CN114024485B - Sliding protection control method of electric vehicle - Google Patents
Sliding protection control method of electric vehicle Download PDFInfo
- Publication number
- CN114024485B CN114024485B CN202111340637.1A CN202111340637A CN114024485B CN 114024485 B CN114024485 B CN 114024485B CN 202111340637 A CN202111340637 A CN 202111340637A CN 114024485 B CN114024485 B CN 114024485B
- Authority
- CN
- China
- Prior art keywords
- mos pipe
- electric vehicle
- energy consumption
- mos
- controller
- 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
Links
- 238000000034 method Methods 0.000 title claims abstract description 54
- 238000005265 energy consumption Methods 0.000 claims abstract description 54
- 230000003313 weakening effect Effects 0.000 claims abstract description 12
- 230000004907 flux Effects 0.000 claims abstract description 8
- 238000004804 winding Methods 0.000 claims description 17
- 239000003990 capacitor Substances 0.000 claims description 3
- 238000004146 energy storage Methods 0.000 claims description 3
- 230000009286 beneficial effect Effects 0.000 abstract description 2
- 238000010586 diagram Methods 0.000 description 3
- 230000005389 magnetism Effects 0.000 description 3
- 230000001133 acceleration Effects 0.000 description 1
- 230000000694 effects Effects 0.000 description 1
- 230000005669 field effect Effects 0.000 description 1
- 238000004519 manufacturing process Methods 0.000 description 1
- 229910044991 metal oxide Inorganic materials 0.000 description 1
- 150000004706 metal oxides Chemical class 0.000 description 1
- 238000005070 sampling Methods 0.000 description 1
- 239000004065 semiconductor Substances 0.000 description 1
- 230000003068 static effect Effects 0.000 description 1
- 230000001360 synchronised effect Effects 0.000 description 1
Classifications
-
- H—ELECTRICITY
- H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
- H02P—CONTROL OR REGULATION OF ELECTRIC MOTORS, ELECTRIC GENERATORS OR DYNAMO-ELECTRIC CONVERTERS; CONTROLLING TRANSFORMERS, REACTORS OR CHOKE COILS
- H02P29/00—Arrangements for regulating or controlling electric motors, appropriate for both AC and DC motors
- H02P29/02—Providing protection against overload without automatic interruption of supply
- H02P29/024—Detecting a fault condition, e.g. short circuit, locked rotor, open circuit or loss of load
- H02P29/0241—Detecting a fault condition, e.g. short circuit, locked rotor, open circuit or loss of load the fault being an overvoltage
-
- 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
- H02P23/00—Arrangements or methods for the control of AC motors characterised by a control method other than vector control
- H02P23/0086—Arrangements or methods for the control of AC motors characterised by a control method other than vector control specially adapted for high speeds, e.g. above nominal speed
- H02P23/009—Arrangements or methods for the control of AC motors characterised by a control method other than vector control specially adapted for high speeds, e.g. above nominal speed using field weakening
-
- 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
- H02P29/00—Arrangements for regulating or controlling electric motors, appropriate for both AC and DC motors
- H02P29/02—Providing protection against overload without automatic interruption of supply
- H02P29/024—Detecting a fault condition, e.g. short circuit, locked rotor, open circuit or loss of load
- H02P29/028—Detecting a fault condition, e.g. short circuit, locked rotor, open circuit or loss of load the motor continuing operation despite the fault condition, e.g. eliminating, compensating for or remedying the fault
Landscapes
- Engineering & Computer Science (AREA)
- Power Engineering (AREA)
- Control Of Ac Motors In General (AREA)
- Electric Propulsion And Braking For Vehicles (AREA)
Abstract
The invention provides a sliding protection control method of an electric vehicle, which comprises the following steps: step 1: the MOS tube is not closed in the sliding process, and a three-phase bridge circuit is continuously adopted for driving; step 2: the d-axis current is reversely increased, so that the motor enters a weak magnetic state, and the magnetic flux is reduced, thereby reducing the back electromotive force; step 3: when the output current of the electric vehicle driver reaches the maximum value and the voltage reaches the limit value, an energy consumption braking circuit is adopted to provide a path for releasing back electromotive force; step 4: and after the sliding is finished, reducing the d-axis current, and exiting the weak magnetic state. The invention has the beneficial effects that: according to the invention, the counter electromotive force is reduced in a field weakening mode, the safety of the electric vehicle controller is protected in the sliding process of the electric vehicle, the damage of the counter electromotive force to the electric vehicle is reduced in a field weakening and energy consumption circuit combined mode, the safety and stability of the running of the electric vehicle are improved, and the cost can be effectively saved.
Description
Technical Field
The invention relates to the technical field of safe operation of electric vehicles, in particular to a sliding protection control method of an electric vehicle.
Background
The DC motor has excellent torque characteristic and is widely applied in the field of motion control, in particular to a motor, which not only maintains the excellent dynamic and static speed regulation characteristics of the traditional DC motor, but also has simple structure, stable operation and easy control, and the application of the DC motor rapidly develops from the original military industry to the fields of aerospace, medical treatment, information, electric vehicles and the like.
In the field of electric vehicles, under the condition of high-speed running of the electric vehicles, current and voltage are very large, back electromotive force is excessively large when the electric vehicles are converted into a sliding mode from acceleration, the phenomenon that an electric vehicle controller is damaged due to excessively large recoil voltage is caused, in the aspect of current motor sliding protection, an energy feedback and energy consumption mode is mainly adopted, the motor is used as a power supply in a sliding state, energy is reversely transmitted back to the power supply, and the energy consumption braking method is to serially connect a braking resistor on a three-phase winding and consume the energy generated by the back electromotive force on the braking resistor.
Aiming at the problems of low safety, reliability and stability of the electric vehicle in the sliding motion in the prior art, the invention provides a sliding protection control method of the electric vehicle, which combines a novel energy consumption braking circuit with a sliding process to adjust the direct-axis current of a motor to perform field weakening, thereby reducing the magnetic field intensity, further reducing the counter electromotive force and realizing the sliding protection of the electric vehicle.
Disclosure of Invention
This section is intended to outline some aspects of embodiments of the invention and to briefly introduce some preferred embodiments. Some simplifications or omissions may be made in this section as well as in the description summary and in the title of the application, to avoid obscuring the purpose of this section, the description summary and the title of the invention, which should not be used to limit the scope of the invention.
Therefore, the technical problem to be solved by the invention is to realize the reduction of back electromotive force under the condition that the electric vehicle slides, prevent the electric vehicle from having the problems of low safety, reliability, stability and the like, and avoid the damage of the electric vehicle controller.
In order to solve the technical problems, the invention provides the following technical scheme: a sliding protection control method of an electric vehicle comprises the following steps:
step 1: in the sliding process, the MOS tube (metal-oxide semiconductor field effect transistor) is not closed, and a three-phase bridge circuit is continuously adopted for driving;
step 2: the d-axis current is reversely increased, so that the motor enters a weak magnetic state, and the magnetic flux is reduced, thereby reducing the back electromotive force;
step 3: when the output current of the electric vehicle driver reaches the maximum value and the voltage reaches the limit value, an energy consumption braking circuit is adopted to provide a path for releasing back electromotive force;
step 4: and after the sliding is finished, reducing the d-axis current, and exiting the weak magnetic state.
As a preferable embodiment of the method for controlling the coasting protection of an electric vehicle according to the present invention, the method comprises: in the step 1, the MOS tube is not closed in the sliding process, so that the minimum PWM (pulse width modulation) is maintained when the MOS tube can be conducted, and the back electromotive force generated by closing the PWM when the electric vehicle slides is prevented from being imposed on the energy storage capacitor.
As a preferable embodiment of the method for controlling the coasting protection of an electric vehicle according to the present invention, the method comprises: in the step 1, a three-phase bridge circuit is continuously adopted for driving in the sliding process, and the three-phase terminal voltage of the three-phase bridge circuit is as follows:
wherein U is a 、U b 、U c For three-phase terminal voltage, R and L are three-phase winding resistance and inductance, e a 、e b 、e c Is three-phase back electromotive force i a 、i b 、i c Is a three-phase winding current.
As a preferable embodiment of the method for controlling the coasting protection of an electric vehicle according to the present invention, the method comprises: in the step 2, the D-axis current is reversely increased to enable the motor to enter a weak magnetic state, and a voltage equation under a rectangular coordinate system is required to be converted into a voltage equation under a D-Q coordinate system, wherein the voltage equation under the D-Q coordinate system is as follows:
ψ q ＝L q i q
ψ d ＝L d i d +ψ f
wherein ωψ q And ωψ d As counter electromotive force term, ψf permanent magnet flux linkage, u d 、u q Is the D-axis and Q-axis voltage in the D-Q coordinate system, R s Three-phase winding resistor L d Is d-axis equivalent inductance L q For q-axis equivalent inductance, i d Is d-axis equivalent current, i q For q-axis equivalent current, ω is the corresponding extremum rotational speed when the electric vehicle controller outputs the maximum voltage value, wherein,
wherein u is smax Maximum voltage value capable of being output by electric vehicle controller
As a preferable embodiment of the method for controlling the coasting protection of an electric vehicle according to the present invention, the method comprises: in the step 3, after the current reaches the maximum value and the voltage reaches the limit value in the field weakening process, in order to prevent the motor from being out of control due to deep field weakening, the generated back electromotive force is converted into heat energy through an energy consumption circuit to be consumed, and the energy consumption circuit comprises: the device comprises a driving module, a three-phase stator winding of a motor, a controller and an energy consumption module.
As a preferable embodiment of the method for controlling the coasting protection of an electric vehicle according to the present invention, the method comprises: the driving module is connected with the energy consumption module and used for controlling back electromotive force consumption control of the motor, and is connected with the three-phase stator winding of the motor through the energy consumption module and used for connecting the driving module and the three-phase stator winding of the motor in a non-sliding protection state so as to realize motor driving; the controller comprises a driving module, a power consumption module, a controller, a power consumption module and a control module, wherein 6 IO interfaces in the controller are respectively connected with 6 grid inputs of the driving module and are used for sending PWM to the grids of 6 MOS tubes so as to realize normal rotation of the motor, 2 IO interfaces of the controller are respectively connected with 2 grid inputs of the power consumption module and are used for sending PWM to the grids of 2 MOS tubes so as to provide a channel for releasing back electromotive force and realize sliding protection of the electric vehicle.
As a preferable embodiment of the method for controlling the coasting protection of an electric vehicle according to the present invention, the method comprises: the driving module includes: DC power supply VDC, MOS pipe S1, MOS pipe S2, MOS pipe S3, MOS pipe S4, MOS pipe S5, MOS pipe S6, DC power supply VDC 'S negative pole respectively in the source of MOS pipe S4, the source of MOS pipe S6, the source of MOS pipe S2 are connected, DC power supply VDC' S positive pole respectively with the drain electrode of MOS pipe S1, the drain electrode of MOS pipe S3, the drain electrode of MOS pipe S5 is connected, the source of MOS pipe S1 with the drain electrode of MOS pipe S4 is connected, the source of MOS pipe S3 with the drain electrode of MOS pipe S6 is connected, the source of MOS pipe S5 with the drain electrode of MOS pipe S2 is connected.
As a preferable embodiment of the method for controlling the coasting protection of an electric vehicle according to the present invention, the method comprises: the energy consumption module comprises: MOS pipe S7, MOS pipe S8, energy consumption resistance R1, energy consumption resistance R2 and energy consumption resistance R3, the drain electrode of MOS pipe S7 with MOS pipe S1 'S source connection, MOS pipe S7' S drain electrode with the A phase line of motor is connected, MOS pipe S7 'S grid with the interface P7 of controller is connected, MOS pipe S8' S drain electrode with MOS pipe S5 'S source connection, MOS pipe S8' S drain electrode is connected with the C phase line of motor, MOS pipe S8 'S grid with the interface P8 of controller is connected, MOS pipe S7' S source with energy consumption resistance R1 connects and connects to ground, MOS pipe S8 'S source with energy consumption resistance R3 connects and connects between MOS pipe S3' S source and the B phase line of motor.
As a preferable embodiment of the method for controlling the coasting protection of an electric vehicle according to the present invention, the method comprises: and in the step 3, when the energy consumption circuit is converted into the energy consumption circuit to operate, controlling the MOS tubes S7 and S8 in the energy consumption circuit to be conducted, and releasing energy in the form of heat energy through the energy consumption resistor.
The invention has the beneficial effects that: according to the invention, the counter electromotive force is reduced in a field weakening mode, the safety of an electric vehicle controller is protected in the sliding process of the electric vehicle, and on the other hand, the damage of the counter electromotive force to the electric vehicle is reduced in a field weakening and energy consumption circuit combined mode, so that the running speed of the electric vehicle is ensured in the sliding process, and meanwhile, the running safety and stability of the electric vehicle are improved.
Drawings
In order to more clearly illustrate the technical solutions of the embodiments of the present invention, the drawings that are needed in the description of the embodiments will be briefly described below, it being obvious that the drawings in the following description are only some embodiments of the present invention, and that other drawings may be obtained according to these drawings without inventive effort for a person skilled in the art. Wherein:
fig. 1 is a schematic flow chart of a coasting protection control method of an electric vehicle according to the present invention;
FIG. 2 is a schematic diagram of a flux weakening control chart of a coasting protection control method of an electric vehicle according to the present invention;
FIG. 3 is a schematic diagram of an energy consumption circuit diagram of a method for controlling the coasting protection of an electric vehicle according to the present invention;
Detailed Description
In order that the above-recited objects, features and advantages of the present invention will become more readily apparent, a more particular description of the invention will be rendered by reference to specific embodiments thereof which are illustrated in the appended drawings.
In the following description, numerous specific details are set forth in order to provide a thorough understanding of the present invention, but the present invention may be practiced in other ways other than those described herein, and persons skilled in the art will readily appreciate that the present invention is not limited to the specific embodiments disclosed below.
Further, reference herein to "one embodiment" or "an embodiment" means that a particular feature, structure, or characteristic can be included in at least one implementation of the invention. The appearances of the phrase "in one embodiment" in various places in the specification are not necessarily all referring to the same embodiment, nor are separate or alternative embodiments mutually exclusive of other embodiments.
Further, in describing the embodiments of the present invention in detail, the cross-sectional view of the device structure is not partially enlarged to a general scale for convenience of description, and the schematic is only an example, which should not limit the scope of protection of the present invention. In addition, the three-dimensional dimensions of length, width and depth should be included in actual fabrication.
Examples
Referring to fig. 1 to 3, in an embodiment of the present invention, there is provided a coasting protection control method of an electric vehicle, as shown in fig. 1 to 3, comprising the steps of:
step S1: the MOS tube is not closed in the sliding process, a three-phase bridge circuit is continuously adopted for driving, and meanwhile, an ADC (analog digital sampler) is used for sampling, so that the current and voltage values are monitored;
step S2: when the current is increased to the maximum current which can be output by the controller, the d-axis current is reversely increased, so that the motor enters a weak magnetic state, and the magnetic flux is reduced, thereby reducing the back electromotive force;
step S3: when the output current of the electric vehicle driver reaches the maximum value and the voltage reaches the limit value, an energy consumption braking circuit is adopted to provide a path for releasing back electromotive force in order to prevent the weak magnetism from being out of control;
step S4: after the sliding is finished, the d-axis current is reduced, and the weak magnetic state is exited;
in step 1, the MOS tube is not turned off during the sliding process, and the minimum PWM is maintained when the MOS tube can be turned on, so that the back electromotive force generated by the PWM turn-off during the sliding of the electric vehicle is prevented from being imposed on the energy storage capacitor, that is, the problem of damage to the electric vehicle controller caused by the fact that the bus voltage is raised by the PWM after the sliding is prevented, and therefore, the minimum PWM is maintained when the MOS tube can be turned on during the sliding of the electric vehicle is detected.
Further, in step 1, the three-phase bridge circuit is continuously adopted for driving in the sliding process, the adopted control mode is magnetic field directional control, and the three-phase terminal voltage of the specific three-phase bridge circuit is as follows:
wherein U is a 、U b 、U c For three-phase terminal voltage, R and L are three-phase winding resistance and inductance, e a 、e b 、e c Is three-phase back electromotive force i a 、i b 、i c The three-phase winding current is shown in the formula, and the effect of decelerating and braking can be realized by adopting a mode of reducing back electromotive force.
Specifically, in step S2, a method of reversely increasing d-axis current to enter weak magnetism is adopted, and the method for reducing back electromotive force is as follows: when the motor rotation speed reaches the peak value, the speed of the empty electromotive force is shown as the following formula:
wherein usmax is the maximum voltage value which can be output by the electric vehicle controller, ld is the d-axis equivalent inductance, id is the d-axis current, lq is the q-axis equivalent inductance, and iq is the q-axis current.
In order to reduce the back emf, the following relationship can be obtained by converting the voltage equation in rectangular coordinate system to D-Q coordinate system:
ψ q ＝L q i q
ψ d ＝L d i d +ψ f
wherein ωψ q And ωψ d As counter electromotive force term, ψf permanent magnet flux linkage, u d 、u q As shown in fig. 2, the motor adopted in the embodiment is a built-in permanent magnet synchronous motor, and when the rotating speed reaches the motor rotating speed basic value and then weak magnetism is carried out, the limit bus current is caused byTherefore, the maximum value of the bus current is ensured to be unchanged, the id negative direction is required to be increased, the iq is required to be gradually reduced, and the bus current runs along a curve AB shown in fig. 2, namely the counter electromotive force term is reduced, so that the function of sliding safety protection is achieved, and meanwhile, the rotating speed of the electric vehicle is not reduced in the sliding process.
Further, in step 3, after the current reaches the maximum value and the voltage reaches the limit value in the field weakening process, as shown in point B in fig. 2, in order to prevent the motor from being out of control due to deep field weakening, the generated back electromotive force can be converted into heat energy through the energy consumption circuit to be consumed, and the energy consumption circuit includes: the driving module 1 is connected with the energy consumption module 4 and is used for controlling back electromotive force consumption control of the motor, the driving module 1 is connected with the three-phase stator winding 2 of the motor through the energy consumption module 4 and is used for connecting the driving module 1 and the three-phase stator winding 2 of the motor in a non-sliding protection state, motor driving is achieved, 6 IO interfaces P1 to P6 in the controller 3 are respectively connected with 6 grid inputs of the driving module 1 and are used for sending PWM to the grids of the 6 MOS tubes, back electromotive force release providing channels can be achieved, normal rotation of the motor is achieved, 2 IO interfaces P7 and P8 of the controller 3 are respectively connected with 2 grid inputs of the energy consumption module 4 and are used for sending PWM to the grids of the 2 MOS tubes and providing channels for back electromotive force release and achieving sliding protection of the electric vehicle.
Specifically, as shown in fig. 3, the driving module includes: DC power supply VDC, MOS pipe S1, MOS pipe S2, MOS pipe S3, MOS pipe S4, MOS pipe S5, MOS pipe S6, the negative pole of DC power supply VDC is connected in the source of MOS pipe S4, the source of MOS pipe S6, the source of MOS pipe S2 respectively, the positive pole of DC power supply VDC is connected with the drain electrode of MOS pipe S1, the drain electrode of MOS pipe S3, the drain electrode of MOS pipe S5 respectively, the source of MOS pipe S1 is connected with the drain electrode of MOS pipe S4, the source of MOS pipe S3 is connected with the drain electrode of MOS pipe S6, the source of MOS pipe S5 is connected with the drain electrode of MOS pipe S2, still further, controller 3 includes: interfaces P1, P2, P3, P4, P5, P6, P7 and P8, the grid of the MOS tube S1 is connected with the interface P1 of the controller, the grid of the MOS tube S2 is connected with the interface P2 of the controller, the grid of the MOS tube S3 is connected with the interface P3 of the controller, the grid of the MOS tube S4 is connected with the interface P4 of the controller, the grid of the MOS tube S5 is connected with the interface P5 of the controller, the grid of the MOS tube S6 is connected with the interface P6 of the controller, the grid of the MOS tube S7 is connected with the interface P7 of the controller, the grid of the MOS tube S8 is connected with the interface P8 of the controller as shown in the figure, and the energy consumption module 4 comprises: the MOS transistor S7, the MOS transistor S8, the energy consumption resistor R1, the energy consumption resistor R2 and the energy consumption resistor R3, the drain electrode of the MOS transistor S7 is connected with the source electrode of the MOS transistor S1, the drain electrode of the MOS transistor S7 is connected with the A phase line of the motor, the grid electrode of the MOS transistor S7 is connected with the interface P7 of the controller, the drain electrode of the MOS transistor S8 is connected with the source electrode of the MOS transistor S5, the drain electrode of the MOS transistor S8 is connected with the C phase line of the motor, the source electrode of the MOS transistor S7 is connected with the energy consumption resistor R1 and grounded, the source electrode of the MOS transistor S8 is connected with the energy consumption resistor R3 and grounded, and in addition, when the MOS transistor S7 and the MOS transistor S8 are converted into the energy consumption circuit to operate, the PWM with the duty ratio of 100% is controlled in the step 3, the energy is rapidly released in a heat energy form through the energy consumption resistor, the motor is gradually withdrawn from a weak sliding state, the motor is gradually withdrawn from a driving state, and the driving state d is brought into a normal state.
It should be noted that the above embodiments are only for illustrating the technical solution of the present invention and not for limiting the same, and although the present invention has been described in detail with reference to the preferred embodiments, it should be understood by those skilled in the art that the technical solution of the present invention may be modified or substituted without departing from the spirit and scope of the technical solution of the present invention, which is intended to be covered in the scope of the claims of the present invention.
Claims (7)
1. The coasting protection control method of the electric vehicle is characterized by comprising the following steps of:
step 1: the MOS tube is not closed in the sliding process, and a three-phase bridge circuit is continuously adopted for driving;
step 2: when the current is increased to the maximum current which can be output by the controller, the d-axis current is reversely increased, so that the motor enters a weak magnetic state, and the magnetic flux is reduced, thereby reducing the back electromotive force;
step 3: when the output current of the electric vehicle driver reaches the maximum value and the voltage reaches the limit value, an energy consumption braking circuit is adopted to provide a path for releasing back electromotive force;
step 4: after the sliding is finished, the d-axis current is reduced, and the weak magnetic state is exited;
in the step 1, the MOS tube is not turned off in the sliding process, so that the minimum PWM of the MOS tube is maintained when the MOS tube can be turned on, and the back electromotive force generated by turning off the PWM when the electric vehicle slides is prevented from being imposed on the energy storage capacitor;
in the step 3, after the current reaches the maximum value and the voltage reaches the limit value in the field weakening process, in order to prevent the motor from being out of control due to deep field weakening, the generated back electromotive force is converted into heat energy through an energy consumption circuit to be consumed, and the energy consumption circuit comprises: the motor comprises a driving module (1), a three-phase stator winding (2) of the motor, a controller (3) and an energy consumption module (4);
the driving module (1) is connected with the energy consumption module (4) and is used for controlling back electromotive force consumption control of the motor, the driving module (1) is connected with the three-phase stator winding (2) of the motor through the energy consumption module (4) and is used for connecting the driving module (1) and the three-phase stator winding (2) of the motor in a non-sliding protection state so as to realize motor driving;
the controller is characterized in that 6 IO interfaces in the controller (3) are respectively connected with 6 grid inputs of the driving module (1) and used for sending PWM to the grids of 6 MOS tubes so as to realize normal rotation of a motor, 2 IO interfaces of the controller (3) are respectively connected with 2 grid inputs of the energy consumption module (4) and used for sending PWM to the grids of 2 MOS tubes so as to provide a channel for back electromotive force release and realize sliding protection of the electric vehicle.
2. The coasting protection control method of an electric vehicle according to claim 1, characterized in that: in the step 1, a three-phase bridge circuit is continuously adopted for driving in the sliding process, and the three-phase terminal voltage of the three-phase bridge circuit is as follows:
wherein U is a 、U b 、U c For three-phase terminal voltage, R and L are three-phase winding resistance and inductance, e a 、e b 、e c Is three-phase back electromotive force i a 、i b 、i c Is a three-phase winding current.
3. The coasting protection control method of an electric vehicle according to claim 1, characterized in that: in the step 2, the D-axis current is reversely increased to enable the motor to enter a weak magnetic state, and a voltage equation under a rectangular coordinate system is required to be converted into a voltage equation under a D-Q coordinate system, wherein the voltage equation under the D-Q coordinate system is as follows:
ψ q ＝L q i q
ψ d ＝L d i d +ψ f
wherein ωψ q And ωψ d As counter electromotive force term, ψf permanent magnet flux linkage, u d 、u q Is the D-axis and Q-axis voltage in the D-Q coordinate system, R s Three-phase winding resistor L d Is d-axis equivalent inductance L q For q-axis equivalent inductance, i d Is d-axis equivalent current, i q For q-axis equivalent current, ω is the corresponding extremum rotational speed when the electric vehicle controller outputs the maximum voltage value, wherein,
wherein u is smax The maximum voltage value which can be output by the electric vehicle controller.
4. The coasting protection control method of an electric vehicle according to claim 3, wherein: the drive module (1) comprises: DC power supply VDC, MOS pipe S1, MOS pipe S2, MOS pipe S3, MOS pipe S4, MOS pipe S5, MOS pipe S6, DC power supply VDC 'S negative pole respectively in the source of MOS pipe S4, the source of MOS pipe S6, the source of MOS pipe S2 are connected, DC power supply VDC' S positive pole respectively with the drain electrode of MOS pipe S1, the drain electrode of MOS pipe S3, the drain electrode of MOS pipe S5 is connected, the source of MOS pipe S1 with the drain electrode of MOS pipe S4 is connected, the source of MOS pipe S3 with the drain electrode of MOS pipe S6 is connected, the source of MOS pipe S5 with the drain electrode of MOS pipe S2 is connected.
5. The coasting protection control method of an electric vehicle according to claim 4, wherein: the controller (3) includes: the device comprises interfaces P1, P2, P3, P4, P5, P6, P7 and P8, wherein a grid electrode of a MOS tube S1 is connected with an interface P1 of a controller, a grid electrode of the MOS tube S2 is connected with an interface P2 of the controller, a grid electrode of the MOS tube S3 is connected with an interface P3 of the controller, a grid electrode of the MOS tube S4 is connected with an interface P4 of the controller, a grid electrode of the MOS tube S5 is connected with an interface P5 of the controller, and a grid electrode of the MOS tube S6 is connected with an interface P6 of the controller.
6. The coasting protection control method of an electric vehicle according to claim 5, wherein: the energy consumption module (4) comprises: MOS pipe S7, MOS pipe S8, energy consumption resistance R1, energy consumption resistance R2 and energy consumption resistance R3, the drain electrode of MOS pipe S7 with MOS pipe S1 'S source connection, MOS pipe S7' S drain electrode with the A phase line of motor is connected, MOS pipe S7 'S grid with the interface P7 of controller is connected, MOS pipe S8' S drain electrode with MOS pipe S5 'S source connection, MOS pipe S8' S drain electrode is connected with the C phase line of motor, MOS pipe S8 'S grid with the interface P8 of controller is connected, MOS pipe S7' S source with energy consumption resistance R1 connects and connects to ground, MOS pipe S8 'S source with energy consumption resistance R3 connects and connects between MOS pipe S3' S source and the B phase line of motor.
7. The coasting protection control method of an electric vehicle according to claim 6, wherein: and in the step 3, when the energy consumption circuit is converted into the energy consumption circuit to operate, controlling the MOS tubes S7 and S8 in the energy consumption circuit to be conducted, and releasing energy in the form of heat energy through the energy consumption resistor.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202111340637.1A CN114024485B (en) | 2021-11-12 | 2021-11-12 | Sliding protection control method of electric vehicle |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202111340637.1A CN114024485B (en) | 2021-11-12 | 2021-11-12 | Sliding protection control method of electric vehicle |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| CN114024485A CN114024485A (en) | 2022-02-08 |
| CN114024485B true CN114024485B (en) | 2024-01-23 |
Family
ID=80063886
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN202111340637.1A Active CN114024485B (en) | 2021-11-12 | 2021-11-12 | Sliding protection control method of electric vehicle |
Country Status (1)
| Country | Link |
|---|---|
| CN (1) | CN114024485B (en) |
Citations (7)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN207662631U (en) * | 2017-11-29 | 2018-07-27 | 安徽辰物智能科技有限公司 | Finished automobile resistance testing system |
| CN109572433A (en) * | 2018-09-25 | 2019-04-05 | 王彩红 | A kind of control guard method when electric vehicle neutral position sliding |
| CN109873590A (en) * | 2019-04-09 | 2019-06-11 | 湘潭大学 | A kind of weak magnetism speed expansion method of IPM synchronous motor for electric vehicle |
| WO2020250742A1 (en) * | 2019-06-14 | 2020-12-17 | 株式会社日立製作所 | Device and method for driving permanent magnet synchronous motor, and railway vehicle |
| CN112564578A (en) * | 2020-11-23 | 2021-03-26 | 江苏科技大学 | High-efficiency control method for permanent magnet synchronous motor |
| CN112564556A (en) * | 2020-11-20 | 2021-03-26 | 江苏科技大学 | Demagnetizing and magnetic braking device and method based on three-phase current of brushless direct current motor |
| CN112693327A (en) * | 2021-01-21 | 2021-04-23 | 中国重汽集团济南动力有限公司 | New energy permanent magnet vehicle control subsystem and method for reducing non-working loss and vehicle |
-
2021
- 2021-11-12 CN CN202111340637.1A patent/CN114024485B/en active Active
Patent Citations (7)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN207662631U (en) * | 2017-11-29 | 2018-07-27 | 安徽辰物智能科技有限公司 | Finished automobile resistance testing system |
| CN109572433A (en) * | 2018-09-25 | 2019-04-05 | 王彩红 | A kind of control guard method when electric vehicle neutral position sliding |
| CN109873590A (en) * | 2019-04-09 | 2019-06-11 | 湘潭大学 | A kind of weak magnetism speed expansion method of IPM synchronous motor for electric vehicle |
| WO2020250742A1 (en) * | 2019-06-14 | 2020-12-17 | 株式会社日立製作所 | Device and method for driving permanent magnet synchronous motor, and railway vehicle |
| CN112564556A (en) * | 2020-11-20 | 2021-03-26 | 江苏科技大学 | Demagnetizing and magnetic braking device and method based on three-phase current of brushless direct current motor |
| CN112564578A (en) * | 2020-11-23 | 2021-03-26 | 江苏科技大学 | High-efficiency control method for permanent magnet synchronous motor |
| CN112693327A (en) * | 2021-01-21 | 2021-04-23 | 中国重汽集团济南动力有限公司 | New energy permanent magnet vehicle control subsystem and method for reducing non-working loss and vehicle |
Also Published As
| Publication number | Publication date |
|---|---|
| CN114024485A (en) | 2022-02-08 |
Similar Documents
| Publication | Publication Date | Title |
|---|---|---|
| RU2466040C1 (en) | Power inverter | |
| US8054031B2 (en) | Converter device, rotating electrical machine control device, and drive device | |
| US7923953B2 (en) | Linearity for field weakening in an interior permanent magnet machine | |
| US9054623B2 (en) | Motor control device | |
| US20100012408A1 (en) | Drive control apparatus for rotating electric machine and vehicle | |
| JP2016086502A (en) | Brushless motor and motor controller | |
| WO2014050283A1 (en) | Drive control device for rotary electric machine and electric vehicle drive system | |
| CN111619351B (en) | Safety state control method and device and automobile | |
| CN104767455B (en) | A kind of hybrid exciting synchronous motor position-sensor-free direct torque control method | |
| WO2013129230A1 (en) | Motor control device and motor control program | |
| Lu et al. | Research on hub motor control of four-wheel drive electric vehicle | |
| CN103475285A (en) | Magnetic-levitation-flywheel brushless direct current motor control system | |
| CN115085610B (en) | Linear brake control method and device applied to competition-level remote control model car | |
| WO2021049248A1 (en) | Motor control device, mechatronic unit, and electric vehicle system | |
| JP6998717B2 (en) | Variable magnetic force motor control method and control device | |
| CN112564556B (en) | Demagnetizing braking device and method based on three-phase current of brushless direct current motor | |
| JP2006304462A (en) | Motor drive system and control method for permanent magnet motor | |
| CN102765332B (en) | A kind of control system of pure electric coach and control method thereof | |
| CN114024485B (en) | Sliding protection control method of electric vehicle | |
| JP6407382B1 (en) | Electric motor control apparatus and electric motor control method | |
| US6239575B1 (en) | Induction motor power/torque clamping for electric vehicle performance | |
| JP5917378B2 (en) | Electric motor control device | |
| CN116317757A (en) | Magnetic flux adjustable motor control system based on vehicle operation condition | |
| JP7424058B2 (en) | motor control device | |
| Foo et al. | A novel speed sensorless direct torque and flux controlled interior permanent magnet synchronous motor drive |
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 | ||
| TR01 | Transfer of patent right |
Effective date of registration: 20240521 Address after: 230000 b-1018, Woye Garden commercial office building, 81 Ganquan Road, Shushan District, Hefei City, Anhui Province Patentee after: HEFEI WISDOM DRAGON MACHINERY DESIGN Co.,Ltd. Country or region after: China Address before: 224299 room 809, Kechuang building, Dongtai high tech Industrial Development Zone, Yancheng City, Jiangsu Province Patentee before: JIANGSU University OF SCIENCE AND TECHNOLOGY Country or region before: China |