CN114347799A - Motor angle control system and method for high-voltage direct-current charging of electric automobile - Google Patents
Motor angle control system and method for high-voltage direct-current charging of electric automobile Download PDFInfo
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Abstract
The invention provides a motor angle control system and a motor angle control method for high-voltage direct-current charging of an electric automobile, wherein the motor angle control system comprises a charging circuit and a control module, the control module calibrates a first ripple of a first phase, a second ripple of a second phase and a third ripple of a third phase of a motor in an off-line mode, and determines an optimal angle when the first ripple, the second ripple and the third ripple are formed; when the electric automobile is braked until the speed of the electric automobile is 0, the control module reads the current angle of the motor, calculates the difference value between the current angle and the optimal angle and forms a compensation instruction; the control module sends a compensation command to the motor controller, and the motor controller controls the motor to rotate to an optimal angle according to the proportional relation between the angle of the motor and the angle of the rotating shaft of the wheel and controls the wheel of the electric automobile to rotate by a small displacement so as to realize 0 torque aiming at the motor. After the technical scheme is adopted, the optimal charging process during parking charging is realized by taking the electrical angle position of the motor under the optimal charging performance as a reference.
Description
Technical Field
The invention relates to the field of electric automobiles, in particular to a motor angle control system and method for high-voltage direct-current charging of an electric automobile.
Background
With the rapid development of electric vehicles, the main problems to be solved are the endurance mileage and the charging speed of the user. When the electric vehicle runs out of power, the user is required to quickly charge the electric vehicle to continue driving.
The conventional charging method is ac charging or dc charging, and a large number of dc charging stations have been built due to the fast charging speed of dc charging. For the electric automobile with a 400V power supply system which is popularized at present, a more complete infrastructure is established at present. Compared with a 400V direct current bus, the electric automobile with the 800V direct current bus system has more advantages in power performance. Therefore, on the electric vehicle side, there are more and more cases where an 800V high-voltage bus system is arranged, but infrastructure construction of a dc fast-charging pile compatible with an 800V battery system is insufficient.
Therefore, many manufacturers propose charging circuits suitable for both 400V low voltage charging and 800V high voltage charging. And when charging, 0 torque is generated to the motor to prevent the vehicle from rolling. Under the requirement, when the motor angle is not at the position generating 0 torque after the electric automobile is braked, the component current of each winding direction of the motor is adjusted through the control logic in the motor controller, so that the q-axis component current is 0 under the motor angle, and the 0 torque is really realized. However, in this control method, when the motor is at some angles, the ripple is large, the loss is large, and zero torque can not be achieved in all positions in some charging topologies. In practical application scenarios, there are many disadvantages.
Therefore, a motor angle control mode for high-voltage direct-current charging of an electric vehicle is needed, the problems that the zero torque is uncontrollable and the current ripple and loss index are poor due to the fact that a driving motor and a driving inverter are used as a booster circuit when the electric vehicle is parked at random are effectively solved, the optimal electric angle parking is achieved through the control of the rotation position of the extremely small hub, and therefore the charging electric angle with the optimal comprehensive performance is achieved.
Disclosure of Invention
In order to overcome the technical defects, the invention aims to provide a motor angle control system and a motor angle control method for high-voltage direct-current charging of an electric vehicle, which realize an optimal charging process during parking charging by taking a motor electrical angle position under optimal charging performance as a reference.
The invention discloses a motor angle control system for high-voltage direct-current charging of an electric automobile, which is arranged in the electric automobile and comprises a charging circuit and a control module,
the charging circuit includes:
the power supply is arranged on the charging circuit;
the motor controller is connected in parallel with two ends of the power supply and comprises a first phase, a second phase and a third phase which form a three-phase circuit;
the motor comprises a first winding, a second winding and a third winding which form a three-phase winding, wherein the first winding, the second winding and the third winding are respectively connected with a first phase, a second phase and a third phase in parallel;
a switching element K1, one end of which is connected to the joint of the first winding, the second winding and the third winding, or one end is connected with the first winding and the other end is externally connected to a DC charging base, wherein
The first phase comprises a switch tube S1 and a switch tube S2 which are connected in series and are connected to a charging circuit in parallel;
the second phase comprises a switch tube S3 and a switch tube S4 which are connected in series and are connected to the charging circuit in parallel;
the third phase comprises a switch tube S5 and a switch tube S6 which are connected in series and are connected to the charging circuit in parallel;
one end of the first winding is connected between the switch tube S1 and the switch tube S2;
one end of the second winding is connected between the switch tube S3 and the switch tube S4;
one end of the third winding is connected between the switch tube S5 and the switch tube S6;
the control module calibrates a first ripple of a first phase, a second ripple of a second phase and a third ripple of a third phase of the motor in each motor angle in an off-line manner, and determines an optimal angle when the minimum sum is formed according to the minimum sum of the first ripple, the second ripple and the third ripple;
when the electric automobile is braked until the speed of the electric automobile is 0, the control module reads the current angle of the motor and calculates the difference value between the current angle and the optimal angle to form a compensation instruction;
the control module sends a compensation instruction to the motor controller, the motor controller controls the motor to rotate to an optimal angle based on the compensation instruction according to the proportional relation between the angle of the motor and the angle of the rotating shaft of the wheel, the wheel of the electric automobile is controlled to rotate for a small displacement, and the direction of a current synthetic vector of the first phase, the second phase and the third phase coincides with the direction of the d axis under the optimal angle, so that 0 torque aiming at the motor is realized.
Preferably, the control module is configured to set a rated charging power at each angle of the motor in an offline environment, and the control module is configured to output a motor loss and a current ripple parameter at each angle under each rated charging power in an offline calibration manner;
the control module draws amplitude values of the first ripple wave, the second ripple wave and the third ripple wave at all angles-motor angle relation values, calculates three-phase ripple wave sums at all angles, and selects a three-phase ripple wave value with a minimum value as a minimum sum and an optimal angle corresponding to the minimum sum.
Preferably, the control module comprises:
a receiving unit receiving a current angle of the motor from the motor controller;
the position adjusting unit is connected with the receiving unit and used for acquiring the current angle of the electric automobile during running;
the speed adjusting unit is used for acquiring the current running speed of the electric automobile, and when the control module receives a motor rotating speed descending signal from the motor control module, the speed adjusting unit forms a rotating speed descending trend adjusting instruction according to the rotating speed descending trend of the motor;
and the q-axis current adjusting unit and the d-axis current adjusting unit receive the first driving command and the second driving command formed by the speed adjusting unit based on the rotating speed descending trend command so as to form the input current with the q-axis component current of 0.
Preferably, a vehicle speed threshold is preset in the speed adjusting unit, and the speed adjusting unit forms an instruction for adjusting the descending trend of the rotating speed when the current running speed of the electric vehicle is smaller than the vehicle speed threshold and the vehicle-mounted navigation module of the electric vehicle judges that the electric vehicle runs to a vehicle parking area;
the speed adjusting unit calculates braking time according to the rotating speed of the motor and the braking force of the electric automobile, calculates a wheel rotating angle in the braking time and a predicted stopping angle formed by the wheel rotating angle after the number of turns is removed, and forms a rotating speed descending trend adjusting instruction according to the difference value of the predicted stopping angle and the optimal angle, wherein the rotating speed descending trend adjusting instruction comprises the size and the duration of input current, so that the motor angle is located at the optimal angle when the rotating speed of the motor is zero.
Preferably, the speed regulating unit forms a regulation speed reduction trend instruction if and only if the current running speed of the electric automobile is zero and the vehicle-mounted navigation module of the electric automobile judges that the electric automobile runs to a vehicle parking area;
the speed adjusting unit obtains a current rotation angle of the motor, and forms a rotation speed descending trend adjusting instruction according to a difference value between the current rotation angle and the optimal angle, wherein the rotation speed descending trend adjusting instruction comprises the size and duration of input current, so that the motor angle is located at the optimal angle.
The invention also discloses a motor angle control method for the high-voltage direct-current charging of the electric automobile, which comprises the following steps of:
configuring a charging circuit, the charging circuit comprising: the power supply is arranged on the charging circuit; the motor controller is connected in parallel with two ends of the power supply and comprises a first phase, a second phase and a third phase which form a three-phase circuit; the motor comprises a first winding, a second winding and a third winding which form a three-phase winding, wherein the first winding, the second winding and the third winding are respectively connected with a first phase, a second phase and a third phase in parallel; a switching element K1, one end of which is connected to the joint of the first winding, the second winding and the third winding, or one end is connected with the first winding and the other end is externally connected to a DC charging base, wherein
The first phase comprises a switch tube S1 and a switch tube S2 which are connected in series and are connected to a charging circuit in parallel;
the second phase comprises a switch tube S3 and a switch tube S4 which are connected in series and are connected to the charging circuit in parallel;
the third phase comprises a switch tube S5 and a switch tube S6 which are connected in series and are connected to the charging circuit in parallel;
one end of the first winding is connected between the switch tube S1 and the switch tube S2;
one end of the second winding is connected between the switch tube S3 and the switch tube S4;
one end of the third winding is connected between the switch tube S5 and the switch tube S6;
configuring a control module, calibrating a first ripple of a first phase, a second ripple of a second phase and a third ripple of a third phase of the motor at each motor angle in an off-line manner, and determining an optimal angle when the minimum sum is formed according to the minimum sum of the first ripple, the second ripple and the third ripple;
when the electric automobile is braked until the speed of the electric automobile is 0, the control module reads the current angle of the motor and calculates the difference value between the current angle and the optimal angle to form a compensation instruction;
the control module sends a compensation instruction to the motor controller, the motor controller controls the motor to rotate to an optimal angle based on the compensation instruction according to the proportional relation between the angle of the motor and the angle of the rotating shaft of the wheel, the wheel of the electric automobile is controlled to rotate for a small displacement, and the direction of a current synthetic vector of the first phase, the second phase and the third phase coincides with the direction of the d axis under the optimal angle, so that 0 torque aiming at the motor is realized.
Preferably, the step of the control module sending a compensation command to the motor controller comprises:
the receiving unit of the control module receives the current angle of the motor from the motor controller;
the position adjusting unit of the control module is connected with the receiving unit and used for acquiring the current angle of the electric automobile during running;
the speed adjusting unit of the control module acquires the current running speed of the electric automobile, and when the control module receives a motor rotating speed descending signal from the motor control module, the speed adjusting unit forms a rotating speed descending trend adjusting instruction according to the rotating speed descending trend of the motor;
and the q-axis current adjusting unit and the d-axis current adjusting unit of the control module receive a first driving instruction and a second driving instruction formed by the speed adjusting unit based on the rotating speed descending trend instruction so as to form an input current with the q-axis component current being 0.
Preferably, a vehicle speed threshold is preset in the speed adjusting unit, and the speed adjusting unit forms an instruction for adjusting the descending trend of the rotating speed when the current running speed of the electric vehicle is smaller than the vehicle speed threshold and the vehicle-mounted navigation module of the electric vehicle judges that the electric vehicle runs to a vehicle parking area;
the speed adjusting unit calculates braking time according to the rotating speed of the motor and the braking force of the electric automobile, calculates a wheel rotating angle in the braking time and a predicted stopping angle formed by the wheel rotating angle after the number of turns is removed, and forms a rotating speed descending trend adjusting instruction according to the difference value of the predicted stopping angle and the optimal angle, wherein the rotating speed descending trend adjusting instruction comprises the size and the duration of input current, so that the motor angle is located at the optimal angle when the rotating speed of the motor is zero.
Preferably, when the electric vehicle is braked until the vehicle speed is 0, the control module reads the current angle of the motor and calculates the difference between the current angle and the optimal angle, and the step of forming a compensation command comprises the following steps:
if and only if the current running speed of the electric automobile is zero and the vehicle-mounted navigation module of the electric automobile judges that the electric automobile runs to a vehicle parking area, the speed adjusting unit of the control module forms an instruction for adjusting the descending trend of the rotating speed;
the speed adjusting unit obtains a current rotation angle of the motor, and forms a rotation speed descending trend adjusting instruction according to a difference value between the current rotation angle and the optimal angle, wherein the rotation speed descending trend adjusting instruction comprises the size and duration of input current, so that the motor angle is located at the optimal angle.
Preferably, when the electric vehicle is braked until the vehicle speed is 0, the control module reads a current angle of the motor, calculates a difference between the current angle and the optimal angle, and forms a compensation command before the step of:
the motor controller forms an inquiry confirmation whether to execute the optimal charging strategy or not, and receives a confirmation command based on the inquiry confirmation to determine whether to execute the steps of when the electric automobile is braked until the speed is 0, reading the current angle of the motor by the control module, calculating the difference value between the current angle and the optimal angle, and forming a compensation command.
After the technical scheme is adopted, compared with the prior art, the method has the following beneficial effects:
1. the problem of motor torque when the driving motor and the driving inverter for the electric automobile are subjected to boosting direct current charging is solved.
2. The problem of when electric automobile is with driving motor and drive inverter for the direct current that steps up charges, in order to satisfy zero torque control condition, the motor charging performance is poor is solved.
3. The position is controlled to be at the optimal electrical angle, so that the optimal performance control is realized;
4. the user can independently select whether to perform optimal charging control, so that the user experience is improved.
Drawings
FIG. 1 is a schematic diagram of a topology of a charging circuit in accordance with a preferred embodiment of the present invention;
FIG. 2 is a schematic diagram of the relationship between q-axis current and d-axis current in accordance with a preferred embodiment of the present invention;
fig. 3 is a schematic angle-ripple diagram for off-line calibration of an optimal angle according to a preferred embodiment of the present invention.
Detailed Description
The advantages of the invention are further illustrated in the following description of specific embodiments in conjunction with the accompanying drawings.
Reference will now be made in detail to the exemplary embodiments, examples of which are illustrated in the accompanying drawings. When the following description refers to the accompanying drawings, like numbers in different drawings represent the same or similar elements unless otherwise indicated. The implementations described in the exemplary embodiments below are not intended to represent all implementations consistent with the present disclosure. Rather, they are merely examples of apparatus and methods consistent with certain aspects of the present disclosure, as detailed in the appended claims.
The terminology used in the present disclosure is for the purpose of describing particular embodiments only and is not intended to be limiting of the disclosure. As used in this disclosure and the appended claims, the singular forms "a," "an," and "the" are intended to include the plural forms as well, unless the context clearly indicates otherwise. It should also be understood that the term "and/or" as used herein refers to and encompasses any and all possible combinations of one or more of the associated listed items.
It is to be understood that although the terms first, second, third, etc. may be used herein to describe various information, such information should not be limited to these terms. These terms are only used to distinguish one type of information from another. For example, first information may also be referred to as second information, and similarly, second information may also be referred to as first information, without departing from the scope of the present disclosure. The word "if" as used herein may be interpreted as "at … …" or "when … …" or "in response to a determination", depending on the context.
In the description of the present invention, it is to be understood that the terms "longitudinal", "lateral", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", and the like, indicate orientations or positional relationships based on those shown in the drawings, and are used merely for convenience of description and for simplicity of description, and do not indicate or imply that the referenced devices or elements must have a particular orientation, be constructed in a particular orientation, and be operated, and thus, are not to be construed as limiting the present invention.
In the description of the present invention, unless otherwise specified and limited, it is to be noted that the terms "mounted," "connected," and "connected" are to be interpreted broadly, and may be, for example, a mechanical connection or an electrical connection, a communication between two elements, a direct connection, or an indirect connection via an intermediate medium, and specific meanings of the terms may be understood by those skilled in the art according to specific situations.
In the following description, suffixes such as "module", "component", or "unit" used to denote elements are used only for facilitating the explanation of the present invention, and have no specific meaning in themselves. Thus, "module" and "component" may be used in a mixture.
Referring to fig. 1, a schematic circuit design diagram of an electric vehicle high-voltage dc charging circuit according to a preferred embodiment of the present invention is shown, in which the electric vehicle high-voltage dc charging circuit is disposed in an electric vehicle and is used for charging the electric vehicle with high-voltage dc. Specifically, the charging circuit includes:
-a power supply
A power source, such as a battery, a battery pack, etc., is a device disposed in an electric vehicle that provides an electrical power output for the electric vehicle. When the power in the power supply is depleted, it needs to be charged. Therefore, the power supply is arranged on the charging circuit, and the charging circuit can be connected with external charging equipment, such as a charging pile, a direct current charging base and the like.
-a motor controller
The motor controller is usually a neural center for connecting the motor and the battery, is used for adjusting and calibrating various performances of the whole electric automobile, plays a role in ensuring basic safety and accurate control of the automobile, and can also enable the battery and the motor to exert sufficient strength. In the present embodiment, the motor controller is different from the original function (or is based on the original function), and a configuration for charging the power supply is added, that is, the motor controller in the present embodiment is used for controlling the motor and also for controlling the charging of the power supply. Specifically, the motor controller is connected in parallel across the power supply, and has therein a first phase, a second phase, and a third phase forming a three-phase circuit, that is, U, V, W phase which is commonly understood (correspondence of the first phase, the second phase, and the third phase to U, V, W phase is not limited in the present invention, and any one phase may be regarded as the first phase, and so on). Likewise, in this embodiment, the three-phase circuit will affect the state of charge of the charging circuit to the power supply in addition to the control of the motor.
-an electric machine
The motor is equipment for converting electric energy into mechanical energy in the electric automobile. In this embodiment, the motor includes a first winding, a second winding, and a third winding that form a three-phase winding, and the first winding, the second winding, and the third winding are respectively connected in parallel with the first phase, the second phase, and the third phase to complete the basic control of the motor controller on the motor.
Switching element K1
In this embodiment, the junction of the first winding, the second winding and the third winding is additionally pulled out, and a switch element K1 is externally connected, so that one end of the switch element K1 is connected to the junction of the first winding, the second winding and the third winding, the other end of the switch element K1 is externally connected to an external dc charging socket, for example, the other end of the switch element K1 is empty, and when a charging head of the external dc charging socket is inserted into a charging port of an electric vehicle, the external dc charging socket is electrically connected to the switch element K1.
Interface capacitance C2
One end of the interface capacitor C2 is connected to the switching element K1, and the other end is connected to the charging circuit, so that the switching element K1 and the interface capacitor C2 form a boost charging circuit.
After the configuration is adopted, when the direct current charging seat is connected with the charging circuit through the charging head, the switching element K1 is closed, the first phase, the second phase and the third phase are closed, so that a three-phase inductance is formed by three-phase windings of the motor, the first phase, the second phase and the third phase are used as a switching bridge arm of a boosting charging circuit formed by the switching element K1 and the interface capacitor C2, when the direct current charging seat can only provide low-voltage direct current, such as 300 plus 500V, the boosting charging circuit formed by the switching element K1 and the interface capacitor C2 is boosted to high-voltage direct current, such as 800V, after the direct current charging seat is powered, the boosted direct current charging seat is input into a power supply through the switching bridge arm, and the direct current charging seat capable of only supporting the low-voltage direct current is formed to provide high-voltage direct current for the power supply for quick charging. That is to say, the motor and the motor controller which are not used for the charging circuit are utilized to boost the charging voltage, so that no additional circuit element is required to be added, and good use experience is provided for users.
Furthermore, the specific components of the charging circuit are configured as follows: the first phase comprises a switch tube S1 and a switch tube S2 which are connected in series and are connected to a charging circuit in parallel; the second phase comprises a switch tube S3 and a switch tube S4 which are connected in series and are connected to the charging circuit in parallel; the third phase comprises a switch tube S5 and a switch tube S6 which are connected in series and are connected to the charging circuit in parallel; one end of the first winding is connected between the switch tube S1 and the switch tube S2, or connected with one end of the switch element K1; one end of the second winding is connected between the switch tube S3 and the switch tube S4; one end of the third winding is connected between the switch tube S5 and the switch tube S6.
Different from the conventional mode of continuously adjusting the q-axis current by adjusting the input current in the prior art to realize the matching of the input current and the motor intersection, thereby realizing the 0-torque of the motor, in the motor angle control system, the angle of the motor is actively adjusted to match the direction of the q-axis current. In this regard, a specific implementation manner includes that the motor angle control system is further configured with a control module, and in an offline environment, that is, before manufacturing of the motor, for example, in a design process, a first ripple of the first phase, a second ripple of the second phase, and a third ripple of the third phase at each motor angle are calibrated. The first ripple of the first phase, the second ripple of the second phase, and the third ripple of the third phase are unstable states of current waveforms of the motor in each phase, which are caused by the switching frequency, and referring to fig. 3, the ripple amplitude in each phase can be fitted under different motor angles. Therefore, after fitting the motor angle-ripple amplitude curve, the control module calculates the sum of the first ripple, the second ripple and the third ripple at each motor angle, and selects the minimum sum of the sums of all the first ripple, the second ripple and the third ripple, and the motor angle corresponding to the minimum sum as the optimal angle.
Under the actual use environment, when the electric automobile is controlled by a user to brake until the speed of the electric automobile is 0, the electric automobile is likely to be driven to the charging pile by the user for charging. Therefore, considering that a charging scenario is about to occur, the control module will obtain the current angle of the motor from the motor controller, which is understood to be the position of the winding of the motor after the electric vehicle is stationary. Meanwhile, the control module calculates the difference between the current angle and the optimal angle, so as to form a compensation instruction. In this embodiment, the current angle may be the deviation angle of each winding at a standard position, and the optimal angle may also be the deviation angle of each winding with respect to the standard position (or in different embodiments, the current angle and the optimal angle are in the same calibration manner). In addition, the compensation command may be to actively control the hub (or wheel) to rotate a small displacement even when the electric vehicle is stationary, so that the current angle is the same as the optimal angle. That is, the control module sends a compensation command to the motor controller, the motor controller controls the motor to rotate to an optimal angle according to a proportional relationship between the motor angle and the wheel rotation shaft angle (for example, the motor rotates 360 degrees corresponding to the wheel rotates about 15 degrees), and the wheel rotates to a small displacement while the motor rotates (due to the proportional relationship, even if the motor rotates close to 360 degrees to reach the optimal angle, the rotation angle of the wheel is basically not felt by a user), so that under the optimal angle, referring to fig. 2, the current composite vector direction of the first phase, the second phase and the third phase coincides with the d-axis direction, so as to realize 0-torque control for the motor.
Through the configuration, the conventional mode that the q-axis current is matched with the angle of the motor in the industry is broken through, the angle of the motor is adjusted (under the condition that the q-axis current is kept unchanged), the 0-torque control during the charging of the electric automobile is realized, and the control mode is simpler, more convenient and more efficient.
In a preferred embodiment, to calibrate the motor angle under the optimal charging performance, the control module sets a rated charging power at each motor angle in an offline environment, and outputs a motor loss and a current ripple parameter at each angle under each rated charging power in an offline calibration manner under the condition that the motor angle is continuously changed, and if a certain motor angle has an incomplete calibration result, the control module continues to execute the calibration for the next motor angle until the motor loss and the current ripple parameter corresponding to all the motor angles are calibrated. It will be appreciated that the minimum division of the motor angle selected may be 1 °, 5 °, 10 °, etc., depending on the accuracy requirements for the optimum angle selection. And then, the control module draws amplitude-motor angle relation values of the first ripple wave, the second ripple wave and the third ripple wave at all angles, calculates three-phase ripple waves at each angle, scans a zero-torque controllable range in the amplitude-motor angle relation values, and selects the three-phase ripple wave value with the minimum value as the minimum sum and the minimum sum corresponding to the optimal angle. The controllable range of zero torque is the angular range that each winding has in theory where zero torque can be achieved, i.e. the optimum angle, and should only be selectable in these angular regions.
In a preferred embodiment, the control module comprises: a receiving unit receiving a current angle of the motor from the motor controller; the position adjusting unit is connected with the receiving unit and used for acquiring the current angle of the electric automobile during running, wherein the running state comprises a state that the speed of the electric automobile is 0 or not 0; the speed adjusting unit obtains a current driving speed of the electric vehicle, and when the motor control module is subjected to a braking operation performed by a user, the speed adjusting unit controls the motor to decrease in rotation speed, and at this time, the action is captured by the control module, for example, the control module receives a motor rotation speed decrease signal from the motor control module, which indicates that the user is braking the electric vehicle and is likely to park at a certain position for charging. Therefore, the speed adjusting unit will form an adjusting rotation speed descending trend instruction according to the rotation speed descending trend of the motor, that is, for the braking operation of the user (in the common actual use scene, the braking force is a constant value, and the sudden change is not caused unless the situation happens), the rotation speed descending trend of the motor is predicted, for example, the time required by the motor to descend to 0 from the current rotation speed, the expected angle after descending to 0, and the like, and with the information, the speed adjusting unit will calculate and form an adjusting rotation speed descending trend instruction based on the information, wherein the rotation speed descending trend instruction is the adjustment of the rotation speed descending trend, for example, the linear descending trend (slope or gradient, and the like) is accelerated or slowed down, so that when the current rotation speed descends to 0, the current angle of the motor is just the optimal angle. The control module is provided with a q-axis current adjusting unit and a d-axis current adjusting unit, and receives a first driving instruction and a second driving instruction formed by the speed adjusting unit based on the rotating speed descending trend instruction so as to form an input current with the q-axis component current being 0.
The control manner for the motor angle in the different embodiments is described in detail below.
In the embodiment, the main adjustment principle is that the speed regulation is controlled in the running process of the electric automobile, so that the current angle is the optimal angle just after the braking is finished. Specifically, a vehicle speed threshold is preset in the speed adjusting unit, and the speed adjusting unit forms an adjusting speed descending trend instruction when the current running speed of the electric vehicle is smaller than the vehicle speed threshold and the vehicle-mounted navigation module of the electric vehicle judges that the electric vehicle runs to a vehicle parking area. That is, to determine whether the user is braking during normal driving of the electric vehicle or is about to park in a parking lot having a charging pile, the start-up rotation speed reduction tendency is adjusted based only on a vehicle speed threshold (e.g., 10km/h) and driving into the parking lot to prevent unnecessary displacement of the electric vehicle at the time of normal braking. Under the condition that the above condition is satisfied, the speed adjusting unit calculates a braking time (for example, a time required for the motor speed to linearly drop to 0 under the braking force) according to the rotation speed of the motor and the braking force of the electric vehicle, and calculates an estimated stop angle formed by the wheel rotation angle and the wheel rotation angle after the number of turns is removed in the braking time, for example, when the wheel rotation angle is too large, 360 ° is subtracted one by one until less than 360 ° is a final result, and the final result is used as the estimated stop angle. The speed adjusting unit forms a speed descending trend adjusting instruction according to the difference value between the predicted stopping angle and the optimal angle, for example, the speed descending trend includes the magnitude and duration of the input current, so that the motor angle is located at the optimal angle when the rotating speed of the motor is zero. Specifically, when the difference is small and positive, it indicates that the speed reduction trend needs to be accelerated, thereby increasing the magnitude of the input current, so that the original speed reduction trend and the ideal speed reduction trend have an intersection point, and at the moment of forming the intersection point, the original speed reduction trend is returned, so that the motor angle is located at the optimal angle. Conversely, when the difference is small and negative, it indicates that the speed reduction trend needs to be slowed down, thereby reducing the magnitude of the input current, so that the original speed reduction trend and the ideal speed reduction trend have an intersection point, and at the moment of forming the intersection point, the original speed reduction trend is returned, so that the motor angle is located at the optimal angle.
Further alternatively, a method of adjusting the downward trend of the rotation speed may be used, for example, to periodically increase the magnitude of the input current for a certain period of time, and to brake to 0 (possibly causing a certain setback) when the rotation speed of the motor is close to 0 and the current angle of the motor is equal to the optimal angle.
In yet another embodiment, after the electric vehicle has been braked, it is readjusted so as not to affect the driving state of the electric vehicle. And if and only if the current running speed of the electric automobile is zero and the vehicle-mounted navigation module of the electric automobile judges that the electric automobile runs to a vehicle parking area, the speed adjusting unit can form an instruction for adjusting the descending trend of the rotating speed. The speed adjusting unit obtains a current rotation angle of the motor, and forms a rotation speed descending trend adjusting instruction according to a difference value between the current rotation angle and the optimal angle, wherein the rotation speed descending trend adjusting instruction comprises the magnitude and duration of input current, so that the motor rated stator rotates by a certain angle until the motor rated stator is located at the closest optimal angle. It can be understood that there are multiple optimal angles in one circle, so to reduce the displacement, the closest optimal angle should be selected, and the rotation direction is the driving direction of the electric vehicle.
In any of the above embodiments, closed-loop control may be adopted, using the regulators as the adjusting units, and feeding back the adjustment results to each regulator to gradually adjust to the optimal angle.
The invention also discloses a motor angle control method for the high-voltage direct-current charging of the electric automobile, which comprises the following steps of: configuring a charging circuit, the charging circuit comprising: the power supply is arranged on the charging circuit; the motor controller is connected in parallel with two ends of the power supply and comprises a first phase, a second phase and a third phase which form a three-phase circuit; the motor comprises a first winding, a second winding and a third winding which form a three-phase winding, wherein the first winding, the second winding and the third winding are respectively connected with a first phase, a second phase and a third phase in parallel; a switch element K1, one end of which is connected to the joint of the first winding, the second winding and the third winding, or one end is connected with the first winding, and the other end is externally connected to a DC charging seat; an interface capacitor C2, one end of which is connected to the switch element K1 and the other end of which is connected to the charging circuit, wherein the first phase comprises a switch tube S1 and a switch tube S2 connected in series and is connected to the charging circuit; the second phase comprises a switch tube S3 and a switch tube S4 which are connected in series and are connected to the charging circuit in parallel; the third phase comprises a switch tube S5 and a switch tube S6 which are connected in series and are connected to the charging circuit in parallel; one end of the first winding is connected between the switch tube S1 and the switch tube S2; one end of the second winding is connected between the switch tube S3 and the switch tube S4; one end of the third winding is connected between the switch tube S5 and the switch tube S6; configuring a control module, calibrating a first ripple of a first phase, a second ripple of a second phase and a third ripple of a third phase of the motor at each motor angle in an off-line manner, and determining an optimal angle when the minimum sum is formed according to the minimum sum of the first ripple, the second ripple and the third ripple; when the electric automobile is braked until the speed of the electric automobile is 0, the control module reads the current angle of the motor and calculates the difference value between the current angle and the optimal angle to form a compensation instruction; the control module sends a compensation instruction to the motor controller, the motor controller controls the motor to rotate to an optimal angle based on the compensation instruction according to the proportional relation between the angle of the motor and the angle of the rotating shaft of the wheel, the wheel of the electric automobile is controlled to rotate for a small displacement, and the direction of a current synthetic vector of the first phase, the second phase and the third phase coincides with the direction of the d axis under the optimal angle, so that 0 torque aiming at the motor is realized.
Preferably, the step of the control module sending a compensation command to the motor controller comprises: the receiving unit of the control module receives the current angle of the motor from the motor controller; the position adjusting unit of the control module is connected with the receiving unit and used for acquiring the current angle of the electric automobile during running; the speed adjusting unit of the control module acquires the current running speed of the electric automobile, and when the control module receives a motor rotating speed descending signal from the motor control module, the speed adjusting unit forms a rotating speed descending trend adjusting instruction according to the rotating speed descending trend of the motor; and the q-axis current adjusting unit and the d-axis current adjusting unit of the control module receive a first driving instruction and a second driving instruction formed by the speed adjusting unit based on the rotating speed descending trend instruction so as to form an input current with the q-axis component current being 0.
Preferably, a vehicle speed threshold is preset in the speed adjusting unit, and the speed adjusting unit forms an instruction for adjusting the descending trend of the rotating speed when the current running speed of the electric vehicle is smaller than the vehicle speed threshold and the vehicle-mounted navigation module of the electric vehicle judges that the electric vehicle runs to a vehicle parking area; the speed adjusting unit calculates braking time according to the rotating speed of the motor and the braking force of the electric automobile, calculates a wheel rotating angle in the braking time and a predicted stopping angle formed by the wheel rotating angle after the number of turns is removed, and forms a rotating speed descending trend adjusting instruction according to the difference value of the predicted stopping angle and the optimal angle, wherein the rotating speed descending trend adjusting instruction comprises the size and the duration of input current, so that the motor angle is located at the optimal angle when the rotating speed of the motor is zero.
Preferably, when the electric vehicle is braked until the vehicle speed is 0, the control module reads the current angle of the motor and calculates the difference between the current angle and the optimal angle, and the step of forming a compensation command comprises the following steps: if and only if the current running speed of the electric automobile is zero and the vehicle-mounted navigation module of the electric automobile judges that the electric automobile runs to a vehicle parking area, the speed adjusting unit of the control module forms an instruction for adjusting the descending trend of the rotating speed; the speed adjusting unit obtains a current rotation angle of the motor, and forms a rotation speed descending trend adjusting instruction according to a difference value between the current rotation angle and the optimal angle, wherein the rotation speed descending trend adjusting instruction comprises the size and duration of input current, so that the motor angle is located at the optimal angle.
Preferably, when the electric vehicle is braked until the vehicle speed is 0, the control module reads a current angle of the motor, calculates a difference between the current angle and the optimal angle, and forms a compensation command before the step of: the motor controller forms an inquiry confirmation whether to execute the optimal charging strategy or not, and receives a confirmation command based on the inquiry confirmation to determine whether to execute the steps of when the electric automobile is braked until the speed is 0, reading the current angle of the motor by the control module, calculating the difference value between the current angle and the optimal angle, and forming a compensation command.
It should be noted that the embodiments of the present invention have been described in terms of preferred embodiments, and not by way of limitation, and that those skilled in the art can make modifications and variations of the embodiments described above without departing from the spirit of the invention.
Claims (10)
1. A motor angle control system for high-voltage direct-current charging of an electric automobile is arranged in the electric automobile and is characterized by comprising a charging circuit and a control module,
the charging circuit includes:
the power supply is arranged on the charging circuit;
the motor controller is connected in parallel with two ends of the power supply and comprises a first phase, a second phase and a third phase which form a three-phase circuit;
the motor comprises a first winding, a second winding and a third winding which form a three-phase winding, wherein the first winding, the second winding and the third winding are respectively connected with the first phase, the second phase and the third phase in parallel;
a switching element K1, one end of which is connected to the joint of the first winding, the second winding and the third winding, or one end is connected with the first winding and the other end is externally connected to a DC charging base, wherein
The first phase comprises a switch tube S1 and a switch tube S2 which are connected in series and are connected to a charging circuit in parallel;
the second phase comprises a switch tube S3 and a switch tube S4 which are connected in series and are connected to a charging circuit in parallel;
the third phase comprises a switch tube S5 and a switch tube S6 which are connected in series and are connected to a charging circuit in parallel;
one end of the first winding is connected between the switch tube S1 and the switch tube S2;
one end of the second winding is connected between the switch tube S3 and the switch tube S4;
one end of the third winding is connected between the switch tube S5 and the switch tube S6;
the control module calibrates a first ripple of a first phase, a second ripple of a second phase and a third ripple of a third phase of the motor in each motor angle in an off-line manner, and determines an optimal angle when the minimum sum is formed according to the minimum sum of the first ripple, the second ripple and the third ripple;
when the electric automobile is braked until the speed is 0, the control module reads the current angle of the motor and calculates the difference value between the current angle and the optimal angle to form a compensation instruction;
the control module sends the compensation command to the motor controller, the motor controller controls the motor to rotate to the optimal angle based on the compensation command according to the proportional relation between the motor angle and the wheel rotating shaft angle, controls the wheel of the electric automobile to rotate for a small displacement, and coincides with the direction of the d axis and the direction of the current synthetic vector of the first phase, the second phase and the third phase under the optimal angle, so that the 0-torque aiming at the motor is realized.
2. The motor angle control system of claim 1,
the control module is set at the rated charging power of each motor angle in an off-line environment, and the control module is used for off-line calibrating and outputting the motor loss and current ripple parameters of each angle under each rated charging power;
the control module draws amplitude values of the first ripple wave, the second ripple wave and the third ripple wave at all angles-motor angle relation values, calculates three-phase ripple wave sums at all angles, and then selects a three-phase ripple wave value with a minimum value as a minimum sum and an optimal angle corresponding to the minimum sum.
3. The motor angle control system of claim 1,
the control module includes:
a receiving unit receiving a current angle of the motor from the motor controller;
the position adjusting unit is connected with the receiving unit and used for acquiring the current angle of the electric automobile during running;
the speed adjusting unit is used for acquiring the current running speed of the electric automobile, and when the control module receives a motor rotating speed descending signal from the motor control module, the speed adjusting unit forms a rotating speed descending trend adjusting instruction according to the rotating speed descending trend of the motor;
and the q-axis current adjusting unit and the d-axis current adjusting unit receive the first driving command and the second driving command formed by the speed adjusting unit based on the rotating speed descending trend command so as to form the input current with the q-axis component current of 0.
4. The motor angle control system of claim 3,
a vehicle speed threshold is preset in the speed adjusting unit, and the speed adjusting unit forms an instruction for adjusting the descending trend of the rotating speed when the current running speed of the electric vehicle is smaller than the vehicle speed threshold and a vehicle-mounted navigation module of the electric vehicle judges that the electric vehicle runs to a vehicle parking area;
the speed adjusting unit calculates braking time according to the rotating speed of the motor and the braking force of the electric automobile, calculates a wheel rotating angle in the braking time and a predicted stopping angle formed by the wheel rotating angle after the number of turns is removed, and forms a rotating speed descending trend adjusting instruction according to the difference value of the predicted stopping angle and the optimal angle, wherein the rotating speed descending trend adjusting instruction comprises the magnitude and the duration of input current, so that the motor angle is located at the optimal angle when the rotating speed of the motor is zero.
5. The motor angle control system of claim 3,
if and only if the current running speed of the electric automobile is zero and the vehicle-mounted navigation module of the electric automobile judges that the electric automobile runs to a vehicle parking area, the speed adjusting unit forms an instruction for adjusting the descending trend of the rotating speed;
the speed adjusting unit obtains the current rotation angle of the motor, and the speed adjusting unit forms a rotation speed descending trend adjusting instruction according to the difference value between the current rotation angle and the optimal angle, wherein the rotation speed descending trend adjusting instruction comprises the size and the duration of input current, so that the motor angle is located at the optimal angle.
6. A motor angle control method for high-voltage direct-current charging of an electric automobile is characterized by comprising the following steps:
configuring a charging circuit, the charging circuit comprising: the power supply is arranged on the charging circuit; the motor controller is connected in parallel with two ends of the power supply and comprises a first phase, a second phase and a third phase which form a three-phase circuit; the motor comprises a first winding, a second winding and a third winding which form a three-phase winding, wherein the first winding, the second winding and the third winding are respectively connected with the first phase, the second phase and the third phase in parallel; a switching element K1, one end of which is connected to the joint of the first winding, the second winding and the third winding, or one end is connected with the first winding and the other end is externally connected to a DC charging base, wherein
The first phase comprises a switch tube S1 and a switch tube S2 which are connected in series and are connected to a charging circuit in parallel;
the second phase comprises a switch tube S3 and a switch tube S4 which are connected in series and are connected to a charging circuit in parallel;
the third phase comprises a switch tube S5 and a switch tube S6 which are connected in series and are connected to a charging circuit in parallel;
one end of the first winding is connected between the switch tube S1 and the switch tube S2;
one end of the second winding is connected between the switch tube S3 and the switch tube S4;
one end of the third winding is connected between the switch tube S5 and the switch tube S6;
configuring a control module, calibrating a first ripple of a first phase, a second ripple of a second phase and a third ripple of a third phase of the motor in each motor angle in an off-line manner, and determining an optimal angle when the minimum sum is formed according to the minimum sum of the first ripple, the second ripple and the third ripple;
when the electric automobile is braked until the speed is 0, the control module reads the current angle of the motor and calculates the difference value between the current angle and the optimal angle to form a compensation instruction;
the control module sends the compensation command to the motor controller, the motor controller controls the motor to rotate to the optimal angle based on the compensation command according to the proportional relation between the motor angle and the wheel rotating shaft angle, controls the wheel of the electric automobile to rotate for a small displacement, and coincides with the direction of the d axis and the direction of the current synthetic vector of the first phase, the second phase and the third phase under the optimal angle, so that the 0-torque aiming at the motor is realized.
7. The motor angle control method of claim 6, wherein the step of the control module sending the compensation command to the motor controller comprises:
the receiving unit of the control module receives the current angle of the motor from the motor controller;
the position adjusting unit of the control module is connected with the receiving unit and used for acquiring the current angle of the electric automobile during running;
the speed adjusting unit of the control module acquires the current running speed of the electric automobile, and when the control module receives a motor rotating speed descending signal from the motor control module, the speed adjusting unit forms a rotating speed descending trend adjusting instruction according to the rotating speed descending trend of the motor;
and the q-axis current adjusting unit and the d-axis current adjusting unit of the control module receive the first driving instruction and the second driving instruction formed by the speed adjusting unit based on the rotating speed descending trend instruction so as to form the input current with the q-axis component current of 0.
8. The motor angle control method according to claim 7,
a vehicle speed threshold is preset in the speed adjusting unit, and the speed adjusting unit forms an instruction for adjusting the descending trend of the rotating speed when the current running speed of the electric vehicle is smaller than the vehicle speed threshold and a vehicle-mounted navigation module of the electric vehicle judges that the electric vehicle runs to a vehicle parking area;
the speed adjusting unit calculates braking time according to the rotating speed of the motor and the braking force of the electric automobile, calculates a wheel rotating angle in the braking time and a predicted stopping angle formed by the wheel rotating angle after the number of turns is removed, and forms a rotating speed descending trend adjusting instruction according to the difference value of the predicted stopping angle and the optimal angle, wherein the rotating speed descending trend adjusting instruction comprises the magnitude and the duration of input current, so that the motor angle is located at the optimal angle when the rotating speed of the motor is zero.
9. The motor angle control method of claim 6, wherein the step of the control module reading a current angle of the motor and calculating a difference between the current angle and the optimal angle when the electric vehicle is braked until the vehicle speed is 0, and forming a compensation command comprises:
if and only if the current running speed of the electric automobile is zero and the vehicle-mounted navigation module of the electric automobile judges that the electric automobile runs to a vehicle parking area, the speed adjusting unit of the control module forms an adjusting rotating speed descending trend instruction;
the speed adjusting unit obtains the current rotation angle of the motor, and the speed adjusting unit forms a rotation speed descending trend adjusting instruction according to the difference value between the current rotation angle and the optimal angle, wherein the rotation speed descending trend adjusting instruction comprises the size and the duration of input current, so that the motor angle is located at the optimal angle.
10. The motor angle control method of claim 6, wherein the step of the control module reading a current angle of the motor and calculating a difference between the current angle and the optimal angle to form a compensation command before the step of braking the electric vehicle until the vehicle speed is 0 further comprises:
the motor controller forms an inquiry confirmation whether to execute the optimal charging strategy or not, and receives a confirmation command based on the inquiry confirmation so as to determine whether to execute the steps of when the electric automobile is braked until the speed is 0, reading the current angle of the motor by the control module, calculating the difference value between the current angle and the optimal angle, and forming a compensation command.
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