CN113580943A - Pure electric vehicle VCU control electric drive cooling control method and system - Google Patents
Pure electric vehicle VCU control electric drive cooling control method and system Download PDFInfo
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- CN113580943A CN113580943A CN202111044227.2A CN202111044227A CN113580943A CN 113580943 A CN113580943 A CN 113580943A CN 202111044227 A CN202111044227 A CN 202111044227A CN 113580943 A CN113580943 A CN 113580943A
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- 238000000034 method Methods 0.000 title claims abstract description 32
- 238000001816 cooling Methods 0.000 title claims abstract description 30
- XLYOFNOQVPJJNP-UHFFFAOYSA-N water Substances O XLYOFNOQVPJJNP-UHFFFAOYSA-N 0.000 claims description 25
- 238000003745 diagnosis Methods 0.000 claims description 10
- 238000013021 overheating Methods 0.000 claims description 10
- 238000003672 processing method Methods 0.000 claims description 6
- 230000008569 process Effects 0.000 claims description 4
- 238000012545 processing Methods 0.000 claims description 4
- 230000003111 delayed effect Effects 0.000 claims description 3
- 238000002405 diagnostic procedure Methods 0.000 claims description 2
- 238000012423 maintenance Methods 0.000 claims description 2
- 238000011282 treatment Methods 0.000 abstract description 9
- 238000004891 communication Methods 0.000 description 3
- 239000000306 component Substances 0.000 description 3
- 238000011217 control strategy Methods 0.000 description 2
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- 238000005516 engineering process Methods 0.000 description 2
- 230000001960 triggered effect Effects 0.000 description 2
- HEZMWWAKWCSUCB-PHDIDXHHSA-N (3R,4R)-3,4-dihydroxycyclohexa-1,5-diene-1-carboxylic acid Chemical compound O[C@@H]1C=CC(C(O)=O)=C[C@H]1O HEZMWWAKWCSUCB-PHDIDXHHSA-N 0.000 description 1
- 230000009194 climbing Effects 0.000 description 1
- 239000008358 core component Substances 0.000 description 1
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- 238000004134 energy conservation Methods 0.000 description 1
- 230000007613 environmental effect Effects 0.000 description 1
- 239000000446 fuel Substances 0.000 description 1
- 238000004519 manufacturing process Methods 0.000 description 1
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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
- B60L3/00—Electric devices on electrically-propelled vehicles for safety purposes; Monitoring operating variables, e.g. speed, deceleration or energy consumption
- B60L3/0023—Detecting, eliminating, remedying or compensating for drive train abnormalities, e.g. failures within the drive train
- B60L3/0084—Detecting, eliminating, remedying or compensating for drive train abnormalities, e.g. failures within the drive train relating to control modules
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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
- B60L3/00—Electric devices on electrically-propelled vehicles for safety purposes; Monitoring operating variables, e.g. speed, deceleration or energy consumption
- B60L3/0023—Detecting, eliminating, remedying or compensating for drive train abnormalities, e.g. failures within the drive train
- B60L3/0061—Detecting, eliminating, remedying or compensating for drive train abnormalities, e.g. failures within the drive train relating to electrical machines
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Abstract
The invention discloses a pure electric vehicle VCU control electric drive cooling control method and a system, after the whole vehicle is electrified, MCU data sends MCU temperature and motor temperature signals to a CAN network in real time, and a VCU acquires the MCU temperature and the motor temperature signals in real time and diagnoses according to the MCU temperature and the motor temperature; after receiving the temperature fed back by the motor electric control, the VCU of the control system controls the cooling system and carries out more detailed fault treatment according to the real-time temperature, thereby ensuring the electric control performance and the service life of the motor and better ensuring the safety of the whole vehicle.
Description
Technical Field
The invention relates to the technical field of electric automobile safety, in particular to an overheating fault processing technology of an electric driving cooling system of an electric automobile.
Background
With the continuous progress of the technology and the strong support of national policies, new energy automobiles become the first choice of a plurality of automobile families. Compared with the traditional automobile, the new energy automobile has the advantages of environmental protection, energy conservation and simplicity, and the motor replaces a fuel engine and is driven by the motor instead of an automatic gearbox. The driving motor system is one of three large core components of the new energy vehicle and is mainly responsible for power output of the electric vehicle, the motor and the electric control generate temperature continuously in the power output process, when the temperature is too high, the performance and the service life of the motor and the electric control are influenced, hidden dangers are generated to the safety of a driver, and the control strategy and the fault treatment of a cooling system are particularly important.
Under the current development of the new energy automobile industry, a VCU of an electric automobile has proposed and implemented many people from a mode of controlling an electrically-driven cooling system and an overheating fault treatment strategy, but the different modes are different, the control of the related strategies is also different, if an overheating fault occurs on the road for a driver, the three-stage fault treatment may cause a traffic fault, and based on the point, in order to guarantee the loss or trouble caused by the motor electric control under the overheating condition, the VCU judges the current condition and takes corresponding countermeasures.
Disclosure of Invention
The invention aims to solve the technical problem of realizing a safer and more reliable overheating fault processing system and a control method when an electric vehicle works in high-strength or high-temperature weather for a long time.
In order to achieve the purpose, the invention adopts the technical scheme that: a control method for controlling electric drive cooling of a VCU of a pure electric vehicle comprises the following steps:
after the whole vehicle is powered on, MCU data sends MCU temperature and motor temperature signals to a CAN network in real time, and a VCU acquires the MCU temperature and the motor temperature signals in real time and diagnoses according to the MCU temperature and the motor temperature;
the diagnosis method comprises the following steps:
1) judging whether the temperature of the MCU and the temperature of the motor reach the temperature for starting the water pump or not, if so, starting the water pump;
2) judging whether the temperature of the MCU and the temperature of the motor reach the temperature for starting the fan or not, and if so, starting the fan;
3) judging whether the temperature of the MCU and the temperature of the motor reach the temperature of the secondary overheating fault or not, and if so, making preset limits;
4) and judging whether the temperature of the MCU and the temperature of the motor reach the temperature of the three-stage overheating fault, and if so, making preset limits.
The diagnostic method 1), 2);
when the temperature of the MCU reaches the value A1 or the temperature of the motor reaches the value B1, the water pump is started, the value A1 is 40-50 ℃, and the value B1 is 50-60 ℃;
when the temperature of the MCU reaches the value A2 or the temperature of the motor reaches the value B2, starting a low-speed fan, wherein the value A2 is 50-60 ℃, and the value B2 is 60-70 ℃;
when the temperature of the MCU reaches the value A3 or the temperature of the motor reaches the value B3, the high-speed fan is started, the value A3 is 60-70 ℃, and the value B3 is 70-80 ℃.
When the water pump and the high-speed fan are started, if the temperature of the MCU is lower than C1 and the temperature of the motor is lower than D1, the high-speed fan is turned off, the low-speed fan is turned on, the C1 value is 49-59 ℃, and the D1 value is 59-69 ℃;
when the water pump and the low-speed fan are started, if the temperature of the MCU is lower than C2 and the temperature of the motor is lower than D2, the low-speed fan is turned off, the C2 value is 39-49 ℃, and the D2 value is 49-59 ℃;
when the fan is not started when the water pump is started, if the temperature of the MCU is lower than C3 and the temperature of the motor is lower than D3, the water pump is stopped after the set time is delayed, the C3 value is 34-44 ℃, the D3 value is 44-54 ℃, wherein C3 is less than C2, D3 is less than D2, and the set time is 5-20 seconds.
In the diagnosis method 3), when the temperature of the MCU reaches the value A4 or the temperature of the motor reaches the value B4, the MCU reports the secondary over-temperature fault of the motor, wherein the value A4 is 70-80 ℃, and the value B4 is 135-145 ℃.
The processing method for the secondary over-temperature fault comprises the following steps: lightening a fault lamp and a power-limiting fault lamp of the whole vehicle, limiting the power of a driving motor to an E1 value, wherein the E1 value is 40-60%, and maintaining at least a calibration time when a secondary over-temperature fault processing method is executed;
when the maintenance time reaches the calibration time during the secondary over-temperature fault, if the temperature of the MCU is still not lower than the value A4 or the temperature of the motor is not lower than the value B4, the fault lamp and the power-limiting fault lamp of the whole vehicle are continuously turned on, the pedestrian reminding function is reset, and the power of the driving motor is limited to the value E2, wherein the value E2 is 15-25 percent, and the operation is continuously carried out until the temperature of the MCU is lower than the value C4 and the temperature of the motor is lower than the value D4, the value C4 is 64-74 ℃, and the value D4 is 115-125 ℃;
the calibration time is 40-100 seconds.
In the diagnosis method 3), if the MCU temperature reaches the value A5 or the motor temperature reaches the value B5 within the calibration time, the driving motor power is limited to the value E3, the value A5 is 75-85 ℃, the value B5 is 150-160 ℃, and the value E2 is 0%.
In the diagnosis method 3), when the temperature of the MCU reaches the value A6 or the temperature of the motor reaches the value B6, the MCU reports the three-level over-temperature fault of the motor, wherein the value A6 is 80-90 ℃, and the value B6 is 160 and 170 ℃.
The three-level over-temperature fault handling method comprises the following steps: the VCU lights a system fault lamp and a whole vehicle fault lamp, the power limiting indicator lamp is turned off, the motor over-temperature fault lamp and the motor fault are always on, and the VCU directly processes the fault at high voltage according to the three-level fault processing of the whole vehicle.
When the three-level over-temperature fault processing method is executed, if the temperature of the MCU is lower than a C5 value and the temperature of the motor is lower than a D5 value, the fault is eliminated, fault codes are stored, high voltage is allowed to be processed according to the secondary over-temperature fault of the motor, the C5 value is 70-80 ℃, and the D5 value is 150-160 ℃;
a VCU control electric drive cooling control system of a pure electric vehicle is provided with a VCU, an MCU, an electric fan, a water pump, a power supply and a CAN, wherein temperature sensors are arranged on the power supply and the MCU, the temperature sensors are connected with the CAN and transmit temperature signals to the VCU through the CAN, the VCU is connected with the electric fan and the water pump through the CAN and outputs control signals to the electric fan and the water pump, and the system executes the VCU control electric drive cooling control method of the pure electric vehicle.
The VCU is connected with the instrument through the CAN and outputs an alarm signal to the instrument, the VCU is connected with the MCU through the CAN and outputs a motor power limiting signal to the MCU, and the MCU drives the power motor to work.
After receiving the temperature fed back by the motor electric control, the VCU of the control system controls the cooling system and carries out more detailed fault treatment according to the real-time temperature, thereby ensuring the electric control performance and the service life of the motor and better ensuring the safety of the whole vehicle.
Drawings
The following is a brief description of the contents of each figure in the description of the present invention:
FIG. 1 is a schematic block diagram of a VCU control electric drive cooling control system of a pure electric vehicle;
FIG. 2 is a diagram of a conventional automotive CAN network topology;
FIG. 3 is a flowchart of a control method for controlling electric drive cooling by a VCU of a pure electric vehicle.
Detailed Description
The following description of the embodiments with reference to the drawings is provided to describe the embodiments of the present invention, and the embodiments of the present invention, such as the shapes and configurations of the components, the mutual positions and connection relationships of the components, the functions and working principles of the components, the manufacturing processes and the operation and use methods, etc., will be further described in detail to help those skilled in the art to more completely, accurately and deeply understand the inventive concept and technical solutions of the present invention.
When the electric vehicle works in high-intensity or high-temperature weather for a long time, the temperature of the motor and the electric control system rises very quickly, the electric control performance and the service life of the motor are affected when the temperature exceeds a certain temperature value, and a series of judgments and treatments are made when the VCU receives the temperature value fed back by the electric control of the motor. Pure electric vehicles VCU control electric drive cooling control system is shown in FIG. 1, mainly include VCU, MCU, the electric fan (cooling fan), the water pump, power and CAN, CANL low speed CAN in FIG. 1, CANH is high-speed CAN, KL30 is the low-voltage battery positive pole, KL31 is the low-voltage battery negative pole, ON/OFF is VCU control switch, the instrument is used for lighting the signal lamp, MCU is motor controller, M is the motor, BMS/PACK is battery management system/combination battery package. And temperature sensors are arranged on the MCU and the power supply to be monitored, and are used for acquiring the temperature of the MCU and the power supply and transmitting the acquired temperature to the VCU through the CAN.
The functions of the VCU of the vehicle control unit include: 1. the driving intention is obtained, and the VCU needs to judge the driving intention through driving input signals such as an accelerator pedal, a brake pedal and gear states. 2. Acquiring the actual state of the vehicle: the VCU needs to acquire running information such as vehicle speed and attitude through a sensor or a controller to determine the current actual state of the vehicle. 3. Power control: the VCU needs to match driving requirements and power assembly response capacity and makes reasonable power output and energy recovery strategies; 4. information feedback: the VCU needs to send critical information to the meters to inform the driver of the vehicle's status. 5. The judgment and decision of the faults of the whole vehicle, the fault recording of the vehicle and the like are realized; 6. the system has a safety protection function, the whole vehicle is subjected to classification treatment according to fault types, power output can be directly closed in emergency, a high-voltage system is cut off, and the like. 7. The communication with controllers such as BMS, OBC, DCDC, MCU, etc. is performed through a CAN bus, and in some cases, it may be necessary to communicate with a vehicle body control unit, etc. through a LIN bus.
The MCU functions: the motor controller is used for controlling the running states of the electric vehicle such as starting operation, advancing and retreating speed, climbing force and the like, or assisting the electric vehicle to brake and storing part of brake energy into the power battery.
Brief introduction to the Cooling System: the part of heat absorbed by the heated parts is distributed in time, and the electric control of the motor is ensured to work in the optimum temperature state.
The CAN (controller Area network) bus is a field bus for communication between controllers. The CAN bus is firstly applied to the automobile industry, and due to the fact that the functional requirements of automobiles are continuously increased, electronic devices are multiplied, and the wiring mode of communication signals among all controllers is complex, a single network bus is designed, and all controllers of the whole automobile CAN be hung on the network.
Based on the hardware system, the VCU automatically controls the electrically driven cooling system and carries out the overheating fault treatment on the basis of the original strategy, the VCU judges whether to start the cooling fan or not through the motor and the electric control temperature fed back by the MCU, and the VCU carries out diagnosis treatment when reaching a certain temperature, wherein the specific control method comprises the following steps:
cooling system control strategy
1) After the whole vehicle is electrified at high voltage, the MCU collects the data of the temperature sensor of the MCU and feeds the data back to the whole vehicle controller, when the temperature of the MCU reaches 45 ℃ (can be calibrated) or the temperature of the motor reaches 55 ℃ (can be calibrated), the VCU starts the water pump to cool, when the temperature of the MCU reaches 55 ℃ (can be calibrated) or the temperature of the motor reaches 65 ℃ (can be calibrated), the low-speed fan is started, and when the temperature of the MCU reaches 65 ℃ (can be calibrated) or the temperature of the motor reaches 75 ℃ (can be calibrated), the high-speed fan is started;
2) after the water pump and the high-speed fan are started, the high-speed fan is closed when the temperature of the MCU is lower than 54 ℃ (standardization) and the temperature of the motor is lower than 64 ℃ (standardization), the low-speed fan is started, the fan is closed when the temperature of the MCU is lower than 44 ℃ (standardization) and the temperature of the motor is lower than 54 ℃ (standardization), and the water pump is delayed for 10 seconds (one of requirements is met) when the temperature of the MCU is lower than 39 ℃ (standardization) or the temperature of the motor reaches 49 ℃ (standardization) after the whole vehicle is started.
Fault diagnosis and treatment
1) After the high-speed fan and the water pump are started, the VCU continuously receives the real-time temperature of the MCU, and when the MCU and the motor body reach a certain temperature value, an alarm is triggered to light the instrument and the instrument is processed;
2) when the temperature of the MCU reaches 75 ℃ (can be calibrated) or the temperature of the motor reaches 140 ℃ (can be calibrated), the MCU reports the secondary over-temperature fault of the motor, the MCU flickers the over-temperature fault lamp VCU of the motor, reads the fault and then lights the fault lamp of the whole vehicle and the power limiting fault lamp (the power is limited by 50% and can be calibrated). After 1min, the VCU reads that the temperature of the MCU is still not lower than 75 ℃ or the temperature of the motor is not lower than 140 ℃, then the VCU limits the power to 20 percent, and resets the pedestrian reminding function. This continues until the MCU temperature is below 69 ℃ (calibratable) and the motor temperature is below 120 ℃ (calibratable).
3) When the secondary over-temperature fault is triggered within 1min, the VCU reads the temperature of the MCU and the motor, if the temperature of the MCU reaches 80 ℃ (the temperature can be calibrated, and allowance is reserved according to product definition) or the temperature of the motor reaches 155 ℃ (the temperature can be calibrated, and allowance is reserved according to product definition), and the VCU directly limits the power to 0%. If the temperature of the MCU reaches 85 ℃ (can be calibrated according to product definition) or the temperature of the motor reaches 165 ℃ (can be calibrated according to product definition), the MCU reports over-temperature three-level faults, the VCU lights a system fault lamp and a whole vehicle fault lamp, the power limiting indicator lamp is turned off, the over-temperature fault lamp of the motor and the motor faults are normally on, and the VCU directly processes under high pressure according to the whole vehicle three-level faults. When the MCU temperature is lower than 75 ℃ and the motor temperature is lower than 155 ℃, the fault is eliminated, but the fault code is stored, and the high-voltage fault is allowed to be processed according to the secondary over-temperature fault of the motor.
The invention has been described above with reference to the accompanying drawings, it is obvious that the invention is not limited to the specific implementation in the above-described manner, and it is within the scope of the invention to apply the inventive concept and solution to other applications without substantial modification.
Claims (10)
1. A pure electric vehicle VCU control electric drive cooling control method is characterized by comprising the following steps:
after the whole vehicle is powered on, MCU data sends MCU temperature and motor temperature signals to a CAN network in real time, and a VCU acquires the MCU temperature and the motor temperature signals in real time and diagnoses according to the MCU temperature and the motor temperature;
the diagnosis method comprises the following steps:
1) judging whether the temperature of the MCU and the temperature of the motor reach the temperature for starting the water pump or not, if so, starting the water pump;
2) judging whether the temperature of the MCU and the temperature of the motor reach the temperature for starting the fan or not, and if so, starting the fan;
3) judging whether the temperature of the MCU and the temperature of the motor reach the temperature of the secondary overheating fault or not, and if so, making preset limits;
4) and judging whether the temperature of the MCU and the temperature of the motor reach the temperature of the three-stage overheating fault, and if so, making preset limits.
2. The pure electric vehicle VCU control electric drive cooling control method of claim 1, characterized in that: the diagnostic method 1), 2);
when the temperature of the MCU reaches the value A1 or the temperature of the motor reaches the value B1, the water pump is started, the value A1 is 40-50 ℃, and the value B1 is 50-60 ℃;
when the temperature of the MCU reaches the value A2 or the temperature of the motor reaches the value B2, starting a low-speed fan, wherein the value A2 is 50-60 ℃, and the value B2 is 60-70 ℃;
when the temperature of the MCU reaches the value A3 or the temperature of the motor reaches the value B3, the high-speed fan is started, the value A3 is 60-70 ℃, and the value B3 is 70-80 ℃.
3. The pure electric vehicle VCU control electric drive cooling control method of claim 2, characterized in that: when the water pump and the high-speed fan are started, if the temperature of the MCU is lower than C1 and the temperature of the motor is lower than D1, the high-speed fan is turned off, the low-speed fan is turned on, the C1 value is 49-59 ℃, and the D1 value is 59-69 ℃;
when the water pump and the low-speed fan are started, if the temperature of the MCU is lower than C2 and the temperature of the motor is lower than D2, the low-speed fan is turned off, the C2 value is 39-49 ℃, and the D2 value is 49-59 ℃;
when the fan is not started when the water pump is started, if the temperature of the MCU is lower than C3 and the temperature of the motor is lower than D3, the water pump is stopped after the set time is delayed, the C3 value is 34-44 ℃, the D3 value is 44-54 ℃, wherein C3 is less than C2, D3 is less than D2, and the set time is 5-20 seconds.
4. A pure electric vehicle VCU control electric drive cooling control method according to claim 1, 2 or 3, characterized in that: in the diagnosis method 3), when the temperature of the MCU reaches the value A4 or the temperature of the motor reaches the value B4, the MCU reports the secondary over-temperature fault of the motor, wherein the value A4 is 70-80 ℃, and the value B4 is 135-145 ℃.
5. The pure electric vehicle VCU control electric drive cooling control method of claim 4, characterized in that: the processing method for the secondary over-temperature fault comprises the following steps: lightening a fault lamp and a power-limiting fault lamp of the whole vehicle, limiting the power of a driving motor to an E1 value, wherein the E1 value is 40-60%, and maintaining at least a calibration time when a secondary over-temperature fault processing method is executed;
when the maintenance time reaches the calibration time during the secondary over-temperature fault, if the temperature of the MCU is still not lower than the value A4 or the temperature of the motor is not lower than the value B4, the fault lamp and the power-limiting fault lamp of the whole vehicle are continuously turned on, the pedestrian reminding function is reset, and the power of the driving motor is limited to the value E2, wherein the value E2 is 15-25 percent, and the operation is continuously carried out until the temperature of the MCU is lower than the value C4 and the temperature of the motor is lower than the value D4, the value C4 is 64-74 ℃, and the value D4 is 115-125 ℃;
the calibration time is 40-100 seconds.
6. A pure electric vehicle VCU control electric drive cooling control method according to claim 5, characterized by: in the diagnosis method 3), if the MCU temperature reaches the value A5 or the motor temperature reaches the value B5 within the calibration time, the driving motor power is limited to the value E3, the value A5 is 75-85 ℃, the value B5 is 150-160 ℃, and the value E2 is 0%.
7. A pure electric vehicle VCU control electric drive cooling control method according to claim 1 or 6, characterized in that: in the diagnosis method 3), when the temperature of the MCU reaches the value A6 or the temperature of the motor reaches the value B6, the MCU reports the three-level over-temperature fault of the motor, wherein the value A6 is 80-90 ℃, and the value B6 is 160 and 170 ℃.
8. A pure electric vehicle VCU control electric drive cooling control method according to claim 7, characterized by: the three-level over-temperature fault handling method comprises the following steps: the VCU lights a system fault lamp and a whole vehicle fault lamp, the power limiting indicator lamp is turned off, the motor over-temperature fault lamp and the motor fault are always on, and the VCU directly processes the fault at high voltage according to the three-level fault processing of the whole vehicle.
When the three-level over-temperature fault processing method is executed, if the temperature of the MCU is lower than the C5 value and the temperature of the motor is lower than the D5 value, the fault is eliminated, but the fault code is stored, the high voltage is allowed to be processed according to the secondary over-temperature fault of the motor, the C5 value is 70-80 ℃, and the D5 value is 150-160 ℃.
9. The utility model provides a pure electric vehicles VCU control electric drive cooling control system which characterized in that: the system is provided with a VCU, an MCU, an electric fan, a water pump, a power supply and a CAN, wherein the power supply and the MCU are provided with temperature sensors, the temperature sensors are connected with the CAN and transmit temperature signals to the VCU through the CAN, the VCU is connected with the electric fan and the water pump through the CAN and outputs control signals to the electric fan and the water pump, and the system executes the electric drive cooling control method controlled by the VCU of the pure electric vehicle as claimed in any one of claims 1 to 8.
10. A pure electric vehicle VCU controlled electric drive cooling control system as claimed in claim 9, wherein: the VCU is connected with the instrument through the CAN and outputs an alarm signal to the instrument, the VCU is connected with the MCU through the CAN and outputs a motor power limiting signal to the MCU, and the MCU drives the power motor to work.
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| CN114855682A (en) * | 2022-04-29 | 2022-08-05 | 奇瑞商用车（安徽）有限公司 | Pure electric sanitation cleaning and sweeping vehicle and automatic control method thereof |
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| CN102255282A (en) * | 2011-07-18 | 2011-11-23 | 重庆长安汽车股份有限公司 | Temperature control method for permanent magnet synchronous motor and intelligent power unit system of pure electric vehicle |
| CN102700400A (en) * | 2012-05-22 | 2012-10-03 | 奇瑞汽车股份有限公司 | Radiating system of new energy vehicles, and thermal management and control method |
| CN108297677A (en) * | 2018-01-24 | 2018-07-20 | 国机智骏（北京）汽车科技有限公司 | The control method and control device of pure electric automobile and its cooling system |
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| CN114855682A (en) * | 2022-04-29 | 2022-08-05 | 奇瑞商用车（安徽）有限公司 | Pure electric sanitation cleaning and sweeping vehicle and automatic control method thereof |
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