CN113179070B - Dynamic protection system for power terminal of vehicle electric drive system - Google Patents
Dynamic protection system for power terminal of vehicle electric drive system Download PDFInfo
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- CN113179070B CN113179070B CN202110466146.5A CN202110466146A CN113179070B CN 113179070 B CN113179070 B CN 113179070B CN 202110466146 A CN202110466146 A CN 202110466146A CN 113179070 B CN113179070 B CN 113179070B
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- H—ELECTRICITY
- H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
- H02P—CONTROL OR REGULATION OF ELECTRIC MOTORS, ELECTRIC GENERATORS OR DYNAMO-ELECTRIC CONVERTERS; CONTROLLING TRANSFORMERS, REACTORS OR CHOKE COILS
- H02P21/00—Arrangements or methods for the control of electric machines by vector control, e.g. by control of field orientation
- H02P21/22—Current control, e.g. using a current control loop
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- H—ELECTRICITY
- H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
- H02P—CONTROL OR REGULATION OF ELECTRIC MOTORS, ELECTRIC GENERATORS OR DYNAMO-ELECTRIC CONVERTERS; CONTROLLING TRANSFORMERS, REACTORS OR CHOKE COILS
- H02P27/00—Arrangements or methods for the control of AC motors characterised by the kind of supply voltage
- H02P27/04—Arrangements or methods for the control of AC motors characterised by the kind of supply voltage using variable-frequency supply voltage, e.g. inverter or converter supply voltage
- H02P27/06—Arrangements or methods for the control of AC motors characterised by the kind of supply voltage using variable-frequency supply voltage, e.g. inverter or converter supply voltage using dc to ac converters or inverters
- H02P27/08—Arrangements or methods for the control of AC motors characterised by the kind of supply voltage using variable-frequency supply voltage, e.g. inverter or converter supply voltage using dc to ac converters or inverters with pulse width modulation
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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
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Abstract
The invention relates to the technical field of vehicle electric drive systems, in particular to a dynamic protection system for a power terminal of a vehicle electric drive system, which comprises a loss calculation module, a temperature calculation module, a derating control module and a current control module, wherein the loss calculation module acquires real-time alternating current and direct current signals of an inverter, the loss calculation module calculates and outputs loss power, the temperature calculation module calculates and outputs the current temperature of a bus bar and a wire harness, the derating control module compares the obtained current temperature with a set derating temperature threshold and an over-temperature threshold, the current control module calculates and outputs an inverter current adjustment value, and the inverter changes alternating current and direct current to realize the control of the bus bar temperature. Compared with the prior art, the method has the advantages that a topological structure based on temperature nodes is established, the current temperatures of the busbar and the wire harness are calculated on line, the current output of the inverter is limited in a dynamic derating mode, the over-temperature protection function of the electric drive system is achieved, and the dynamic output capacity of the system can be maximized.
Description
Technical Field
The invention relates to the technical field of vehicle electric drive systems, in particular to a dynamic protection system for a power terminal of a vehicle electric drive system.
Background
Referring to fig. 1, an electric drive system for a vehicle generally includes a power source 1, an inverter 2, and a motor 3. The power supply 1, the inverter 2 and the motor 3 are connected through a busbar 8 and a wiring harness 9. High-voltage current generated by a power supply enters a direct-current bus bar through a direct-current wire harness, then flows out of an alternating-current bus bar after being converted by appliances such as a power module in an inverter, and then enters a motor bus bar through the alternating-current wire harness and further enters a motor stator winding. For an integrated electric drive system such as e-Alex, the system can omit a high-voltage wire harness because an inverter and a motor are integrated in one structure.
At present, the power grade of an electric driving system for a pure electric vehicle and a hybrid electric vehicle continuously increases, the electric driving system faces thermal safety problems except for main devices such as a motor, a power module and a capacitor, and a busbar and a power line bundle of the power device also face thermal risks.
When the electric drive system works in an overload area, the power wire harness, the inverter and the motor busbar easily reach an over-temperature state along with the continuous rise of the elongation temperature of working time, so that the over-temperature oxidation of the copper bars or the wire harness is caused, the resistance is increased, the loss is increased, the system efficiency is reduced, and the over-temperature serious condition can cause the insulation damage to influence the safe operation.
In order to prevent over-temperature damage, on one hand, the wire harness and the busbar can be designed according to the peak power of the electric drive system as the continuous output capacity of the system, and a larger sectional area and a better cooling condition are selected. But the sustained capacity of the system is generally much lower than the peak capacity of the system, which results in increased hardware cost of the system.
In order to realize the safety protection and simultaneously consider the cost of the system, the on-line real-time protection is carried out according to the operation condition of the system, specifically, the power and current reduction operation is carried out according to the current accumulation I2t value of the system when the I2t reaches the limit value. When the system running current is larger than the continuous current, the accumulation of the I2t numerical value is easy to calculate, but when the system current is smaller than the continuous current, the reduction of the I2t numerical value is difficult to grasp, and in order to ensure the safety margin, a conservative scheme is generally adopted, so that the output capacity of the system is limited, and the power performance of the whole vehicle is influenced.
Therefore, it is necessary to design a dynamic protection system for the power terminal of the electric drive system for a vehicle to achieve the over-temperature protection function of the system and maximize the dynamic output capability of the system.
Disclosure of Invention
The invention aims to overcome the defects of the prior art and provides a dynamic protection system for a power terminal of an electric drive system for a vehicle, so that the over-temperature protection function of the system is realized, and the dynamic output capacity of the system can be maximized.
In order to achieve the above object, the present invention provides a dynamic protection system for a power terminal of an automotive electric drive system, which includes a loss calculation module, a temperature calculation module, a derating control module, and a current control module, wherein the loss calculation module obtains real-time ac and dc current signals of an inverter, the loss calculation module calculates and outputs loss power according to the real-time ac and dc current signals, the temperature calculation module calculates and outputs current temperatures of a bus bar and a wire harness according to the obtained loss power, the derating control module compares the obtained current temperatures with a set derating temperature threshold and an over-temperature threshold, if the current temperatures are lower than the derating temperature threshold, the derating control module does not output a torque limiting signal, if the current temperatures are higher than the derating temperature threshold and lower than the over-temperature threshold, the derating control module outputs a torque limiting signal of 0, if the current temperatures are higher than the over-temperature threshold, the derating control module calculates and outputs an inverter current adjustment value according to the obtained torque limiting signal, and the inverter changes ac and dc currents according to the current adjustment value, thereby realizing control of the bus bar temperature; the temperature calculation module calculates and outputs the current temperatures of the busbar and the wire harness according to the obtained loss power as follows: and establishing a topological structure based on the temperature nodes, and establishing an energy balance equation between the connected nodes according to the topological structure to obtain a thermodynamic model.
Optionally, the real-time ac and dc current signals of the inverter are obtained by sensor measurement or calculation with formula P = UI.
Optionally, the topology structure based on the temperature nodes includes a target node on the dc side or the ac side, an auxiliary node, and a pair of auxiliary heat flow and cooling liquid nodes, the loss power is input to the target node on the dc side or the ac side, the target node on the dc side or the ac side is input to the cooling liquid nodes via the auxiliary node and the pair of auxiliary heat flow, and the number of the auxiliary node and the pair of auxiliary heat flow is greater than or equal to 0.
Optionally, the input vector = power loss + coolant temperature.
Optionally, the topology structure based on the temperature nodes includes a target node on the dc side or the ac side, an auxiliary node, and a pair of auxiliary heat flows, a cooling liquid node, and an ambient air node, where the power loss is input to the target node on the dc side or the ac side, the target node on the dc side or the ac side is divided into two paths, one path is input to the cooling liquid node via the auxiliary node and the pair of auxiliary heat flows, the other path is input to the ambient air node, and the number of the auxiliary node and the pair of auxiliary heat flows is greater than or equal to 0.
Optionally, the input vector = power loss + coolant temperature + ambient air temperature.
OptionallyThe formula of the loss power is P = I 2 R (T), I is the current, and R (T) is the equivalent resistance considering the temperature effect of the resistance.
Optionally, the equivalent resistance is obtained by performing a temperature rise experiment on a cable outer layer, a shielding layer, a terminal core, a cooling liquid inlet position and a cooling liquid outlet position of the terminal.
Optionally, the model parameters are obtained by performing a temperature rise experiment on the cable outer layer, the shielding layer, the terminal core, the cooling liquid inlet position and the cooling liquid outlet position of the terminal through arranging temperature sensors.
Optionally, the method for calculating the current adjustment value of the inverter by the current control module is specifically as follows: the method comprises the steps of obtaining a DQ axis target current by adopting MTPA and MTPV algorithms, obtaining a DQ axis actual current by calculating according to a current three-phase current, obtaining a DQ axis target voltage by passing through a double PI controller according to the DQ axis actual current and the DQ axis target current, and obtaining an inverter current adjustment value by calculating according to the DQ axis target current and the DQ axis target voltage through an SVPWM control algorithm.
Compared with the prior art, the method has the advantages that a topological structure based on temperature nodes is established, the current temperature of the busbar and the wire harness is calculated on line, the current output of the inverter is limited by dynamic derating, the over-temperature protection function of the electric drive system is realized, and the dynamic output capacity of the system can be maximized.
Drawings
Fig. 1 is a system block diagram of a vehicle electric drive system in the prior art.
Fig. 2 is a system block diagram of the dynamic protection system for the power terminal of the electric drive system for a vehicle according to the present invention.
Fig. 3 is a diagram of a topology based on temperature nodes when the heat of the electric drive system is diffused to the ambient air in a small proportion.
Fig. 4 is a diagram of a topology based on temperature nodes when the heat of the electric drive system is diffused to the ambient air in a large proportion.
Description of the reference numerals: 1 is a power supply, 2 is an inverter, 3 is a motor, 4 is a loss calculation module, 5 is a temperature calculation module, 6 is a derating control module, 7 is a current control module, 8 is a busbar, 9 is a wire harness, 100 is a target node on a direct current side or an alternating current side, 200 is an auxiliary node and a pair of auxiliary heat flows, 300 is a coolant node, and 400 is an ambient air node.
Detailed Description
The invention will now be further described with reference to the accompanying drawings.
Referring to fig. 2, the invention provides a dynamic protection system for a power terminal of an electric drive system for a vehicle, which includes a loss calculation module, a temperature calculation module, a derating control module and a current control module, wherein the loss calculation module 4 obtains real-time ac and dc current signals of an inverter 2, the loss calculation module 4 calculates and outputs loss power according to the real-time ac and dc current signals, the temperature calculation module 5 calculates and outputs current temperatures of a bus bar and a wire harness according to the obtained loss power, the derating control module 6 compares the obtained current temperatures with a set derating temperature threshold and an over-temperature threshold, if the current temperatures are lower than the derating temperature threshold, the derating control module 6 does not output a torque limit signal, if the current temperatures are higher than the derating temperature threshold and lower than the over-temperature threshold, the derating control module 6 outputs a torque limit signal of 0, the current control module 7 calculates and outputs an inverter current adjustment value according to the obtained torque limit signal, and the inverter 2 changes ac and dc current according to the current adjustment value, thereby realizing control of the ac and dc current.
The temperature calculation module 5 calculates and outputs the current temperatures of the busbar and the wire harness according to the obtained loss power as follows: establishing a topological structure based on temperature nodes, establishing an energy balance equation between connected nodes according to the topological structure, and obtaining a thermodynamic model:
k is a time step, X is a vector of the node temperature, X dimension is the number of nodes, U is an input vector, M, N is a model parameter, C is an output matrix, the output matrix is determined according to the position of a target node in X, and Y is the output temperature of the target node.
According to the invention, a topological structure based on temperature nodes is established, the current temperatures of the busbar and the wire harness are calculated on line, the current output of the inverter is limited by dynamic derating, the over-temperature protection function of the electric drive system is realized, and the dynamic output capability of the system can be maximized.
The dynamic protection system for the power terminal of the vehicle electric drive system comprises the following specific steps:
1, a loss calculation module 4 acquires real-time alternating current and direct current signals of an inverter 2. The real-time ac and dc current signals of the inverter 2 are obtained by sensor measurement or calculated by formula P = UI, P is power, U is voltage, I is current, and known voltage and power can solve current or known current and power can solve voltage.
And 2, the loss calculation module 4 calculates and outputs loss power according to the real-time alternating current and direct current signals.
And 3, calculating and outputting the current temperature of the busbar and the wire harness by the temperature calculating module 5 according to the obtained loss power.
Referring to fig. 3, a topology structure based on temperature nodes is established, and includes a target node 100 on the dc side or the ac side, an auxiliary node and a pair of auxiliary heat flows 200, and a cooling liquid node 300, where the power loss P is input to the target node 100 on the dc side or the ac side, the target node 100 on the dc side or the ac side is input to the cooling liquid node 300 via the auxiliary node and the pair of auxiliary heat flows 200, the number of the auxiliary node and the pair of auxiliary heat flows 200 is greater than or equal to 0, and the auxiliary node and the pair of auxiliary heat flows 200 represent the influence of other areas and heat sources, such as the influence of a power module or a motor on a busbar, and serve to better reflect the dynamic characteristic consistency of the target node and the actual physical temperature.
Establishing an energy balance equation between connected nodes according to the topological structure to obtain a thermodynamic model:
when K isAnd (3) step by step, wherein X is a vector of the node temperature, X dimension is the number of nodes, U is an input vector, M, N is a model parameter, C is an output matrix, the output matrix is determined according to the position of the target node in X, and Y is the output temperature of the target node.
When the model is established, nodes represented by each position in the X vector, including target nodes, are manually specified, the meaning of the X vector is determined, and then an output matrix is determined.
The model parameters are obtained by arranging temperature sensors at the outer layer of the cable, the shielding layer, the terminal core, the cooling liquid inlet position and the cooling liquid outlet position of the terminal for temperature rise experiments.
The calculation formula of the loss power is P = I 2 R (T), I is the current, and R (T) is the equivalent resistance considering the temperature effect of the resistance. The equivalent resistance is obtained by arranging temperature sensors at the outer layer of the cable, the shielding layer, the terminal core, the cooling liquid inlet position and the cooling liquid outlet position of the terminal to carry out temperature rise experiments.
And 4, comparing the obtained current temperature with a set derating temperature threshold and an over-temperature threshold by the derating control module 6, if the current temperature is lower than the derating temperature threshold, not outputting a torque limiting signal by the derating control module 6, if the current temperature is higher than the derating temperature threshold and lower than the over-temperature threshold, outputting the torque limiting signal by the derating control module 6 for derating, and if the current temperature is higher than the over-temperature threshold, outputting the torque limiting signal to be 0 by the derating control module 6.
Derating can be any derating curve: the limiting current is: i _ lim = f (T), or torque limit: tq _ Limit = f (T), where T denotes the target terminal temperature and f is a functional relationship, and may be a polynomial or other analytic functional form or an arbitrary shape curve described by a calibration table.
And 5, the current control module 7 calculates and outputs an inverter current adjustment value according to the obtained torque limiting signal, and the inverter 2 changes alternating current and direct current according to the current adjustment value to realize control on the temperature of the busbar.
The current control module 7 calculates the inverter current adjustment value as follows: the method comprises the steps of obtaining a DQ axis target current by adopting MTPA and MTPV algorithms, obtaining a DQ axis actual current by calculating according to a current three-phase current, obtaining a DQ axis target voltage by a double PI controller according to the DQ axis actual current and the DQ axis target current, and obtaining an inverter current adjustment value by calculating through an SVPWM control algorithm according to the DQ axis target current and the DQ axis target voltage.
The dynamic protection system for the power terminal of the vehicle electric drive system comprises the following specific steps:
1, a loss calculation module 4 acquires real-time alternating current and direct current signals of an inverter 2. The real-time ac and dc current signals of the inverter 2 are obtained by sensor measurement or calculated by formula P = UI, P is power, U is voltage, I is current, and known voltage and power can be used to solve current or known current and power can be used to solve voltage.
And 2, the loss calculation module 4 calculates and outputs loss power according to the real-time alternating current and direct current signals.
And 3, calculating and outputting the current temperature of the busbar and the wire harness by the temperature calculating module 5 according to the obtained loss power.
Referring to fig. 4, a topology structure based on temperature nodes is established, and includes a target node 100 on a dc side or an ac side, an auxiliary node and a pair of auxiliary heat flows 200, a cooling liquid node 300, and an ambient air node 400, where loss power is input to the target node 100 on the dc side or the ac side, the target node 100 on the dc side or the ac side is divided into two paths, one path is input to the cooling liquid node 300 via the auxiliary node and the pair of auxiliary heat flows 200, the other path is input to the ambient air node 400, the number of the auxiliary node and the pair of auxiliary heat flows 200 is greater than or equal to 0, and the auxiliary node and the pair of auxiliary heat flows 200 represent influences of other areas and heat sources, such as influences of a power module or a motor on a busbar, and serve to better reflect the dynamic characteristic consistency of the target node and an actual physical temperature.
Establishing an energy balance equation between connected nodes according to the topological structure to obtain a thermodynamic model:
k is a time step, X is a vector of the node temperature, X dimension is the number of nodes, U is an input vector, M, N is a model parameter, C is an output matrix, the output matrix is determined according to the position of a target node in X, and Y is the output temperature of the target node.
When the model is established, nodes represented by each position in the X vector, including target nodes, are manually specified, the meaning of the X vector is determined, and then an output matrix is determined.
The model parameters are obtained by arranging temperature sensors at the outer layer of the cable, the shielding layer, the terminal core, the cooling liquid inlet position and the cooling liquid outlet position of the terminal for temperature rise experiments.
The calculation formula of the loss power is P = I 2 R (T), I is the current, and R (T) is the equivalent resistance considering the temperature effect of the resistance. The equivalent resistance is obtained by arranging temperature sensors at the outer layer of the cable, the shielding layer, the terminal core, the cooling liquid inlet position and the cooling liquid outlet position of the terminal to carry out temperature rise experiments.
And 4, comparing the obtained current temperature with a set derating temperature threshold and an over-temperature threshold by the derating control module 6, if the current temperature is lower than the derating temperature threshold, not outputting the torque limiting signal by the derating control module 6, if the current temperature is higher than the derating temperature threshold and lower than the over-temperature threshold, outputting the torque limiting signal by the derating control module 6 for derating, and if the current temperature is higher than the over-temperature threshold, outputting the torque limiting signal to be 0 by the derating control module 6.
Derating can be in any derating curve mode: the limiting current is: i _ lim = f (T), or the limit torque is: tq _ Limit = f (T), where T denotes the target terminal temperature and f is a functional relationship, and may be any shape curve described by a polynomial or other analytic functional form or calibration table.
And 5, the current control module 7 calculates and outputs an inverter current adjustment value according to the obtained torque limiting signal, and the inverter 2 changes alternating current and direct current according to the current adjustment value to realize control on the temperature of the busbar.
The method for calculating the inverter current adjustment value by the current control module 7 is specifically as follows: the method comprises the steps of obtaining a DQ axis target current by adopting MTPA and MTPV algorithms, obtaining a DQ axis actual current by calculating according to a current three-phase current, obtaining a DQ axis target voltage by a double PI controller according to the DQ axis actual current and the DQ axis target current, and obtaining an inverter current adjustment value by calculating through an SVPWM control algorithm according to the DQ axis target current and the DQ axis target voltage.
Claims (10)
1. The utility model provides an automobile-used electric drive system power terminal dynamic protection system, includes loss calculation module, temperature calculation module, derating control module, current control module, its characterized in that: the loss calculation module (4) obtains real-time alternating current and direct current signals of the inverter (2), the loss calculation module (4) calculates and outputs loss power according to the real-time alternating current and direct current signals, the temperature calculation module (5) calculates and outputs the current temperature of the busbar and the wire harness according to the obtained loss power, the derating control module (6) compares the obtained current temperature with a set derating temperature threshold and an over-temperature threshold, if the current temperature is lower than the derating temperature threshold, the derating control module (6) does not output a torque limiting signal, if the current temperature is higher than the derating temperature threshold and lower than the over-temperature threshold, the derating control module (6) outputs a torque limiting signal to perform derating processing, if the current temperature is higher than the over-temperature threshold, the derating control module (6) outputs a torque limiting signal of 0, the current control module (7) calculates and outputs an inverter current adjustment value according to the obtained torque limiting signal, the inverter (2) changes alternating current and direct current according to the current adjustment value, and realizes control of the temperature of the busbar; the temperature calculation module (5) calculates and outputs the current temperatures of the busbar and the wire harness according to the obtained loss power as follows: establishing a topological structure based on temperature nodes, establishing an energy balance equation between connected nodes according to the topological structure, and obtaining a thermodynamic model:
k is the time step, X is the vector of the node temperature, X dimension is the number of the nodes, U is the input vector, M, N is the model parameter, C is the output matrix, the output matrix is based on the target node in XAnd determining the position, wherein Y is the output temperature of the target node.
2. The dynamic protection system for the power terminal of the vehicular electric drive system according to claim 1, characterized in that: the real-time alternating current and direct current signals of the inverter (2) are obtained by sensor measurement or calculation through a formula P = UI.
3. The dynamic protection system for the power terminal of the vehicular electric drive system according to claim 1, characterized in that: the topological structure based on the temperature nodes comprises target nodes (100) on a direct current side or an alternating current side, auxiliary nodes, auxiliary heat flows (200) and cooling liquid nodes (300), loss power is input into the target nodes (100) on the direct current side or the alternating current side, the target nodes (100) on the direct current side or the alternating current side are input into the cooling liquid nodes (300) through the auxiliary nodes and the auxiliary heat flows (200), the number of the auxiliary nodes and the auxiliary heat flows (200) is more than or equal to 0, and the auxiliary nodes and the auxiliary heat flows (200) represent the influences of other areas and heat sources.
4. The dynamic protection system for the power terminal of the vehicular electric drive system according to claim 3, characterized in that: input vector = power loss + coolant temperature.
5. The dynamic protection system for the power terminal of the vehicular electric drive system according to claim 1, characterized in that: the topological structure based on the temperature nodes comprises a target node (100) at a direct current side or an alternating current side, auxiliary nodes and auxiliary heat flows (200), a cooling liquid node (300) and an ambient air node (400), loss power is input into the target node (100) at the direct current side or the alternating current side, the target node (100) at the direct current side or the alternating current side is divided into two paths, one path is input into the cooling liquid node (300) through the auxiliary nodes and the auxiliary heat flows (200), the other path is input into the ambient air node (400), the number of the auxiliary nodes and the auxiliary heat flows (200) is more than or equal to 0, and the auxiliary nodes and the auxiliary heat flows (200) represent the influence of other areas and heat sources.
6. The dynamic protection system for the power terminal of the vehicular electric drive system according to claim 5, characterized in that: input vector = power loss + coolant temperature + ambient air temperature.
7. The dynamic protection system for the power terminal of the vehicular electric drive system according to claim 4 or 6, characterized in that: the calculation formula of the loss power is P = I 2 R (T), I is the current, and R (T) is the equivalent resistance considering the temperature effect of the resistance.
8. The dynamic protection system for the power terminal of the vehicular electric drive system according to claim 7, characterized in that: the equivalent resistance is obtained by arranging temperature sensors at the outer layer of the cable, the shielding layer, the terminal core, the cooling liquid inlet position and the cooling liquid outlet position of the terminal for temperature rise experiments.
9. The dynamic protection system for the power terminal of the vehicular electric drive system according to claim 1, characterized in that: the model parameters are obtained by arranging temperature sensors at the outer layer of the cable, the shielding layer, the terminal core, the cooling liquid inlet position and the cooling liquid outlet position of the terminal for temperature rise experiments.
10. The dynamic protection system for the power terminal of the vehicular electric drive system according to claim 1, characterized in that: the method for calculating the inverter current adjustment value by the current control module (7) is as follows: the method comprises the steps of obtaining a DQ axis target current by adopting MTPA and MTPV algorithms, obtaining a DQ axis actual current by calculating according to a current three-phase current, obtaining a DQ axis target voltage by a double PI controller according to the DQ axis actual current and the DQ axis target current, and obtaining an inverter current adjustment value by calculating through an SVPWM control algorithm according to the DQ axis target current and the DQ axis target voltage.
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| CN116707290B (en) * | 2023-08-08 | 2023-12-01 | 如果新能源科技(江苏)股份有限公司 | Over-temperature protection method for power conversion device and power conversion device |
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| US9444389B2 (en) * | 2015-01-29 | 2016-09-13 | GM Global Technology Operations LLC | Derating control of a power inverter module |
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