CN113794416A - Motor control method, device, power system, vehicle and storage medium - Google Patents

Motor control method, device, power system, vehicle and storage medium Download PDF

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Publication number
CN113794416A
CN113794416A CN202111092838.4A CN202111092838A CN113794416A CN 113794416 A CN113794416 A CN 113794416A CN 202111092838 A CN202111092838 A CN 202111092838A CN 113794416 A CN113794416 A CN 113794416A
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China
Prior art keywords
motor
heat
battery
control method
axis current
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CN202111092838.4A
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Chinese (zh)
Inventor
刘迪
王凯
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Weilai Power Technology Hefei Co Ltd
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Weilai Power Technology Hefei Co Ltd
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Priority to CN202111092838.4A priority Critical patent/CN113794416A/en
Publication of CN113794416A publication Critical patent/CN113794416A/en
Priority to PCT/CN2022/117675 priority patent/WO2023040730A1/en
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    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02P—CONTROL OR REGULATION OF ELECTRIC MOTORS, ELECTRIC GENERATORS OR DYNAMO-ELECTRIC CONVERTERS; CONTROLLING TRANSFORMERS, REACTORS OR CHOKE COILS
    • H02P21/00—Arrangements or methods for the control of electric machines by vector control, e.g. by control of field orientation
    • H02P21/14—Estimation or adaptation of machine parameters, e.g. flux, current or voltage
    • 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
    • H01M10/66—Heat-exchange relationships between the cells and other systems, e.g. central heating systems or fuel cells
    • H01M10/663—Heat-exchange relationships between the cells and other systems, e.g. central heating systems or fuel cells the system being an air-conditioner or an engine
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02P—CONTROL OR REGULATION OF ELECTRIC MOTORS, ELECTRIC GENERATORS OR DYNAMO-ELECTRIC CONVERTERS; CONTROLLING TRANSFORMERS, REACTORS OR CHOKE COILS
    • H02P21/00—Arrangements or methods for the control of electric machines by vector control, e.g. by control of field orientation
    • H02P21/14—Estimation or adaptation of machine parameters, e.g. flux, current or voltage
    • H02P21/20—Estimation of torque
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02P—CONTROL OR REGULATION OF ELECTRIC MOTORS, ELECTRIC GENERATORS OR DYNAMO-ELECTRIC CONVERTERS; CONTROLLING TRANSFORMERS, REACTORS OR CHOKE COILS
    • H02P21/00—Arrangements or methods for the control of electric machines by vector control, e.g. by control of field orientation
    • H02P21/22—Current control, e.g. using a current control loop
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02P—CONTROL OR REGULATION OF ELECTRIC MOTORS, ELECTRIC GENERATORS OR DYNAMO-ELECTRIC CONVERTERS; CONTROLLING TRANSFORMERS, REACTORS OR CHOKE COILS
    • H02P27/00—Arrangements or methods for the control of AC motors characterised by the kind of supply voltage
    • H02P27/04—Arrangements or methods for the control of AC motors characterised by the kind of supply voltage using variable-frequency supply voltage, e.g. inverter or converter supply voltage
    • H02P27/06—Arrangements or methods for the control of AC motors characterised by the kind of supply voltage using variable-frequency supply voltage, e.g. inverter or converter supply voltage using dc to ac converters or inverters
    • 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

Abstract

The invention relates to a motor control method. The motor is powered by the battery, and heat generated by the motor is lost to the battery via the heat transfer member to heat the battery. The motor control method comprises a first working mode, wherein in the first working mode: controlling d-axis current i of motordSo that the heat generated by the motor is lost to provide a predetermined heating power P for the batteryheat. Wherein d-axis current idBased at least on said electric machineHeat loss equivalent phase resistance RsumOperating mode of the electric machine and predetermined heating power PheatTo be determined. The invention also relates to a control device, a power system, a vehicle and a computer readable storage medium. The invention provides a motor control scheme capable of providing predetermined heating power for a battery, which has the advantages of simple structure, low cost, small volume, high reliability and no dependence on a chip supply system.

Description

Motor control method, device, power system, vehicle and storage medium
Technical Field
The present invention relates to the field of motors, and in particular to a motor control method, a control apparatus, a power system, a vehicle, and a computer-readable storage medium.
Background
With the continuous development of the electric automobile technology, the electric automobile is used in more and more various scenes, which puts higher and higher requirements on the environmental control technology of the battery pack in the electric automobile. For example, in a scenario where the ambient temperature is lower than the operating temperature of the battery pack, the battery pack needs to be heated to ensure that it can work normally.
In the prior art, the battery pack is usually provided with an additional heat pump heating device or an electric heating device (such as a positive temperature coefficient PTC element, a high voltage electric heater HVH). For a heat pump heating device, the device volume is often large. In addition, the heat pump has low heating efficiency in a scene with low ambient temperature, and even cannot work normally in an extremely cold environment. For the electric heating device, additional hardware (e.g. chip) and additional wiring harness are required to be configured, and the cost of the device is high. Electrical heating devices such as the high voltage electrical heater HVH also increase supply chain related risks when chip supply issues are prominent.
Therefore, a motor control scheme that can address the battery pack heating problem is desirable.
Disclosure of Invention
According to an aspect of the present invention, a motor control method is provided. The motor is powered by a battery, and heat generated by the motor is lost to the battery via a heat transfer member to heat the battery. The motor control method includes a first operation mode in which: controlling d-axis current i of the motordSuch that said heat loss generated by said electric machine provides a predetermined heating power P for said batteryheat。
Alternatively or additionally to the above, inIn the motor control method according to an embodiment of the present invention, the d-axis current idBased at least on the heat loss equivalent phase resistance R of the machinesumOperating mode of the electric machine and predetermined heating power PheatTo be determined.
Alternatively or additionally to the above, in a motor control method according to an embodiment of the present invention, the operation mode of the motor includes a static mode and a dynamic mode.
Alternatively or additionally to the above, in a motor control method according to an embodiment of the present invention, in the first operation mode: when the operation mode of the motor is the static mode, equivalent phase resistance R based on the heat losssumAnd the predetermined heating power PheatDetermining the d-axis current i by the following formulad：
Figure BDA0003267982010000021
Alternatively or additionally to the above, in a motor control method according to an embodiment of the present invention, in the first operation mode: when the operation mode of the motor is the dynamic mode, equivalent phase resistance R based on the heat losssumThe predetermined heating power PheatElectromagnetic torque T of the motoreAnd the mechanical speed omega determines the d-axis current i by the following formulad：
Figure BDA0003267982010000022
Wherein q-axis current i of the motorqIs said electromagnetic torque TeAnd said mechanical rotation speed omega.
Alternatively or additionally to the above, in a motor control method according to an embodiment of the present invention, the heat loss equivalent phase resistance R of the motorsumAt least comprising the motorEquivalent phase resistance R of statorsAnd the equivalent phase resistance R of the electronic components of the machineinv。
Alternatively or additionally to the above, in a motor control method according to an embodiment of the present invention, the d-axis current i of the motordIs based at least further on a d-axis current pattern of the electric machine.
Alternatively or additionally to the above, in a motor control method according to an embodiment of the present invention, the d-axis current pattern includes at least a positive direct current pattern, a negative direct current pattern, a sine wave pattern, and a square wave pattern.
Alternatively or additionally to the above, in a motor control method according to an embodiment of the present invention, the motor control method further includes a second operation mode in which: controlling d-axis current i of the motordRegardless of the heating of the battery.
According to another aspect of the invention, there is provided a control device comprising a memory, a processor and a computer program stored on the memory and executable on the processor. The processor realizes the steps of the aforementioned control method when executing the computer program.
According to another aspect of the present invention, a power system is provided. The power system comprises a battery, a heat transfer component, a motor and the control device.
According to another aspect of the invention, a vehicle is provided that includes the foregoing powertrain system.
According to yet another aspect of the present invention, there is provided a computer-readable storage medium having a computer program stored thereon. Which computer program, when being executed by a processor, carries out the steps of the aforementioned control method.
The motor control scheme provided by the invention can transfer the heat loss generated by the motor to the battery for supplying power to the motor by using the heat transfer component only so as to heat the battery, so that the battery obtains the predetermined heating power. This motor control scheme utilizes a heat transfer member disposed between the battery and the motor without providing the battery with an additional heat pump heating device, an electric heating device (e.g., a positive temperature coefficient PTC element, a high voltage electric heater HVH), or a high voltage line for these additional devices. The motor control scheme has the advantages of simple structure, low cost, small volume and high reliability, and can not depend on a chip supply system.
Drawings
The above and other objects and advantages of the present invention will become more fully apparent from the following detailed description taken in conjunction with the accompanying drawings.
FIG. 1 shows a block diagram of a power system 1000 according to an embodiment of the invention.
Fig. 2 shows a schematic diagram of a motor control method 2000 according to an embodiment of the invention.
Fig. 3 shows a block diagram of a control device 3000 according to an embodiment of the present invention.
Detailed Description
A motor control method, a control apparatus, a power system, a vehicle, and a storage medium according to the present invention will be described in further detail below with reference to the accompanying drawings. It is to be noted that the following detailed description is exemplary rather than limiting in nature and is intended to provide a basic understanding of the invention and is not intended to limit the scope of the invention.
In the context of the present invention, the terms "first", "second", and the like are used for distinguishing between similar objects and not necessarily for describing a sequential order of the objects in terms of time, space, size, and the like. Furthermore, unless specifically stated otherwise, the terms "comprises," "comprising," and the like, herein are intended to mean non-exclusive inclusion. Also, the term "vehicle", "automobile" or other similar terms herein include motor vehicles in general, such as passenger cars (including sport utility vehicles, buses, trucks, etc.), various commercial vehicles, boats, planes, etc., and include hybrid cars, electric vehicles, plug-in hybrid electric vehicles, etc. A hybrid vehicle is a vehicle having two or more power sources, such as gasoline powered and electric vehicles.
Hereinafter, exemplary embodiments according to the present invention will be described in detail with reference to the accompanying drawings.
FIG. 1 illustrates a power system 1000 according to one embodiment of the invention. The power system includes a battery 110, a motor 120, a heat transfer member 130, and a control device 140.
The motor 120 is powered by the battery 110 (e.g., via the high voltage line 150), and heat loss generated by the motor 120 can be transferred to the battery 110 via the heat transfer member 130 to heat the battery 110.
The control device 140 has a first mode of operation (e.g., a heating mode). In a first operating mode, the control device 140 is able to control the d-axis current i of the motor 120dSo that the heat generated from the motor 120 is dissipated to provide the predetermined heating power P to the battery 110heat. Wherein the d-axis current idBased at least on the heat loss equivalent phase resistance R of the machinesumThe operating mode of the electric machine and the predetermined heating power PheatTo be determined. Optionally, d-axis current i of motordIs also based on the d-axis current pattern of the motor.
Thus, the control device 140 can provide a designated heating power to the battery 110 using only the heat transfer member 130 without additionally configuring a heat pump device, an electric heating device, or the like. The control device 140 may be incorporated into the existing control device of the motor 120 without the need for additional hardware. Furthermore, the control device 140 does not require any additional wiring, in particular no additional high-voltage wiring.
Optionally, the control device 140 also has a second mode of operation (e.g., a normal mode). In the second operation mode, the control device 140 controls the d-axis current i of the motor 120dRegardless of the heating of the battery. For example, the control apparatus 140 may control the d-axis current i of the motor 120 using a control method of a maximum torque current ratiodThis enables the motor to achieve higher efficiency without regard to battery heating requirements. Thus, the control device 140 provides a flexible motor control scheme: when it is desired to heat the battery 110, the first operating mode may be utilized to increase the heat loss of the motor 120 to heat the battery 110; when there is noWhen heating is required at 110, the second mode of operation can be used to allow the motor to operate efficiently.
In the embodiment shown in FIG. 1, the motor 120 may be a permanent magnet synchronous motor, but the invention is not limited thereto and the motor 120 may be any motor that can be powered by a battery and that controls the d-axis current idAn electric machine capable of providing a specified amount of heat to a battery via a heat transfer member. The motor 120 may be a non-salient pole motor, a salient pole motor, or any suitable configuration of motors.
The heat transfer member 130 may be a heat exchange pipe connecting the battery 110 and the motor 120 and through which a cooling fluid flows. The cooling liquid may be water, or any other suitable liquid having a cooling function.
The operation modes of the motor include a static mode, a dynamic mode, and the like. When the motor is in a static mode, the torque output by the motor is zero, and the motor does not need to output mechanical energy at the moment. When the motor is in a dynamic mode, the torque output by the motor is not zero, and the motor outputs mechanical energy to the outside.
The d-axis current mode of the motor refers to the d-axis current idIncluding positive dc patterns, negative dc patterns, sine wave patterns, square wave patterns, and the like.
Predetermined heating power PheatMay be calculated based on actual heating requirements, may be determined based on empirical values, may be manually entered, etc.
In the context of the present invention, the term "heat loss equivalent phase resistance R of an electrical machinesum"is intended to mean an equivalent phase resistance value at which heat loss occurs in the motor and the lost heat is delivered by the heat transfer member to the battery for heating. In the embodiment shown in fig. 1, the components that generate heat losses in the electric machine include power electronics in the electric machine (e.g., an inverter that converts direct current provided by a battery into alternating current required by the electric machine), and stator windings in the electric machine. Thus, the heat loss equivalent phase resistance RsumStator equivalent phase resistance R comprising an electric machinesAnd the equivalent phase resistance R of the electronic components of the motorinv. However, the present invention is not limited thereto, and the heat loss is equivalentResistance RsumAny suitable resistance that can generate heat loss and that can be transferred to the battery can also be included.
The following will specifically describe the operation of the d-axis current i in the case that the operation mode of the motor is the static mode in connection with the embodiment shown in fig. 1dAnd (4) controlling.
In the embodiment shown in fig. 1, when the operation mode of the motor is the static mode, the q-axis current i of the motorqMay be substantially zero. In the first operating mode, the heat generated by the motor 120 is lost to PheatThe d-axis current i of the motor 120 may be controlled according to the following formulad：
Figure BDA0003267982010000061
Heat generated by the motor 120 is lost P by the heat transfer member 130heatTransmitted to the battery 110, the power P is provided to the battery 110heatHeating is performed. Optionally, the heat transfer member 130 may also cool the motor 120 by transferring heat loss generated by the motor 120 to the battery 110.
Further, when the d-axis current mode of the motor is the positive direct current mode, the heating power P can be supplied to the battery 110 via the heat transfer member 130 in order to allow the heat loss generated by the motor 120heatThe d-axis current i of the motor 120 can be adjusteddThe control is as follows:
Figure BDA0003267982010000071
wherein the heat loss of the motor comprises stator equivalent phase resistance RsResulting heat losses and equivalent phase resistance R of the electronic deviceinvBoth the resulting heat losses.
Similarly, if the d-axis current mode of the motor is a negative direct current mode, the heating power P can be provided to the battery 110 via the heat transfer member 130 in order to allow the heat loss generated by the motor 120heatThe d-axis current of the motor 120 can be adjustedidThe control is as follows:
Figure BDA0003267982010000072
wherein the heat loss of the motor comprises stator equivalent phase resistance RsResulting heat losses and equivalent phase resistance R of the electronic deviceinvBoth the resulting heat losses.
In addition, if the d-axis current pattern of the motor is a sine wave pattern, the heating power P can be supplied to the battery 110 via the heat transfer member 130 in order to allow heat loss generated from the motor 120heatThe d-axis current i of the motor 120 can be adjusteddThe control is as follows:
Figure BDA0003267982010000073
wherein the heat loss of the motor comprises stator equivalent phase resistance RsResulting heat losses and equivalent phase resistance R of the electronic deviceinvBoth the resulting heat losses.
Furthermore, if the d-axis current pattern of the motor is a square wave pattern, i.e. the d-axis current idCan be expressed as:
Figure BDA0003267982010000081
at this time, heating power P can be supplied to the battery 110 via the heat transfer member 130 in order to allow heat loss generated from the motor 120heatThe d-axis current i of the motor 120 can be adjusteddCoefficient I ofmThe control is as follows:
Figure BDA0003267982010000082
wherein the heat loss of the motor comprises stator equivalent phase resistance RsResulting heat losses and equivalent phase resistance R of the electronic deviceinvHeat loss generatedBoth are consumed.
It can be seen that when the operation mode of the motor is the static mode, the equivalent phase resistance R is due to heat losssumGenerally a fixed parameter of the motor, and therefore, can be varied with the heating power PheatChange of d-axis current id. As shown in Table 1, the heating power P can be adjustedheatAnd d-axis current idThe relationship of (2) is presented in the form of a one-dimensional table.
TABLE 1 relationship of heating power to d-axis current in static mode
Figure BDA0003267982010000083
As will be explained in more detail below in connection with the embodiment shown in fig. 1, the d-axis current i is provided in the case where the operation mode of the electric machine is a dynamic modedAnd (4) controlling.
In the embodiment shown in fig. 1, when the operation mode of the motor is a dynamic mode, the motor q-axis current iqIs not zero. In the first operating mode, the heat generated by the motor 120 is lost to PheatThe d-axis current i of the motor 120 may be controlled according to the following formulad：
Figure BDA0003267982010000091
Wherein isEffective value of phase current of motor, TeIs the electromagnetic torque of the motor and omega is the mechanical rotational speed of the motor. q-axis current iqBeing electromagnetic torque T of an electric machineeAnd function of mechanical speed omega, q-axis current iqCan be controlled by electromagnetic torque T according to actual operation conditionseAnd the mechanical speed Ω, for example by means of a look-up table or the like.
It can be seen that the effective value i of the phase current can be determined according tosAnd q-axis current iqTo determine d-axis current id. Due to effective value i of phase currentsMay be based on heat loss equivalent phase resistance RsumAnd a predetermined heating power PheatTo determine the q-axis current iqMay be based on electromagnetic torque TeAnd the mechanical speed omega, so that the d-axis current can be based on the heat loss equivalent phase resistance RsumPredetermined heating power PheatElectromagnetic torque TeAnd the mechanical rotational speed omega.
Equivalent phase resistance R due to heat losssumGenerally a fixed parameter of the machine, and thus, can follow the electromagnetic torque TeMechanical speed omega and heating power PheatTo change the current i to the d-axisdAnd (4) controlling. Alternatively, for a given heating power, the electromagnetic torque T may be adjustedeMechanical speed omega and d-axis current idThe relationship of (2) is presented in the form of a two-dimensional table. Table 2 shows the different mechanical speeds Ω and electromagnetic torques T for a given heating power of 3kWeLower d-axis current id。
Figure BDA0003267982010000092
It should be appreciated that the powertrain system according to the foregoing embodiment of the invention may be incorporated into a vehicle. The battery in the power system may be a battery in an electric vehicle, for example, a lithium iron phosphate battery, a ternary lithium battery, a nickel metal hydride battery, and the like, which can be applied to any suitable battery of an electric vehicle. The electric machine in the powertrain may be an electric motor in an electric vehicle that converts electrical energy provided by a battery into mechanical energy required by the vehicle. The control device may be a controller dedicated to the motor or may be incorporated in other electronic control units ECU, DCU of the vehicle.
Fig. 2 illustrates a motor control method 2000 in accordance with one embodiment of the present invention. Motor control method 2000 for controlling d-axis current i of a motor (e.g., a permanent magnet synchronous motor)d. The motor is powered by a battery, and the heat transfer member may transfer heat losses generated by the motor to the battery to heat the battery.
The motor control method 2000 includes a first operating mode M210 (e.g., a heating mode). In the first operating mode M210: controlling d-axis power of the motorStream idSo that the heat loss generated by the motor can provide a predetermined heating power P for the batteryheat. Wherein d-axis current idMay be based at least on the heat loss equivalent phase resistance R of the machinesumAn operating mode of the electric machine and a predetermined heating power PheatTo be determined. The motor control method 2000 can provide a designated heating power to the battery using only the heat transfer member in the first operation mode M210 without additionally configuring a heat pump device, an electric heating device, and the like. This greatly reduces the equipment costs, the floor space required for the battery heating and does not require an additional circuit, in particular a high-voltage circuit, for the battery heating.
The motor control method 2000 may also include a second operating mode M220 (e.g., a normal mode). In the second operating mode M220: controlling d-axis current i of motordRegardless of the heating of the battery. As an example, the motor control method 2000 may control the d-axis current i of the motor using a control scheme of a maximum torque current ratio in the second operating mode M220dThis enables the motor to achieve higher efficiency without regard to battery heating requirements. It should be noted that the motor control method 2000 may also employ any other suitable current control scheme that does not take into account battery heating in the second operating mode M220. Thus, motor control method 2000 includes two modes of operation to control d-axis current i of the motord: when the battery needs to be heated, the motor control method 2000 controls the d-axis current i in the first operation mode M210dTo provide a specified heating power for the battery; while the motor control method 2000 otherwise controls the d-axis current i in the second operating mode M220 when the battery does not need to be heateddThis enables, for example, the motor to have a higher efficiency with respect to the first operating mode M210.
In the first operating mode M210 of the motor control method 2000, the d-axis current i for the motordThe determination of (d) may also be based on a d-axis current pattern of the motor. Similar to the previous embodiments, the d-axis current patterns include a positive direct current pattern, a negative direct current pattern, a sine wave pattern, a square wave pattern, and the like.
In the embodiment shown in fig. 2, the motor may be a permanent magnet synchronous motor, but the invention is not limited thereto and the motor may be any motor that can be powered by a battery and that controls the d-axis current idAn electric machine capable of providing a specified amount of heat to a battery via a heat transfer member. The motor may be a non-salient pole motor, a salient pole motor or a motor of any suitable construction. The heat transfer member may be a heat exchange pipe connecting the battery and the motor and through which a cooling liquid flows. The cooling liquid may be water, or any other suitable liquid having a cooling function. The operation modes of the motor include a static mode and a dynamic mode. When the motor is in a static mode, the torque output by the motor is zero, and the motor does not need to output mechanical energy; when the motor is in a dynamic mode, the torque output by the motor is not zero, and the motor outputs mechanical energy to the outside. Heat loss equivalent phase resistance RsumComprising a motor stator equivalent phase resistance RsAnd the equivalent phase resistance R of the electronic deviceinv. Predetermined heating power PheatMay be calculated on the basis of the actual heating demand, may be determined on the basis of empirical values, may be received from the battery side, may be received from other controllers (e.g. other electronic control units ECU, domain control units DCU of the vehicle), or may be manually entered, etc.
In the first operation mode M210 of the motor control method 2000, when the operation mode of the motor is the static mode (i.e. the motor does not need to output mechanical energy outwards), the equivalent phase resistance R may be based on the heat losssumAnd a predetermined heating power PheatThe d-axis current i is determined by the following formulad：
Figure BDA0003267982010000121
D-axis current i determined according to the above formuladTo control the motor to generate power PheatCan be transferred to the battery via the heat transfer member, providing power P to the batteryheatHeating power of。
In the first operation mode M210 of the motor control method 2000, when the operation mode of the motor is a dynamic mode (i.e., when the motor outputs mechanical energy to the outside), the heat generated by the motor is lost by PheatThe d-axis current i of the motor can be controlled according to the following formulad：
Figure BDA0003267982010000122
That is, the equivalent phase resistance R can be based on heat losssumPredetermined heating power PheatElectromagnetic torque TeAnd the mechanical speed omega to determine the d-axis current id。
It should be noted that none of the above descriptions account for energy losses during heat transfer. However, as will be readily understood by those skilled in the art, a certain energy loss will occur during the actual heat transfer process according to the actual working conditions, and the d-axis current i is calculateddIt is compensated for to some extent.
The motor control method according to the foregoing embodiment of the invention can be realized by a computer program. The computer program may take the form of instructions stored on a computer storage medium. By way of example, such computer storage media can include random access memory RAM, read only memory ROM, electrically programmable read only memory EPROM, electrically erasable read only memory EEPROM or optical disk storage, magnetic disk storage or other magnetic storage devices, or any other medium that can be used to carry or store desired program code in the form of machine-executable instructions or data structures and that can be accessed by a processor.
Fig. 3 shows a block diagram of a control device 3000 according to an embodiment of the present invention. The control device 3000 includes a memory 310 and a processor 320. Although not shown in fig. 3, the control device 3000 further comprises a computer program stored on the memory 310 and executable on the processor 320, thereby implementing the steps in the motor control method in the foregoing embodiments. Memory 310 may be, among other things, a random access memory RAM, a read only memory ROM, an electrically programmable read only memory EPROM, an electrically erasable read only memory EEPROM or an optical disk storage device, a magnetic disk storage device, or any other medium that can be used to carry or store desired program code in the form of machine-executable instructions or data structures and that can be accessed by processor 320. Processor 320 may be any suitable special purpose or general purpose processor such as a field programmable array FPGA, application specific integrated circuit ASIC, digital signal processing circuit DSP, or the like. In a vehicle application scenario, the control device 3000 may be used as a device for motor control independently, or may be incorporated in other processing devices such as an electronic control unit ECU and a domain control unit DCU.
It is to be understood that some of the block diagrams shown in the figures of the present invention are functional entities and do not necessarily correspond to physically or logically separate entities. These functional entities may be implemented in the form of software, or in one or more hardware modules or integrated circuits, or in different networks and/or processor means and/or microcontroller means.
It should also be understood that in some alternative embodiments, the functions/steps included in the foregoing methods may occur out of the order shown in the flowcharts. For example, two functions/steps shown in succession may be executed substantially concurrently or even in the reverse order. Depending on the functions/steps involved.
In summary, the motor control scheme according to an aspect of the present invention can achieve a specified heating power for the battery by controlling the d-axis current of the motor using only the heat transfer member. This motor control scheme does not require additional heat pump devices, electrical heating devices (e.g., positive temperature coefficient PTC elements, high voltage electrical heaters HVH) to be provided for the battery, nor does it require high voltage wiring to be provided for these additional devices. The control operation in the motor control scheme according to an aspect of the invention can be implemented using the original controller of the motor without additional configuration of hardware to control the heating device, which makes the scheme simple in construction, easy to implement, and does not rely on a chip supply chain.
In addition, the motor control scheme according to an aspect of the present invention may provide various motor d-axis current control modes for selection, so that a user may flexibly control the d-axis current of the motor according to actual conditions and needs. For example, when the ambient temperature is lower than the operating temperature of the battery, the control of the d-axis current may be switched to the heating mode (i.e., the first operating mode described above) so that the motor provides a specified heating power to the battery, at which point the motor makes a compromise between being efficient and heating the battery; when the ambient temperature is within the battery operating temperature, the control of the d-axis current can be switched to the normal mode (i.e., the second operating mode described above), so that the motor maintains high energy efficiency.
Although only a few embodiments of the present invention have been described in detail above, those skilled in the art will appreciate that the present invention may be embodied in many other forms without departing from the spirit or scope thereof. While only certain features of the invention have been illustrated and described above, many modifications and changes will occur to those skilled in the art. Also, it should be understood that the components of the various embodiments disclosed above may be combined with or exchanged for each other. It is, therefore, to be understood that the appended claims are intended to cover all such modifications and changes as fall within the true spirit of the invention.

Claims (13)

1. A motor control method, characterized in that a motor is powered by a battery, and heat loss generated by the motor is transferred to the battery via a heat transfer member to heat the battery,
the motor control method includes a first operation mode in which:
controlling d-axis current i of the motordSuch that said heat loss generated by said electric machine provides a predetermined heating power P for said batteryheat。
2. The motor control method according to claim 1,
the d-axis current idBased at least on the heat loss equivalent phase resistance R of the machinesumOperating mode of the electric machine and predetermined heating power PheatTo be determined.
3. The motor control method according to claim 1,
the operating modes of the motor include a static mode and a dynamic mode.
4. The motor control method according to claim 3, wherein in the first operation mode:
when the operation mode of the motor is the static mode, equivalent phase resistance R based on the heat losssumAnd the predetermined heating power PheatDetermining the d-axis current i by the following formulad：
Figure FDA0003267982000000011
5. The motor control method according to claim 3, wherein in the first operation mode:
when the operation mode of the motor is the dynamic mode, equivalent phase resistance R based on the heat losssumThe predetermined heating power PheatElectromagnetic torque T of the motoreAnd the mechanical speed omega determines the d-axis current i by the following formulad：
Figure FDA0003267982000000021
Wherein q-axis current i of the motorqIs said electromagnetic torque TeAnd said mechanical rotation speed omega.
6. The motor control method according to claim 1, wherein the motor is driven by the motor drive deviceSaid heat loss equivalent phase resistance R of the electric machinesumComprising at least the equivalent phase resistance R of the stator of the machinesAnd the equivalent phase resistance R of the electronic components of the machineinv。
7. The motor control method according to claim 1, wherein the d-axis current i of the motordIs based at least further on a d-axis current pattern of the electric machine.
8. The motor control method of claim 7, wherein the d-axis current patterns include at least a positive direct current pattern, a negative direct current pattern, a sine wave pattern, and a square wave pattern.
9. The motor control method of claim 1, further comprising a second operating mode in which:
controlling the d-axis current i of the motordRegardless of the heating of the battery.
10. A control device comprising a memory, a processor and a computer program stored on the memory and executable on the processor, characterized in that the steps of the control method according to any of the claims 1 to 9 are implemented by the processor when executing the computer program.
11. A power system comprising a battery, a heat transfer component, an electric machine, and the control apparatus of claim 10.
12. A vehicle characterized by being provided with the power system according to claim 11.
13. A computer-readable storage medium, on which a computer program is stored, which, when being executed by a processor, carries out the steps of the control method according to any one of claims 1 to 9.
CN202111092838.4A 2021-09-17 2021-09-17 Motor control method, device, power system, vehicle and storage medium Pending CN113794416A (en)

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WO2024032988A1 (en) * 2022-08-12 2024-02-15 Ampere S.A.S. Minimizing the motor torque of a wound-rotor synchronous machine during the thermal preconditioning of the battery

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WO2023040730A1 (en) * 2021-09-17 2023-03-23 蔚来动力科技(合肥)有限公司 Motor control method, device, power system, vehicle, and storage medium
WO2024032988A1 (en) * 2022-08-12 2024-02-15 Ampere S.A.S. Minimizing the motor torque of a wound-rotor synchronous machine during the thermal preconditioning of the battery
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