is an input current of a three-phase alternating current motor, the power requirements of driving, battery pack charging and heating are met, Te is a motor torque output value, lambda, rho, Ld,LqThe motor parameters are and P is the heating power. The three-phase current value is controlled by the superposition amount of the duty ratio of each phase, when the actual charging current of a certain phase is smaller than a target value, the superposition amount of the duty ratio of the phase is increased, and when the actual charging current is larger than the target value, the superposition amount of the duty ratio is reduced, or the PID automatic control is adopted, so that the actual current of the three phases is always close to the target, the control of the three-phase current is completed, and the cooperative control of torque output and heating is also completed. As shown in detail on the right side of fig. 13, the three-phase duty cycles are not equal.
Fig. 14 shows a three-phase current and charging current cooperative control, in which a three-phase average duty ratio is used to control the charging current, and an amount of overlap of each phase duty ratio is used to control a three-phase current value, and the three-phase current values are respectively adjusted by respective PIDs to make an actual output current consistent with a target value, and finally the amount of overlap of each phase duty ratio and the three-phase average duty ratio are added to obtain a three-phase final duty ratio, and the three-phase final duty ratios are applied to respective IGBTs.
And finally, the temperature of the motor, the electric control and the inductor is continuously detected, and when the temperature is too high, the power is reduced, so that the device is prevented from being burnt.
This application technical scheme is to becoming bus voltage's control algorithm, its key point is according to regulating bus capacitance voltage under the different operating mode, when the speed of a motor is lower, can be through reducing bus capacitance voltage, in order to reduce automatically controlled switching loss, improve three phase current harmonic, during the high speed of a motor, improve bus capacitance voltage, satisfy three phase voltage's demand, or for the three-phase provides higher voltage output, reduce the weak magnetic pressure among the motor control, and then promote system efficiency, or improve the highest rotational speed of motor, and then improve the highest speed of a motor.
And the control of the three-phase alternating current is modulated according to SVPWM (space vector pulse width modulation), so that the control of the amplitude, the phase and the frequency of the three-phase alternating current is completed, and further the control of the motor torque is realized. The control of the bus capacitor voltage is mainly realized by a method of superposing a certain value on the basis of the original three-phase modulation pulse, specifically, after the three-phase average duty ratio is superposed, the on-time of each switching period of a three-phase upper bridge arm is lengthened, the on-time of each switching period of a three-phase lower bridge arm is shortened, the voltage of the bus capacitor is reduced, and the magnitude of the three-phase average duty ratio is adjusted to control the reduction degree of the capacitor voltage; on the contrary, after the three-phase average duty ratio is reduced, the on-time of each switching period of the three-phase upper bridge arm is shortened, the on-time of each switching period of the three-phase lower bridge arm is lengthened, the voltage of the bus capacitor rises, and the magnitude of the three-phase average duty ratio is adjusted to control the rising degree of the voltage of the capacitor; the inductor L plays a role in stabilizing the output current of the battery pack and also plays a role in isolating the clamping effect of the positive pole of the battery pack on the neutral point of the motor.
The key point of the heating algorithm is to control the periodic fluctuation of the voltage of the bus capacitor, when the voltage of the capacitor rises, the battery pack discharges the bus capacitor, and the discharge current of the battery pack is increased; when the voltage of the bus capacitor is reduced, the bus capacitor substantially discharges the battery pack, the current is superposed with the current required by the motor drive, firstly, when the discharge current of the bus capacitor to the battery pack is larger than the discharge current of the battery pack required by the motor drive, namely, the motor drive is in a light load working condition, the battery pack is actually in a charging state, and secondly, when the discharge current of the capacitor to the battery pack is equal to the discharge current of the battery pack required by the motor drive, namely, the motor drive is in a medium load working condition, the battery pack is actually in a state of neither charging nor discharging. And finally, when the discharge current of the capacitor to the battery pack is smaller than the discharge current of the battery pack required by the motor drive, namely the motor drive is under the heavy-load working condition, the battery pack is actually in a discharge state.
Under normal conditions, the light load condition is mostly adopted, so that the bus capacitor is charged, when the voltage of the bus capacitor rises, the discharging current of the battery pack is superposed with the discharging current required by the motor drive, and the discharging current of the battery pack is increased. And when the bus capacitor discharges and the voltage of the bus capacitor drops, the charging current of the bus capacitor to the battery pack is larger than the discharging current of the battery pack bus required by the motor drive, so that the battery pack bus is in a charging state. Therefore, the periodic control of the voltage change of the capacitor can enable the bus of the battery pack to be in periodic discharging and charging states, the heat productivity of the bus of the battery pack is greatly increased compared with that of the bus of the battery pack in conventional driving, and the temperature of the battery pack is rapidly increased.
According to the charging and discharging of the capacitor and the running condition of the whole vehicle, the following states can be divided:
in the first state: when the voltage of the bus capacitor C1 rises, substantially the battery pack 103 discharges the bus capacitor C1, and at this time, the discharge current of the battery pack 103 increases, and the current path is as shown in fig. 15;
in the second state: when the voltage of the bus capacitor C1 decreases, the bus capacitor C1 charges the battery pack 103, the current is superimposed with the discharging current of the battery pack 103 required by the motor drive, when the charging current of the bus capacitor C1 to the battery pack 103 is greater than the discharging current of the battery pack 103 required by the motor drive, that is, when the motor drive is in a light load condition, the battery pack 103 is actually in a charging state, and the current path is as shown in fig. 16,
the third state: when the voltage of the bus capacitor C1 decreases, the bus capacitor C1 charges the battery pack 103, and when the discharge current of the bus capacitor C1 to the battery pack 103 is equal to the discharge current of the battery pack 103 required by the motor drive, that is, when the motor drive is in the medium load condition, the battery pack 103 is actually in a state of neither charging nor discharging, and the current path is as shown in fig. 17.
The fourth state: when the voltage of the bus capacitor C1 decreases, the bus capacitor C1 charges the battery pack 103, and when the discharge current of the bus capacitor C1 to the battery pack 103 is smaller than the discharge current of the battery pack 103 required by the motor drive, that is, when the motor drive is under a heavy load condition, the battery pack 103 is actually in a discharge state, and a current path is as shown in fig. 18.
After the vehicle is started, the low-speed running just started is mostly in a light-load working condition, the battery pack is mainly in the first state and the second state according to the charging and discharging conditions of the bus capacitor, the battery pack is charged and discharged periodically, the discharging current of the battery pack is completed by overlapping the charging current of the capacitor and the discharging current of the battery pack required by driving, so that the discharging current of the battery pack is large, a good heating effect can be generated, meanwhile, the charging current of the battery pack also exists in one period, the charging current is generated after the charging current of the battery pack and the discharging current of the battery pack required by driving are offset by the bus capacitor, and the charging current is relatively small and serves as an auxiliary heating source.
Along with the increase of the vehicle speed, the power required by the motor driving is larger and larger, the battery pack is in an intermittent discharge state mainly in the first state and the third state according to the charging and discharging conditions of the bus capacitor, and the discharging current of the battery pack is completed by overlapping the charging current of the capacitor and the current required by the driving, so that the discharging current of the battery pack is larger, a good heating effect can be generated, and meanwhile, the condition that the battery pack has no current exists in one period. The heating power under the working condition is generated by the discharge current of the battery pack, but the discharge current is much larger than that under the ordinary driving, and the heat generation inside the battery pack is obvious.
When the vehicle enters a heavy load working condition, the power required by the motor driving is more and more increased, the battery pack is mainly in the first state and the fourth state according to the charging and discharging conditions of the bus capacitor, the battery pack only discharges, the discharging current of the battery pack in a period of time is completed by the superposition of the charging current of the bus capacitor and the discharging current required by the driving, so that the discharging current of the battery pack is larger, a good heating effect can be generated, and the discharging current in another period of time is generated after the charging current of the battery pack and the discharging current of the battery pack required by the driving are offset by the bus capacitor, so that the discharging current is relatively smaller and is used as an auxiliary heating source.
The second embodiment of the present application provides an energy conversion device, which includes a three-phase ac motor, a three-phase inverter, an inductor, a bus capacitor, and a battery pack, wherein a first end of the bus capacitor is connected to a first bus end of a three-phase bridge arm of the three-phase inverter, a second end of the bus capacitor is connected to a second bus end of the three-phase bridge arm of the three-phase inverter, three-phase coils of the three-phase ac motor are respectively connected to a midpoint of the three-phase bridge arm of the three-phase inverter, a connection point of the three-phase coils of the three-phase ac motor is connected to a first end of the inductor, and the battery pack is connected between a second end of the inductor and a second bus end, or the battery pack is connected between the second end of the inductor and the first bus end, and the bus capacitor, the; the energy conversion apparatus further includes:
and the control module is used for controlling the three-phase inverter to adjust the current value flowing through the charge-discharge loop so as to enable the three-phase alternating current motor to output torque and enable the internal resistance of the battery pack to generate heat.
Another embodiment of the present invention provides a vehicle comprising a memory, a processor;
the processor reads the executable program code stored in the memory to run a program corresponding to the executable program code, so as to implement the control method provided by the first embodiment.
Another embodiment of the present invention provides a non-transitory computer-readable storage medium on which a computer program is stored, the program, when executed by a processor, implementing the control method provided by the first embodiment.
The above embodiments are only used to illustrate the technical solutions of the present application, and not to limit the same; although the present application has been described in detail with reference to the foregoing embodiments, it should be understood by those of ordinary skill in the art that: the technical solutions described in the foregoing embodiments may still be modified, or some technical features may be equivalently replaced; such modifications and substitutions do not substantially depart from the spirit and scope of the embodiments of the present application and are intended to be included within the scope of the present application.
Claims (12)
1. A control method of an energy conversion device is characterized in that the energy conversion device comprises a three-phase alternating current motor, a three-phase inverter, an inductor, a bus capacitor and a battery pack, wherein a first end of the bus capacitor is connected with a first confluence end of a three-phase bridge arm of the three-phase inverter, a second end of the bus capacitor is connected with a second confluence end of the three-phase bridge arm of the three-phase inverter, three-phase coils of the three-phase alternating current motor are respectively connected with a middle point of the three-phase bridge arm of the three-phase inverter, a connection point of the three-phase coils of the three-phase alternating current motor is connected with a first end of the inductor, the battery pack is connected between a second end of the inductor and the second confluence end, or the battery pack is connected between a second end of the inductor and the first confluence end, and the bus capacitor, the three-phase inverter, the three, The inductor and the battery pack form a charge-discharge loop;
the control method of the energy conversion apparatus includes: and controlling the three-phase inverter to adjust the current value flowing through the charge-discharge loop so as to enable the three-phase alternating current motor to output torque and enable the internal resistance of the battery pack to generate heat.
2. The control method according to claim 1, wherein said controlling the motor controller to adjust a value of current flowing through the charge-discharge circuit so that the output torque of the three-phase alternating current motor and the internal resistance of the battery pack generate heat, comprises:
acquiring required heating power, a motor torque output value and a target voltage of a bus capacitor;
and controlling the on-off state of the three-phase bridge arm according to the required heating power, the motor torque output value, the target voltage of the bus capacitor and the voltage of the battery pack so as to simultaneously adjust the voltage of the bus capacitor, the output torque of the three-phase alternating current motor and the current value flowing through the charging and discharging loop to enable the internal resistance of the battery pack to generate heat.
3. The control method according to claim 2, wherein the controlling the on-off state of the three-phase bridge arm according to the required heating power, the motor torque output value, the target voltage of the bus capacitor, and the supply voltage of the battery pack comprises:
acquiring a target input current of a three-phase alternating current motor and a first target duty ratio of a control pulse of each phase of bridge arm according to the required heating power, the motor torque output value, the target voltage of the bus capacitor and the power supply voltage of the battery pack;
and receiving the input current of the battery pack according to the target input current, and controlling each phase of bridge arm according to the first target duty ratio.
4. The control method according to claim 3, wherein obtaining a target input current of a three-phase alternating current motor and a first target duty ratio of a control pulse of each phase bridge arm according to the required heating power, the motor torque output value, a target voltage of the bus capacitor, and a supply voltage of the battery pack comprises:
calculating the target input current according to the required heating power, the motor torque output value and the power supply voltage of the battery pack;
acquiring target current of each phase of electricity of the three-phase alternating current motor according to the position of a motor rotor, the required heating power, the motor torque output value and the target input current;
acquiring a first average duty ratio of three-phase electric control pulses according to the target voltage of the bus capacitor, the power supply voltage of the battery pack and the target input current;
and acquiring a first target duty ratio of the control pulse of each phase of bridge arm according to the first average duty ratio, the target current of each phase of electricity and the target input current.
5. The control method of claim 4, wherein the obtaining a first average duty cycle of three-phase electrical control pulses from the target voltage of the bus capacitor, the supply voltage of the battery pack, and the target input current comprises:
obtaining a first average duty ratio of three-phase electric control pulses according to the target voltage of the bus capacitor, the voltage of the power supply module and the target input current by the following formula:
U1＝U2×D0-I×R-I×RL-I×R0wherein, U2Is the target voltage of the bus capacitor, U1Supply voltage for the power supply module, D0Average duty ratio of three-phase electric control pulse, I is target input current, R is equivalent impedance of three-phase motorLIs an inductive impedance, R0Is the internal resistance of the battery pack;
the obtaining a first target duty ratio of a control pulse of each phase bridge arm according to the first average duty ratio, the target current of each phase of electricity and the target input current includes:
according to the first average duty ratio, the target current of each phase of electricity and the target input current, the first target duty ratio of the control pulse of each phase of bridge arm is selected as follows:
wherein, I1Target current for each phase of electricity, R1Equivalent impedance of each phase coil, D1R is the equivalent impedance of the three-phase motor and is the first target duty ratio of the control pulse of each phase of bridge arm.
6. The control method of claim 3, wherein said controlling each phase leg according to the first target duty cycle further comprises:
acquiring the working voltage of the battery pack, and carrying out PID control operation through a PID regulator according to the working voltage and the power supply voltage of the battery pack to obtain the average duty ratio variable quantity of the three-phase electric control pulse;
obtaining a second target duty ratio according to the first target duty ratio and the average duty ratio variation;
and controlling each phase of bridge arm according to the second target duty ratio so as to simultaneously adjust the voltage of the bus capacitor, control the output torque of the three-phase alternating current motor and control the current value flowing through the charge-discharge loop to enable the internal resistance of the battery pack to generate heat.
7. The control method according to claim 6, wherein the obtaining of the average duty ratio variation of the three-phase electric control pulse by performing a PID control operation through a PID regulator according to the operating voltage and the supply voltage of the battery pack comprises:
acquiring a voltage difference value between the working voltage and the power supply voltage of the battery pack;
when the working voltage of the battery pack is larger than the power supply voltage, calculating the average duty ratio change increment of the three-phase electric control pulse according to the voltage difference value and a proportional coefficient of a PID regulator;
and when the working voltage of the battery pack is smaller than the power supply voltage, calculating the average duty ratio change decrement of the three-phase electric control pulse according to the voltage difference value and the proportional coefficient of the PID regulator.
8. The control method of claim 3, wherein said controlling each phase leg according to the first target duty cycle further comprises:
acquiring the actual current of each phase of electricity, and carrying out PID control operation through a PID regulator according to the actual current of each phase of electricity and the target current to obtain the duty ratio variable quantity of the control pulse of each phase of bridge arm;
obtaining a third target duty ratio according to the first target duty ratio and the duty ratio variation;
and controlling each phase of bridge arm according to the third target duty ratio so as to simultaneously adjust the voltage of the bus capacitor, control the output torque of the three-phase alternating current motor and control the current value flowing through the charge-discharge loop to enable the internal resistance of the battery pack to generate heat.
9. The control method according to claim 8, wherein the obtaining of the duty ratio variation of the control pulse of each phase bridge arm by performing PID control operation through a PID regulator according to the actual current and the target current of each phase of electricity comprises:
acquiring a current difference value between the actual current and the target current of each phase of electricity;
when the target current of each phase of electricity is larger than the actual current, calculating the duty ratio change increment of the phase of bridge arm according to the current difference and the proportional coefficient of the PID regulator;
and when the target current of each phase of electricity is smaller than the actual current, calculating the duty ratio change decrement of the phase bridge arm according to the current difference and the proportional coefficient of the PID regulator.
10. An energy conversion device, characterized in that, the energy conversion device comprises a three-phase AC motor, a three-phase inverter, an inductor, a bus capacitor and a battery pack, wherein, a first end of the bus capacitor is connected with a first confluence end of a three-phase bridge arm of the three-phase inverter, a second end of the bus capacitor is connected with a second confluence end of the three-phase bridge arm of the three-phase inverter, three-phase coils of the three-phase AC motor are respectively connected with a midpoint of the three-phase bridge arm of the three-phase inverter, a connection point of the three-phase coils of the three-phase AC motor is connected with a first end of the inductor, the battery pack is connected between a second end of the inductor and the second confluence end, or the battery pack is connected between a second end of the inductor and the first confluence end, the bus capacitor, the three-phase inverter, the three-phase AC motor, The inductor and the battery pack form a charge-discharge loop;
the energy conversion apparatus further includes:
and the control module is used for controlling the three-phase inverter to adjust the current value flowing through the charge-discharge loop so as to enable the output torque of the three-phase alternating current motor and the internal resistance of the battery pack to generate heat.
11. A vehicle comprising a memory, a processor;
wherein the processor executes a program corresponding to the executable program code by reading the executable program code stored in the memory, for implementing the control method according to any one of claims 1 to 9.
12. A non-transitory computer-readable storage medium on which a computer program is stored, the program, when executed by a processor, implementing the control method according to any one of claims 1 to 9.
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| CN114701402A (en) * | 2021-11-30 | 2022-07-05 | 上海汽车集团股份有限公司 | Battery self-heating system of electric automobile and electric automobile |
| WO2023246324A1 (en) * | 2022-06-23 | 2023-12-28 | 浙江极氪智能科技有限公司 | Control circuit, method and system for battery oscillatory heating, and readable storage medium |
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