CN113556061A - In-wheel motor control system, control method, tire and driving equipment - Google Patents
In-wheel motor control system, control method, tire and driving equipment Download PDFInfo
- Publication number
- CN113556061A CN113556061A CN202110817168.1A CN202110817168A CN113556061A CN 113556061 A CN113556061 A CN 113556061A CN 202110817168 A CN202110817168 A CN 202110817168A CN 113556061 A CN113556061 A CN 113556061A
- Authority
- CN
- China
- Prior art keywords
- control unit
- motor control
- motor
- fault
- driving pulse
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Pending
Links
- 238000000034 method Methods 0.000 title claims abstract description 20
- 238000004891 communication Methods 0.000 claims abstract description 9
- 230000005856 abnormality Effects 0.000 claims description 22
- 230000007257 malfunction Effects 0.000 claims description 4
- 230000005540 biological transmission Effects 0.000 claims 1
- 230000002159 abnormal effect Effects 0.000 description 2
- 230000009286 beneficial effect Effects 0.000 description 2
- 238000010586 diagram Methods 0.000 description 2
- 230000000694 effects Effects 0.000 description 2
- 230000001360 synchronised effect Effects 0.000 description 2
- 238000006243 chemical reaction Methods 0.000 description 1
- 238000001514 detection method Methods 0.000 description 1
- 230000006866 deterioration Effects 0.000 description 1
- 230000017525 heat dissipation Effects 0.000 description 1
- 230000008707 rearrangement Effects 0.000 description 1
- 238000006467 substitution reaction Methods 0.000 description 1
- 238000004804 winding Methods 0.000 description 1
Images
Classifications
-
- 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
- H02P5/00—Arrangements specially adapted for regulating or controlling the speed or torque of two or more electric motors
- H02P5/46—Arrangements specially adapted for regulating or controlling the speed or torque of two or more electric motors for speed regulation of two or more dynamo-electric motors in relation to one another
-
- H—ELECTRICITY
- H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
- H02H—EMERGENCY PROTECTIVE CIRCUIT ARRANGEMENTS
- H02H7/00—Emergency protective circuit arrangements specially adapted for specific types of electric machines or apparatus or for sectionalised protection of cable or line systems, and effecting automatic switching in the event of an undesired change from normal working conditions
- H02H7/08—Emergency protective circuit arrangements specially adapted for specific types of electric machines or apparatus or for sectionalised protection of cable or line systems, and effecting automatic switching in the event of an undesired change from normal working conditions for dynamo-electric motors
- H02H7/0805—Emergency protective circuit arrangements specially adapted for specific types of electric machines or apparatus or for sectionalised protection of cable or line systems, and effecting automatic switching in the event of an undesired change from normal working conditions for dynamo-electric motors for synchronous motors
-
- H—ELECTRICITY
- H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
- H02H—EMERGENCY PROTECTIVE CIRCUIT ARRANGEMENTS
- H02H7/00—Emergency protective circuit arrangements specially adapted for specific types of electric machines or apparatus or for sectionalised protection of cable or line systems, and effecting automatic switching in the event of an undesired change from normal working conditions
- H02H7/08—Emergency protective circuit arrangements specially adapted for specific types of electric machines or apparatus or for sectionalised protection of cable or line systems, and effecting automatic switching in the event of an undesired change from normal working conditions for dynamo-electric motors
- H02H7/0822—Integrated protection, motor control centres
-
- H—ELECTRICITY
- H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
- H02H—EMERGENCY PROTECTIVE CIRCUIT ARRANGEMENTS
- H02H7/00—Emergency protective circuit arrangements specially adapted for specific types of electric machines or apparatus or for sectionalised protection of cable or line systems, and effecting automatic switching in the event of an undesired change from normal working conditions
- H02H7/08—Emergency protective circuit arrangements specially adapted for specific types of electric machines or apparatus or for sectionalised protection of cable or line systems, and effecting automatic switching in the event of an undesired change from normal working conditions for dynamo-electric motors
- H02H7/0833—Emergency protective circuit arrangements specially adapted for specific types of electric machines or apparatus or for sectionalised protection of cable or line systems, and effecting automatic switching in the event of an undesired change from normal working conditions for dynamo-electric motors for electric motors with control arrangements
- H02H7/0844—Fail safe control, e.g. by comparing control signal and controlled current, isolating motor on commutation error
-
- 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
- H02P21/24—Vector control not involving the use of rotor position or rotor speed sensors
-
- 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
- H02P25/00—Arrangements or methods for the control of AC motors characterised by the kind of AC motor or by structural details
- H02P25/02—Arrangements or methods for the control of AC motors characterised by the kind of AC motor or by structural details characterised by the kind of motor
- H02P25/022—Synchronous motors
- H02P25/024—Synchronous motors controlled by supply frequency
-
- 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
- H02P27/085—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 wherein the PWM mode is adapted on the running conditions of the motor, e.g. the switching frequency
-
- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/60—Other road transportation technologies with climate change mitigation effect
- Y02T10/64—Electric machine technologies in electromobility
Landscapes
- Engineering & Computer Science (AREA)
- Power Engineering (AREA)
- Control Of Multiple Motors (AREA)
- Electric Propulsion And Braking For Vehicles (AREA)
Abstract
The invention discloses a control system and a control method of a hub motor, a tire and a driving device, wherein the control system comprises at least two motor control units, a protection control unit and a plurality of subunit motors; each motor control unit is electrically connected with the protection control unit; the driving pulse signal of one motor control unit correspondingly controls the work of a plurality of subunit motors through a protection control unit, and at least two motor control units are in communication connection. According to the invention, when any motor control unit fails, the control signal of the failed motor control unit is replaced by the control signal of the non-failed motor control unit, so that the technical problem that the output stability of the system cannot be ensured by fault-tolerant control after one of the plurality of motor control units in the hub motor fails is solved, the fault-tolerant control mechanism of the hub motor control system is realized, and the stability of the hub motor control system is ensured.
Description
Technical Field
The embodiment of the invention relates to the technical field of motor control, in particular to a wheel hub motor control system, a control method, a tire and a driving device.
Background
At present, along with the shortage of energy and the deterioration of the environment, the electric automobile is more and more valued by people, the main power source of the electric automobile is a motor, and the current mainstream motor type is a permanent magnet synchronous three-phase motor. Three-phase motors typically require a control unit and a three-phase bridge inverter to generate three-phase supply voltages for driving the motor, each applied to a three-phase winding.
For the application of hub motors, based on the characteristics of safety, compact structure, high heat dissipation requirement and the like, motors with multi-unit sub-motors capable of working independently are generally adopted, each unit motor has the same motor parameters and is respectively controlled by a plurality of main control units, each main control unit controls a plurality of unit motors, but when a certain control unit system fails, how to perform fault-tolerant control to ensure the output stability of the system is a problem to be solved.
Disclosure of Invention
The invention provides a control system and a control method for a hub motor, a tire and a driving device, and aims to solve the technical problem that fault-tolerant control cannot be performed to ensure stable system output after one of a plurality of motor control units in the hub motor fails.
The embodiment of the invention provides a hub motor control system, which comprises at least two motor control units, a protection control unit and a plurality of subunit motors;
each motor control unit is electrically connected with the protection control unit; the driving pulse signal of one motor control unit correspondingly controls a plurality of subunit motors to work through the protection control unit, and at least two motor control units are in communication connection;
the motor control unit is used for self-checking whether a fault occurs or not, if not, receiving a torque instruction transmitted by the whole vehicle control unit, converting the torque instruction into a D-axis current instruction and a Q-axis current instruction, converting the D-axis current instruction and the Q-axis current instruction into a D-axis voltage instruction and a Q-axis voltage instruction, converting the D-axis voltage instruction and the Q-axis voltage instruction into driving pulse signals and transmitting the driving pulse signals to the protection control unit, and if so, replacing signals which cannot be converted by the motor control unit into corresponding intermediate signals of the motor control unit without the fault;
and the protection control unit drives the corresponding subunit motor to work based on the received driving pulse signal.
Further, the malfunction that occurs in the motor control unit includes the torque command reception abnormality, a current sensor malfunction in the motor control unit, and an abnormality inside the motor control unit.
Further, when the failure is the reception abnormality of the torque command, the intermediate signal is the D-axis current command and the Q-axis current command generated by the motor control unit without failure.
Further, when the fault is a fault of a current sensor in the motor control unit, the intermediate signal is the D-axis voltage command and the Q-axis voltage command generated by the motor control unit without the fault.
Further, when the fault is an internal abnormality of the motor control unit, the intermediate signal is the driving pulse signal generated by the motor control unit without the fault;
the motor control unit is also used for transmitting a fault signal to the protection control unit;
and the protection control unit drives the subunit motor corresponding to the failed motor control unit to work by utilizing the driving pulse signal transmitted by the motor control unit without the failure based on the received failure signal.
Furthermore, the device also comprises a plurality of driving units, each driving unit is electrically connected with the protection control unit, and one driving unit is correspondingly connected with one subunit motor;
and the protection control unit controls the corresponding subunit motor to work through the driving unit based on the driving pulse signal.
Further, the two motor control units transmit the intermediate signal through an SPI connecting line.
An embodiment of the present invention further provides a hub motor control method applied to the hub motor control system according to any one of the above embodiments, where a driving pulse signal of a motor control unit in the hub motor control system correspondingly controls a plurality of sub-unit motors to operate through a protection control unit, and the hub motor control method includes:
the motor control unit performs self-checking whether a fault occurs;
if not, the motor control unit receives a torque instruction transmitted by a finished automobile control unit, converts the torque instruction into a D-axis current instruction and a Q-axis current instruction, converts the D-axis current instruction and the Q-axis current instruction into a D-axis voltage instruction and a Q-axis voltage instruction, and converts the D-axis voltage instruction and the Q-axis voltage instruction into the driving pulse signal to be transmitted to the protection control unit;
if so, replacing the signal which cannot be converted by the motor control unit with the intermediate signal of the corresponding motor control unit without the fault by the motor control unit with the fault, wherein the intermediate signal is a signal in the process of converting the torque command into the driving pulse signal;
and the protection control unit drives the corresponding subunit motor to work based on the received driving pulse signal.
The embodiment of the invention also provides a tire, and the tire is provided with the hub motor control system in any one of the embodiments.
The embodiment of the invention also provides a driving device, which comprises the tire in any one of the embodiments.
The invention discloses a control system and a control method of a hub motor, a tire and a driving device, wherein the control system comprises at least two motor control units, a protection control unit and a plurality of subunit motors; each motor control unit is electrically connected with the protection control unit; the driving pulse signal of one motor control unit correspondingly controls a plurality of subunit motors to work through a protection control unit, and at least two motor control units are in communication connection; the motor control unit is used for self-checking whether a fault occurs, if not, receiving a torque instruction transmitted by the whole vehicle control unit, converting the torque instruction into a D-axis current instruction and a Q-axis current instruction, converting the D-axis current instruction and the Q-axis current instruction into a D-axis voltage instruction and a Q-axis voltage instruction, further converting the D-axis voltage instruction and the Q-axis voltage instruction into driving pulse signals and transmitting the driving pulse signals to the protection control unit, and if so, replacing the signals which cannot be converted by the motor control unit into corresponding intermediate signals of the motor control unit without the fault; and the protection control unit drives the corresponding subunit motor to work based on the received driving pulse signal. According to the invention, when any motor control unit fails, the control signal of the failed motor control unit is replaced by the control signal of the non-failed motor control unit, so that the technical problem that the output stability of the system cannot be ensured by fault-tolerant control after one of the plurality of motor control units in the hub motor fails is solved, the fault-tolerant control mechanism of the hub motor control system is realized, and the stability of the hub motor control system is ensured.
Drawings
FIG. 1 is a block diagram of an in-wheel motor control system provided by an embodiment of the present invention;
FIG. 2 is a flow chart of the conversion of a torque command to a drive pulse signal in a motor control unit provided by an embodiment of the present invention;
FIG. 3 is a flow chart illustrating fault-tolerant control when an abnormal torque command occurs, according to an embodiment of the present invention;
FIG. 4 is a flow chart of fault-tolerant control in the presence of a current sensor fault according to an embodiment of the present invention;
fig. 5 is a flow chart of fault-tolerant control when an internal abnormality of a motor control unit occurs according to an embodiment of the present invention;
fig. 6 is a flowchart of an in-wheel motor control method according to an embodiment of the present invention.
Detailed Description
The present invention will be described in further detail with reference to the accompanying drawings and examples. It is to be understood that the specific embodiments described herein are merely illustrative of the invention and are not limiting of the invention. It should be further noted that, for the convenience of description, only some of the structures related to the present invention are shown in the drawings, not all of the structures.
It should be noted that the terms "first", "second", and the like in the description and claims of the present invention and the accompanying drawings are used for distinguishing different objects, and are not used for limiting a specific order. The following embodiments of the present invention may be implemented individually, or in combination with each other, and the embodiments of the present invention are not limited in this respect.
Fig. 1 is a block diagram of a hub motor control system according to an embodiment of the present invention.
The hub motor control system comprises at least two motor control units Cm, a protection control unit 100 and a plurality of subunit motors Pn; wherein m represents the number of motor control units, m is a positive integer greater than or equal to 2, P represents the number of subunit motors, n is a positive integer greater than or equal to 4, and n is an even number, as shown in fig. 1, fig. 1 exemplarily shows that two motor control units C1 and C2 are provided, and the motor control unit C1 correspondingly controls two subunit motors P1 and P2, and the motor control unit C2 correspondingly controls two subunit motors P3 and P4.
Each motor control unit Cm is electrically connected with the protection control unit 100; the driving pulse signal of one motor control unit Cm correspondingly controls a plurality of subunit motors Pn to work through the protection control unit 100, and at least two motor control units Cm are in communication connection.
The motor control unit Cm is used for self-checking whether a fault occurs, if not, receiving a torque command transmitted by a vehicle control unit VCU (vehicle control unit), converting the torque command into a D-axis current command and a Q-axis current command, converting the D-axis current command and the Q-axis current command into a D-axis voltage command and a Q-axis voltage command, further converting the D-axis voltage command and the Q-axis voltage command into driving pulse signals and transmitting the driving pulse signals to the protection control unit, and if so, replacing the signals which cannot be converted by the motor control unit Cm by the intermediate signals of the corresponding fault-free motor control unit Cm. Fig. 2 is a flowchart of converting a torque command into a driving pulse signal in a motor control unit according to an embodiment of the present invention.
The protection control unit 100 drives the corresponding subunit motor Pn to operate based on the received driving pulse signal.
For example, referring to fig. 1, the motor control unit C1 controls the subunit motor P1 and the subunit motor P2, the motor control unit C2 controls the subunit motor P3 and the subunit motor P4, and the motor control unit C1 and the motor control unit C2 CAN receive a torque command transmitted by the vehicle control unit VCU through the CAN bus to control the four subunit motors Pn, respectively; referring to fig. 2, the motor control unit C1 and the motor control unit C2 can sequentially convert the received torque command into a D-axis current command, a Q-axis current command, a D-axis voltage command, and a Q-axis voltage command, and finally convert the torque commands into driving pulse signals PWM, the motor control unit C1 and the motor control unit C2 finally output 12 driving pulse signals PWM to the protection control unit 100, and the 12 driving pulse signals PWM are all subjected to safety protection by the protection control unit 100 and then output to the corresponding 4 sub-unit motors Pn.
Specifically, the motor control units Cm can perform self-checking when the system is in operation to see whether a fault occurs, in the embodiment of the present invention, for example, when the motor control unit C2 fails, because the motor control unit C1 and the motor control unit C2 are in real-time communication connection, that is, the two motor control units Cm transmit their own control signals to each other in real time, and when the motor control unit C2 fails in self-checking, the signal that cannot be converted by itself is replaced by the intermediate signal transmitted by the motor control unit C1 without the fault in real time based on the type of the fault detected by itself. The intermediate signal is a signal occurring during the process of converting the torque command into the driving pulse signal PWM, and for example, the intermediate signal may be a D-axis current command and a Q-axis current command, or a D-axis voltage command and a Q-axis voltage command, and obviously, the intermediate signal may also be the driving pulse signal PWM.
The main function of the protection control unit 100 is to protect the hub motor control system in case of some serious failure by directly switching on and off the drive pulse signals PWM of each path inside the protection control unit 100, while in case of no failure, the protection control unit 100 can directly output the drive pulse signals PWM inputted from the motor control unit Cm to the corresponding subunit motor Pn in a shunt manner, that is, output the drive pulse signals PWM of 6 paths to each subunit motor Pn as shown in fig. 1. The protection control unit 100 may select a CPLD (Complex Programmable logic device) or an FPGA (Field Programmable Gate Array) as required, or may use a single chip microcomputer, which is not described herein again.
According to the embodiment of the invention, when any motor control unit fails, the control signal of the failed motor control unit is replaced by the control signal of the non-failed motor control unit, so that the technical problem that one of the plurality of motor control units in the hub motor cannot perform fault-tolerant control to ensure stable system output after the failure occurs is solved, the fault-tolerant control mechanism of the hub motor control system is realized, and the stability of the hub motor control system is ensured.
Alternatively, the failures occurring in the motor control unit Cm include a torque command reception abnormality, a current sensor failure in the motor control unit, and a motor control unit internal abnormality.
Specifically, there are three common faults in the motor control unit Cm, which are a torque command receiving abnormality, a current sensor fault in the motor control unit, and an internal abnormality of the motor control unit. When the fault of the motor control unit Cm is that the torque command is received abnormally, the motor control unit Cm cannot convert the torque command into a D-axis current command and a Q-axis current command; when the fault of the motor control unit Cm is a fault of a current sensor in the motor control unit, the D-axis current command and the Q-axis current command cannot be converted into a D-axis voltage command and a Q-axis voltage command in the motor control unit Cm; when the fault of the motor control unit Cm is an internal abnormality of the motor control unit, the motor control unit Cm cannot generate a driving pulse signal PWM.
Alternatively, when the failure is a torque command reception abnormality, the intermediate signal is a D-axis current command and a Q-axis current command generated by the motor control unit Cm without a failure. Fig. 3 is a flow chart of fault-tolerant control when an abnormal torque command occurs according to an embodiment of the present invention.
Specifically, when the self-detected fault of the motor control unit Cm is that the torque command is received abnormally, that is, the motor control unit Cm cannot receive the torque command, and the torque command cannot be converted into the D-axis current command and the Q-axis current command, referring to fig. 3, taking the motor control unit C2 as an example of a failure, when the motor control unit C2 cannot receive the torque command through the CAN bus, the motor control unit C2 cannot convert the D-axis current command and the Q-axis current command, the motor control unit C2 will actively use the D-axis current command and the Q-axis current command transmitted by the motor control unit C1 in real time to further convert them, and finally obtain the driving pulse signal PWM, and transmits the driving pulse signal PWM to the protection control unit 100, and the protection control unit 100 controls the sub-unit motor P3 and the sub-unit motor P4 to operate based on the received driving pulse signal PWM.
Alternatively, when the fault is a fault in a current sensor in the motor control unit Cm, the intermediate signal is a D-axis voltage command and a Q-axis voltage command generated by the non-faulty motor control unit Cm. Fig. 4 is a flow chart of fault-tolerant control in the presence of a current sensor fault according to an embodiment of the present invention.
Specifically, when the fault self-detected by the motor control unit Cm is a current sensor fault, that is, the motor control unit Cm converts the D-axis current command and the Q-axis current command into the D-axis voltage command and the Q-axis voltage command through the current sensor, referring to fig. 4, taking the motor control unit C2 fault as an example, when the motor control unit C2 cannot convert the D-axis current command and the Q-axis current command into the D-axis voltage command and the Q-axis voltage command, the motor control unit C2 may actively use the D-axis voltage command and the Q-axis voltage command transmitted in real time by the motor control unit C1 to further convert them, obtain the driving pulse signal PWM, and transmit the driving pulse signal PWM to the protection control unit 100, and the protection control unit 100 controls the actions of the subunit motor P3 and the subunit motor P4 based on the received driving pulse signal PWM.
Optionally, when the fault is an internal abnormality of the motor control unit Cm, the intermediate signal is a driving pulse signal PWM generated by the motor control unit Cm without the fault; the motor control unit Cm is also used to transmit a fault signal to the protection control unit 100; the protection control unit 100 drives the sub-unit motor Pn corresponding to the failed motor control unit Cm to operate by using the driving pulse signal PWM transmitted from the non-failed motor control unit Cm based on the received failure signal. Fig. 5 is a flow chart of fault-tolerant control when an internal abnormality of a motor control unit occurs according to an embodiment of the present invention.
Specifically, when the self-detected fault of the motor control unit Cm is an internal abnormality of the motor control unit, that is, the motor control unit Cm cannot generate the driving pulse signal PWM based on the torque command, referring to fig. 5, taking the fault of the motor control unit C2 as an example, when the motor control unit C2 cannot generate the driving pulse signal PWM, the motor control unit C2 sends a fault signal to the protection control unit 100, the protection control unit 100 determines that the fault of the motor control unit C2 is an internal abnormality of the motor control unit based on the received fault signal, turns off the channel through which the motor control unit C2 sends the driving pulse signal PWM to the corresponding subunit motor Pn through the protection control unit 100, and simultaneously transfers 12 channels of the driving pulse signal PWM sent by the motor control unit C1 to the protection control unit 100 to the subunit motor P3 and the subunit motor P4 corresponding to the motor control unit C2 in a synchronous transfer manner, to achieve the effect of controlling the sub-unit motors P3 and P4 corresponding to the failed motor control unit C2 using the driving pulse signal PWM generated by the non-failed motor control unit C1.
Optionally, as shown in fig. 1 and 5, the in-wheel motor control system further includes a plurality of driving units 200, each driving unit 200 is electrically connected to the protection control unit 100, and one driving unit 200 is correspondingly connected to one subunit motor Pn; the protection control unit 100 controls the corresponding subunit motor Pn to operate through the driving unit 200 based on the driving pulse signal PWM.
Specifically, each of the subunit motors Pn needs to receive the driving pulse signal PWM transmitted through the protection control unit 100 through one driving unit 200 to realize the operation of the subunit motor Pn. Each driving unit 200 includes a driving module and an IGBT module, and is configured to control the corresponding subunit motor Pn to operate according to a driving pulse signal PWM.
Alternatively, as shown in fig. 1 and 5, the two motor control units Cm are connected to each other through an SPI connection line to transmit intermediate signals.
Specifically, an SPI connecting line is arranged between the motor control unit C1 and the motor control unit C2, that is, the SPI communication realizes the communication connection between the two; specifically, referring to fig. 3 and 4, when the intermediate signal is a D-axis current command and a Q-axis current command, or when the intermediate signal is a D-axis voltage command and a Q-axis voltage command, the intermediate signal is transmitted through the SPI connection line.
According to the embodiment of the invention, when any motor control unit fails, the control signal of the failed motor control unit is replaced by the control signal of the non-failed motor control unit, so that the technical problem that one of the plurality of motor control units in the hub motor cannot perform fault-tolerant control to ensure stable system output after the failure occurs is solved, the fault-tolerant control mechanism of the hub motor control system is realized, and the stability of the hub motor control system is ensured.
Fig. 6 is a flowchart of an in-wheel motor control method according to an embodiment of the present invention.
The in-wheel motor control method provided by the embodiment of the present invention is applied to the in-wheel motor control system shown in any one of the above embodiments, wherein a driving pulse signal of one motor control unit in the in-wheel motor control system correspondingly controls a plurality of sub-unit motors to work through a protection control unit, as shown in fig. 6, the in-wheel motor control method specifically includes the following steps:
in step S601, the motor control unit Cm self-checks whether a failure occurs.
Specifically, the motor control unit Cm can perform self-checking when the system is in operation to see whether a fault occurs, and there are three common faults of the motor control unit Cm, namely, a torque command receiving abnormality, a current sensor fault in the motor control unit, and an internal abnormality of the motor control unit.
Step S602, if not, the motor control unit Cm receives a torque command transmitted by the vehicle control unit VCU, converts the torque command into a D-axis current command and a Q-axis current command, converts the D-axis current command and the Q-axis current command into a D-axis voltage command and a Q-axis voltage command, and further converts the D-axis voltage command and the Q-axis voltage command into a driving pulse signal PWM and transmits the driving pulse signal PWM to the protection control unit 100.
Specifically, referring to fig. 1 and 6, two motor control units C1 and C2 are provided in the in-wheel motor control system, and the motor control unit C1 controls the two sub-unit motors P1 and P2 correspondingly, and the motor control unit C2 controls the two sub-unit motors P3 and P4 correspondingly, for example, when the self-checking result shows that no fault occurs, the motor control unit C1 and the motor control unit C2 in the in-wheel motor control system can convert the received torque command into a D-axis current command, a Q-axis current command, a D-axis voltage command, and a Q-axis voltage command in turn, and finally into a 12-channel driving pulse signal PWM, and then 12 paths of driving pulse signals PWM are output to the protection control unit 100, and the 12 paths of driving pulse signals PWM are all output to the corresponding driving unit 200 after being subjected to safety protection by the protection control unit 100, so as to drive the corresponding 4 subunit motors Pn to work.
Step S603, if yes, the faulty motor control unit Cm replaces the signal that cannot be converted by itself with the intermediate signal of the corresponding fault-free motor control unit Cm, where the intermediate signal is a signal in the process of converting the torque command into the driving pulse signal PWM.
Specifically, if the self-detection result indicates that a failure has occurred, taking the motor control unit C2 as an example of a failure, the motor control unit C2 replaces the signal that cannot be converted by itself with the intermediate signal transmitted in real time by the motor control unit C1 without a failure based on the type of the failure self-detected by itself, continues to generate the driving pulse signal PWM using the intermediate signal, and transmits the generated driving pulse signal PWM to the protection control unit 100. The intermediate signal is a signal occurring in the process of converting the torque command into the driving pulse signal PWM, for example, the intermediate signal may be a D-axis current command and a Q-axis current command, or a D-axis voltage command and a Q-axis voltage command, obviously, the intermediate signal may also be the driving pulse signal PWM, when the intermediate signal is the driving pulse signal PWM, it indicates that the fault type of the motor control unit C2 is an internal abnormality of the motor control unit, and at this time, the protection control unit 100 may turn off a channel through which the motor control unit C2 sends the driving pulse signal PWM to the corresponding subunit motor Pn through the protection control unit 100, and directly transfer the 12-way driving pulse signal PWM sent by the motor control unit C1 to the subunit motor P3 and the subunit motor P4 corresponding to the motor control unit C2 for control in synchronization.
In step S604, the protection control unit 100 drives the corresponding subunit motor Pn to operate based on the received driving pulse signal PWM.
Specifically, the main function of the protection control unit 100 is to protect the hub motor control system by directly turning on and off the respective drive pulse signals PWM inside the protection control unit 100 in case of some serious failure, while in case of no failure, the protection control unit 100 can directly shunt and output the drive pulse signals PWM input from the motor control unit Cm to the corresponding subunit motors Pn, that is, to output 6 drive pulse signals PWM to each subunit motor Pn as shown in fig. 1.
The protection control unit 100 may select a CPLD (Complex Programmable logic device) or an FPGA (Field Programmable Gate Array) as required, or may use a single chip microcomputer, which is not described herein again.
The embodiment of the invention provides a hub motor control method executed by a real-time communication system, which has the same technical characteristics as the hub motor control system provided by the embodiment, so that the same technical problems can be solved, and the same technical effect can be achieved.
The embodiment of the invention also provides a tire, and the tire is provided with the hub motor control system in any one of the embodiments.
The tire provided by the embodiment of the present invention includes the hub motor control system in the above embodiment, so that the tire provided by the embodiment of the present invention also has the beneficial effects described in the above embodiment, and details are not repeated herein.
The embodiment of the invention also provides a driving device, which is characterized by comprising the tire in any one of the embodiments.
The driving device provided by the embodiment of the present invention includes the tire in the above embodiment, so that the driving device provided by the embodiment of the present invention also has the beneficial effects described in the above embodiment, and details are not repeated herein.
In the description of the embodiments of the present invention, unless otherwise explicitly specified or limited, the terms "mounted," "connected," and "connected" are to be construed broadly, e.g., as meaning either a fixed connection, a removable connection, or an integral connection; can be mechanically or electrically connected; they may be connected directly or indirectly through intervening media, or they may be interconnected between two elements. The specific meanings of the above terms in the present invention can be understood in specific cases to those skilled in the art.
Finally, it should be noted that the above-mentioned embodiments are only preferred embodiments of the present invention and the technical principles applied. It will be understood by those skilled in the art that the present invention is not limited to the particular embodiments described herein, but is capable of various obvious changes, rearrangements and substitutions as will now become apparent to those skilled in the art without departing from the scope of the invention. Therefore, although the present invention has been described in greater detail by the above embodiments, the present invention is not limited to the above embodiments, and may include other equivalent embodiments without departing from the spirit of the present invention, and the scope of the present invention is determined by the scope of the appended claims.
Claims (10)
1. A wheel hub motor control system is characterized by comprising at least two motor control units, a protection control unit and a plurality of subunit motors;
each motor control unit is electrically connected with the protection control unit; the driving pulse signal of one motor control unit correspondingly controls a plurality of subunit motors to work through the protection control unit, and at least two motor control units are in communication connection;
the motor control unit is used for self-checking whether a fault occurs or not, if not, receiving a torque instruction transmitted by the whole vehicle control unit, converting the torque instruction into a D-axis current instruction and a Q-axis current instruction, converting the D-axis current instruction and the Q-axis current instruction into a D-axis voltage instruction and a Q-axis voltage instruction, converting the D-axis voltage instruction and the Q-axis voltage instruction into driving pulse signals and transmitting the driving pulse signals to the protection control unit, and if so, replacing signals which cannot be converted by the motor control unit into corresponding intermediate signals of the motor control unit without the fault;
and the protection control unit drives the corresponding subunit motor to work based on the received driving pulse signal.
2. The in-wheel motor control system according to claim 1, wherein the malfunction of the motor control unit includes the torque command reception abnormality, a current sensor malfunction in the motor control unit, and an internal abnormality of the motor control unit.
3. The in-wheel motor control system according to claim 2, wherein when the failure is the torque command reception abnormality, the intermediate signal is the D-axis current command and the Q-axis current command generated by the motor control unit without failure.
4. The in-wheel motor control system according to claim 2, wherein when the fault is a current sensor fault in the motor control unit, the intermediate signal is the D-axis voltage command and the Q-axis voltage command generated by the motor control unit without the fault.
5. The in-wheel motor control system according to claim 2, wherein when the failure is an internal abnormality of the motor control unit, the intermediate signal is the drive pulse signal generated by the motor control unit without failure;
the motor control unit is also used for transmitting a fault signal to the protection control unit;
and the protection control unit drives the subunit motor corresponding to the failed motor control unit to work by utilizing the driving pulse signal transmitted by the motor control unit without the failure based on the received failure signal.
6. The in-wheel motor control system of claim 1, further comprising a plurality of drive units, each of the drive units being electrically connected to the protection control unit, one of the drive units being correspondingly connected to one of the subunit motors;
and the protection control unit controls the corresponding subunit motor to work through the driving unit based on the driving pulse signal.
7. The in-wheel motor control system of claim 1, wherein the transmission of the intermediate signal is achieved between the two motor control units through an SPI connection line.
8. An in-wheel motor control method applied to the in-wheel motor control system according to any one of claims 1 to 7, wherein a driving pulse signal of one motor control unit correspondingly controls a plurality of sub-unit motors to operate through a protection control unit, the in-wheel motor control method comprising:
the motor control unit performs self-checking whether a fault occurs;
if not, the motor control unit receives a torque instruction transmitted by a finished automobile control unit, converts the torque instruction into a D-axis current instruction and a Q-axis current instruction, converts the D-axis current instruction and the Q-axis current instruction into a D-axis voltage instruction and a Q-axis voltage instruction, and converts the D-axis voltage instruction and the Q-axis voltage instruction into the driving pulse signal to be transmitted to the protection control unit;
if so, replacing the signal which cannot be converted by the motor control unit with the intermediate signal of the corresponding motor control unit without the fault by the motor control unit with the fault, wherein the intermediate signal is a signal in the process of converting the torque command into the driving pulse signal;
and the protection control unit drives the corresponding subunit motor to work based on the received driving pulse signal.
9. A tyre provided with a wheel hub motor control system according to any one of claims 1-7.
10. A steering device, characterized in that it comprises a tyre as claimed in claim 9.
Priority Applications (2)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202110817168.1A CN113556061A (en) | 2021-07-20 | 2021-07-20 | In-wheel motor control system, control method, tire and driving equipment |
| PCT/CN2022/104179 WO2023000984A1 (en) | 2021-07-20 | 2022-07-06 | Hub motor control system, control method, tire, and driving device |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202110817168.1A CN113556061A (en) | 2021-07-20 | 2021-07-20 | In-wheel motor control system, control method, tire and driving equipment |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CN113556061A true CN113556061A (en) | 2021-10-26 |
Family
ID=78103477
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN202110817168.1A Pending CN113556061A (en) | 2021-07-20 | 2021-07-20 | In-wheel motor control system, control method, tire and driving equipment |
Country Status (2)
| Country | Link |
|---|---|
| CN (1) | CN113556061A (en) |
| WO (1) | WO2023000984A1 (en) |
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| WO2023000984A1 (en) * | 2021-07-20 | 2023-01-26 | 中国第一汽车股份有限公司 | Hub motor control system, control method, tire, and driving device |
Citations (13)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN201122920Y (en) * | 2007-12-04 | 2008-09-24 | 北京工业大学 | Four-wheel independent driving electric vehicle double-motor controller |
| CN101767542A (en) * | 2008-12-26 | 2010-07-07 | 常州麦科卡电动车辆科技有限公司 | Intelligent drive platform for four wheels of electric automobile |
| CN102237837A (en) * | 2010-04-28 | 2011-11-09 | 瑞萨电子株式会社 | Power drive control device and power device |
| CN102822002A (en) * | 2010-03-26 | 2012-12-12 | Ntn株式会社 | Controller apparatus for electric vehicle |
| CN103481798A (en) * | 2012-06-08 | 2014-01-01 | 镇江恒驰科技有限公司 | CAN (controller area network) bus-based driving-driven distribution type control system of electric vehicle driven by hub motors |
| CN106080206A (en) * | 2016-06-29 | 2016-11-09 | 南京越博动力系统股份有限公司 | A kind of control system of electric automobile and method |
| CN107161030A (en) * | 2016-03-08 | 2017-09-15 | 三菱电机株式会社 | The control device of electric rotating machine drive device |
| CN206541137U (en) * | 2016-11-29 | 2017-10-03 | 中国航天空气动力技术研究院 | Electromechanical Actuator Controller |
| CN108702128A (en) * | 2016-02-24 | 2018-10-23 | 日本精工株式会社 | Electric power-assisted steering apparatus |
| CN108702110A (en) * | 2016-03-15 | 2018-10-23 | 松下知识产权经营株式会社 | Multiaxis motor control system |
| CN208101759U (en) * | 2018-02-02 | 2018-11-16 | 浙江中车电车有限公司 | A kind of pure electric city bus wheel hub driving control system |
| CN110063021A (en) * | 2016-11-11 | 2019-07-26 | 株式会社电装 | Rotary electric machine controller and the electric power steering device for having used the rotary electric machine controller |
| CN111413860A (en) * | 2020-03-31 | 2020-07-14 | 潍柴动力股份有限公司 | Controller fault protection circuit, method and device |
Family Cites Families (5)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN203172455U (en) * | 2013-03-11 | 2013-09-04 | 西安理工大学 | Controller used for driving hub-type micro blade electric vehicle |
| JP6342060B2 (en) * | 2015-02-24 | 2018-06-13 | 三菱電機株式会社 | Electric drive device and electric power steering device |
| KR102517947B1 (en) * | 2018-06-20 | 2023-04-04 | 에이치엘만도 주식회사 | Apparatus and method for controlling motor for vehicle |
| CN111564993A (en) * | 2020-05-13 | 2020-08-21 | 上海追锋汽车系统有限公司 | Operation method of double-winding direct current brushless motor redundancy control system |
| CN113556061A (en) * | 2021-07-20 | 2021-10-26 | 中国第一汽车股份有限公司 | In-wheel motor control system, control method, tire and driving equipment |
-
2021
- 2021-07-20 CN CN202110817168.1A patent/CN113556061A/en active Pending
-
2022
- 2022-07-06 WO PCT/CN2022/104179 patent/WO2023000984A1/en active Application Filing
Patent Citations (13)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN201122920Y (en) * | 2007-12-04 | 2008-09-24 | 北京工业大学 | Four-wheel independent driving electric vehicle double-motor controller |
| CN101767542A (en) * | 2008-12-26 | 2010-07-07 | 常州麦科卡电动车辆科技有限公司 | Intelligent drive platform for four wheels of electric automobile |
| CN102822002A (en) * | 2010-03-26 | 2012-12-12 | Ntn株式会社 | Controller apparatus for electric vehicle |
| CN102237837A (en) * | 2010-04-28 | 2011-11-09 | 瑞萨电子株式会社 | Power drive control device and power device |
| CN103481798A (en) * | 2012-06-08 | 2014-01-01 | 镇江恒驰科技有限公司 | CAN (controller area network) bus-based driving-driven distribution type control system of electric vehicle driven by hub motors |
| CN108702128A (en) * | 2016-02-24 | 2018-10-23 | 日本精工株式会社 | Electric power-assisted steering apparatus |
| CN107161030A (en) * | 2016-03-08 | 2017-09-15 | 三菱电机株式会社 | The control device of electric rotating machine drive device |
| CN108702110A (en) * | 2016-03-15 | 2018-10-23 | 松下知识产权经营株式会社 | Multiaxis motor control system |
| CN106080206A (en) * | 2016-06-29 | 2016-11-09 | 南京越博动力系统股份有限公司 | A kind of control system of electric automobile and method |
| CN110063021A (en) * | 2016-11-11 | 2019-07-26 | 株式会社电装 | Rotary electric machine controller and the electric power steering device for having used the rotary electric machine controller |
| CN206541137U (en) * | 2016-11-29 | 2017-10-03 | 中国航天空气动力技术研究院 | Electromechanical Actuator Controller |
| CN208101759U (en) * | 2018-02-02 | 2018-11-16 | 浙江中车电车有限公司 | A kind of pure electric city bus wheel hub driving control system |
| CN111413860A (en) * | 2020-03-31 | 2020-07-14 | 潍柴动力股份有限公司 | Controller fault protection circuit, method and device |
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| WO2023000984A1 (en) * | 2021-07-20 | 2023-01-26 | 中国第一汽车股份有限公司 | Hub motor control system, control method, tire, and driving device |
Also Published As
| Publication number | Publication date |
|---|---|
| WO2023000984A1 (en) | 2023-01-26 |
Similar Documents
| Publication | Publication Date | Title |
|---|---|---|
| CN105191117B (en) | For by D/C voltage is converted to AC voltages and vice versa electric structure | |
| US20170253344A1 (en) | Electrical drive system for an aircraft and operating method | |
| JP2697519B2 (en) | Intelligent interconnect and data transmission method for broadband optical networks | |
| GB2485423A (en) | Overcoming DC-AC converter faults in solar photovoltaic power systems | |
| JP5576564B2 (en) | Battery system that can variably set the voltage of the intermediate circuit | |
| CN102130620A (en) | Method and control system for controlling power conversion in a power converter | |
| EP1953030A1 (en) | Controller for inverter | |
| JP2012147613A (en) | Series multiplexed power conversion device | |
| CN104787311A (en) | All-electric aircraft brake system and aircraft electric brake redundancy control method | |
| CN111942177A (en) | ASC control device and motor controller | |
| US9744875B2 (en) | Motor vehicle, battery, and method for controlling a battery | |
| CN113556061A (en) | In-wheel motor control system, control method, tire and driving equipment | |
| CN110725987A (en) | Converter valve system | |
| CN104821658A (en) | Flexible DC power transmission converter valve control protection system and valve control blocking method | |
| CN113315091B (en) | Motor control system and vehicle | |
| CN114787009A (en) | Vehicle control device | |
| CN111762262A (en) | Vehicle rear wheel steering control system | |
| US20230211668A1 (en) | Drive system and method for operating a drive system | |
| CN108306290A (en) | A kind of electric vehicle modularization distribution system and method having interconnection mode | |
| US20030081632A1 (en) | Communications system, in particular for a motor vehicle | |
| JP7054311B2 (en) | Power converter | |
| WO2022240415A1 (en) | Modular battery system with isolated equalizer | |
| CA3037775A1 (en) | Power converter apparatus with serialized drive and diagnostic signaling | |
| US10797611B2 (en) | Diagnostics for multi-level medium voltage drive using mechanical bypass | |
| KR20210075284A (en) | Multi motor driving system for vehicle |
Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| PB01 | Publication | ||
| PB01 | Publication | ||
| SE01 | Entry into force of request for substantive examination | ||
| SE01 | Entry into force of request for substantive examination | ||
| RJ01 | Rejection of invention patent application after publication |
Application publication date: 20211026 |
|
| RJ01 | Rejection of invention patent application after publication |