CN114337421A - Motor controller, heating method of power battery pack and power assembly - Google Patents

Motor controller, heating method of power battery pack and power assembly Download PDF

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Publication number
CN114337421A
CN114337421A CN202110131703.8A CN202110131703A CN114337421A CN 114337421 A CN114337421 A CN 114337421A CN 202110131703 A CN202110131703 A CN 202110131703A CN 114337421 A CN114337421 A CN 114337421A
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motor
current
controller
phase
heating
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沈天珉
冯小军
于述亮
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Huawei Digital Power Technologies Co Ltd
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Huawei Digital Power Technologies Co Ltd
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    • 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
    • Y02T10/64—Electric machine technologies in electromobility
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/70—Energy storage systems for electromobility, e.g. batteries
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/72—Electric energy management in electromobility

Abstract

The application provides a motor controller, a heating method of a power battery pack, a power assembly and an electric vehicle, and relates to the technical field of electric vehicles. The input end of the motor controller is used for being connected with the power battery pack, the output end of the motor controller is used for being connected with the motor, and the motor controller comprises an inverter and a controller. The input end of the inverter is used for being connected with the input end of the motor controller, and the output end of the inverter is used for being connected with the output end of the motor controller; the inverter is used for converting direct current input by the power battery pack into three-phase current and transmitting the three-phase current to the motor; the controller is used for controlling the working state of the inverter according to the current required motor heating power and the current required output torque of the motor so as to regulate the three-phase current input to the motor by the inverter. By utilizing the scheme, a heating device of the power battery pack is not required to be added, the occupied space is reduced, the cost is reduced, and the heating efficiency of the power battery pack is also improved.

Description

Motor controller, heating method of power battery pack and power assembly
Technical Field
The application relates to the technical field of electric vehicles, in particular to a motor controller, a heating method of a power battery pack, a power assembly and an electric vehicle.
Background
With the shortage of energy and the aggravation of environmental pollution in modern society, electric vehicles have received wide attention from all over as new energy vehicles. Electric vehicles are powered by a power battery pack, which in turn causes the electric motor to convert electrical energy into mechanical energy to drive the electric motor.
The power battery pack of the electric vehicle has poor discharge performance at low temperature, so the power battery pack needs efficient low-temperature heating measures, and the power battery pack can work in a safe temperature range to meet the requirements of charging and discharging of the whole vehicle. The prior art heats the power battery pack by adding a heating device.
Referring to fig. 1, a schematic diagram of a heating device of a power battery pack provided in the prior art is shown.
The heating device comprises a Positive Temperature Coefficient (PTC) resistor Rp and a controllable switching tube S. The PTC resistors Rp and S are connected in series and then connected in parallel with a bus capacitor Co of the electric vehicle. When a Battery Management System (BMS) of the electric vehicle determines that the temperature of the Battery is low, the controllable switch tube S is controlled to be closed, and the PTC resistor Rp is connected into the circuit and then releases heat, so that the power Battery pack is heated. However, this heating method requires an additional heating device, occupies a space, and increases costs.
Disclosure of Invention
In order to solve the above problems, the present application provides a motor controller, a heating method of a power battery pack, a power assembly, and an electric vehicle, which do not need to increase a heating device of the power battery pack, reduce the occupied space, and reduce the cost.
In a first aspect, the present application provides a motor controller, an input terminal of which is connected to a power battery pack, and an output terminal of which is connected to a motor, the motor controller including an inverter and a controller. The input end of the inverter is connected with the input end of the motor controller, and the output end of the inverter is connected with the output end of the motor controller. The inverter is used for converting direct current input by the power battery pack into three-phase current and transmitting the three-phase current to the motor. And controlling the working state of the inverter according to the current required motor heating power and the current required output torque of the motor when the power battery pack is determined to be required to be heated so as to regulate the three-phase current output to the motor by the inverter.
Utilize the scheme that this application provided, multiplexing electric vehicle's machine controller and motor winding heat the power battery group, need not increase the heating device of power battery group, have reduced the space and have occupied, the cost is reduced. In addition, the controller is according to the required output torque of present required motor heating power and present motor, the three-phase current of control inverter to motor output, the electric current that has adjusted the three-phase motor winding that flows in the motor respectively promptly, the heating power of motor winding has been changed, and then can change the holistic heating power of motor, the controller can also be satisfying under the prerequisite of the required output torque of present motor promptly, optimize the regulation to the heating consumption of power battery group, consequently, the heating efficiency to the power battery group has been promoted.
In one possible implementation, the controller is specifically configured to determine the magnitude and phase of the input current to the motor windings of each phase based on the current required motor heating power and the current required output torque of the motor. The magnitude and phase of the input voltage to each phase motor winding is determined based on the magnitude and phase of the input current to each phase motor winding and the impedance of each phase motor winding. Wherein the input voltage of each phase motor winding is equal to the product of the input current of each phase motor winding and the impedance of each phase motor winding. The impedance of each phase of motor winding is an inherent parameter of the motor winding, can be predetermined and stored, and is called when the controller is used. And determining the duty ratio of a control signal of the inverter according to the amplitude of the input voltage, determining the sending time of the control signal according to the phase of the input voltage, and controlling the working state of the inverter by using the control signal.
In one possible implementation manner, the controller determines an excitation current and a torque current of the motor according to the current required motor heating power and the current required output torque of the motor, and determines the amplitude and the phase of an input current of each phase of motor winding according to the excitation current and the torque current, wherein the excitation current is d-axis current, and the torque current is q-axis current. By adjusting the exciting current and the torque current, the heating power of the motor can be adjusted to the current required heating power of the motor under the condition of meeting the output torque required by the current motor.
In one possible implementation, the controller is specifically configured to control the torque current to be zero and the excitation current to be a preset current when the output torque currently required by the motor is zero.
At this time, the electric vehicle is in a stationary state, and the motor does not need to output torque. In a better implementation mode, when the exciting current of the motor is the preset current, the maximum heating power can be provided for the power battery pack, and the d-axis current is the maximum preset current, so that the power consumption of the motor is increased to the maximum value, the heating rate of the power battery pack is the fastest at the moment, and the temperature of the power battery pack can be increased in the shortest time.
In one possible implementation, the controller is specifically configured to determine a current required motor heating power and a current required output torque of the motor according to the acquired torque command.
The torque instruction is used for indicating the output torque required by the current motor, calibrating the corresponding relation between the output torque required by the current motor and the heating power of the current required motor in advance, storing the corresponding relation in a storage module of the controller in a data table mode, and calling when the controller is used.
In one possible implementation, the controller obtains the torque command from the vehicle control unit VCU or the energy management system PMS.
In one possible implementation, the controller is specifically configured to determine the current required motor heating power and the current required output torque of the motor based on the torque command and temperature information, the temperature information being indicative of the current temperature of the power battery pack.
The torque command is used for indicating the output torque required by the current motor, and the temperature information is used for indicating the current temperature of the power battery pack. The corresponding relation among the output torque required by the current motor, the heating power required by the current motor and the temperature of the power battery pack is calibrated in advance, stored in a storage module of the controller in a data table mode, and called when the controller is used. At the moment, the heating power of the current required motor is jointly determined by the output torque required by the current motor and the temperature of the power battery pack, namely the heating rate of the power battery pack is jointly determined, the optimal adjustment of the heating rate of the power battery pack is realized, and the control of the power consumption of the motor is considered. .
In one possible implementation, the controller obtains a torque command from the vehicle control unit VCU or the energy management system PMS and temperature information from the battery management system BMS or VCU.
In a possible implementation manner, the controller is specifically configured to determine an output torque required by the current motor according to the torque command, determine the current required motor heating power according to the acquired heating command, and the heating command is used to indicate the magnitude of the current required motor heating power.
In one possible implementation, the controller obtains a torque command from the vehicle control unit VCU or the energy management system PMS and a heating command from the VCU.
In one possible implementation, the inverter is a three-phase two-level inverter, or a three-phase three-level inverter.
In a second aspect, the present application further provides a method for heating a power battery pack by controlling a motor controller, wherein an input terminal of the motor controller is connected to the power battery pack, an output terminal of the motor controller is connected to a motor, an input terminal of an inverter included in the motor controller is connected to an input terminal of the motor controller, an output terminal of the inverter is connected to an output terminal of the motor controller, and the inverter is configured to convert a direct current input by the power battery pack into a three-phase current and transmit the three-phase current to the motor. The method comprises the following steps:
determining the current required motor heating power and the current required output torque of the motor;
and controlling the working state of the inverter according to the current required motor heating power and the current required output torque of the motor so as to regulate the three-phase current input to the motor by the inverter.
By using the method, the motor controller and the motor winding of the electric vehicle are reused to heat the power battery pack, a heating device of the power battery pack is not required to be added, the occupied space is reduced, and the cost is reduced. In addition, according to the method, the three-phase current output to the motor by the inverter is controlled according to the current required motor heating power and the current required output torque of the motor, namely, the currents respectively flowing into three-phase motor windings of the motor are adjusted, the heating power of the motor windings is changed, the overall heating power of the motor can be changed, namely, the heating power consumption of the power battery pack can be optimally adjusted on the premise of meeting the current required output torque of the motor, and therefore the heating efficiency of the power battery pack is improved.
In a possible implementation manner, according to the currently required motor heating power and the currently required output torque of the motor, the operating state of the inverter is controlled to adjust the three-phase current input by the inverter to the motor, which specifically includes:
determining the amplitude and the phase of the input current of each phase of motor winding according to the current required motor heating power and the current required output torque of the motor;
determining the amplitude and the phase of the input voltage of each phase of motor winding according to the amplitude and the phase of the input current of each phase of motor winding and the impedance of each phase of motor winding;
determining the duty ratio of a control signal of the inverter according to the amplitude of the input voltage, and determining the sending time of the control signal according to the phase of the input voltage;
and controlling the working state of the inverter by using the control signal.
In a possible implementation manner, determining the amplitude and the phase of the input current of each phase of motor winding according to the currently required motor heating power and the currently required output torque of the motor specifically includes:
determining the exciting current and the torque current of the motor according to the current required motor heating power and the current required output torque of the motor, wherein the exciting current is d-axis current, and the torque current is q-axis current;
the amplitude and phase of the input current to each phase of the motor winding is determined based on the excitation current and the torque current.
In one possible implementation manner, determining an excitation current and a torque current of the motor according to the currently required motor heating power and the currently required output torque of the motor specifically includes:
when the output torque required by the current motor is zero, the torque current is controlled to be zero, and the exciting current is controlled to be the preset current.
In one possible implementation, determining the current required motor heating power and the current required output torque of the motor includes:
and determining the current required motor heating power and the current required output torque of the motor according to the acquired torque command.
The torque command can be sent by the VCU or PMS and is used for indicating the output torque required by the current motor, calibrating the corresponding relation between the output torque required by the current motor and the heating power of the current required motor in advance, dismantling the motor in a data table mode and calling the motor when the motor is to be used.
In one possible implementation, determining the current required motor heating power and the current required output torque of the motor includes:
and determining the current required motor heating power and the current required output torque of the motor according to the torque command and the temperature information, wherein the temperature information is used for indicating the current temperature of the power battery pack.
The torque command may be obtained from the VCU or PMS, and the temperature information may be obtained from the BMS or VCU, and the embodiment of the present application is not particularly limited. The torque instruction is used for indicating the output torque required by the current motor, and the temperature information is used for indicating the current temperature of the power battery pack. And calibrating the corresponding relation among the output torque required by the current motor, the heating power required by the current motor and the temperature of the power battery pack in advance, storing the corresponding relation in a data table mode, and calling the corresponding relation when the corresponding relation is to be used.
In one possible implementation, determining the current required motor heating power and the current required output torque of the motor includes:
and determining the output torque required by the current motor according to the torque command, determining the heating power of the current required motor according to the acquired heating command, wherein the heating command is used for indicating the magnitude of the heating power of the current required motor.
The torque command may be obtained from the VCU or PMS, and the heating command may be obtained from the VCU. In some embodiments, the driver may determine a heating gear for the power battery pack according to the requirement (the higher the heating gear, the faster the heating rate), or adjust the heating time for the power battery pack (the shorter the heating time, which is equivalent to the higher the heating gear), and in response to the input operation of the driver, the VCU determines the corresponding heating instruction by combining the current temperature information of the power battery pack.
In a third aspect, the present application further provides a power assembly, where the power assembly includes the motor controller provided in the foregoing implementation manner, and further includes a motor. The output end of the motor controller is connected with the input end of the motor. The electric machine is used for converting electric energy into mechanical energy to drive the electric vehicle.
The motor controller provided by the embodiment is applied to the power assembly, so that the heating power consumption of the power battery pack can be optimally adjusted on the premise of meeting the output torque required by the current motor, and the heating efficiency of the power battery pack is improved. In addition, the power battery pack is prevented from being heated by additionally adding a heating device, the cost of the power assembly is reduced, and the power assembly is convenient to be miniaturized and highly integrated.
In some embodiments, the powertrain further comprises: a first cooling circuit, a second cooling circuit, a pump device and a heat exchanger.
The first cooling loop carries out heat exchange on the motor, the cooling working medium in the first cooling loop absorbs heat generated by the motor, and the cooling working medium in the first cooling loop transfers the heat to the cooling working medium in the second cooling loop through the heat exchanger.
The cooling working medium in the second cooling loop absorbs the heat of the motor controller firstly, and then absorbs the heat transferred by the cooling working medium in the first cooling loop when passing through the heat exchanger, so that the temperature is fully raised, and the power battery pack is heated through the power battery pack.
In a fourth aspect, the present application further provides an electric vehicle, where the electric vehicle includes the power assembly provided by the above implementation manner, and further includes a power battery pack. The power battery pack is connected with the input end of the motor controller and is used for providing direct current for the motor controller. The motor controller provided by the embodiment is applied to the power assembly of the electric vehicle, so that the heating power consumption of the power battery pack can be optimally adjusted on the premise of meeting the output torque required by the current motor, and the heating efficiency of the power battery pack is improved. In addition, the power battery pack is prevented from being heated by additionally adding a heating device, so that the power assembly is convenient to be miniaturized and highly integrated, and the cost of the electric vehicle is reduced.
Drawings
FIG. 1 is a schematic diagram of a heating device for a power battery pack provided in the prior art;
FIG. 2 is a schematic illustration of an exemplary electric vehicle drive system provided in an embodiment of the present application;
fig. 3 is a schematic diagram of a motor controller according to an embodiment of the present application;
FIG. 4 is a schematic diagram of an exemplary cooling circuit provided by an embodiment of the present application;
fig. 5 is a flowchart of a heating method for a power battery pack according to an embodiment of the present disclosure;
FIG. 6 is a schematic illustration of a powertrain according to an embodiment of the present disclosure;
fig. 7 is a schematic view of an electric vehicle according to an embodiment of the present application.
Detailed Description
In order to make those skilled in the art understand the technical solutions provided in the embodiments of the present application more clearly, an application scenario of the technical solutions provided in the present application is first described below.
Referring to fig. 2, the figure is a schematic diagram of a driving system of an exemplary electric vehicle according to an embodiment of the present application.
The driving system comprises a power battery pack, a motor controller 20, a motor 30, a DC (Direct Current)/DC converter 40, a battery management system 60 and a vehicle-mounted charger 70.
The power battery pack 10 of the electric vehicle is configured to provide high-voltage direct current, a portion of the direct current is converted into alternating current by the motor controller 20 and then provided to the motor 30, and another portion of the direct current is provided to the low-voltage battery 50 and the low-voltage system of the electric vehicle by the DC/DC converter 40.
When the electric vehicle is charged, the vehicle-mounted charger 70 is externally connected with a power supply and is used for charging the power battery pack 10.
In some embodiments, the onboard charger 70 may also charge the low-voltage battery 50 at the same time.
The battery management system 60 is a functional unit for monitoring and managing charging and discharging of the power battery pack 10, and is used to ensure that the power battery pack 10 is in a safe and controllable state range.
The battery management system 60 may have functions of battery state estimation, battery equalization, security monitoring, thermal management, charge/discharge management, and information recording.
The State estimation refers to a functional unit that estimates the current capacity, the State of Charge (SOC), the available power, and the available energy of the power battery pack 10.
The battery equalization means that the charge quantity of each battery module is equalized by controlling an equalization circuit.
The safety monitoring means monitoring whether the power battery pack 10 has overvoltage, overcurrent, undervoltage, overtemperature, low temperature, fault (short circuit, open circuit, etc.) or not.
The thermal management means that the temperature of the power battery pack 10 is controlled to be within a preset temperature range in an auxiliary manner, so that the charging and discharging efficiency of the power battery pack 10 is improved, and the service life of the power battery pack 10 is prolonged.
The charge and discharge management means to ensure that the charge level is maintained within a reasonable range, and prevent damage to the power battery pack 10 due to overcharge or overdischarge.
The information recording means recording the collected data and the fault condition.
In addition, a Power Management System (PMS) is also included in the electric vehicle, and the PMS can control the output Power of the Power battery pack and the Power of the motor.
The technical solution provided by the embodiment of the present application mainly relates to the thermal management of the power battery pack 10, that is, to the BMS and the PMS in the above description. When the electric vehicle is started in a low-temperature environment (e.g., in a cold winter), the power battery pack 10 is in a low-temperature state, and the discharge performance of the power battery pack is poor, so that the power battery pack needs to be heated to improve the electrochemical performance of the power battery pack.
Generally, the heating process of the power battery pack is mainly performed before the electric vehicle starts to run, and during the running process of the electric vehicle, the power battery pack is continuously supplied with power, and the heat generated by the power battery pack can be used for maintaining the temperature. In some extreme cold environments, such as extreme low temperature environments, or when the vehicle is operating at low speed, the power battery pack itself generates less heat, and the power battery pack still needs to be heated.
The prior art can utilize heating device to heat the power battery pack, but this mode needs to increase extra heating device, and then utilizes the principle that positive temperature coefficient resistance generates heat to realize the heating, has occupied electric vehicle's space and has increased the cost.
In order to solve the problems, the application provides a motor controller, a heating method of a power battery pack, a power assembly and an electric vehicle. And, can adjust the three-phase current that motor controller exported to the motor according to different motor torques and required motor heating power, and then optimize the heating effect, promoted the heating efficiency to the power battery group.
The terms "first", "second", and the like in the following description of the present application are used for descriptive purposes only and are not to be construed as indicating or implying relative importance or implying any number of technical features indicated
In the following description of the present application, unless explicitly stated or limited otherwise, the term "connected" is to be understood broadly, for example, "connected" may be a fixed connection, a detachable connection, or an integral part; may be directly connected or indirectly connected through an intermediate.
Referring to fig. 3, the figure is a schematic diagram of a motor controller according to an embodiment of the present application.
The illustrated motor controller 20 has an input connected to the power battery pack 10 and an output connected to the motor 30. The motor controller 20 is configured to output three-phase currents to the motor 30, that is, three output ports of the motor controller 20 are respectively connected to one-phase motor windings of the motor 30, and three phases of the motor 30 are respectively represented by a U-phase, a V-phase, and a W-phase in the figure.
The motor controller 20 includes an inverter 201 and a controller 202.
The inverter 201 is used to convert the dc power inputted from the power battery pack into three-phase current and transmit the three-phase current to the motor 30.
The controller 202 controls the operating state of the inverter 201 according to the currently required motor heating power and the currently required output torque of the motor to adjust the three-phase current input from the inverter 201 to the motor 30.
In order to make the technical solution of the present application more clearly understood, the principle of heating the power battery pack by using the heat generated by the motor and the motor controller will be explained first.
For the motor 30, the losses utilized typically include copper losses and permanent magnet losses.
The copper consumption of the motor refers to the heat generated by the current passing through the copper conductor and the heating power of the copper consumption
Figure BDA0002925574240000061
Wherein, I1For flow through copper conductorsCurrent, R1Is the resistance of the copper conductor.
The permanent magnet loss is because the permanent magnet material of the motor has electric conductivity, eddy current can be induced in an alternating magnetic field, and corresponding eddy current loss and heating power of the permanent magnet loss are generated
Figure BDA0002925574240000062
Wherein, I2Current induced for permanent magnet material, R2Is the resistance of the eddy current loop.
When the motor controller inputs dc power, since the inverter of the motor controller includes a power switching device, such as the power switching devices T1-T6 in fig. 3, the power switching device generates heat, that is, the motor controller generates heat. When the motor controller inputs three-phase current to the motor, the motor generates heat due to the loss.
Currently, an electric vehicle is provided with a cooling system for cooling a motor controller, a motor, and a power battery pack, and one implementation of the cooling system is described below.
Referring to fig. 4, a schematic diagram of an exemplary cooling circuit according to an embodiment of the present application is shown.
The cooling system comprises the following two cooling circuits: a first cooling circuit 401 and a second cooling circuit 402.
Wherein the first cooling circuit 401 is used for heat exchange of the electric machine 30. Specifically, the structure such as the shell of the motor 30, the rotating shaft, and the iron core of the rotor is provided with a cavity, the cavity is communicated with the first cooling circuit 401, and the circulating cooling working medium in the first cooling circuit 401 absorbs the heat generated by the motor. The pump means 403 are used to drive the circulation of the cooling medium in the first cooling circuit 401.
The second cooling circuit 402 is used for heat exchange between the motor controller 20 and the power battery pack 10, and the second cooling circuit 402 and the first cooling circuit 401 may exchange heat therebetween by a heat exchanger 404. Heat exchanger 404 may also be referred to as a heat exchanger. The interfaces characterized by a and B may be connected to the heat dissipation system of the electric vehicle.
In some embodiments, the above cooling circuits may be used to cool the motor controller 20, the motor 30, and the power battery pack 10, but when the temperature of the power battery pack 10 is significantly low, the cooling medium in the second cooling circuit 402 first absorbs the heat of the motor controller 20, and then the heat exchanger 404 absorbs the heat of the cooling medium in the first cooling circuit 401, and then the heat may be transferred to the power battery pack 10, so as to heat the power battery pack 10. Therefore, the idea of the scheme of the present application is to fully utilize the heat generated by the motor controller 20 and the motor 30 to heat the power battery pack, and change the heating power of the motor by adjusting the three-phase current input to the motor 30, thereby changing the heating speed of the power battery pack.
The above description is only given by way of example of one possible implementation of the cooling system and does not constitute a limitation on the technical solution of the present application.
The principle of varying the three-phase current input to the motor 30 to vary the heating power of the motor is described below.
Currently, a commonly used analysis method for three-phase current input to the motor 30 is Park Transformation (Park Transformation), which transforms stationary three-phase coordinates into rotating d-q axis coordinates, thereby simplifying analysis.
The d-axis (direct axis), also called a straight axis, is parallel to the rotating shaft (magnetic pole axis) of the motor, and for the permanent magnet synchronous motor, the d-axis current is the exciting current.
The q-axis (also called quadrature axis) is perpendicular to the magnetic pole axis of the motor, i.e. perpendicular to the d-axis, and the q-axis current is the torque current.
The formula of the electromagnetic torque Te of the motor is as follows:
Figure BDA0002925574240000071
wherein P is the pole pair number of the motor, psifIs the magnetic flux of the rotor, idIs d-axis current, iq is q-axis current, LdIs d-axis inductance, LqIs the q-axis inductance.
The motor is generally controlled by a Maximum Torque Ampere ratio (MTPA) control or a Maximum Torque Ampere ratio (MTPV) control.
The MTPA control, among other things, requires the generation of maximum electromagnetic torque with minimum motor current. The MTPV is required to output the maximum electromagnetic torque under the existing bus voltage and speed conditions. The currently optimal q-axis current and d-axis current are determined by the above two control modes.
When the power battery pack needs to be heated at the moment, the d-axis current (i.e. i) is increased on the premise of maintaining the output torque required by the current motor by combining the formula (1) specificallydThe absolute value of the current value is increased), the q-axis current is reduced, and at the moment, the d-axis current and the q-axis current are no longer the current optimal values, so that the power consumption of the motor is increased, even if the heat productivity of the motor is increased. At this time, the heat generated by the additional power consumption of the motor is used for heating the power battery pack.
The controller 202 controls the operating state of the inverter 201 according to the current required motor heating power and the current required output torque of the motor, so as to adjust the three-phase current input to the motor by the inverter 201, that is, the q-axis current and the d-axis current of the motor at the time are adjusted, thereby changing the power consumption of the motor and further changing the heating value of the motor.
The controller 202 in this embodiment may be an Application Specific Integrated Circuit (ASIC), a Programmable Logic Device (PLD), a Digital Signal Processor (DSP), or a combination thereof. The PLD may be a Complex Programmable Logic Device (CPLD), a Field-Programmable Gate Array (FPGA), a General Array Logic (GAL), or any combination thereof, and the embodiment of the present invention is not limited thereto.
The inverter 201 includes a power switch device, and the power switch device may be an Insulated Gate Bipolar Transistor (IGBT), a Metal Oxide Semiconductor Field Effect Transistor (MOSFET), a Silicon Carbide field Effect Transistor (SiC MOSFET), or the like, which is not specifically limited in this embodiment of the present application.
The controller 202 sends a Pulse Width Modulation (PWM) signal to the power switching device of the inverter 201 to control the operating state of the controllable switch, for example, the controller 202 changes the duty ratio of the control signal to change the conduction time of the controllable switching tube.
The present embodiment is not particularly limited to the type of the inverter 201, and the inverter 201 may be a three-phase three-level inverter in addition to the three-phase two-level inverter shown in fig. 3.
In conclusion, by the scheme provided by the application, the motor controller and the motor winding of the electric vehicle are multiplexed to heat the power battery pack, a heating device of the power battery pack is not required to be added, the occupied space is reduced, and the cost is reduced. In addition, the controller is according to the required output torque of present required motor heating power and present motor, the three-phase current of control inverter to motor output, the electric current that has adjusted the three-phase motor winding that flows in the motor respectively promptly, the heating power of motor winding has been changed, and then can change the holistic heating power of motor, the controller can also be satisfying under the prerequisite of the required output torque of present motor promptly, optimize the regulation to the heating consumption of power battery group, consequently, the heating efficiency to the power battery group has been promoted.
With continued reference to fig. 3, the following description will be made in conjunction with a specific operating principle of the controller.
The manner in which the controller 202 determines the current required motor heating power and the current required output torque of the motor is first described below.
In one possible implementation, the controller 202 determines the current required motor heating power and the current required output torque of the motor according to the acquired torque command.
The torque command may be sent by a Vehicle Control Unit (VCU) or a PMS, and the embodiment of the present invention is not particularly limited.
The torque command is used for indicating the output torque required by the current motor, calibrating the corresponding relation between the output torque required by the current motor and the heating power of the current required motor in advance, storing the corresponding relation in a data table form in a storage module of the controller 202, and calling when the controller is used.
The data table is in a form that the output torque required by the current motor corresponds to the heat generation power of the current required motor one by one, for example, (T1, P1), (T2, P2), (T3, P3), …, (Tn, Pn), wherein T1-Tn are the output torque required by the current motor, and P1-Pn are the heat generation power of the current required motor.
The Memory module of the controller may be a Non-Volatile Memory (NVM), such as a Read-only Memory (ROM), and specifically may be a charged Erasable Programmable Read-only Memory (EEROM) or an Erasable Programmable Read-only Memory (EPROM).
In some embodiments, referring to equation (1), the motor can provide the maximum heating power for the power battery when the motor is under the current required heating power of the motor, and the d-axis current (i.e., i) is increaseddThe absolute value of the current is increased), the q-axis current is reduced, the total motor current is increased to the maximum value by redistributing the current, so that the power consumption of the motor is increased to the maximum value, the heating rate of the power battery pack is fastest at the moment, and the temperature of the power battery pack can be increased in the shortest time.
In another possible implementation, the controller 202 determines the current required motor heating power and the current required output torque of the motor according to the torque command and the temperature information.
The controller 202 may obtain a torque command from the VCU or PMS and temperature information from the BMS or VCU, and the embodiment of the present application is not particularly limited.
The torque instruction is used for indicating the output torque required by the current motor, and the temperature information is used for indicating the current temperature of the power battery pack. The corresponding relation among the output torque required by the current motor, the heating power required by the current motor and the temperature of the power battery pack is calibrated in advance, stored in a storage module of the controller 202 in a data table mode, and called when the controller is used.
At this time, the current required motor heating power is determined by the output torque required by the current motor and the temperature of the power battery pack. The data table is in the form of (T1, T1, P11), (T1, T2, P12), … (T1, tm, P1m), (T2, T1, P21), (T2, T2, P22), …, (Tn, tm, Pnm), wherein T1-Tn is the output torque required by the current motor, T1-tm is the power battery temperature, and P11-Pmn is the heating power required by the current motor.
The memory module of the controller 202 may be an NVM, such as a ROM, and specifically may be an EEROM or an EPROM.
At the moment, the output torque and the temperature of the power battery pack required by different current motors jointly determine the heating power of the current required motor, namely the heating rate of the power battery pack is jointly determined, the optimal adjustment of the heating rate of the power battery pack is realized, and the control of the power consumption of the motor is considered.
In yet another possible implementation manner, the controller 202 determines the output torque required by the current motor according to the torque command, and determines the heating power required by the current motor according to the acquired heating command, where the heating command is used to indicate the magnitude of the heating power required by the current motor.
The controller 202 obtains a torque command from the VCU or PMS and a heating command from the VCU. In some embodiments, the driver may determine a heating gear of the power battery pack according to the requirement (the higher the heating gear is, the faster the heating rate is), or adjust the heating time of the power battery pack (the shorter the heating time is, which is equivalent to the higher the heating gear is), and in response to the input operation of the driver, the VCU determines a corresponding heating instruction in combination with the current temperature information of the power battery pack, and sends the heating instruction to the controller, wherein the heating instruction is used for indicating the magnitude of the current required motor heating power.
The principle of the controller controlling the operating state of the inverter 202 is explained below.
After determining the current required motor heating power and the current required output torque through the above implementation manner, the controller 202 determines the excitation current and the torque current of the motor according to the current required motor heating power and the current required output torque, see formula (1), and determines the amplitude and the phase of the input current of each phase of motor winding according to the excitation current and the torque current, where the excitation current is d-axis current and the torque current is q-axis current.
The magnitude and phase of the input current to each phase of the motor winding is determined.
The controller 202 then determines the magnitude and phase of the input voltage to each phase motor winding based on the magnitude and phase of the input current to each phase motor winding, and the impedance of each phase motor winding.
Wherein the input voltage of each phase motor winding is equal to the product of the input current of each phase motor winding and the impedance of each phase motor winding.
The impedance of each phase of motor winding is an inherent parameter of the motor winding, can be predetermined and stored, and is called when the controller is used.
The controller 202 determines the duty ratio of the control signal of the inverter according to the amplitude of the input voltage, determines the sending time of the control signal according to the phase of the input voltage, and controls the working state of the inverter 201 according to the control signal.
The following description is made in connection with two common application scenarios.
First, the electric vehicle is in a stationary state.
With continued reference to equation (1), when the electric vehicle is stationary, the power battery pack is heated, the output torque required by the current motor is zero, that is, the electromagnetic torque Te is zero at this time, the torque current is controlled to be zero, and the exciting current is controlled to be the preset current, so that the power battery pack can be heated under the condition that the motor does not output torque.
The embodiment of the application does not specifically limit the preset current, and in a better implementation mode, when the exciting current of the motor is the preset current, the maximum heating power can be provided for the power battery pack, and the d-axis current is the maximum value and is the preset current, so that the power consumption of the motor is increased to the maximum value, the heating rate of the power battery pack is the fastest at the moment, and the temperature of the power battery pack can be increased in the shortest time.
Second, the electric vehicle is in a running state.
In order to heat the power battery pack, one part of the motor power is used for providing the currently required output torque, the other part of the motor power is used for generating heat, and on the premise of maintaining the same output torque, the motor current is redistributed in a relevant manner in the above embodiment, so that idIncrease in absolute value, iqThe total motor current is reduced, and the heating value is increased, so that the power battery pack is heated.
In conclusion, by the scheme provided by the application, the motor controller and the motor winding of the electric vehicle are multiplexed to heat the power battery pack, a heating device of the power battery pack is not required to be added, the occupied space is reduced, and the cost is reduced. In addition, the controller is according to the required output torque of present required motor heating power and present motor, the three-phase current of control inverter to motor output, the electric current that has adjusted the three-phase motor winding that flows in the motor respectively promptly, the heating power of motor winding has been changed, and then can change the holistic heating power of motor, the controller can also be satisfying under the prerequisite of the required output torque of present motor promptly, optimize the regulation to the heating consumption of power battery group, consequently, the heating efficiency to the power battery group has been promoted.
Based on the motor controller provided in the foregoing embodiment, an embodiment of the present application further provides a method for heating a power battery pack, where the method implements heating of the power battery pack by controlling the motor controller provided in the foregoing embodiment, and the following detailed description is provided with reference to the accompanying drawings.
Referring to fig. 5, the figure is a flowchart of a heating method for a power battery pack according to an embodiment of the present application.
The method comprises the following steps:
s501: and determining the current required motor heating power and the current required output torque of the motor.
S502: and controlling the working state of the inverter according to the current required motor heating power and the current required output torque of the motor so as to regulate the three-phase current input to the motor by the inverter.
A specific implementation of S501 is first described below.
In one possible implementation manner, the current required motor heating power and the current required output torque of the motor are determined according to the acquired torque command.
The torque command may be sent by the VCU or the PMS, and the embodiment of the present application is not particularly limited.
The torque instruction is used for indicating the output torque required by the current motor, calibrating the corresponding relation between the output torque required by the current motor and the heating power of the current required motor in advance, dismantling the motor in a data table mode, and calling the motor when the motor is to be used.
The data table is in a form that the output torque required by the current motor corresponds to the heat generation power of the current required motor one by one, for example, (T1, P1), (T2, P2), (T3, P3), …, (Tn, Pn), wherein T1-Tn are the output torque required by the current motor, and P1-Pn are the heat generation power of the current required motor.
In some embodiments, referring to equation (1), the motor can provide the maximum heating power for the power battery when the motor is under the current required heating power of the motor, and the d-axis current (i.e., i) is increaseddThe absolute value of the current is increased), the q-axis current is reduced, the total motor current is increased to the maximum value by redistributing the current, so that the power consumption of the motor is increased to the maximum value, the heating rate of the power battery pack is fastest at the moment, and the temperature of the power battery pack can be increased in the shortest time.
In another possible implementation manner, the current required motor heating power and the current required output torque of the motor are determined according to the torque command and the temperature information.
The torque command may be obtained from the VCU or PMS, and the temperature information may be obtained from the BMS or VCU, and the embodiment of the present application is not particularly limited.
The torque instruction is used for indicating the output torque required by the current motor, and the temperature information is used for indicating the current temperature of the power battery pack. And calibrating the corresponding relation among the output torque required by the current motor, the heating power required by the current motor and the temperature of the power battery pack in advance, storing the corresponding relation in a data table mode, and calling the corresponding relation when the corresponding relation is to be used.
At this time, the current required motor heating power is determined by the output torque required by the current motor and the temperature of the power battery pack. The data table is in the form of (T1, T1, P11), (T1, T2, P12), … (T1, tm, P1m), (T2, T1, P21), (T2, T2, P22), …, (Tn, tm, Pnm), wherein T1-Tn is the output torque required by the current motor, T1-tm is the power battery temperature, and P11-Pmn is the heating power required by the current motor.
At the moment, the output torque and the temperature of the power battery pack required by different current motors jointly determine the heating power of the current required motor, namely the heating rate of the power battery pack is jointly determined, the optimal adjustment of the heating rate of the power battery pack is realized, and the control of the power consumption of the motor is considered.
In a further possible implementation manner, the output torque required by the current motor is determined according to the torque command, and the heating power required by the current motor is determined according to the acquired heating command, wherein the heating command is used for indicating the magnitude of the heating power required by the current motor.
A torque command is obtained from the VCU or PMS, and a heating command is obtained from the VCU. In some embodiments, the driver may determine a heating gear for the power battery pack according to the demand (the higher the heating gear, the faster the heating rate), or adjust the heating time for the power battery pack (the shorter the heating time, which is equivalent to the higher the heating gear), and in response to the input operation of the driver, the VCU determines a corresponding heating instruction in combination with the current temperature information of the power battery pack, and the heating instruction is used for indicating the current required heating power of the motor.
A specific implementation of S502 is explained below.
After the heating power of the current required motor and the output torque required by the current motor are determined through S501, according to the heating power of the current required motor and the output torque required by the current motor, referring to formula (1), the exciting current and the torque current of the motor are determined, and according to the exciting current and the torque current, the amplitude and the phase of the input current of each phase of motor winding are determined, wherein the exciting current is d-axis current, and the torque current is q-axis current.
The magnitude and phase of the input current to each phase of the motor winding is determined.
The magnitude and phase of the input voltage to each phase motor winding is then determined based on the magnitude and phase of the input current to each phase motor winding, and the impedance of each phase motor winding.
Wherein the input voltage of each phase motor winding is equal to the product of the input current of each phase motor winding and the impedance of each phase motor winding.
The impedance of each phase of motor windings is an inherent parameter of the motor windings, and can be predetermined and stored for recall when in use.
Then, the duty ratio of the control signal of the inverter is determined according to the amplitude of the input voltage, the sending time of the control signal is determined according to the phase of the input voltage, and the working state of the inverter 201 is controlled by the control signal.
When the electric vehicle is static, the power battery pack is heated, the output torque required by the current motor is zero, namely the electromagnetic torque Te is zero, the torque current is controlled to be zero, and the exciting current is controlled to be the preset current, so that the power battery pack can be heated under the condition that the motor does not output torque. In a better implementation mode, when the exciting current of the motor is the preset current, the maximum heating power can be provided for the power battery pack, and the d-axis current is the maximum preset current, so that the power consumption of the motor is increased to the maximum value, the heating rate of the power battery pack is the fastest at the moment, and the temperature of the power battery pack can be increased in the shortest time.
The division of the above steps in the embodiments of the present application is merely for convenience of description, and does not limit the present application.
In conclusion, by using the method provided by the application, the motor controller and the motor winding of the electric vehicle are reused to heat the power battery pack, a heating device of the power battery pack is not required to be added, the occupied space is reduced, and the cost is reduced. In addition, according to the method, the three-phase current output to the motor by the inverter is controlled according to the current required motor heating power and the current required output torque of the motor, namely, the currents respectively flowing into three-phase motor windings of the motor are adjusted, the heating power of the motor windings is changed, the overall heating power of the motor can be changed, namely, the heating power consumption of the power battery pack can be optimally adjusted on the premise of meeting the current required output torque of the motor, and therefore the heating efficiency of the power battery pack is improved.
Based on the motor controller provided by the above embodiments, the embodiments of the present application further provide a power assembly of an electric vehicle, which is specifically described below with reference to the accompanying drawings.
Referring to fig. 6, a schematic diagram of a powertrain according to an embodiment of the present application is shown.
The powertrain 600 includes the motor controller 10 provided in the above embodiment, and further includes the motor 20. The output of the motor controller 10 is connected to the input of the motor 20. The electric machine 20 is used to convert electric energy into mechanical energy to drive the electric vehicle.
For specific operation principle of the motor controller 10, reference may be made to the description in the above embodiments, and details are not repeated here.
Further, with continued reference to fig. 4, the powertrain may further include: a first cooling circuit 401, a second cooling circuit 402, a pump arrangement 403 and a heat exchanger 404.
The heating process of the power assembly to the power battery pack is specifically described below.
The circulation of the cooling medium in the first cooling circuit 401 is shown by a dotted arrow in the figure, and the cooling medium in the first cooling circuit 401 absorbs the heat generated by the motor by performing heat exchange on the motor 30, and for the heat generating principle and process of the motor, reference may be made to the relevant description in the above embodiments, and details of the embodiment of the present application are not repeated herein. The cooling fluid in the first cooling circuit 401 then passes through a heat exchanger 404 to transfer heat to the cooling fluid in the second cooling circuit 402.
The cooling medium in the second cooling circuit 402 flows in from point a, absorbs the heat of the motor controller 20 first, and then absorbs the heat transferred by the cooling medium in the first cooling circuit 401 when passing through the heat exchanger 404, so that the temperature is sufficiently raised, and the power battery pack 10 is sufficiently heated after passing through the power battery pack 10. And the cooling working medium heated for the power battery pack 10 reaches the point B. In some embodiments, the points a and B may be connected to a radiator, a heat dissipation system, or other heat exchanger of the electric vehicle to form a circuit, and the embodiments of the present application are not particularly limited.
To sum up, the power assembly that this application embodiment provided has used the machine controller that above embodiment provided, the controller of this machine controller is according to the required output torque of current required motor heating power and current motor, the three-phase current of control inverter to motor output, the electric current that has adjusted the three-phase motor winding that flows in the motor respectively promptly, the heating power of motor winding has been changed, and then can change the holistic heating power of motor, the controller can also be under the prerequisite that satisfies the required output torque of current motor promptly, optimize the regulation to the heating consumption of power battery group, consequently, the heating efficiency to the power battery group has been promoted. In addition, the power battery pack is prevented from being heated by additionally adding a heating device, the cost of the power assembly is reduced, and the power assembly is convenient to be miniaturized and highly integrated.
Based on the motor controller and the power assembly provided by the above embodiments, embodiments of the present application further provide an electric vehicle, which is specifically described below with reference to the accompanying drawings.
Referring to fig. 7, the figure is a schematic view of an electric vehicle according to an embodiment of the present application.
The electric vehicle 700 includes the powertrain 600 provided in the above embodiment, and further includes the power battery pack 10.
For specific working principles of the powertrain 600 and the motor controller, reference may be made to the description in the above embodiments, and the description of the embodiments is not repeated here.
When the electric vehicle is static, the power battery pack is heated, the output torque required by the current motor is zero, namely the electromagnetic torque is zero at the moment, the motor controller controls the torque current of the motor to be zero and controls the exciting current to be the preset current, and the power battery pack can be heated under the condition that the motor does not output the torque.
The embodiment of the application does not specifically limit the preset current, and in a better implementation mode, when the exciting current of the motor is the preset current, the maximum heating power can be provided for the power battery pack, and the d-axis current is the maximum value and is the preset current, so that the power consumption of the motor is increased to the maximum value, the heating rate of the power battery pack is the fastest at the moment, and the temperature of the power battery pack can be increased in the shortest time.
When the electric vehicle is in a driving state, in order to heat the power battery pack at the moment, one part of the power of the motor is used for providing the currently required output torque, and the other part of the power of the motor is used for heating.
In summary, the motor controller provided in the above embodiment is applied to the power assembly of the electric vehicle, and the controller of the motor controller controls the three-phase currents output to the motor by the inverter according to the current required motor heating power and the current required output torque of the motor, that is, adjusts the currents respectively flowing into the three-phase motor windings of the motor, changes the heating power of the motor windings, and further can change the overall heating power of the motor, that is, the controller can also optimally adjust the heating power consumption of the power battery pack on the premise of satisfying the current required output torque of the motor, thereby improving the heating efficiency of the power battery pack. In addition, the power battery pack is prevented from being heated by additionally adding a heating device, so that the power assembly is convenient to be miniaturized and highly integrated, and the cost of the electric vehicle is reduced.
It should be understood that in the present application, "at least one" means one or more, "a plurality" means two or more. "and/or" for describing an association relationship of associated objects, indicating that there may be three relationships, e.g., "a and/or B" may indicate: only A, only B and both A and B are present, wherein A and B may be singular or plural. The character "/" generally indicates that the former and latter associated objects are in an "or" relationship. "at least one of the following" or similar expressions refer to any combination of these items, including any combination of single item(s) or plural items. For example, at least one (one) of a, b, or c, may represent: a, b, c, "a and b", "a and c", "b and c", or "a and b and c", wherein a, b, c may be single or plural.
The embodiments in the present specification are described in a progressive manner, and the same and similar parts among the embodiments are referred to each other, and each embodiment focuses on the differences from the other embodiments. In addition, some or all of the units and modules may be selected according to actual needs to achieve the purpose of the solution of the embodiment. One of ordinary skill in the art can understand and implement it without inventive effort.
The foregoing is directed to embodiments of the present application and it is noted that numerous modifications and adaptations may be made by those skilled in the art without departing from the principles of the present application and are intended to be within the scope of the present application.

Claims (20)

1. A motor controller, characterized in that, motor controller's input is used for connecting the power battery group, motor controller's output is used for connecting the motor, motor controller includes: an inverter and a controller; wherein the content of the first and second substances,
the input end of the inverter is used for being connected with the input end of the motor controller, and the output end of the inverter is used for being connected with the output end of the motor controller;
the inverter is used for converting the direct current input by the power battery pack into three-phase current and transmitting the three-phase current to the motor;
and the controller is used for controlling the working state of the inverter according to the current required motor heating power and the current required output torque of the motor so as to regulate the three-phase current input to the motor by the inverter.
2. The motor controller of claim 1, wherein the controller is specifically configured to determine the magnitude and phase of the input current to each phase of the motor winding based on the present desired motor heating power and the present desired output torque of the motor; determining the amplitude and the phase of the input voltage of each phase of the motor winding according to the amplitude and the phase of the input current of each phase of the motor winding and the impedance of each phase of the motor winding; determining the duty ratio of a control signal of the inverter according to the amplitude of the input voltage, and determining the sending time of the control signal according to the phase of the input voltage; and controlling the working state of the inverter by using the control signal.
3. The motor controller according to claim 2, wherein the controller determines an excitation current and a torque current of the motor based on the currently required motor heating power and the currently required output torque of the motor, and determines an amplitude and a phase of an input current of the motor winding of each phase based on the excitation current and the torque current, wherein the excitation current is a d-axis current, and the torque current is a q-axis current.
4. The motor controller according to claim 3, wherein the controller is specifically configured to control the torque current to be zero and the excitation current to be a preset current when the output torque required by the present motor is zero.
5. The motor controller according to any of claims 1-4, wherein the controller is specifically configured to determine the current required motor heating power and the current motor required output torque from the retrieved torque command.
6. The motor controller of claim 5 wherein the controller obtains the torque command from a Vehicle Control Unit (VCU) or an energy management system (PMS).
7. The motor controller of any of claims 1-4, wherein the controller is specifically configured to determine the current required motor heating power and the current motor required output torque based on a torque command and temperature information indicative of a current temperature of the power battery pack.
8. The motor controller of claim 7 wherein said controller obtains said torque command from a Vehicle Control Unit (VCU) or an energy management system (PMS) and said temperature information from a Battery Management System (BMS) or said VCU.
9. The motor controller according to any one of claims 1 to 4, wherein the controller is specifically configured to determine the output torque required by the current motor according to a torque command, and determine the current required motor heating power according to an acquired heating command, wherein the heating command is used for indicating the magnitude of the current required motor heating power.
10. The motor controller of claim 9, wherein the controller obtains the torque command from the Vehicle Control Unit (VCU) or an energy management system (PMS) and obtains the heating command from the VCU.
11. The motor controller of claim 1 wherein the inverter is a three-phase two-level inverter or a three-phase three-level inverter.
12. A heating method of a power battery pack is used for heating the power battery pack by controlling a motor controller, wherein the input end of the motor controller is connected with the power battery pack, the output end of the motor controller is connected with a motor, the motor controller comprises an inverter, the input end of the inverter is connected with the input end of the motor controller, the output end of the inverter is connected with the output end of the motor controller, and the inverter is used for converting direct current input by the power battery pack into three-phase current and transmitting the three-phase current to the motor; characterized in that the method comprises:
determining the current required motor heating power and the current required output torque of the motor;
and controlling the working state of the inverter according to the current required motor heating power and the current required output torque of the motor so as to adjust the three-phase current input to the motor by the inverter.
13. The method for heating a power battery pack according to claim 12, wherein the controlling the operating state of the inverter according to the currently required motor heating power and the currently required output torque of the motor to adjust the three-phase current input by the inverter to the motor specifically comprises:
determining the amplitude and the phase of the input current of each phase of motor winding according to the current required motor heating power and the current required output torque of the motor;
determining the amplitude and the phase of the input voltage of each phase of the motor winding according to the amplitude and the phase of the input current of each phase of the motor winding and the impedance of each phase of the motor winding;
determining a duty ratio of a control signal of the inverter according to the amplitude of the input voltage, and determining a transmission time of the control signal according to the phase of the input voltage;
and controlling the working state of the inverter by using the control signal.
14. The method for heating a power battery pack according to claim 13, wherein the determining the amplitude and phase of the input current of each phase of motor winding according to the currently required motor heating power and the currently required output torque of the motor specifically comprises:
determining an exciting current and a torque current of the motor according to the current required motor heating power and the current required output torque of the motor, wherein the exciting current is d-axis current, and the torque current is q-axis current;
and determining the amplitude and the phase of the input current of each phase motor winding according to the exciting current and the torque current.
15. The method for heating a power battery pack according to claim 14, wherein the determining of the excitation current and the torque current of the motor according to the currently required motor heating power and the currently required output torque of the motor specifically comprises:
and when the output torque required by the current motor is zero, controlling the torque current to be zero, and controlling the exciting current to be a preset current.
16. The method for heating a power battery pack according to any one of claims 12-15, wherein the determining the current required motor heating power and the current required output torque of the motor comprises:
and determining the current required motor heating power and the current required output torque of the motor according to the acquired torque command.
17. The method for heating a power battery pack according to any one of claims 12-15, wherein the determining the current required motor heating power and the current required output torque of the motor comprises:
and determining the current required motor heating power and the current required output torque of the motor according to the torque command and temperature information, wherein the temperature information is used for indicating the current temperature of the power battery pack.
18. The method for heating a power battery pack according to any one of claims 12-15, wherein the determining the current required motor heating power and the current required output torque of the motor comprises:
determining the output torque required by the current motor according to a torque instruction, and determining the heating power of the current required motor according to an obtained heating instruction, wherein the heating instruction is used for indicating the size of the heating power of the current required motor.
19. A powertrain comprising a motor controller of any of claims 1-11, and further comprising a motor;
the output end of the motor controller is connected with the input end of the motor;
the electric machine is used for converting electric energy into mechanical energy to drive the electric vehicle.
20. An electric vehicle comprising the powertrain of claim 19, and further comprising a power battery pack;
the power battery pack is connected with the input end of the motor controller;
the power battery pack is used for providing direct current for the motor controller.
CN202110131703.8A 2021-01-30 2021-01-30 Motor controller, heating method of power battery pack and power assembly Pending CN114337421A (en)

Priority Applications (1)

Application Number Priority Date Filing Date Title
CN202110131703.8A CN114337421A (en) 2021-01-30 2021-01-30 Motor controller, heating method of power battery pack and power assembly

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
CN202110131703.8A CN114337421A (en) 2021-01-30 2021-01-30 Motor controller, heating method of power battery pack and power assembly

Publications (1)

Publication Number Publication Date
CN114337421A true CN114337421A (en) 2022-04-12

Family

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Family Applications (1)

Application Number Title Priority Date Filing Date
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Country Status (1)

Country Link
CN (1) CN114337421A (en)

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