CN113879137A - Closed-loop control device and method for electric automobile - Google Patents

Closed-loop control device and method for electric automobile Download PDF

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Publication number
CN113879137A
CN113879137A CN202111371543.0A CN202111371543A CN113879137A CN 113879137 A CN113879137 A CN 113879137A CN 202111371543 A CN202111371543 A CN 202111371543A CN 113879137 A CN113879137 A CN 113879137A
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vehicle
power
vcu
mcu
driving
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CN202111371543.0A
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Chinese (zh)
Inventor
胡晓松
游祥龙
邓忠伟
李佳承
刘文学
彭景辉
聂相虹
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Chongqing University
Chongqing Changan Automobile Co Ltd
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Chongqing University
Chongqing Changan Automobile Co Ltd
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Priority to CN202111371543.0A priority Critical patent/CN113879137A/en
Publication of CN113879137A publication Critical patent/CN113879137A/en
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    • BPERFORMING OPERATIONS; TRANSPORTING
    • B60VEHICLES IN GENERAL
    • B60LPROPULSION 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
    • B60L15/00Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles
    • B60L15/20Methods, 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
    • B60L15/2045Methods, 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 for optimising the use of energy
    • BPERFORMING OPERATIONS; TRANSPORTING
    • B60VEHICLES IN GENERAL
    • B60LPROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L3/00Electric devices on electrically-propelled vehicles for safety purposes; Monitoring operating variables, e.g. speed, deceleration or energy consumption
    • B60L3/0023Detecting, eliminating, remedying or compensating for drive train abnormalities, e.g. failures within the drive train
    • B60L3/0046Detecting, eliminating, remedying or compensating for drive train abnormalities, e.g. failures within the drive train relating to electric energy storage systems, e.g. batteries or capacitors
    • BPERFORMING OPERATIONS; TRANSPORTING
    • B60VEHICLES IN GENERAL
    • B60LPROPULSION 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
    • B60L58/00Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles
    • B60L58/10Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries
    • B60L58/16Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries responding to battery ageing, e.g. to the number of charging cycles or the state of health [SoH]
    • BPERFORMING OPERATIONS; TRANSPORTING
    • B60VEHICLES IN GENERAL
    • B60RVEHICLES, VEHICLE FITTINGS, OR VEHICLE PARTS, NOT OTHERWISE PROVIDED FOR
    • B60R16/00Electric or fluid circuits specially adapted for vehicles and not otherwise provided for; Arrangement of elements of electric or fluid circuits specially adapted for vehicles and not otherwise provided for
    • B60R16/02Electric or fluid circuits specially adapted for vehicles and not otherwise provided for; Arrangement of elements of electric or fluid circuits specially adapted for vehicles and not otherwise provided for electric constitutive elements
    • B60R16/023Electric or fluid circuits specially adapted for vehicles and not otherwise provided for; Arrangement of elements of electric or fluid circuits specially adapted for vehicles and not otherwise provided for electric constitutive elements for transmission of signals between vehicle parts or subsystems
    • B60R16/0231Circuits relating to the driving or the functioning of the vehicle
    • B60R16/0232Circuits relating to the driving or the functioning of the vehicle for measuring vehicle parameters and indicating critical, abnormal or dangerous conditions
    • B60R16/0234Circuits relating to the driving or the functioning of the vehicle for measuring vehicle parameters and indicating critical, abnormal or dangerous conditions related to maintenance or repairing of vehicles
    • YGENERAL 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
    • Y02TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02TCLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00Road transport of goods or passengers
    • Y02T10/60Other road transportation technologies with climate change mitigation effect
    • Y02T10/70Energy storage systems for electromobility, e.g. batteries
    • YGENERAL 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
    • Y02TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02TCLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00Road transport of goods or passengers
    • Y02T10/60Other road transportation technologies with climate change mitigation effect
    • Y02T10/72Electric energy management in electromobility

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Power Engineering (AREA)
  • Transportation (AREA)
  • Life Sciences & Earth Sciences (AREA)
  • Sustainable Development (AREA)
  • Sustainable Energy (AREA)
  • Automation & Control Theory (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)

Abstract

The invention relates to a closed-loop control device and method for an electric automobile, and belongs to the technical field of new energy. The closed-loop control device comprises a power battery system, a high-voltage distribution box, a battery management system BMS, a driving motor, a motor controller MCU, a vehicle control unit VCU, a display instrument, vehicle signals and a vehicle load; the power battery system is a power source of the whole vehicle, the output total positive and the output total negative are connected with a high-voltage distribution box, the interior of the high-voltage distribution box is connected in parallel through a connecting copper bar for output, and the high-voltage distribution box is respectively connected with a motor controller MCU and a load of the whole vehicle through high voltage; the invention realizes the optimal control and management of the whole vehicle, meets the power requirement of the whole vehicle to the greatest extent, ensures safe driving, realizes information display and early warning based on human-computer interaction, avoids sudden anchoring of the vehicle, realizes the safe management of the power battery system and prolongs the service life of the battery.

Description

Closed-loop control device and method for electric automobile
Technical Field
The invention belongs to the technical field of new energy, and relates to a closed-loop control device and method for an electric automobile.
Background
In the aspect of vehicle control, the vehicle provides power requirements according to actual working conditions, and a power supply system passively charges and discharges according to actual road condition requirements of a motor. If the actual charging and discharging current value exceeds the capacity of the battery or the power supply system has alarm information, the whole vehicle adopts a power reduction or parking mode to protect the battery. However, in the open-loop control mode of the whole vehicle, the battery alarm information occurs in the front, and after the fault processing, the battery is damaged to different degrees; in addition, the whole vehicle does not consider the fault factor of the battery, the safe running of the vehicle under any condition can not be realized, and a driver can not be informed to return to a factory or maintain in time through a man-machine interaction mode after the fault occurs, so that the risk of sudden anchorage of the vehicle exists.
Disclosure of Invention
In view of the above, the present invention provides a closed-loop control device and method for an electric vehicle. The optimal control and management of the whole vehicle are realized, the power performance requirement of the whole vehicle is met to the greatest extent, safe driving is guaranteed, information display and early warning are realized based on human-computer interaction, sudden vehicle anchor dropping is avoided, meanwhile, the safe management of a power battery system is realized, and the service life of a battery is prolonged
In order to achieve the purpose, the invention provides the following technical scheme:
a closed-loop control device of an electric automobile comprises a power battery system, a high-voltage distribution box, a battery management system BMS, a driving motor, a motor controller MCU, a vehicle control unit VCU, a display instrument, a vehicle signal and a vehicle load;
the power battery system is a power source of the whole vehicle, the output total positive and the output total negative are connected with a high-voltage distribution box, the interior of the high-voltage distribution box is connected in parallel through a connecting copper bar for output, and the high-voltage distribution box is respectively connected with a motor controller MCU and a load of the whole vehicle through high voltage;
the battery management system BMS, the vehicle control unit VCU, the motor controller MCU and the vehicle control instrument are mutually connected through a CAN bus, and information interaction and control are mutually realized; the vehicle signal is connected with a VCU (vehicle control unit) through a hard-wire signal, so that a vehicle analog signal or a fault signal is input into the vehicle control;
the motor controller MCU outputs to the driving motor through U, V, W items.
According to the electric vehicle closed-loop control method based on the closed-loop control device, the closed-loop control device is electrified to start working, a vehicle control unit VCU, a battery management system BMS and a motor controller MCU are initialized to complete, and the electric vehicle enters a working state;
the VCU of the vehicle controller judges three states of the vehicle according to the vehicle signals: if the accelerator pedal and the brake pedal of the vehicle are detected to be effective and ineffective, the vehicle enters a driving state; if the accelerator pedal of the vehicle is detected to be invalid and the brake pedal is detected to be valid, the vehicle enters a braking state; if the accelerator pedal and the brake pedal of the vehicle are detected to be effective, the vehicle is braked preferentially and enters a braking state; and if the accelerator pedal and the brake pedal of the vehicle are detected to be invalid, the vehicle enters a sliding state.
Optionally, the electric vehicle is in a normal driving mode:
if the accelerator pedal and the brake pedal of the vehicle are detected to be effective and ineffective, the vehicle enters a driving state;
the battery management system BMS calculates the maximum allowable discharging power Pbd according to the current state of the battery, the VCU calculates the required maximum driving power Pvd of the whole vehicle according to the signal of an accelerator pedal, if Pbd is more than or equal to Pvd, the VCU sends an instruction to the MCU through the CAN bus, and the MCU drives the vehicle according to the power Pvd; if Pbd is less than Pvd, the VCU of the vehicle controller sends an instruction to the MCU through the CAN bus, and the MCU drives the vehicle according to the power Pbd;
pbd and Pvd need dynamic cycle calculation and real-time comparison to distribute the driving power of the whole vehicle, so as to realize the optimal control of the whole vehicle;
if the accelerator pedal of the vehicle is detected to be invalid and the brake pedal is detected to be valid, or the accelerator pedal and the brake pedal are simultaneously valid, the vehicle enters a braking state; the battery management system BMS calculates the maximum allowable discharging power Pbc according to the current state of the battery, the VCU calculates the maximum braking required power Pvc of the whole vehicle according to the brake pedal signal, if Pbc is more than or equal to Pvc, the VCU sends an instruction to the MCU through the CAN bus, and the MCU performs vehicle braking according to the power Pvc; if Pbc is less than Pvc, the VCU of the whole vehicle controller sends an instruction to the MCU through the CAN bus, the MCU carries out vehicle braking according to the power Pbc, the Pbc and the Pvc need dynamic cycle calculation and real-time comparison, and the whole vehicle braking power distribution is carried out, so that the optimized control of the whole vehicle is realized; if the accelerator pedal and the brake pedal of the vehicle are detected to be invalid, the vehicle enters a sliding state, and the whole vehicle has no driving or braking power.
Optionally, the electric vehicle is in a failure mode:
if the accelerator pedal and the brake pedal of the vehicle are detected to be effective and ineffective, the vehicle enters a driving state; if the battery management system BMS detects that the battery system has a fault, power reduction processing is required according to the fault level and the severity, the allowable discharge power limit Pbf of the output system is reevaluated, meanwhile, the alarm information and the allowable discharge power limit are sent to the VCU of the vehicle control unit through the CAN bus, after the VCU of the vehicle control unit receives the alarm information of the battery management system BMS, the power reduction processing is required for the vehicle control unit according to the fault level and the fault severity, the required power Pvf of the vehicle is reevaluated and output, if Pbf is larger than or equal to Pvf, the VCU of the vehicle control unit sends an instruction to the MCU of the motor controller through the CAN bus, and the MCU of the motor controller drives the vehicle according to the power Pvf; if Pbf is less than Pvf, the VCU of the vehicle controller sends an instruction to the MCU through the CAN bus, and the MCU drives the vehicle according to the power Pbf;
pbf and Pvf need dynamic cycle calculation and real-time comparison to distribute the driving power of the whole vehicle, so as to realize the optimal control of the whole vehicle; meanwhile, in a fault mode, the VCU of the vehicle controller outputs fault information to an instrument through the CAN bus for displaying, so that a driver is reminded of driving safety and timely returns to a factory for maintenance, and sudden vehicle breakdown is avoided;
in the same fault mode, the closed-loop control principle of the braking mode is the same as the principle; the vehicle sliding state, the whole vehicle has no driving and braking rate, and the VCU of the vehicle controller outputs fault information to an instrument for displaying through a CAN bus, so that a driver is reminded of driving safety, and the vehicle controller CAN return to a factory for maintenance in time, thereby avoiding sudden anchoring of the vehicle.
The invention has the beneficial effects that: the optimal control and management of the whole vehicle are realized, the power performance requirement of the whole vehicle is met to the greatest extent, safe driving is guaranteed, information display and early warning are realized based on human-computer interaction, sudden vehicle anchor dropping is avoided, meanwhile, the safe management of a power battery system is realized, and the service life of a battery is prolonged.
Additional advantages, objects, and features of the invention will be set forth in part in the description which follows and in part will become apparent to those having ordinary skill in the art upon examination of the following or may be learned from practice of the invention. The objectives and other advantages of the invention may be realized and attained by the means of the instrumentalities and combinations particularly pointed out hereinafter.
Drawings
For the purposes of promoting a better understanding of the objects, aspects and advantages of the invention, reference will now be made to the following detailed description taken in conjunction with the accompanying drawings in which:
FIG. 1 is a schematic connection diagram of a closed-loop control device of an electric vehicle;
FIG. 2 is a flow chart of closed-loop control in a normal mode of the electric vehicle;
FIG. 3 is a flow chart of closed-loop control in the failure mode of the electric vehicle;
FIG. 4 is a flowchart illustrating an embodiment of closed loop control in a normal mode of the electric vehicle;
fig. 5 is a flowchart of an embodiment of closed-loop control in the failure mode of the electric vehicle.
Detailed Description
The embodiments of the present invention are described below with reference to specific embodiments, and other advantages and effects of the present invention will be easily understood by those skilled in the art from the disclosure of the present specification. The invention is capable of other and different embodiments and of being practiced or of being carried out in various ways, and its several details are capable of modification in various respects, all without departing from the spirit and scope of the present invention. It should be noted that the drawings provided in the following embodiments are only for illustrating the basic idea of the present invention in a schematic way, and the features in the following embodiments and examples may be combined with each other without conflict.
Wherein the showings are for the purpose of illustrating the invention only and not for the purpose of limiting the same, and in which there is shown by way of illustration only and not in the drawings in which there is no intention to limit the invention thereto; to better illustrate the embodiments of the present invention, some parts of the drawings may be omitted, enlarged or reduced, and do not represent the size of an actual product; it will be understood by those skilled in the art that certain well-known structures in the drawings and descriptions thereof may be omitted.
The same or similar reference numerals in the drawings of the embodiments of the present invention correspond to the same or similar components; in the description of the present invention, it should be understood that if there is an orientation or positional relationship indicated by terms such as "upper", "lower", "left", "right", "front", "rear", etc., based on the orientation or positional relationship shown in the drawings, it is only for convenience of description and simplification of description, but it is not an indication or suggestion that the referred device or element must have a specific orientation, be constructed in a specific orientation, and be operated, and therefore, the terms describing the positional relationship in the drawings are only used for illustrative purposes, and are not to be construed as limiting the present invention, and the specific meaning of the terms may be understood by those skilled in the art according to specific situations.
The Battery management system (Battery management System BMS) monitors the state (temperature, voltage, state of charge, etc.) of the storage Battery, can provide communication, safety, cell balancing and management control for the storage Battery, and mainly comprises a Battery control unit, a Battery detection unit and accessories thereof.
Vehicle control unit VCU: the central control unit of the new energy vehicle is the core of the whole control system, and is used for collecting the states of a motor and a battery, collecting an accelerator pedal signal, a brake pedal signal, an actuator and a sensor signal, and supervising normal running and brake energy feedback of the vehicle, energy management of a vehicle driving system and a power battery, network management, fault diagnosis and processing, vehicle state monitoring and the like, so that the normal and stable work of the whole vehicle under the states of better dynamic property, higher economy and reliability is ensured.
Motor Control Unit (MCU): the motor controller is an integrated circuit which controls the motor to work according to the set direction, speed, angle and response time through active work. According to the instructions of gears, an accelerator, a brake and the like, the electric energy stored by the power battery is converted into the electric energy required by the driving motor to control the running states of the electric automobile such as starting operation, advancing and retreating speed, climbing force and the like, or the electric automobile is assisted to brake, and part of brake energy is stored in the power battery.
The invention relates to a closed-loop control device and a method for an electric automobile, which comprises a control device and a control method; a connection schematic diagram of an electric automobile closed-loop control device is shown in figure 1. The device comprises a power battery system, a high-voltage distribution box and a battery management system BMS, a driving motor, a motor controller MCU, a vehicle control unit VCU, a display instrument, a vehicle signal and a vehicle load, wherein the power battery system is a vehicle power source, an output total positive and a total negative are connected with the high-voltage distribution box, the interior of the high-voltage distribution box is connected in parallel through a connecting copper bar for output, and the high-voltage distribution box is respectively connected with the motor controller MCU and the vehicle load through high voltage; the battery management system BMS, the vehicle control unit VCU, the motor controller MCU and the vehicle control instrument are mutually connected through the CAN bus, and information interaction and control are mutually realized; the vehicle signal is connected with a VCU (vehicle control unit) through a hard-wire signal, so that a vehicle analog signal or a fault signal is input into the vehicle control; the motor controller MCU outputs to the driving motor through U, V, W items.
The invention realizes the closed-loop control of the electric automobile mainly through the following control modes:
and the system is electrified to start working, the VCU, the BMS and the MCU of the whole vehicle controller are initialized and finished, and the system enters a working state. The VCU of the vehicle controller judges three states of the vehicle according to the vehicle signals: if the accelerator pedal and the brake pedal of the vehicle are detected to be effective and ineffective, the vehicle enters a driving state; if the accelerator pedal of the vehicle is detected to be invalid and the brake pedal is detected to be valid, the vehicle enters a braking state; if the accelerator pedal and the brake pedal of the vehicle are detected to be effective, the vehicle is braked preferentially and enters a braking state; and if the accelerator pedal and the brake pedal of the vehicle are detected to be invalid, the vehicle enters a sliding state.
Firstly, a closed-loop control method under a normal driving mode of the electric automobile comprises the following steps: if the accelerator pedal and the brake pedal of the vehicle are detected to be effective and ineffective, the vehicle enters a driving state; the battery management system BMS calculates the maximum allowable discharging power Pbd according to the current state of the battery, the VCU calculates the required maximum driving power Pvd of the whole vehicle according to the signal of an accelerator pedal, if Pbd is more than or equal to Pvd, the VCU sends an instruction to the MCU through the CAN bus, and the MCU drives the vehicle according to the power Pvd; and if Pbd is less than Pvd, the VCU of the vehicle controller sends an instruction to the MCU through the CAN bus, and the MCU drives the vehicle according to the power Pbd. Pbd and Pvd need dynamic cycle calculation and real-time comparison, and the whole vehicle driving power distribution is carried out according to the process, so that the optimized control of the whole vehicle is realized, the battery is protected, and the maximum whole vehicle driving power is realized. If the accelerator pedal of the vehicle is detected to be invalid and the brake pedal is detected to be valid, or the accelerator pedal and the brake pedal are simultaneously valid, the vehicle enters a braking state; the battery management system BMS calculates the maximum allowable discharging power Pbc according to the current state of the battery, the VCU calculates the maximum braking required power Pvc of the whole vehicle according to the brake pedal signal, if Pbc is more than or equal to Pvc, the VCU sends an instruction to the MCU through the CAN bus, and the MCU performs vehicle braking according to the power Pvc; if Pbc is less than Pvc, the VCU of the whole vehicle controller sends an instruction to the MCU through the CAN bus, the MCU carries out vehicle braking according to the power Pbc, the Pbc and the Pvc need dynamic circulation calculation and real-time comparison, and the whole vehicle braking power distribution is carried out according to the process, so that the optimized control of the whole vehicle is realized, the battery is protected, and the maximum braking power of the whole vehicle is realized. If the accelerator pedal and the brake pedal of the vehicle are detected to be invalid, the vehicle enters a sliding state, and the whole vehicle has no driving or braking power. And (3) a closed-loop control flow chart in a normal mode of the electric automobile, as shown in fig. 2.
The closed-loop control mode under the electric vehicle fault mode is as follows: if the accelerator pedal and the brake pedal of the vehicle are detected to be effective and ineffective, the vehicle enters a driving state; if the battery management system BMS detects that the battery system has a fault, power reduction processing is required according to the fault level and the severity, the allowable discharge power limit Pbf of the output system is reevaluated, meanwhile, the alarm information and the allowable discharge power limit are sent to the VCU of the vehicle control unit through the CAN bus, after the VCU of the vehicle control unit receives the alarm information of the battery management system BMS, the power reduction processing is required for the vehicle control unit according to the fault level and the fault severity, the required power Pvf of the vehicle is reevaluated and output, if Pbf is larger than or equal to Pvf, the VCU of the vehicle control unit sends an instruction to the MCU of the motor controller through the CAN bus, and the MCU of the motor controller drives the vehicle according to the power Pvf; if Pbf is less than Pvf, the VCU of the vehicle controller sends an instruction to the MCU through the CAN bus, and the MCU drives the vehicle according to the power Pbf. Pbf and Pvf need dynamic cycle calculation and real-time comparison, and the whole vehicle driving power distribution is carried out according to the process, so that the optimized control of the whole vehicle is realized, the battery is protected, and the maximum whole vehicle driving power is realized. Meanwhile, in a fault mode, the VCU of the vehicle controller outputs fault information to an instrument through the CAN bus for displaying, a driver is reminded of driving safety, and the VCU is returned to a factory for maintenance in time, so that sudden anchoring of the vehicle is avoided.
In the same way, under the fault mode, the closed-loop control principle of the braking mode is the same as the principle. The vehicle sliding state, the whole vehicle has no driving and braking rate, and the VCU of the vehicle controller outputs fault information to an instrument for displaying through a CAN bus, so that a driver is reminded of driving safety, and the vehicle controller CAN return to a factory for maintenance in time, thereby avoiding sudden anchoring of the vehicle. And (3) a closed-loop control flow chart in the failure mode of the electric vehicle, as shown in figure 3.
According to the device and the closed-loop control method, the optimal control and management of the whole vehicle are realized, the power performance requirement of the whole vehicle is met to the greatest extent, safe driving is guaranteed, information display and early warning are realized based on man-machine interaction, sudden vehicle anchorage is avoided, meanwhile, the safe management of a power battery system is realized, and the service life of the battery is prolonged.
The closed-loop control method under the normal running mode of the electric automobile comprises the following specific implementation modes: if the VCU of the vehicle controller detects that an accelerator pedal of the vehicle is effective and a brake pedal is ineffective, the vehicle enters a driving state; the battery management system BMS calculates the allowed maximum power Pbd of the battery to be 100kw according to the current state of the battery, the vehicle control unit VCU calculates the maximum driving power demand Pvd of the vehicle to be 120kw according to the signal of the accelerator pedal, Pbd is less than Pvd, then the vehicle control unit VCU issues an instruction to the motor control unit MCU through the CAN bus, and the motor control unit MCU drives the vehicle according to the power Pbd to be 100 kw. And meanwhile, Pbd and Pvd need dynamic cycle calculation and real-time comparison, and the driving power of the whole vehicle is distributed according to the process, so that the optimized control of the whole vehicle is realized, the battery is protected, and the maximum driving power of the whole vehicle is realized. If the accelerator pedal of the vehicle is detected to be invalid and the brake pedal is detected to be valid, or the accelerator pedal and the brake pedal are simultaneously valid, the vehicle enters a braking state; the battery management system BMS calculates the allowed maximum power Pbc to be 90kw according to the current state of the battery, the vehicle control unit VCU calculates the maximum braking required power Pvc to be 60kw according to the brake pedal signal, if Pbc is more than or equal to Pvc, the vehicle control unit VCU issues an instruction to the motor control unit MCU through the CAN bus, and the motor control unit MCU carries out vehicle braking according to the power Pvc to be 60 kw. Pbc and Pvc need dynamic circulation calculation and real-time comparison, and the braking power distribution of the whole vehicle is carried out according to the process, so that the optimal control of the whole vehicle is realized, the battery is protected, and the maximum braking power of the whole vehicle is realized. A flowchart of an embodiment of closed-loop control in a normal mode of an electric vehicle, as shown in fig. 4.
The closed-loop control mode under the electric vehicle fault mode is as follows: if the VCU of the vehicle controller detects that an accelerator pedal of the vehicle is effective and a brake pedal is ineffective, the vehicle enters a driving state; if the battery management system BMS detects that the battery system has high-temperature faults and belongs to secondary high-temperature faults, power reduction processing is required according to the fault level and the severity, the allowable discharge power limit value Pbf of the output system is reevaluated to be 60kw, meanwhile, the alarm information and the allowable discharge power limit value are sent to the vehicle control unit VCU through the CAN bus, after the vehicle control unit VCU receives the high-temperature fault alarm information of the battery management system BMS, the power reduction processing is required for the vehicle according to the fault level and the fault severity, the required power Pvf of the vehicle is reevaluated to be 40kw, Pbf is not less than Pvf, the vehicle control unit VCU issues an instruction to the motor controller MCU through the CAN bus, and the motor controller MCU performs vehicle driving according to the power Pvf to be 40 kw. Pbf and Pvf need dynamic cycle calculation and real-time comparison, and the whole vehicle driving power distribution is carried out according to the process, so that the optimized control of the whole vehicle is realized, the battery is protected, and the maximum whole vehicle driving power is realized. Meanwhile, the VCU of the vehicle controller outputs fault information to an instrument through a CAN bus to display 'high-temperature fault of a battery, and please return to a factory for maintenance in time', so that a driver is reminded of driving safety and is reminded of returning to the factory for maintenance in time, and sudden anchoring caused by continuous use of the vehicle is avoided. A flowchart of an embodiment of closed-loop control in an electric vehicle failure mode, as shown in fig. 5.
Finally, the above embodiments are only intended to illustrate the technical solutions of the present invention and not to limit the present invention, and although the present invention has been described in detail with reference to the preferred embodiments, it will be understood by those skilled in the art that modifications or equivalent substitutions may be made on the technical solutions of the present invention without departing from the spirit and scope of the technical solutions, and all of them should be covered by the claims of the present invention.

Claims (4)

1. The utility model provides an electric automobile closed loop control device which characterized in that: the closed-loop control device comprises a power battery system, a high-voltage distribution box, a battery management system BMS, a driving motor, a motor controller MCU, a vehicle control unit VCU, a display instrument, vehicle signals and a vehicle load;
the power battery system is a power source of the whole vehicle, the output total positive and the output total negative are connected with a high-voltage distribution box, the interior of the high-voltage distribution box is connected in parallel through a connecting copper bar for output, and the high-voltage distribution box is respectively connected with a motor controller MCU and a load of the whole vehicle through high voltage;
the battery management system BMS, the vehicle control unit VCU, the motor controller MCU and the vehicle control instrument are mutually connected through a CAN bus, and information interaction and control are mutually realized; the vehicle signal is connected with a VCU (vehicle control unit) through a hard-wire signal, so that a vehicle analog signal or a fault signal is input into the vehicle control;
the motor controller MCU outputs to the driving motor through U, V, W items.
2. The closed-loop control method of the electric vehicle based on the closed-loop control device of claim 1, characterized in that: the closed-loop control device is electrified to start working, the VCU of the vehicle controller, the BMS and the MCU of the motor controller are initialized and finished, and the vehicle enters a working state;
the VCU of the vehicle controller judges three states of the vehicle according to the vehicle signals: if the accelerator pedal and the brake pedal of the vehicle are detected to be effective and ineffective, the vehicle enters a driving state; if the accelerator pedal of the vehicle is detected to be invalid and the brake pedal is detected to be valid, the vehicle enters a braking state; if the accelerator pedal and the brake pedal of the vehicle are detected to be effective, the vehicle is braked preferentially and enters a braking state; and if the accelerator pedal and the brake pedal of the vehicle are detected to be invalid, the vehicle enters a sliding state.
3. The electric vehicle closed-loop control method according to claim 2, characterized in that: the electric automobile is under normal driving mode:
if the accelerator pedal and the brake pedal of the vehicle are detected to be effective and ineffective, the vehicle enters a driving state;
the battery management system BMS calculates the maximum allowable discharging power Pbd according to the current state of the battery, the VCU calculates the required maximum driving power Pvd of the whole vehicle according to the signal of an accelerator pedal, if Pbd is more than or equal to Pvd, the VCU sends an instruction to the MCU through the CAN bus, and the MCU drives the vehicle according to the power Pvd; if Pbd is less than Pvd, the VCU of the vehicle controller sends an instruction to the MCU through the CAN bus, and the MCU drives the vehicle according to the power Pbd;
pbd and Pvd need dynamic cycle calculation and real-time comparison to distribute the driving power of the whole vehicle, so as to realize the optimal control of the whole vehicle;
if the accelerator pedal of the vehicle is detected to be invalid and the brake pedal is detected to be valid, or the accelerator pedal and the brake pedal are simultaneously valid, the vehicle enters a braking state; the battery management system BMS calculates the maximum allowable discharging power Pbc according to the current state of the battery, the VCU calculates the maximum braking required power Pvc of the whole vehicle according to the brake pedal signal, if Pbc is more than or equal to Pvc, the VCU sends an instruction to the MCU through the CAN bus, and the MCU performs vehicle braking according to the power Pvc; if Pbc is less than Pvc, the VCU of the whole vehicle controller sends an instruction to the MCU through the CAN bus, the MCU carries out vehicle braking according to the power Pbc, the Pbc and the Pvc need dynamic cycle calculation and real-time comparison, and the whole vehicle braking power distribution is carried out, so that the optimized control of the whole vehicle is realized; if the accelerator pedal and the brake pedal of the vehicle are detected to be invalid, the vehicle enters a sliding state, and the whole vehicle has no driving or braking power.
4. The electric vehicle closed-loop control method according to claim 3, characterized in that: the electric vehicle is in a failure mode:
if the accelerator pedal and the brake pedal of the vehicle are detected to be effective and ineffective, the vehicle enters a driving state; if the battery management system BMS detects that the battery system has a fault, power reduction processing is required according to the fault level and the severity, the allowable discharge power limit Pbf of the output system is reevaluated, meanwhile, the alarm information and the allowable discharge power limit are sent to the VCU of the vehicle control unit through the CAN bus, after the VCU of the vehicle control unit receives the alarm information of the battery management system BMS, the power reduction processing is required for the vehicle control unit according to the fault level and the fault severity, the required power Pvf of the vehicle is reevaluated and output, if Pbf is larger than or equal to Pvf, the VCU of the vehicle control unit sends an instruction to the MCU of the motor controller through the CAN bus, and the MCU of the motor controller drives the vehicle according to the power Pvf; if Pbf is less than Pvf, the VCU of the vehicle controller sends an instruction to the MCU through the CAN bus, and the MCU drives the vehicle according to the power Pbf;
pbf and Pvf need dynamic cycle calculation and real-time comparison to distribute the driving power of the whole vehicle, so as to realize the optimal control of the whole vehicle; meanwhile, in a fault mode, the VCU of the vehicle controller outputs fault information to an instrument through the CAN bus for displaying, so that a driver is reminded of driving safety and timely returns to a factory for maintenance, and sudden vehicle breakdown is avoided;
in the same fault mode, the closed-loop control principle of the braking mode is the same as the principle; the vehicle sliding state, the whole vehicle has no driving and braking rate, and the VCU of the vehicle controller outputs fault information to an instrument for displaying through a CAN bus, so that a driver is reminded of driving safety, and the vehicle controller CAN return to a factory for maintenance in time, thereby avoiding sudden anchoring of the vehicle.
CN202111371543.0A 2021-11-18 2021-11-18 Closed-loop control device and method for electric automobile Pending CN113879137A (en)

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