CN113752851B - Vehicle, energy conversion device, and control method therefor - Google Patents

Vehicle, energy conversion device, and control method therefor Download PDF

Info

Publication number
CN113752851B
CN113752851B CN202010501785.6A CN202010501785A CN113752851B CN 113752851 B CN113752851 B CN 113752851B CN 202010501785 A CN202010501785 A CN 202010501785A CN 113752851 B CN113752851 B CN 113752851B
Authority
CN
China
Prior art keywords
motor
energy storage
storage module
phase
current
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.)
Active
Application number
CN202010501785.6A
Other languages
Chinese (zh)
Other versions
CN113752851A (en
Inventor
凌和平
潘华
谢朝
谢飞跃
宋金梦
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
BYD Co Ltd
Original Assignee
BYD Co Ltd
Priority date (The priority date 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 date listed.)
Filing date
Publication date
Application filed by BYD Co Ltd filed Critical BYD Co Ltd
Priority to CN202010501785.6A priority Critical patent/CN113752851B/en
Publication of CN113752851A publication Critical patent/CN113752851A/en
Application granted granted Critical
Publication of CN113752851B publication Critical patent/CN113752851B/en
Active legal-status Critical Current
Anticipated expiration legal-status Critical

Links

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L15/00—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles
    • B60L15/002—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of propulsion for monorail vehicles, suspension vehicles or rack railways; for control of magnetic suspension or levitation for vehicles for propulsion purposes
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L15/00—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles
    • B60L15/20—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed
    • 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
    • B60L53/00—Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles
    • B60L53/20—Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles characterised by converters located in the vehicle
    • B60L53/24—Using the vehicle's propulsion converter for charging
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L58/00—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles
    • B60L58/10—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries
    • B60L58/24—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries for controlling the temperature of batteries
    • B60L58/27—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries for controlling the temperature of batteries by heating
    • H—ELECTRICITY
    • H01—ELECTRIC ELEMENTS
    • H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
    • H01M10/00—Secondary cells; Manufacture thereof
    • H01M10/60—Heating or cooling; Temperature control
    • H01M10/61—Types of temperature control
    • H01M10/615—Heating or keeping warm
    • H—ELECTRICITY
    • H01—ELECTRIC ELEMENTS
    • H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
    • H01M10/00—Secondary cells; Manufacture thereof
    • H01M10/60—Heating or cooling; Temperature control
    • H01M10/62—Heating or cooling; Temperature control specially adapted for specific applications
    • H01M10/625—Vehicles
    • H—ELECTRICITY
    • H01—ELECTRIC ELEMENTS
    • H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
    • H01M10/00—Secondary cells; Manufacture thereof
    • H01M10/60—Heating or cooling; Temperature control
    • H01M10/63—Control systems
    • H01M10/635—Control systems based on ambient temperature
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/40—Drive Train control parameters
    • B60L2240/42—Drive Train control parameters related to electric machines
    • B60L2240/423—Torque
    • H—ELECTRICITY
    • H01—ELECTRIC ELEMENTS
    • H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
    • H01M2220/00—Batteries for particular applications
    • H01M2220/20—Batteries in motive systems, e.g. vehicle, ship, plane
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02E—REDUCTION OF GREENHOUSE GAS [GHG] EMISSIONS, RELATED TO ENERGY GENERATION, TRANSMISSION OR DISTRIBUTION
    • Y02E60/00—Enabling technologies; Technologies with a potential or indirect contribution to GHG emissions mitigation
    • Y02E60/10—Energy storage using batteries
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/70—Energy storage systems for electromobility, e.g. batteries
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/7072—Electromobility specific charging systems or methods for batteries, ultracapacitors, supercapacitors or double-layer capacitors
    • 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
    • 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
    • Y02T90/00—Enabling technologies or technologies with a potential or indirect contribution to GHG emissions mitigation
    • Y02T90/10—Technologies relating to charging of electric vehicles
    • Y02T90/14—Plug-in electric vehicles

Abstract

The technical scheme of the application provides a vehicle, an energy conversion device and a control method thereof, wherein the energy conversion device comprises an energy conversion device, a control device and a control device, wherein the energy conversion device comprises a motor inverter, a motor winding, a switch module, an energy storage module and a controller, and the control method comprises the steps of acquiring the current speed state of the vehicle when the switch module is in a fault conduction state in a driving mode; according to the current speed state of the vehicle, the motor inverter is controlled to adjust the current value flowing through the motor winding to adjust the motor output torque value, the voltage of the energy storage module is kept in a preset range, the current value flowing through the motor winding is adjusted according to the current speed state of the vehicle by selecting a corresponding control mode to adjust the motor output torque value and the voltage of the energy storage module, the output precision of the motor torque can be improved, and the temperature rise of the energy storage module is in a reasonable range by adjusting the voltage of the energy storage module, so that the problem of electromagnetic interference caused by current fluctuation is relieved.

Description

Vehicle, energy conversion device, and control method therefor
Technical Field
The present disclosure relates to the field of vehicle technologies, and in particular, to a vehicle, an energy conversion device, and a control method thereof.
Background
With the wide use of new energy automobiles, the battery pack can be used as a power source in various fields, and at present, a high-voltage system has a trend of integration, and particularly, the integration of a driving system and other systems is more common, but a series of problems related to failure also exist after the high integration. In the prior art, when a battery pack drives a motor to work, a switching device between the motor and an energy storage module is disconnected, so that the battery pack is driven by the motor, but when the switching device fails and is sintered in the process of driving the motor, the motor is communicated with the energy storage module, and the motor and the energy storage module are continuously charged and discharged, so that the control accuracy of the output torque of the motor is reduced, the temperature of the energy storage module is rapidly increased, and the problems of electromagnetic interference and the like are solved.
Disclosure of Invention
An object of the present application is to provide a vehicle, an energy conversion device and a control method thereof, which can control a motor output torque and a voltage of an energy storage module through a motor inverter, thereby avoiding a rapid temperature increase of the energy storage module and reducing electromagnetic interference.
The present application is achieved in that a first aspect of the present application provides a control method of an energy conversion device, the energy conversion device including a motor inverter, a motor winding, a switch module, and an energy storage module;
The first converging end of the motor inverter is connected with the positive electrode of the battery pack, the second converging end of the motor inverter is connected with the negative electrode of the battery pack, the first end of the motor winding is connected with the motor inverter, the second ends of the motor winding are connected together to form a neutral point, and the energy storage module and the switch module are connected between the neutral point of the motor winding and the second converging end of the motor inverter, wherein the energy storage module and the switch module are connected in series;
in a driving mode, the switch module is disconnected, and the motor inverter, the motor winding and the battery pack form a motor driving circuit;
in a heating mode, the switch module is conducted, the motor inverter, the motor winding, the switch module, the energy storage module and the battery pack form a heating circuit, and the motor inverter is controlled to circularly charge and discharge the battery pack and the energy storage module so as to heat the inside of the battery;
the control method comprises the following steps:
acquiring the current speed state of the vehicle when the switch module is in fault conduction in a driving mode;
And controlling the motor inverter according to the current speed state of the vehicle to adjust the current value flowing through the motor winding so as to enable the motor to output torque, and enabling the voltage of the energy storage module to be kept in a preset range.
A second aspect of the present application provides an energy conversion device comprising a motor inverter, a motor winding, a switch module, and an energy storage module;
the first converging end of the motor inverter is connected with the positive electrode of the battery pack, the second converging end of the motor inverter is connected with the negative electrode of the battery pack, the first end of the motor winding is connected with the motor inverter, the second ends of the motor winding are connected together to form a neutral point, and the energy storage module and the switch module are connected between the neutral point of the motor winding and the second converging end of the motor inverter, wherein the energy storage module and the switch module are connected in series;
in a driving mode, the switch module is disconnected, and the motor inverter, the motor winding and the battery pack form a motor driving circuit;
in a heating mode, the switch module is conducted, the motor inverter, the motor winding, the switch module, the energy storage module and the battery pack form a heating circuit, and the motor inverter is controlled to circularly charge and discharge the battery and the energy storage module so as to heat the interior of the battery;
The energy conversion device further includes a controller for:
acquiring the current speed state of the vehicle when the switch module is in fault conduction in a driving mode;
and controlling the motor inverter to adjust a current value flowing through the motor winding according to the current speed state of the vehicle so as to enable the motor to output torque, and enabling the voltage of the energy storage module to be kept in a preset range.
A third aspect of the present application provides a vehicle comprising the energy conversion device of the first aspect.
The technical scheme of the application provides a vehicle, an energy conversion device and a control method thereof, wherein the energy conversion device comprises an energy conversion device, a control device and a control device, wherein the energy conversion device comprises a motor inverter, a motor winding, a switch module, an energy storage module and a controller, and in a driving mode, the switch module is disconnected, and the motor inverter, the motor winding and a battery pack form a motor driving circuit; in a heating mode, the switch module is conducted, and the motor inverter, the motor winding, the switch module, the energy storage module and the battery pack form a heating circuit; the control method comprises the steps of obtaining the current speed state of the vehicle when the switch module is in fault conduction under a driving mode; according to the current speed state of the vehicle, the motor inverter is controlled to adjust the current value flowing through the motor winding to adjust the motor output torque value, the voltage of the energy storage module is kept in a preset range, the current value flowing through the motor winding is adjusted according to the current speed state of the vehicle by selecting a corresponding control mode to adjust the motor output torque value and the voltage of the energy storage module, the output precision of the motor torque can be improved, the voltage of the energy storage module is kept stable by adjusting the voltage of the energy storage module, the temperature rise of the energy storage module is in a reasonable range, and meanwhile, the problem of electromagnetic interference caused by current fluctuation is relieved.
Drawings
In order to more clearly illustrate the technical solutions of the embodiments of the present application, the drawings that are required for the embodiments or the description of the prior art will be briefly described below, it being obvious that the drawings in the following description are only some embodiments of the present application, and that other drawings may be obtained according to these drawings without inventive effort for a person skilled in the art.
Fig. 1 is a circuit diagram of an energy conversion device according to an embodiment of the present disclosure;
fig. 2 is a flowchart of a control method of an energy conversion device according to an embodiment of the present application;
FIG. 3 is a circuit diagram of an energy conversion device according to an embodiment of the present disclosure;
FIG. 4 is a current flow diagram of an energy conversion device according to an embodiment of the present disclosure;
FIG. 5 is another current flow diagram of an energy conversion device according to an embodiment of the present disclosure;
FIG. 6 is another current flow diagram of an energy conversion device according to one embodiment of the present disclosure;
FIG. 7 is another current flow diagram of an energy conversion device according to an embodiment of the present disclosure;
fig. 8 is a waveform diagram of PWM control signals of an energy conversion device according to an embodiment of the present disclosure;
Fig. 9 is another waveform diagram of PWM control signals of an energy conversion device according to an embodiment of the present disclosure;
fig. 10 is a flowchart of step S102 in a control method of an energy conversion device according to the first embodiment of the present application;
fig. 11 is a flowchart of step S104 in a control method of an energy conversion device according to the first embodiment of the present application;
fig. 12 is a flowchart after step S403 in a control method of an energy conversion device according to the first embodiment of the present application;
fig. 13 is a flowchart of step S404 in a control method of an energy conversion device according to the first embodiment of the present application;
fig. 14 is another flowchart after step S403 in a control method of an energy conversion device according to the first embodiment of the present application;
fig. 15 is another flowchart of step S407 in a control method of an energy conversion device according to the first embodiment of the present application;
fig. 16 is a control block diagram of a control method of an energy conversion device according to an embodiment of the present application.
Detailed Description
In order to make the objects, technical solutions and advantages of the present application more apparent, the present application will be further described in detail with reference to the accompanying drawings and examples. It should be understood that the specific embodiments described herein are for purposes of illustration only and are not intended to limit the present application.
In order to illustrate the technical solution of the present application, the following description is made by specific examples.
An embodiment of the present application provides an energy conversion device, as shown in fig. 1, including:
a motor inverter 101, a motor winding 102, a switch module 104, and an energy storage module 105;
a first bus end of the motor inverter 101 is connected with a positive electrode of the battery pack 103, a second bus end of the motor inverter 101 is connected with a negative electrode of the battery pack 103, a first end of the motor winding 102 is connected with the motor inverter 101, a second end of the motor winding 102 is commonly connected to form a neutral point, and an energy storage module 105 and a switch module 104 are connected between the neutral point of the motor winding 102 and the second bus end of the motor inverter 101, wherein the energy storage module 105 and the switch module 104 are connected in series;
in the driving mode, the switch module 104 is disconnected, and the motor inverter 101, the motor winding 102 and the battery pack 103 form a motor driving circuit;
in the heating mode, the switch module 104 is conducted, and the motor inverter 101, the motor winding 102, the switch module 104, the energy storage module 105 and the battery pack 103 form a heating circuit;
the motor inverter 101 includes M bridge arms, a first end of each bridge arm in the M bridge arms is commonly connected to form a first bus end of the motor inverter 101, a second end of each bridge arm in the M bridge arms is commonly connected to form a second bus end of the motor inverter 101, each bridge arm includes two power switch units connected in series, the power switch units can be of a transistor, an IGBT, a MOS tube and other device types, a midpoint of each bridge arm is formed between the two power switch units, the motor winding 102 includes M phase windings, a first end of each phase winding in the M phase windings is connected with a midpoint of each bridge arm in the M bridge arms in a group in a one-to-one correspondence manner, and a second end of each phase winding in the M phase windings is commonly connected to form a neutral point, and the neutral point is connected with the switch module 104.
For example, when m=3, the motor inverter 101 includes three bridge arms, a first end of each of the three bridge arms is commonly connected to form a first bus end of the motor inverter 101, and a second end of each of the three bridge arms is commonly connected to form a second bus end of the motor inverter 101; the motor inverter 101 includes a first power switch unit, a second power switch unit, a third power switch unit, a fourth power switch unit, a fifth power switch and a sixth power switch, where the first power switch unit and the fourth power switch unit are connected in series to form a first path bridge arm, the second power switch unit and the fifth switch unit are connected in series to form a second path bridge arm, the third power switch unit and the sixth switch unit are connected in series to form a third path bridge arm, one ends of the first power switch unit, the third power switch unit and the fifth power switch unit are connected together and form a first bus end of the motor inverter 101, and one ends of the second power switch unit, the fourth power switch unit and the sixth power switch unit are connected together and form a second bus end of the motor inverter 101.
The motor winding 102 includes M-phase windings, wherein the first end of each phase winding in the M-phase windings is the first end of the motor winding 102, the first end of each phase winding in the M-phase windings is connected with the midpoint of each bridge arm in the M-path bridge arms in a one-to-one correspondence manner, and the second ends of each phase winding in the M-phase windings are commonly connected to form a neutral point.
For example, corresponding to the motor inverter 101, when the motor inverter 101 includes three-way bridge arms, the motor winding 102 includes three-phase windings, a first end of each phase winding in the three-phase windings is connected in one-to-one correspondence with a midpoint of each of the three-way bridge arms, and a second end of each phase winding in the three-phase windings is commonly connected to form a neutral point. The first phase winding of the three-phase winding is connected with the midpoint of the first bridge arm, the second phase winding of the three-phase winding is connected with the midpoint of the second bridge arm, and the third phase winding of the three-phase winding is connected with the midpoint of the third bridge arm.
The switch module 104 is configured to be turned on or off according to a control signal, so as to implement on or off between the motor winding 102 and the energy storage module 105, so that the battery pack 103 exchanges energy between the motor and the energy storage module 105 through the motor inverter 101.
The controller (not shown) may include a whole vehicle controller, a control circuit of the motor inverter 101, and a BMS battery manager circuit, which are connected through a CAN line. The controller is connected with the switch module 104 and the motor inverter 101, and controls the switch module 104 to be turned on or off according to the acquired information so as to enter different control modes. When the control switch module 104 is disconnected, a driving mode is entered, and the motor inverter 101, the motor winding 102 and the battery pack 103 form a motor driving circuit; when the control switch module 104 is turned on, a heating mode is entered, and the motor inverter 101, the motor winding 102, the switch module 104, the energy storage module 105 and the battery pack 103 form a heating circuit.
For the heating circuit, the heating circuit comprises a discharging process and a charging process, wherein the discharging process is to discharge the energy storage module 105 through the motor inverter 101 and the motor winding 102 by the battery pack 103, at this time, current flows out of the battery pack 103, and flows into the energy storage module 105 through the motor inverter 101 and the motor winding 102 to charge the energy storage module 105; the charging process means that the energy storage module 105 charges the battery pack 103 through the motor winding 102 and the motor inverter 101, at this time, current flows out from the energy storage module 105, and flows into the battery pack 103 through the motor winding 102 and the motor inverter 101, and when the discharging process and the charging process are performed, the internal resistance of the battery pack 103 is generated due to the internal resistance of the battery pack 103, and the temperature of the battery pack 103 is further increased, or even if the internal resistance of the battery pack 103 is not considered, the internal resistances of the battery pack 103 are generated due to the current flowing into the battery pack 103, and the motor inverter 101 and the motor winding 102 are generated due to the current flowing into the battery pack 103, so that a heating circuit is formed.
As shown in fig. 2, the control method of the energy conversion device includes:
and S101, acquiring the current speed state of the vehicle when the switch module is in fault conduction in the driving mode.
In step S101, in the driving mode, the switch module 104 is in an off state, the motor driving circuit formed by the motor inverter 101, the motor winding 102 and the battery pack 103 is in an operating state and outputs power, at this time, if the switch module 104 fails to be turned on, the energy conversion module does not receive a control signal for entering the heating mode, and the motor inverter 101, the motor winding 102, the switch module 104, the energy storage module 105 and the battery pack 103 form a heating circuit due to the failure conduction of the switch module 104, and the heating circuit has an adverse effect on the driving circuit, which results in a reduction of the control accuracy of the motor output torque, a rapid increase of the temperature of the energy storage module, and meanwhile, electromagnetic interference and other problems, so that in order to improve the accuracy of the motor output torque and adjust the temperature of the energy storage module 105, the output torque of the motor and the voltage of the energy storage module 105 need to be adjusted. Specifically, the current speed state of the vehicle is obtained first, the current speed of the vehicle can be obtained through a vehicle speed sensor, whether the vehicle is in a low-speed state or a high-speed state is judged according to the current speed of the vehicle, the motor rotating speed can be obtained, whether the vehicle is in the low-speed state or the high-speed state is judged according to the motor rotating speed, the current torque output value of the motor can be obtained, whether the vehicle is in the low-speed state or the high-speed state is judged according to the current torque output value of the motor, and then a corresponding control method is selected according to the current speed state of the vehicle to control. The fault may be various faults that cause a short circuit of the switching device, for example, when the switching device is a contactor, the contactor is subject to a sintering condition, that is, the contactor is always in a closed state.
Step s102, controlling the motor inverter 101 to adjust the current value flowing through the motor winding according to the current speed state of the vehicle to adjust the motor output torque value, and keeping the voltage of the energy storage module 105 within the preset range.
For step S102, after the contactor is sintered, the motor torque output value and the voltage on the energy storage module are affected, in this step, the motor inverter 101 is controlled to adjust the current value flowing through the motor winding according to the current speed state of the vehicle to adjust the motor output torque value and the voltage of the energy storage module 105, different adjustment modes are adopted according to the difference of the current speed of the vehicle to enable the motor output torque value to approach the motor target torque output value, the voltage of the energy storage module 105 is adjusted to be within a preset voltage range, a target voltage value can be selected within the preset voltage range, and then the current value flowing through the motor winding is adjusted according to the motor target torque output value and the target voltage value in combination with the current speed. When the current speed of the vehicle is in a low-speed running state, namely the current speed of the vehicle is smaller than a preset speed value, or the rotating speed of the motor is smaller than a preset rotating speed value, or the torque output value of the motor is smaller than a preset torque output value. In the low-speed running state, the current value flowing through the motor winding is further adjusted by adjusting the time of controlling the torque zero vector in the PWM signal, wherein the time of controlling the torque zero vector refers to the time period when no effective torque vector control signal is output in the time period, such as the time period t1, t4 and t7 shown in fig. 8, the time period t1, t4 and t7 are the time periods of the torque zero vector, and the time period t2, t3, t5 and t6 are the time periods of the torque non-zero vector. Wherein there is a correlation between the time of the torque zero vector and the voltage of the energy storage module 105, and adjusting the time of the torque zero vector can adjust the current value flowing through the heating circuit, thereby adjusting the voltage of the energy storage module 105. When the current speed of the vehicle is in a high-speed running state, the specific gravity of the torque zero vector in the PWM control signal is larger, and the specific gravity of the torque zero vector is reduced, so that the control method in the low-speed running stage is not applicable any more. When the current speed of the vehicle is in a high-speed running state, namely the current speed of the vehicle is not less than a preset speed value, or the rotating speed of the motor is not less than a preset rotating speed value, or the torque output value of the motor is not less than a preset torque output value. In the high-speed running state, the PWM control signal of the motor inverter 101 is controlled according to the target torque output value of the motor, the target voltage of the energy storage module 105 and the power supply voltage of the battery pack 103, so that the on-off state of each phase of bridge arm in the motor inverter 101 is controlled, and the voltage of the energy storage module 105 and the motor output torque value are regulated.
The first embodiment of the present application provides a control method of an energy conversion device, where the energy conversion device includes a motor inverter 101, a motor winding 102, a switch module 104, an energy storage module 105, and a controller, and in a driving mode, the switch module 104 is disconnected, and the motor inverter 101, the motor winding 102, and a battery pack 103 form a motor driving circuit; in the heating mode, the switch module 104 is conducted, and the motor inverter 101, the motor winding 102, the switch module 104, the energy storage module 105 and the battery pack 103 form a heating circuit; the control method comprises the steps of acquiring the current speed state of the vehicle when the switch module 104 is in fault conduction in a driving mode; the motor inverter 101 is controlled according to the current speed state of the vehicle to adjust the current value flowing through the motor winding to adjust the motor output torque value, and the voltage of the energy storage module 105 is kept in a preset range, the corresponding control mode is selected according to the current speed state of the vehicle to adjust the current value flowing through the motor winding, and then the motor output torque value and the voltage of the energy storage module 105 are adjusted, so that the output precision of the motor torque can be improved, and the temperature of the energy storage module 105 is increased within a reasonable range through adjusting the voltage of the energy storage module 105, and meanwhile, the problem of electromagnetic interference caused by current fluctuation is relieved.
For the heating circuit, the heating circuit comprises a discharging energy storage stage, a discharging energy release stage, a charging energy storage stage and a charging energy release stage.
When the heating circuit is in the discharging energy storage stage, the battery pack 103, the motor inverter 101, the motor winding 102, the switch module 104 and the energy storage module 105 form a discharging energy storage loop.
When the heating circuit is in a discharging energy release stage, the motor winding 102, the switch module 104, the energy storage module 105 and the motor inverter 101 form a discharging energy release loop;
when the heating circuit is in a charging energy storage stage, the energy storage module 105, the switch module 104, the motor winding 102 and the motor inverter 101 form a charging energy storage loop;
when the heating circuit is in the charging and energy releasing stage, the energy storage module 105, the switch module 104, the motor winding 102, the motor inverter 101 and the battery pack 103 form a charging and energy releasing loop.
The heating circuit comprises a discharging process and a charging process, and one discharging process and one charging process form one charging and discharging period. The discharging process comprises a discharging energy storage loop and a discharging energy release loop, the charging process comprises a charging energy storage loop and a charging energy release loop, when the discharging energy storage loop is controlled to work through the motor inverter 101, the battery pack 103 outputs electric energy to enable the motor winding 102 to store energy; when the discharge energy release loop is controlled to work through the motor inverter 101, the battery pack 103 discharges and the motor winding 102 releases energy to charge the energy storage module 105; when the motor inverter 101 controls the charging energy storage loop to work, the energy storage module 105 discharges to charge the battery pack 103, and the motor winding 102 stores energy; when the charging and energy releasing loop is controlled to work through the motor inverter 101, the motor winding 102 releases energy to charge the battery pack 103. The discharging process of the battery pack 103 to the energy storage module 105 and the charging process of the energy storage module 105 to the battery pack 103 are alternately performed by controlling the motor inverter 101, so that the internal resistance of the battery pack 103 is heated, and the temperature of the battery pack 103 is increased; in addition, the current value flowing through the motor winding is adjusted by controlling the duty ratio of the PWM control signal of the energy storage module 105, which is equivalent to controlling the on time of the upper arm and the lower arm, and the current in the heating circuit is increased or decreased by controlling the on time of the upper arm or the lower arm to be longer or shorter, so that the heating power generated by the battery pack 103 can be adjusted.
When the discharging process and the charging process are controlled, the discharging energy storage loop, the discharging energy release loop, the charging energy storage loop and the charging energy release loop can be controlled to work in sequence, the current value flowing through the motor winding can be adjusted by controlling the duty ratio of the PWM control signal of the motor inverter 101, the discharging energy storage loop and the discharging energy release loop in the discharging process can be controlled to be conducted alternately for discharging, the charging energy storage loop and the charging energy release loop in the charging process can be controlled to be conducted alternately for discharging, and the current value flowing through the discharging process and the charging process can be respectively adjusted by controlling the duty ratio of the PWM control signal of the motor inverter 101.
As one embodiment, controlling the motor inverter 101 to adjust the value of the current flowing through the motor winding according to the current speed state of the vehicle in step S102 includes:
when the current speed state of the vehicle is a low-speed running state, the upper bridge arm or the lower bridge arm of each phase bridge arm in the motor inverter 101 is controlled to be simultaneously conducted, and the current value flowing through the motor winding is regulated.
Further, controlling the time for simultaneously conducting the upper bridge arm or the lower bridge arm of each phase of bridge arm in the motor inverter 101 includes:
In one charge-discharge period of the heating circuit, the time for controlling the upper bridge arm of each phase bridge arm to be simultaneously conducted in the motor inverter 101 is not equal to the time for controlling the lower bridge arm of each phase bridge arm to be simultaneously conducted.
In order to specifically explain the control manner of the low-speed running state, first, the situation that the switch module 104 is sintered in this embodiment is described by a specific circuit structure, as shown in fig. 3, the energy conversion device includes a motor inverter 101, a motor winding 102, a bus capacitor C1, an energy storage capacitor C2, a switch K1, a switch K2, a switch K3, a switch K4, and a resistor R, where the positive electrode of the battery pack 103 is connected to the first end of the resistor R and the first end of the switch K2, the second end of the resistor R is connected to the first end of the switch K3, the second end of the switch K3 is connected to the second end of the switch K2, the first end of the capacitor C1, and the first bus end of the motor inverter 101, the midpoints of the bridge arms of the motor inverter 101 are respectively connected to the three-phase windings of the motor winding 102, the connection point of the three-phase windings of the motor winding is connected to the first end of the switch K1, the second end of the switch K1 is connected to the first end of the energy storage capacitor C2, and the second end of the energy storage capacitor C2 is connected to the second end of the bus capacitor K4.
The motor inverter 101 includes a first power switch unit, a second power switch unit, a third power switch unit, a fourth power switch unit, a fifth power switch unit and a sixth power switch unit, where the first power switch unit and the fourth power switch unit form a first bridge arm, the third power switch unit and the sixth power switch unit form a second bridge arm, the fifth power switch unit and the second power switch unit form a third bridge arm, one ends of the first power switch unit, the third power switch unit and the fifth power switch unit are commonly connected and form a first bus end of the motor inverter 101, one ends of the second power switch unit, the fourth power switch unit and the sixth power switch unit are commonly connected and form a second bus end of the motor inverter 101, a first phase winding of the motor winding 102 is connected with a midpoint of the first bridge arm, a second phase winding of the motor winding 102 is connected with a midpoint of the second bridge arm, and a third phase winding of the motor winding 102 is connected with a midpoint of the third bridge arm.
The first power switch unit in the motor inverter 101 comprises a first upper bridge arm VT1 and a first upper bridge diode VD1, the second power switch unit comprises a second lower bridge arm VT2 and a second lower bridge diode VD2, the third power switch unit comprises a third upper bridge arm VT3 and a third upper bridge diode VD3, the fourth power switch unit comprises a fourth lower bridge arm VT4 and a fourth lower bridge diode VD4, the fifth power switch unit comprises a fifth upper bridge arm VT5 and a fifth upper bridge diode VD5, the sixth power switch unit comprises a sixth lower bridge arm VT6 and a sixth lower bridge diode VD6, the three-phase alternating current motor is a three-phase four-wire system, can be a permanent magnet synchronous motor or an asynchronous motor, and a neutral line is led out from a connecting midpoint of the three-phase windings.
When the switch K1 is in a conducting state in the sintering condition, the battery pack 103 and the capacitor C2 start to charge and discharge, and the method comprises the following steps:
the first stage is to work for a discharge energy storage loop: as shown in fig. 4, when the upper bridge arm of the motor inverter 101 is turned on, the current flowing from the positive electrode of the battery pack 103 passes through the switch K2, and then flows back to the negative electrode of the battery pack 103 through the upper bridge arm (the first upper bridge arm VT1, the third upper bridge arm VT3, and the fifth upper bridge arm VT 5) of the motor inverter 101, the motor winding 102, the switch K1, and the energy storage capacitor C2, and the current is continuously increased, and in this process, the battery pack 103 discharges to the outside, so that the voltage of the energy storage capacitor C2 is continuously increased.
The second stage is the work of a discharge energy release circuit: as shown in fig. 5, the upper bridge arm of the motor inverter 101 is opened, the lower bridge arm is closed, the current flows out from the connection point of the motor winding 102, flows to the positive electrode of the energy storage capacitor C2 through the switch K1, and then flows back to the motor winding 102 through the lower bridge arm (the second lower bridge diode VD2, the fourth lower bridge diode VD4 and the sixth lower bridge diode VD 6) of the motor inverter 101 respectively, the current is continuously reduced, the voltage of the energy storage capacitor C2 is continuously increased, and when the current is reduced to zero, the voltage of the capacitor C2 reaches the maximum value.
The third stage is to charge the energy storage loop work: as shown in fig. 6, the lower arm of the motor inverter 101 is controlled to be turned on, and current flows out from the energy storage capacitor C2, and flows through the motor winding 102 and the lower arm (the second lower arm VT2, the fourth lower arm VT4, and the sixth lower arm VT 6) of the motor inverter 101, respectively, to the negative electrode of the energy storage capacitor C2.
The fourth stage is to work for the charging and energy releasing circuit: as shown in fig. 7, the upper bridge arm of the motor inverter 101 is turned on, the current flows out from the positive electrode of the energy storage capacitor C2 and the motor winding 102, and flows to the positive electrode of the battery pack 103 through the upper bridge arm (the first upper bridge diode VD1, the third upper bridge diode VD3, and the fifth upper bridge diode VD 5) of the motor inverter 101, and finally flows back to the negative electrode of the energy storage capacitor C2, wherein the current paths of charging and discharging the capacitor C2 are shown in fig. 4 to 7.
During the motor driving process, after the switch K1 fails and is sintered, the neutral point of the motor winding 102 and the anode of the capacitor C2 are kept in a connected state, and the capacitor C2 is continuously and frequently discharged and discharged due to the periodical change of the voltage of the neutral point of the motor winding 102. The reason why the capacitor C2 is charged and discharged frequently is that in the motor driving process, the three-phase bridge arm of the motor inverter 101 is controlled to switch, and the specific switching vectors of the three-phase bridge arm are shown in fig. 8. Sa represents the PWM wave of the a phase of motor inverter 101, sb represents the PWM wave of the B phase of motor inverter 101, sc represents the PWM wave of the C phase of motor inverter 101, where high level represents the upper arm being on and low level represents the lower arm being on (without taking dead zone effects into account). In a switching period T, according to the opening change of the three-phase PWM wave, the time can be divided into seven stages of T1, T2, T3, T4, T5, T6 and T7, wherein T1, T4 and T7 are motor torque zero vectors, the motor torque zero vectors do not participate in motor torque control, and T2, T3, T5 and T6 are torque non-zero vectors, so that the control of motor vector voltage, namely the control of motor torque, is completed. Normally, in the motor vector control, a seven-segment control method, that is, t1+t7=t4, is generally adopted, so as to suppress the harmonic wave of the three-phase current, so as to improve the torque quality.
As shown in fig. 9, un is the neutral point voltage of the motor inverter 101, ic2 is the current of the capacitor C2, and Uc2 is the voltage value of the capacitor C2. In a switching period T, because the torque zero vector represented by T4 is the opening of the three-phase upper bridge arm, the corresponding neutral point voltage is the busbar voltage Udc; the torque zero vector represented by t1 and t7 is a three-phase lower bridge arm which is opened, so that the corresponding neutral point voltage is 0; the torque non-zero vector represented by t2 and t6 has one phase upper bridge arm opened, so the corresponding neutral point voltage is Udc/3, and the torque vector represented by t3 and t5 has two bridge arms connected with the upper bridge arm, so the corresponding neutral point voltage is Udc 2/3. The torque zero vector t4 causes the capacitor C2 to generate a larger positive current change rate, so that the current of the capacitor C2 positively changes, the zero vectors t1 and t7 cause the capacitor C2 to generate a larger negative current change rate, so that the current of the capacitor C2 negatively changes, and particularly in the low rotating speed stage of the motor, the current change on the capacitor C2 is larger and the corresponding change range of the voltage of the capacitor C2 is larger because the torque non-zero vector is short and the torque zero vector is longer.
Although the switch K1 sinters, the voltage of the capacitor C2 remains 0 because the three-phase arm of the motor inverter 101 is in the off state. If the PWM wave is turned on according to the existing control manner, because the zero vector corresponding to T4 is close to T/2, that is, the time for simultaneously turning on the three-phase upper bridge arm is also T/2, in this process, a larger current impact will occur on C2, and the upper bridge arm of the three-phase bridge arm of the motor inverter 101 will also have a larger current impact, which may trigger the overcurrent protection.
In order to solve the above problem, in this embodiment, when the motor speed is low after the PWM wave of the three-phase bridge arm of the motor inverter 101 is turned on and starts to enter the low-speed driving stage, the required torque non-zero vector is small, the torque zero vector still occupies a large proportion, and the first control manner may keep the length of t4 small and the lengths of t1 and t7 large according to the control method in the PWM wave turning on process, so that the voltage of the capacitor C2 is at a low value. The second control mode can gradually increase the length of t4 and gradually decrease the lengths of t1 and t7, so that the voltage of the capacitor C2 is gradually increased, and the capacitor C is stable after being increased to a higher value, namely, a larger t4 time length and smaller t1 and t7 time lengths are maintained.
When the sintering condition of the switch K1 occurs in the low-speed running state, the zero vector is redistributed, the opening time of the three-phase upper bridge arm can be shortened by shortening t4 and increasing t1 and t7 so as to weaken the current impact on C2, the larger t4 time length and the smaller t1 and t7 time length can be maintained, the current impact on C2 can be weakened, and the electromagnetic interference caused by the current impact on C2 can be avoided.
As an embodiment, as shown in fig. 10, controlling the motor inverter to adjust the value of the current flowing through the motor winding according to the current speed state of the vehicle in step S102 includes:
And S103, when the current speed state of the vehicle is a high-speed running state, acquiring a target torque output value of the motor and a target voltage of the energy storage module.
In step S103, the rotation speed of the motor is obtained, and since the rotation speed of the motor is related to the target voltage of the energy storage module, the rotation speed of the motor can be used as a control basis of the target voltage of the energy storage module, and when the rotation speed of the motor is in a high-speed region, the vehicle controller obtains the target voltage of the energy storage module corresponding to the rotation speed of the motor and the target torque output value of the motor, and can obtain the target torque output value of the motor according to the rotation speed requirement and the speed requirement of the motor.
And S104, controlling the on-off state of each phase of bridge arm in the motor inverter according to the target torque output value of the motor, the target voltage of the energy storage module and the power supply voltage of the battery pack so as to simultaneously adjust the voltage of the energy storage module to be kept in a preset range and the motor output torque value.
In step S104, the circuit structure of the energy conversion device is used to obtain the duty ratio of the PWM signal for controlling the three-phase inverter according to the target voltage of the energy storage module and the power supply voltage of the battery pack, and the duty ratio of the PWM signal for controlling the three-phase bridge arm can be obtained by calculating according to a preset formula according to the target voltage of the energy storage module and the power supply voltage of the battery pack, and the on-off state of the three-phase bridge arm is controlled according to the duty ratio, so as to obtain the required voltage of the energy storage module and the motor torque output value.
As an embodiment, as shown in fig. 11, step S104 includes:
and S401, acquiring target current of each phase winding of the motor winding according to the position of the motor rotor, the power supply voltage of the battery pack and the target torque output value of the motor.
In step S401, a driving power is obtained according to the motor rotation speed and the motor target torque output value, wherein the driving power p1=n×te/9550; n is the motor rotation speed, te is the motor torque output value, and then the output current of the battery pack is calculated according to the driving power and the power supply voltage of the battery pack, wherein the output current of the battery pack is the input current of the three-phase winding, and the output current I=P1/U is obtained from the battery pack 1 Obtaining a target current of each phase winding of the three-phase winding according to a motor rotor position, a power supply voltage of a battery pack and a motor torque output value through the following formulas 1, 2 and 3:
equation 1:
equation 2: ia+ib+ic=i
Equation 3: p= (ia×ia+ib×ib+ic×ic) ×r
Wherein alpha is the rotor angle, IA, IB, IC is the current of each phase winding of the three-phase winding, I is the target input current, te is the motor torque output value, lambda, rho, L d ,L q And P is heating power, and R is equivalent impedance of the three-phase motor.
And S402, acquiring a first average duty ratio of control pulses of the motor inverter according to the target voltage of the energy storage module and the power supply voltage of the battery pack.
Wherein, step S402 includes:
obtaining a first average duty ratio of control pulses of the motor inverter according to a target voltage of the energy storage module and a power supply voltage of the battery pack through the following formula:
U 1 ＝U 2 ×D 0 -IR, wherein U 2 For supplying power to battery pack, U 1 For the target voltage of the energy storage module, D 0 A first average duty cycle of control pulses for the motor inverter, I being the input current to the motor windings, R being the motorEquivalent impedance of the windings.
S403, obtaining a first target duty ratio of control pulses of each phase of bridge arm according to the first average duty ratio and target current of each phase of winding, and controlling each phase of bridge arm according to the first target duty ratio of the control pulses of each phase of bridge arm so as to adjust voltage of an energy storage module and output torque value of a motor.
Wherein, the step S403 of obtaining the first target duty ratio of the control pulse of each phase bridge arm according to the first average duty ratio and the target current of each phase winding includes:
obtaining a first target duty ratio of control pulses of each phase bridge arm according to the first average duty ratio, the target current of each phase winding and the power supply voltage of the battery pack:
Wherein I is 1 For the target current of each phase winding, I is the input current of the motor winding, R 1 D is the equivalent impedance between the positive electrode of the energy storage module and the midpoint of each phase of bridge arm 1 For a first target duty cycle of the control pulse of each phase leg, R is the equivalent impedance of the motor winding.
And sequentially obtaining the first target duty ratio of each phase of bridge arm according to the formula, and controlling each phase of bridge arm according to the first target duty ratio of the control pulse of each phase of bridge arm so as to adjust the voltage of the energy storage module and control the output torque value of the motor.
Further, as shown in fig. 12, in step S403, the first target duty ratio of the control pulse of each phase bridge arm is obtained according to the first average duty ratio and the target current of each phase winding, and then further includes:
s404, obtaining the actual voltage of the energy storage module, and performing PID control operation through a PID regulator according to the actual voltage and the target voltage of the energy storage module to obtain the average duty ratio variation of the control pulse of the motor inverter.
S405, obtaining a second average duty ratio according to the first average duty ratio and the average duty ratio variation;
s406, obtaining a second target duty ratio of control pulses of each phase of bridge arm according to the second average duty ratio and the target current of each phase of winding, and controlling each phase of bridge arm according to the second target duty ratio of the control pulses of each phase of bridge arm so as to adjust the output torque value of the motor and the voltage of the energy storage module.
In step S404, as shown in fig. 13, performing PID control operation through a PID regulator according to the actual voltage and the target voltage of the energy storage module to obtain an average duty ratio variation of a control pulse of the motor inverter, including:
s410, acquiring a voltage difference value between the actual voltage of the energy storage module and the target voltage;
and S411, calculating the change increment of the average duty ratio of the energy storage module according to the voltage difference and the proportion coefficient of the PID regulator when the actual voltage of the energy storage module is smaller than the target voltage.
And S412, calculating the average duty ratio variation decrement of the energy storage module according to the voltage difference and the proportion coefficient of the PID regulator when the actual voltage of the energy storage module is larger than the target voltage.
In step S404, when the target voltage of the energy storage module is greater than the actual voltage, the average duty ratio of the outputted three-phase electric control pulse is gradually increased to increase the actual voltage of the bus capacitor, and when the target voltage of the bus capacitor is less than the actual voltage, the average duty ratio of the outputted three-phase electric control pulse is gradually decreased to decrease the actual voltage of the bus capacitor.
In the above steps, the actual voltage of the energy storage module is realized by the motor controller through the adjustment of the average duty ratio of the three-phase electric control pulse, and the target voltage of the energy storage module is assumed to be U * Acquiring the actual voltage of the energy storage module as U, and comparing the voltage difference (U * -U) is input to a PID regulator, and the average duty ratio K (U) of the three-phase pulse is output after calculation by the PID regulator * -U), wherein K is a scaling factor set in the PID regulator, if the actual voltage U of the energy storage module is greater than the target voltage U of the bus capacitance * The average duty ratio of the three-phase electric control pulse output by the PID regulator is reducedSo that the actual voltage of the energy storage module is reduced; in contrast, the actual voltage U of the energy storage module is smaller than the target voltage U of the bus capacitor * When the PID regulator outputs three-phase electric control pulse, the average duty ratio of the three-phase electric control pulse is increased, so that the actual voltage of the bus capacitor is increased.
Besides, besides controlling the voltage, the average duty ratio can be controlled according to the input current of the control three-phase winding, so that the actual input current reaches the target input current, when the actual input current is smaller than the target input current, the three-phase average duty ratio is increased, and conversely, when the actual input current is larger than the target input current, the three-phase average duty ratio is reduced, and the control of the input current can be completed by automatically controlling the PID regulator, so that the actual charging current is always near the target.
Further, as shown in fig. 14, in step 403, the first target duty cycle of the control pulse of each phase bridge arm is obtained according to the first average duty cycle and the target current of each phase winding, and then further includes:
s407, obtaining actual current of each phase winding, and performing PID control operation through a PID regulator according to the actual current and the target current of each phase winding to obtain the duty ratio variation of the control pulse of each phase bridge arm;
s408, obtaining a third target duty ratio according to the first target duty ratio and the duty ratio variation;
and S409, controlling each phase of bridge arm according to the third target duty ratio so as to adjust the output torque value of the motor and adjust the voltage of the energy storage module.
Further, as shown in fig. 15, in step S407, the duty ratio variation of the control pulse of each phase bridge arm is obtained by performing PID control operation through a PID regulator according to the actual current and the target current of each phase winding, including:
s413, obtaining a current difference value between the actual current and the target current of each phase of winding;
s414, when the target current of each phase winding is larger than the actual current, calculating the duty ratio change increment of the phase bridge arm according to the current difference value and the proportion coefficient of the PID regulator;
And S415, when the target current of each phase winding is smaller than the actual current, calculating the change decrement of the duty ratio of the phase bridge arm according to the current difference value and the proportionality coefficient of the PID regulator.
In the step, when the target current of each phase of bridge arm is larger than the actual current, the output duty ratio change increment is gradually increased so as to increase the actual current of each phase of bridge arm; when the target current of each phase bridge arm is smaller than the actual current, the output duty ratio change decrement is gradually reduced so as to reduce the actual current of each phase bridge arm. The control of the three-phase bridge arm current is mainly realized by superposing the increment on the basis of the average duty ratio of the three-phase electric control pulse. Assuming that the target current output by the phase A Is, and the target value Is, the current difference (Is-Is) Is input into a PID controller, and the phase A pulse duty cycle increment value Is output after PID calculation. If the actual current Is of the A phase Is smaller than the target value Is, the duty ratio of the A phase output by the PID Is increased, so that the output current of the A phase Is increased; when the actual current Is of the phase a Is larger than the target value Is, the duty ratio of the phase a outputted by the PID will be reduced, so that the output current of the phase a Is reduced, and the voltage control of the phase B and the phase C Is the same as that of the phase a, which Is not described in detail.
In this embodiment, a superimposed amount is added to the average duty ratio to complete the control of the three-phase current, so that the actual value of the three-phase current reaches the target value of the three-phase current. When the actual charging current of a certain phase is smaller than the target value, the superposition amount of the duty ratio of the phase is increased, and conversely, when the actual charging current is larger than the target value, the superposition amount of the duty ratio of the phase is reduced, the actual current of three phases can be always near the target by PID automatic control, and the control of torque output is realized by controlling the three-phase current.
In this embodiment, after entering the high-speed driving stage, the specific gravity of the torque vector is large, and the specific gravity of the zero vector is reduced, so that the control method of the low-speed stage is not applicable any more. In the high-speed phase T4, the specific time is reduced by T1 and T7, the fluctuation amount in the switching period T is relatively small, and the fluctuation amount related to the three-phase current frequency starts to be prominent, so that a control method of C2 voltage stabilization is needed, according to fig. 16, a capacitor C2 voltage command Uc2 is obtained, and the actual difference between the capacitor C2 voltages obtained by sampling is sampled, and the difference is subjected to PID calculation, so as to finally obtain the corresponding zero vector value (three-phase duty ratio conversion amount) in the three-phase PWM wave. And the torque vector value (three-phase average duty ratio) and the zero vector value (three-phase duty ratio conversion quantity) are synthesized to obtain a final target PWM wave of the three-phase bridge arm, namely the duty ratio value of the three-phase PWM, so that the cooperative control of the motor torque output value and the capacitor C2 voltage is realized, and the capacitor C2 current cannot generate fluctuation related to the three-phase current period due to the stability of the capacitor C2 voltage.
The second embodiment of the invention provides an energy conversion device, which comprises a motor inverter, a motor winding, a switch module and an energy storage module;
the first converging end of the motor inverter is connected with the positive electrode of the battery pack, the second converging end of the motor inverter is connected with the negative electrode of the battery pack, the first end of the motor winding is connected with the motor inverter, the second end of the motor winding is connected together to form a neutral point, and the energy storage module and the switch module are connected between the neutral point of the motor winding and the second converging end of the motor inverter, wherein the energy storage module and the switch module are connected in series;
in a driving mode, the switch module is disconnected, and the motor inverter, the motor winding and the battery pack form a motor driving circuit;
in a heating mode, the switch module is conducted, and the motor inverter, the motor winding, the switch module, the energy storage module and the battery pack form a heating circuit;
the energy conversion device further includes a controller for:
when the switch module is in fault conduction in the driving mode, a motor torque output value and/or a motor rotating speed are/is obtained;
and controlling the motor inverter to adjust the current value flowing through the motor winding according to the motor torque output value and/or the motor rotating speed so as to enable the motor to output torque and enable the voltage of the energy storage module to be kept in a preset range.
The specific control method of the controller may refer to the above embodiment, and will not be described herein.
The third embodiment of the present invention also provides a vehicle, which includes the energy conversion device provided in the second embodiment.
The above embodiments are only for illustrating the technical solution of the present application, and are not limiting thereof; although the present application has been described in detail with reference to the foregoing embodiments, it should be understood by those of ordinary skill in the art that: the technical scheme described in the foregoing embodiments can be modified or some technical features thereof can be replaced by equivalents; such modifications and substitutions do not depart from the spirit and scope of the technical solutions of the embodiments of the present application, and are intended to be included in the scope of the present application.

Claims (12)

1. The control method of the energy conversion device is characterized in that the energy conversion device comprises a motor inverter, a motor winding, a switch module and an energy storage module;
the first converging end of the motor inverter is connected with the positive electrode of the battery pack, the second converging end of the motor inverter is connected with the negative electrode of the battery pack, the first end of the motor winding is connected with the motor inverter, the second ends of the motor winding are connected together to form a neutral point, and the energy storage module and the switch module are connected between the neutral point of the motor winding and the second converging end of the motor inverter, wherein the energy storage module and the switch module are connected in series;
In a driving mode, the switch module is disconnected, and the motor inverter, the motor winding and the battery pack form a motor driving circuit;
in a heating mode, the switch module is conducted, the motor inverter, the motor winding, the switch module, the energy storage module and the battery pack form a heating circuit, and the motor inverter is controlled to circularly charge and discharge the battery pack and the energy storage module so as to heat the inside of the battery;
the control method comprises the following steps:
acquiring the current speed state of the vehicle when the switch module is in fault conduction in a driving mode;
and controlling the motor inverter to adjust the current value flowing through the motor winding according to the current speed state of the vehicle so as to adjust the motor output torque value, and keeping the voltage of the energy storage module within a preset range.
2. The control method of claim 1, wherein said controlling said motor inverter to regulate the value of current flowing through said motor winding in accordance with the current speed state of said vehicle comprises:
when the current speed state of the vehicle is a low-speed running state, controlling the time of simultaneously conducting the upper bridge arm or the lower bridge arm of each phase of bridge arm in the motor inverter, and adjusting the current value flowing through the motor winding.
3. The control method of claim 2, wherein the controlling the time for which the upper leg or the lower leg of each phase leg of the motor inverter is simultaneously turned on includes:
and in one charge-discharge period of the heating circuit, controlling the time of simultaneously conducting the upper bridge arms of all the phase bridge arms in the motor inverter to be unequal to the time of simultaneously conducting the lower bridge arms of all the phase bridge arms.
4. The control method of claim 1, wherein said controlling said motor inverter to regulate the value of current flowing through said motor winding in accordance with the current speed state of said vehicle comprises:
when the current speed state of the vehicle is a high-speed running state, acquiring a target torque output value of a motor and a target voltage of the energy storage module;
and controlling the on-off state of each phase of bridge arm in the motor inverter according to the target torque output value of the motor, the target voltage of the energy storage module and the power supply voltage of the battery pack so as to simultaneously adjust the voltage of the energy storage module to be kept in a preset range and the motor output torque value.
5. The control method according to claim 4, wherein the controlling the on-off state of the three-phase bridge arm according to the motor target torque output value, the target voltage of the energy storage module, and the power supply voltage of the battery pack includes:
Obtaining target current of each phase winding of the motor winding according to the position of the motor rotor, the power supply voltage of the battery pack and the target torque output value of the motor;
acquiring a first average duty ratio of control pulses of the motor inverter according to the target voltage of the energy storage module and the power supply voltage of the battery pack;
and acquiring a first target duty ratio of the control pulse of each phase of bridge arm according to the first average duty ratio and the target current of each phase of winding, and controlling each phase of bridge arm according to the first target duty ratio of the control pulse of each phase of bridge arm so as to adjust the voltage of the energy storage module and the output torque value of the motor.
6. The control method of claim 5, wherein the obtaining a first average duty cycle of control pulses of the motor inverter based on a target voltage of the energy storage module and a supply voltage of the battery pack comprises:
obtaining a first average duty ratio of control pulses of the motor inverter according to a target voltage of the energy storage module and a power supply voltage of the battery pack through the following formula:
U 1 ＝U 2 ×D 0 -IR, wherein U 2 For supplying power to battery pack, U 1 For the target voltage of the energy storage module, D 0 The first average duty ratio of the control pulse of the motor inverter is that I is the input current value of the motor winding, and R is the equivalent resistance value of the motor winding.
7. The control method of claim 5, wherein the obtaining a first target duty cycle of the control pulse for each phase leg based on the first average duty cycle and the target current for each phase winding, further comprises:
acquiring the actual voltage of the energy storage module, and performing PID control operation through a PID regulator according to the actual voltage and the target voltage of the energy storage module to obtain the average duty ratio variation of the control pulse of the motor inverter;
obtaining a second average duty cycle according to the first average duty cycle and the average duty cycle variation;
and obtaining a second target duty ratio of the control pulse of each phase of bridge arm according to the second average duty ratio and the target current of each phase of winding, and controlling each phase of bridge arm according to the second target duty ratio of the control pulse of each phase of bridge arm so as to adjust the output torque value of the motor and the voltage of the energy storage module.
8. The control method according to claim 7, wherein the step of performing PID control operation by a PID regulator according to the actual voltage and the target voltage of the energy storage module to obtain the average duty ratio variation of the control pulse of the motor inverter includes:
Acquiring a voltage difference value between the actual voltage of the energy storage module and the target voltage;
when the actual voltage of the energy storage module is larger than the target voltage, calculating the average duty ratio change increment of the energy storage module according to the voltage difference value and the proportion coefficient of the PID regulator;
and when the actual voltage of the energy storage module is smaller than the target voltage, calculating the average duty ratio variation decrement of the energy storage module according to the voltage difference value and the proportion coefficient of the PID regulator.
9. The control method of claim 5, wherein the obtaining a first target duty cycle of the control pulse for each phase leg based on the first average duty cycle and the target current for each phase winding, further comprises:
acquiring the actual current of each phase winding, and performing PID control operation through a PID regulator according to the actual current and the target current of each phase winding to obtain the duty ratio variation of the control pulse of each phase bridge arm;
obtaining a third target duty cycle according to the first target duty cycle and the duty cycle variation;
and controlling each phase of bridge arm according to the third target duty ratio so as to enable the motor to output torque and adjust the voltage of the energy storage module.
10. The control method according to claim 9, wherein the step of obtaining the duty ratio variation of the control pulse of each phase leg by performing PID control operation through a PID regulator according to the actual current and the target current of each phase winding comprises:
acquiring a current difference value between the actual current and the target current of each phase winding;
when the target current of each phase winding is larger than the actual current, calculating the duty ratio change increment of the phase bridge arm according to the current difference value and the proportion coefficient of the PID regulator;
and when the target current of each phase winding is smaller than the actual current, calculating the change decrement of the duty ratio of the phase bridge arm according to the current difference value and the proportionality coefficient of the PID regulator.
11. The energy conversion device is characterized by comprising a motor inverter, a motor winding, a switch module and an energy storage module;
the first converging end of the motor inverter is connected with the positive electrode of the battery pack, the second converging end of the motor inverter is connected with the negative electrode of the battery pack, the first end of the motor winding is connected with the motor inverter, the second ends of the motor winding are connected together to form a neutral point, and the energy storage module and the switch module are connected between the neutral point of the motor winding and the second converging end of the motor inverter, wherein the energy storage module and the switch module are connected in series;
In a driving mode, the switch module is disconnected, and the motor inverter, the motor winding and the battery pack form a motor driving circuit;
in a heating mode, the switch module is conducted, the motor inverter, the motor winding, the switch module, the energy storage module and the battery pack form a heating circuit, and the motor inverter is controlled to circularly charge and discharge the battery and the energy storage module so as to heat the interior of the battery;
the energy conversion device further includes a controller for:
acquiring the current speed state of the vehicle when the switch module is in fault conduction in a driving mode;
and controlling the motor inverter to adjust a current value flowing through the motor winding according to the current speed state of the vehicle so as to enable the motor to output torque, and enabling the voltage of the energy storage module to be kept in a preset range.
12. A vehicle characterized in that it comprises the energy conversion device according to claim 11.
CN202010501785.6A 2020-06-04 2020-06-04 Vehicle, energy conversion device, and control method therefor Active CN113752851B (en)

Priority Applications (1)

Application Number Priority Date Filing Date Title
CN202010501785.6A CN113752851B (en) 2020-06-04 2020-06-04 Vehicle, energy conversion device, and control method therefor

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
CN202010501785.6A CN113752851B (en) 2020-06-04 2020-06-04 Vehicle, energy conversion device, and control method therefor

Publications (2)

Publication Number Publication Date
CN113752851A CN113752851A (en) 2021-12-07
CN113752851B true CN113752851B (en) 2023-08-08

Family

ID=78783722

Family Applications (1)

Application Number Title Priority Date Filing Date
CN202010501785.6A Active CN113752851B (en) 2020-06-04 2020-06-04 Vehicle, energy conversion device, and control method therefor

Country Status (1)

Country Link
CN (1) CN113752851B (en)

Families Citing this family (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN114421848B (en) * 2022-01-21 2023-09-19 安徽大学 Fault-tolerant control method for short-circuit fault of switched reluctance motor
CN114834319B (en) * 2022-03-04 2023-06-06 华为电动技术有限公司 Power battery heating method and device, chip system and electric automobile
CN114523881B (en) * 2022-03-07 2024-02-27 臻驱科技（上海）有限公司 Power assembly circuit of electric automobile and power battery heating method
CN115378061B (en) * 2022-05-10 2024-02-13 宁德时代新能源科技股份有限公司 Power battery control circuit, system and control method thereof

Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN106882181A (en) * 2015-12-15 2017-06-23 现代自动车株式会社 For the power control system of motor vehicle driven by mixed power
CN107276415A (en) * 2017-07-17 2017-10-20 南京南瑞集团公司 A kind of electric automobile driving and charging integrated power conversion device
CN210225008U (en) * 2019-08-15 2020-03-31 比亚迪股份有限公司 Energy conversion device and vehicle
CN110971173A (en) * 2018-12-21 2020-04-07 比亚迪股份有限公司 Charging method of power battery, motor control circuit and vehicle

Family Cites Families (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP5993616B2 (en) * 2012-05-25 2016-09-14 日立オートモティブシステムズ株式会社 Electric motor drive control device
DE102015208747A1 (en) * 2015-05-12 2016-11-17 Continental Automotive Gmbh Vehicle-side charging circuit for a vehicle with electric drive and method for operating a vehicle-side converter and using at least one winding of a vehicle-side electric machine for temporary storage

Patent Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN106882181A (en) * 2015-12-15 2017-06-23 现代自动车株式会社 For the power control system of motor vehicle driven by mixed power
CN107276415A (en) * 2017-07-17 2017-10-20 南京南瑞集团公司 A kind of electric automobile driving and charging integrated power conversion device
CN110971173A (en) * 2018-12-21 2020-04-07 比亚迪股份有限公司 Charging method of power battery, motor control circuit and vehicle
CN210225008U (en) * 2019-08-15 2020-03-31 比亚迪股份有限公司 Energy conversion device and vehicle

Also Published As

Publication number Publication date
CN113752851A (en) 2021-12-07

Similar Documents

Publication Publication Date Title
CN113752851B (en) Vehicle, energy conversion device, and control method therefor
CN111660875B (en) Vehicle, energy conversion device, and control method therefor
JP7288057B2 (en) Method for charging power battery and method for charging power battery for vehicle
CN113752908B (en) Vehicle, energy conversion device, and control method therefor
CN111347925B (en) Vehicle, motor control circuit, power battery charging method and heating method
CN111347900B (en) Vehicle, motor control circuit and power battery charging and heating method
CN113002366B (en) Electric automobile and power battery heating system and heating method thereof
CN111347936B (en) Vehicle and power battery heating method and device thereof
CN113119801B (en) Vehicle, energy conversion device, and control method therefor
JP7361807B2 (en) Energy conversion equipment and vehicles
CN113119802B (en) Vehicle, energy conversion device, and control method therefor
CN111355429A (en) Motor driving apparatus, control method, vehicle, and readable storage medium
CN112550078B (en) Cooperative control method and device for energy conversion device, storage medium and vehicle
CN113752912B (en) Vehicle, energy conversion device, and control method therefor
CN113119804A (en) Energy conversion device, control method, vehicle, and readable storage medium
CN112224054B (en) Energy conversion device and vehicle
CN113783477B (en) Multi-working-mode motor driving system for electric automobile
EP4043254A1 (en) Energy conversion device and vehicle
CN112224034B (en) Energy conversion device and vehicle
CN111355414A (en) Vehicle, motor drive device, control method, and readable storage medium
CN113928183A (en) Vehicle, energy conversion device, and control method therefor
CN114274844B (en) Heating control method and system for power battery of motor and electric vehicle
CN113972706A (en) Vehicle, energy conversion device, and control method therefor
CN115139854A (en) Energy conversion device and control method thereof
CN115333211A (en) Soft charging circuit and method of power grid side power supply hybrid multi-level converter

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
GR01 Patent grant
GR01 Patent grant