CN114683854A - Electric vehicle control method, device and equipment - Google Patents
Electric vehicle control method, device and equipment Download PDFInfo
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- CN114683854A CN114683854A CN202210397673.XA CN202210397673A CN114683854A CN 114683854 A CN114683854 A CN 114683854A CN 202210397673 A CN202210397673 A CN 202210397673A CN 114683854 A CN114683854 A CN 114683854A
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- 238000000034 method Methods 0.000 title claims abstract description 55
- 238000001514 detection method Methods 0.000 claims description 7
- 238000012423 maintenance Methods 0.000 description 8
- 238000010586 diagram Methods 0.000 description 6
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- 238000000354 decomposition reaction Methods 0.000 description 2
- 230000006798 recombination Effects 0.000 description 2
- 238000005215 recombination Methods 0.000 description 2
- 230000009286 beneficial effect Effects 0.000 description 1
- 210000004556 brain Anatomy 0.000 description 1
- 239000008358 core component Substances 0.000 description 1
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Classifications
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L3/00—Electric devices on electrically-propelled vehicles for safety purposes; Monitoring operating variables, e.g. speed, deceleration or energy consumption
- B60L3/0023—Detecting, eliminating, remedying or compensating for drive train abnormalities, e.g. failures within the drive train
- B60L3/0084—Detecting, eliminating, remedying or compensating for drive train abnormalities, e.g. failures within the drive train relating to control modules
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L15/00—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles
- B60L15/20—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L2260/00—Operating Modes
- B60L2260/40—Control modes
- B60L2260/44—Control modes by parameter estimation
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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
- Y02T10/72—Electric energy management in electromobility
Abstract
The invention provides a method, a device and equipment for controlling an electric automobile, and relates to the technical field of electric automobiles. The method comprises the following steps: under the condition that a motor controller receives a hard wire signal and enters an awakening state, detecting whether an IGBT power module of the motor controller has an overcurrent fault; under the condition that the overcurrent fault of the IGBT power module is detected, updating the fault frequency of the overcurrent fault, and judging whether the fault frequency reaches the calibration frequency or not; and controlling the initialization and the low-voltage self-checking of the motor controller not to pass under the condition that the fault times reach the calibration times and the motor controller receives the hard-wire signal again and enters the awakening state. The scheme of the invention can solve the problems that the power battery relay is adhered or the power battery fuse is fused due to the fact that the whole vehicle repeatedly carries out power-on and power-off repeatedly when the IGBT power module of the motor controller has overcurrent faults.
Description
Technical Field
The invention belongs to the technical field of electric automobiles, and particularly relates to a method, a device and equipment for controlling an electric automobile.
Background
A Motor Control Unit (MCU) is the brain of a new energy automobile power system, and a power battery is a power source of the new energy automobile, and has important influences on the dynamic performance, economy, reliability and the like of the whole automobile, and the two are two major components of the new energy automobile which are mainly concerned by users. An Insulated Gate Bipolar Transistor (IGBT) power module is a core component of the MCU, and is also a single secondary component with the highest cost in the MCU, which accounts for about 40% of the MCU cost. Therefore, the reliability of the IGBT power module can be guaranteed to the maximum extent by the fault diagnosis function of the MCU. However, in the existing MCU fault protection strategy, it is rarely associated with the entire vehicle strategy, and in the case of the entire vehicle fault, some cases are that the IGBT power module and the power battery relay or the power battery fuse fail at the same time.
The MCU is connected with the power battery through the power battery relay and the power battery fuse in the whole new energy automobile electrical framework. When the IGBT power module has overcurrent faults, the power battery builds high voltage, the whole vehicle further enters a driving state, the IGBT power module switches on and off the tube, so that a bridge arm of a certain phase of the MCU is directly connected, the power battery bears a large current, the power battery relay or the power battery fuse contact point may begin to be slightly burnt, and if the whole vehicle is repeatedly powered on and powered off, the power battery relay can be adhered or the power battery fuse can be fused. After the MCU and the power battery relay or the power battery fuse are in failure, the power battery is dismounted while the MCU is required to be replaced in after-sale maintenance, and then the power battery relay or the power battery fuse is maintained, so that the after-sale maintenance cost of the whole vehicle is increased.
Disclosure of Invention
The embodiment of the invention aims to provide a method, a device and equipment for controlling an electric automobile, so that the problem that a power battery relay is adhered or a power battery fuse is fused due to the fact that an integral automobile repeatedly carries out power-on and power-off repeatedly when an overcurrent fault occurs in an IGBT power module of an MCU in the prior art is solved.
In order to achieve the above object, an embodiment of the present invention provides an electric vehicle control method, including:
under the condition that a motor controller receives a hard wire signal and enters an awakening state, detecting whether an Insulated Gate Bipolar Transistor (IGBT) power module of the motor controller has an overcurrent fault;
under the condition that the overcurrent fault of the IGBT power module is detected, updating the fault frequency of the overcurrent fault, and judging whether the fault frequency reaches the calibration frequency or not;
and controlling the initialization and the low-voltage self-checking of the motor controller not to pass under the condition that the fault times reach the calibration times and the motor controller receives the hard-wire signal again and enters the awakening state.
Optionally, in the control method of the electric vehicle, the overcurrent fault is that a short circuit occurs between a collector and an emitter of an upper bridge arm or a lower bridge arm of any one of three-phase bridge circuits of the IGBT power module, an open circuit occurs between the collector and a gate, and an open circuit occurs between the gate and the emitter.
Optionally, in the method for controlling an electric vehicle, when it is determined that the number of faults reaches the calibrated number, the method further includes:
and the motor controller reports the failure times to the vehicle controller.
Optionally, in the control method of the electric vehicle, when it is detected that the overcurrent fault does not occur in the IGBT power module, the method further includes:
and the motor controller clears the fault times.
Optionally, the electric vehicle control method further includes:
when the situation that the overcurrent fault does not occur in the IGBT power module is detected, or the situation that the fault frequency does not reach the calibration frequency is judged, if the motor controller receives the hard wire signal again and enters the awakening state, the initialization and low-voltage self-checking of the motor controller are controlled to pass;
and the motor controller sends initialization and low-voltage self-checking passing mark information to the vehicle control unit.
Optionally, after the motor controller sends initialization and low voltage self-test passing flag information to the vehicle controller, the method for controlling the electric vehicle further includes:
under the condition that the motor controller receives a torque instruction sent by the vehicle control unit, the motor controller outputs alternating current to control the motor to rotate;
and the torque instruction is sent after the vehicle control unit receives the initialization and low-voltage self-checking passing mark information, controls a power battery to establish high voltage and detects the high voltage.
In order to achieve the above object, an embodiment of the present invention provides an electric vehicle control apparatus including:
the detection module is used for detecting whether an Insulated Gate Bipolar Transistor (IGBT) power module of the motor controller has overcurrent fault or not under the condition that the motor controller receives a hard wire signal and enters an awakening state;
the judging module is used for updating the fault times of the overcurrent fault under the condition that the overcurrent fault of the IGBT power module is detected, and judging whether the fault times reach the calibration times or not;
and the first control module is used for controlling the initialization and the low-voltage self-checking of the motor controller not to pass under the condition that the fault times are judged to reach the calibration times and the motor controller receives the hard-wire signal again and enters the awakening state.
Optionally, in the control device of the electric vehicle, the overcurrent fault is that a short circuit occurs between a collector and an emitter of an upper bridge arm or a lower bridge arm of any one of three-phase bridge circuits of the IGBT power module, an open circuit occurs between the collector and a gate, and an open circuit occurs between the gate and the emitter.
Optionally, the electric vehicle control apparatus further includes:
and the reporting module is used for reporting the failure times to the vehicle control unit by the motor controller.
Optionally, the electric vehicle control apparatus further includes:
and the clearing module is used for clearing the failure times by the motor controller.
Optionally, the electric vehicle control apparatus further includes:
the second control module is used for controlling the initialization and the low-voltage self-checking of the motor controller to pass if the motor controller receives the hard-wire signal again and enters the awakening state under the condition that the overcurrent fault of the IGBT power module is detected or the fault frequency is judged not to reach the calibration frequency;
and the sending module is used for sending initialization and low-voltage self-checking passing mark information to the whole vehicle controller by the motor controller.
Optionally, the electric vehicle control apparatus further includes:
the third control module is used for outputting alternating current by the motor controller to control the motor to rotate under the condition that the motor controller receives a torque instruction sent by the vehicle control unit;
and the torque instruction is sent after the vehicle control unit receives the initialization and low-voltage self-checking passing mark information, controls a power battery to establish high voltage and detects the high voltage.
In order to achieve the above object, an embodiment of the present invention provides an electric vehicle control apparatus including a transceiver, a processor, a memory, and a program or instructions stored on the memory and executable on the processor; the processor, when executing the program or instructions, implements the electric vehicle control method as described in any one of the above.
To achieve the above object, an embodiment of the present invention provides a readable storage medium including: a processor, a memory and a program stored on the memory and executable on the processor, the program, when executed by the processor, implementing the electric vehicle control method as defined in any one of the above.
The technical scheme of the invention at least has the following beneficial effects:
in the scheme, the motor controller receives a hard wire signal to enter the awakening state, and when the situation that the IGBT power module has the overcurrent fault is detected, the fault frequency of the overcurrent fault is updated, the fault frequency is judged to reach the calibration frequency, the motor controller receives the hard wire signal again, and the initialization and the low-voltage self-checking of the motor controller are controlled under the situation that the IGBT power module has the overcurrent fault to avoid bus short circuit and high-current impact on the power battery, so that the adhesion of a power battery relay or the fusing of the power battery fuse are avoided, the power battery is effectively protected, and the after-sale maintenance cost and the maintenance man-hour are reduced.
Drawings
FIG. 1 is a schematic diagram of a connection electrical architecture of a power battery and a motor controller of an electric vehicle;
FIG. 2 is a schematic step diagram of an electric vehicle control method according to an embodiment of the present invention;
FIG. 3 is a schematic diagram of an IGBT power module of an electric vehicle having an overcurrent fault;
FIG. 4 is a schematic diagram of an embodiment of the present invention;
fig. 5 is a schematic structural diagram of an electric vehicle control device according to an embodiment of the present invention.
Detailed Description
In order to make the technical problems, technical solutions and advantages of the present invention more apparent, the following detailed description is given with reference to the accompanying drawings and specific embodiments.
The embodiment of the invention provides a method, a device and equipment for controlling an electric vehicle, aiming at the problem that in the prior art, due to the fact that an IGBT power module of an MCU has an overcurrent fault, the whole vehicle is repeatedly powered up and down for many times, so that a power battery relay is adhered or a power battery fuse is fused.
Some concepts related to embodiments of the present invention are first explained as follows.
Referring to fig. 1, fig. 1 is a schematic diagram of a connection electrical architecture between a power battery and an MCU of an electric vehicle, where "K1" represents a main negative relay, "K2" represents a pre-charge relay, "K3" represents a main positive relay, "F1" represents a power battery fuse, and "M" represents a permanent-magnet synchronous motor (PMSM) connected to the MCU. The MCU is connected with the power battery through a main negative relay, a main positive relay and a safety fuse. The IGBT power module internally comprises a three-phase bridge circuit, each phase of bridge circuit comprises an upper bridge arm and a lower bridge arm, the three-phase bridge circuit comprises six bridge arms in total, and the MCU generates current required by the driving motor by controlling the connection and disconnection of the six bridge arms.
As shown in fig. 2, an embodiment of the present invention provides a method for controlling an electric vehicle, including:
step 201: under the condition that the MCU receives a hard wire signal and enters an awakening state, detecting whether an IGBT power module of the MCU has an overcurrent fault;
the hard wire signal, i.e., KL15, is used for ignition control of the electric vehicle. That is to say, when the whole Vehicle is powered on, a Vehicle Control Unit (VCU) wakes up the MCU through a hard-line signal, and when the MCU enters a wake-up state, the MCU detects whether an overcurrent fault occurs in the IGBT power module.
Step 202: under the condition that the overcurrent fault of the IGBT power module is detected, updating the fault frequency of the overcurrent fault, and judging whether the fault frequency reaches the calibration frequency or not;
as shown in fig. 3, the overcurrent fault is that a short circuit occurs between the collector (C) and the emitter (E), an open circuit occurs between the collector (C) and the gate (G), and an open circuit occurs between the gate (G) and the emitter (E) in any one of the three-phase bridge circuits of the IGBT power module.
That is to say, CE in the upper or lower bridge arm of any phase bridge circuit in fig. 3 is short-circuited, CG is open-circuited, and GE is open-circuited, i.e. an overcurrent fault.
It should be further noted that, when an overcurrent fault (i.e. CE short circuit, CG open circuit, CE open circuit) occurs in Q1 in fig. 3, if the initialization and low voltage self-test of the MCU pass, the entire vehicle can smoothly enter a driving mode according to the entire vehicle power-on process, at this time, Q1 and Q2 are both in a closed state, which causes a bus short circuit (i.e. positive and negative short circuits of the power battery), Q2 is turned off in overcurrent, and a short-circuit large current is formed in the short-circuit process, the main positive relay and the main negative relay of the power battery bear a large current, a slight scorching phenomenon may begin to occur on the contact point surface of the relay of the power battery, the entire vehicle cannot normally drive, the user cannot determine the fault influence level, the normal operation is to try to power up and power down the entire vehicle again, if the user repeatedly powers up and down for many times at this time, the main positive relay and the main negative relay of the power battery bear a large current for many times, the main positive relay and the main negative relay are adhered, the power battery fuse is further fused, and the fault of the whole vehicle is further expanded.
Step 203: and controlling the initialization and the low-voltage self-test of the MCU not to pass under the condition that the fault times reach the calibration times and the MCU receives the hard-wire signal again and enters the awakening state.
That is to say, when the number of faults reaches the calibration number, the whole vehicle is powered on again, the VCU wakes up the MCU again through a hard-line signal, and the MCU enters the wake-up state, the MCU starts the initialization and low-voltage self-test process, the MCU controls the initialization and low-voltage self-test not to pass, the MCU does not send initialization and low-voltage self-test passing flag information to the VCU, the VCU cannot receive the initialization and low-voltage self-test passing flag information, the VCU does not direct the power battery to establish a high voltage, and further the whole vehicle does not enter the driving mode, thereby preventing the power battery from bearing a large short-circuit current, preventing the power battery relay and the power battery from being fused due to repeated power-on and power-off of the user, and enlarging the faults of the whole vehicle.
It should be noted that the calibration times are determined empirically or experimentally, and are not limited or compared herein.
According to the embodiment of the invention, when the MCU receives a hard wire signal and enters an awakening state, and detects that the IGBT power module has an overcurrent fault, the fault frequency of the overcurrent fault is updated, and when the fault frequency is judged to reach a calibration frequency and the MCU receives the hard wire signal again and enters the awakening state, the initialization and low-voltage self-checking of the MCU are controlled not to pass, so that the short circuit of a bus caused by the overcurrent fault of the IGBT power module is avoided, and the heavy current impact on a power battery is avoided, thereby avoiding the adhesion of a power battery relay or the fusing of a power battery fuse, effectively protecting the power battery, and reducing the after-sale maintenance cost and the maintenance time.
Optionally, in the control method of an electric vehicle, when it is determined that the number of times of failure reaches the calibrated number of times, the method further includes:
and the MCU reports the failure times to the VCU.
It should be noted that, when the VCU receives the number of times of faults and learns that the number of times of faults of the IGBT power module that cause the overcurrent fault reaches the calibration number of times, the VCU does not direct the power battery to establish a high voltage.
Optionally, in the control method of the electric vehicle, when it is detected that the overcurrent fault does not occur in the IGBT power module, the method further includes:
and the MCU clears the failure times.
It should be noted that, the number of faults is reset, the MCU starts the initialization and low voltage self-test process, and the MCU controls the initialization and the low voltage self-test to pass.
Optionally, the electric vehicle control method further includes:
when the situation that the overcurrent fault does not occur in the IGBT power module is detected, or the situation that the fault frequency does not reach the calibration frequency is judged, if the MCU receives the hard wire signal again and enters the awakening state, the initialization and low-voltage self-test of the MCU are controlled to pass;
and the MCU sends initialization and low-voltage self-checking passing mark information to the VCU.
That is to say, when the MCU detects that no overcurrent fault occurs in the IGBT power module, or when the MCU determines that the number of faults does not reach the calibration number, if the entire vehicle is powered on again, the VCU wakes up the MCU via a hard-wired signal, the MCU enters a wake-up state, the MCU starts an initialization and low-voltage self-test process to control the initialization and low-voltage self-test of the MCU to pass, and the MCU sends initialization and low-voltage self-test passing flag information to the VCU.
Optionally, after the MCU sends initialization and low voltage self-test passing flag information to the VCU, the method further includes:
under the condition that the MCU receives a torque instruction sent by the VCU, the MCU outputs alternating current to control the motor to rotate;
and the torque command is sent after the VCU receives the initialization and low-voltage self-checking passing mark information, controls a power battery to establish high voltage and detects the high voltage.
That is to say, when the MCU detects that no overcurrent fault occurs in the IGBT power module, or when the MCU determines that the number of times of overcurrent fault does not reach the calibration number, if the entire vehicle is powered on, the VCU wakes up the MCU via a hard-line signal (KL15), and the MCU enters a wake-up state, the MCU is controlled to pass the initialization and low-voltage self-test, and the MCU sends initialization and self-test passing flag information to the VCU.
Further, after the VCU receives the initialization and self-checking passing flag information, after the VCU ensures that the main positive relay and the pre-charging relay are in an off state, the VCU guides the Battery Management System (BMS) to close the main negative relay, then the VCU guides the BMS to close the pre-charging relay for pre-charging, then the main positive relay is closed, the pre-charging relay is opened, namely the pre-charging is completed, and the power Battery establishes a high voltage.
Then, the VCU controls high-voltage electric appliances such as the BMS and the MCU to carry out high-voltage detection, after the high-voltage detection is passed, the whole vehicle enters a driving mode, the MCU is started to manage, and the MCU receives a torque instruction of the VCU, outputs alternating current and controls the motor to rotate.
The application of the method of the embodiment of the present invention is described below with reference to fig. 4.
Step 401: and powering on the whole vehicle, awakening the MCU by the VCU through an awakening signal, and detecting whether the IGBT power module has overcurrent fault by the MCU.
If the MCU detects that the IGBT power module has no overcurrent fault, the method proceeds to step 402: and the MCU clears the fault frequency of the overcurrent fault.
If the MCU detects that the IGBT power module has an overcurrent fault, the process proceeds to step 403: the MCU updates the fault frequency of the overcurrent fault.
After step 403, go to step 404: and the MCU judges whether the failure times reach the calibration times.
If the MCU determines that the number of failures reaches the calibration number, the process proceeds to step 405: and determining a target bridge arm on a target phase bridge circuit which has an overcurrent fault currently in the IGBT power module, and reporting the fault times, the target phase bridge circuit which has the overcurrent fault currently and the target bridge arm to the VCU.
Step 406: and powering on the whole vehicle, awakening the MCU again by the VCU through the awakening signal, and controlling the initialization and the low-voltage self-checking by the MCU to fail.
If the MCU determines that the number of failures does not reach the calibration number, or after step 402, step 407 is entered: and powering on the whole vehicle, awakening the MCU again by the VCU through the awakening signal, controlling the initialization and the low-voltage self-checking to pass through by the MCU, and sending initialization and low-voltage self-checking passing mark information to the VCU by the MCU.
Step 408: and the VCU receives the initialization and low voltage self-checking passing mark information and controls the power battery to establish high voltage.
Step 409: the VCU controls high-voltage electric appliances such as the BMS and the MCU to carry out high-voltage detection, and after the high-voltage detection is passed, the whole vehicle enters a driving mode.
As shown in fig. 5, an embodiment of the present invention provides an electric vehicle control apparatus including:
the detection module 501 is configured to detect whether an IGBT power module of the MCU has an overcurrent fault when the MCU receives a hard-line signal and enters an awake state;
the judging module 502 is configured to update the number of times of the overcurrent fault when the overcurrent fault of the IGBT power module is detected, and judge whether the number of times of the overcurrent fault reaches a calibration number;
the first control module 503 is configured to control the initialization and the low voltage self-test of the MCU not to pass when it is determined that the number of times of failure reaches the calibration number and the MCU receives the hard wire signal again and enters the wake-up state.
According to the embodiment of the invention, when the MCU receives a hard wire signal and enters the awakening state, and the IGBT power module is detected to have overcurrent fault, the fault frequency of the overcurrent fault is updated, and when the fault frequency is judged to reach the calibration frequency and the MCU receives the hard wire signal again and enters the awakening state, the initialization and low-voltage self-checking of the MCU are controlled not to pass, so that a bus circuit caused by the overcurrent fault of the IGBT power module is avoided, and the heavy current impact on a power battery is avoided, thereby avoiding the adhesion of a power battery relay or the fusing of a power battery fuse, effectively protecting the power battery, and reducing the after-sale maintenance cost and the maintenance time.
Optionally, in the control device of the electric vehicle, the overcurrent fault is that a short circuit occurs between a collector and an emitter of an upper bridge arm or a lower bridge arm of any one of three-phase bridge circuits of the IGBT power module, an open circuit occurs between the collector and a gate, and an open circuit occurs between the gate and the emitter.
Optionally, the electric vehicle control apparatus further includes:
and the reporting module is used for reporting the failure times to the VCU by the MCU.
Optionally, the electric vehicle control apparatus further includes:
and the clearing module is used for clearing the fault times by the MCU.
Optionally, the electric vehicle control apparatus further includes:
the second control module is used for controlling the initialization and the low-voltage self-checking of the MCU to pass if the MCU receives the hard-line signal again and enters the awakening state under the condition that the IGBT power module is detected not to have the overcurrent fault or the fault frequency is judged not to reach the calibration frequency;
and the transmitting module is used for transmitting initialization and low-voltage self-checking passing mark information to the VCU by the MCU.
Optionally, the electric vehicle control apparatus further includes:
the third control module is used for outputting alternating current by the MCU to control the motor to rotate under the condition that the MCU receives a torque instruction sent by the VCU;
and the torque command is sent after the VCU receives the initialization and low-voltage self-checking passing mark information, controls a power battery to establish high voltage and detects the high voltage.
It should be noted that the electric vehicle control device provided in the embodiment of the present invention is a device capable of executing the electric vehicle control method, and all the embodiments of the electric vehicle control method described above are applicable to the device and can achieve the same or similar technical effects.
Embodiments of the present invention also provide an electric vehicle control apparatus, including a transceiver, a processor, a memory, and a program or instructions stored on the memory and executable on the processor; the processor, when executing the program or instructions, implements the electric vehicle control method as described in any one of the above.
Wherein the control device further comprises a transceiver for receiving and transmitting data under control of the processor.
In particular, the processor is configured to:
under the condition that the MCU receives a hard wire signal and enters an awakening state, detecting whether an IGBT power module of the MCU has an overcurrent fault;
under the condition that the overcurrent fault of the IGBT power module is detected, updating the fault frequency of the overcurrent fault, and judging whether the fault frequency reaches the calibration frequency or not;
and controlling the initialization and the low-voltage self-test of the MCU not to pass under the condition that the fault times reach the calibration times and the MCU receives the hard-wire signal again and enters the awakening state.
Optionally, the overcurrent fault is that a short circuit occurs between a collector and an emitter of any one of the upper bridge arm and the lower bridge arm of the three-phase bridge circuit of the IGBT power module, an open circuit occurs between the collector and the gate, and an open circuit occurs between the gate and the emitter.
Optionally, the transceiver is configured to:
and the MCU reports the failure times to the VCU.
Optionally, the processor is specifically configured to:
and the MCU clears the failure times.
Optionally, the processor is configured to:
when the situation that the overcurrent fault does not occur in the IGBT power module is detected, or the situation that the fault frequency does not reach the calibration frequency is judged, if the MCU receives the hard wire signal again and enters the awakening state, the initialization and low-voltage self-test of the MCU are controlled to pass;
the transceiver is further configured to:
and the MCU sends initialization and low-voltage self-checking passing mark information to the VCU.
Optionally, the processor is specifically configured to:
under the condition that the MCU receives a torque instruction sent by the VCU, the MCU outputs alternating current to control the motor to rotate;
and the torque instruction is sent after the MCU receives the initialization and low-voltage self-checking passing mark information, controls the power battery to establish high voltage and detects the high voltage.
Embodiments of the present invention also provide a readable storage medium, including: a processor, a memory and a program stored on the memory and executable on the processor, the program, when executed by the processor, implementing the electric vehicle control method as defined in any one of the above.
Furthermore, it is to be noted that in the device and method of the invention, it is obvious that the individual components or steps can be decomposed and/or recombined. These decompositions and/or recombinations are to be regarded as equivalents of the present invention. Also, the steps of performing the series of processes described above may naturally be performed chronologically in the order described, but need not necessarily be performed chronologically, and some steps may be performed in parallel or independently of each other. It will be understood by those skilled in the art that all or any of the steps or elements of the method and apparatus of the present invention may be implemented in any computing device (including processor, storage medium, etc.) or network of computing devices, in hardware, firmware, software, or any combination thereof, which can be implemented by those skilled in the art using their basic programming skills after reading the description of the present invention.
Thus, the objects of the invention may also be achieved by running a program or a set of programs on any computing device. The computing device may be a general purpose device as is well known. The object of the invention is thus also achieved solely by providing a program product comprising program code for implementing the method or the apparatus. That is, such a program product also constitutes the present invention, and a storage medium storing such a program product also constitutes the present invention. It is to be understood that the storage medium may be any known storage medium or any storage medium developed in the future. It is further noted that in the apparatus and method of the present invention, it is apparent that each component or step can be decomposed and/or recombined. These decompositions and/or recombinations are to be regarded as equivalents of the present invention. Also, the steps of executing the series of processes described above may naturally be executed chronologically in the order described, but need not necessarily be executed chronologically. Some steps may be performed in parallel or independently of each other.
While the preferred embodiments of the present invention have been described, it will be understood by those skilled in the art that various changes and modifications may be made without departing from the spirit and scope of the invention as defined in the following claims.
Claims (10)
1. An electric vehicle control method, characterized by comprising:
under the condition that a motor controller receives a hard wire signal and enters an awakening state, detecting whether an Insulated Gate Bipolar Transistor (IGBT) power module of the motor controller has an overcurrent fault;
under the condition that the overcurrent fault of the IGBT power module is detected, updating the fault frequency of the overcurrent fault, and judging whether the fault frequency reaches the calibration frequency or not;
and controlling the initialization and the low-voltage self-checking of the motor controller not to pass under the condition that the fault times reach the calibration times and the motor controller receives the hard-wire signal again and enters the awakening state.
2. The method of claim 1, wherein the overcurrent fault is a short circuit between a collector and an emitter, an open circuit between a collector and a gate, and an open circuit between a gate and an emitter in an upper or lower leg of any one of the three-phase bridge circuits of the IGBT power module.
3. The method of claim 1, wherein in the event that the number of failures is determined to reach the calibrated number, the method further comprises:
and the motor controller reports the failure times to the vehicle control unit.
4. The method of claim 1, wherein in the event that it is detected that the IGBT power module is not experiencing the overcurrent fault, the method further comprises:
and the motor controller clears the fault times.
5. The method of claim 1, further comprising:
when the situation that the overcurrent fault does not occur in the IGBT power module is detected, or the situation that the fault frequency does not reach the calibration frequency is judged, if the motor controller receives the hard wire signal again and enters the awakening state, the initialization and low-voltage self-checking of the motor controller are controlled to pass;
and the motor controller sends initialization and low-voltage self-checking passing mark information to the vehicle control unit.
6. The method of claim 5, wherein after the motor controller sends initialization and low voltage self test pass flag information to the vehicle control unit, the method further comprises:
under the condition that the motor controller receives a torque instruction sent by the vehicle control unit, the motor controller outputs alternating current to control the motor to rotate;
and the torque instruction is sent after the vehicle control unit receives the initialization and low-voltage self-checking passing mark information, controls a power battery to establish high voltage and detects the high voltage.
7. An electric vehicle control apparatus, characterized by comprising:
the detection module is used for detecting whether an Insulated Gate Bipolar Transistor (IGBT) power module of the motor controller has overcurrent fault or not under the condition that the motor controller receives a hard wire signal and enters an awakening state;
the judging module is used for updating the fault times of the overcurrent fault under the condition that the overcurrent fault of the IGBT power module is detected, and judging whether the fault times reach the calibration times or not;
and the first control module is used for controlling the initialization and the low-voltage self-checking of the motor controller not to pass under the condition that the fault times are judged to reach the calibration times and the motor controller receives the hard-wire signal again and enters the awakening state.
8. The apparatus of claim 7, wherein the over-current fault is a short circuit between a collector and an emitter of either of the upper or lower legs of the three-phase bridge circuit of the IGBT power module, an open circuit between the collector and the gate, and an open circuit between the gate and the emitter.
9. An electric vehicle control apparatus comprising a transceiver, a processor, a memory and a program or instructions stored on the memory and executable on the processor; characterized in that the processor, when executing the program or instructions, implements the electric vehicle control method according to any one of claims 1 to 6.
10. A readable storage medium, comprising: a processor, a memory and a program stored on the memory and executable on the processor, the program, when executed by the processor, implementing an electric vehicle control method as claimed in any one of claims 1 to 6.
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| CN202210397673.XA CN114683854A (en) | 2022-04-15 | 2022-04-15 | Electric vehicle control method, device and equipment |
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| Application Number | Priority Date | Filing Date | Title |
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| CN202210397673.XA CN114683854A (en) | 2022-04-15 | 2022-04-15 | Electric vehicle control method, device and equipment |
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| CN102263544A (en) * | 2011-07-15 | 2011-11-30 | 武汉理工大学 | IGBT driving circuit with electrification protection |
| CN107121630A (en) * | 2017-05-25 | 2017-09-01 | 合肥巨动力系统有限公司 | The self checking method and device of a kind of active short-circuit protection circuit of electric machine control system |
| CN108565839A (en) * | 2018-03-08 | 2018-09-21 | 精进电动科技股份有限公司 | A kind of IGBT drive circuit and electric machine controller of electric machine controller |
| CN112039023A (en) * | 2020-08-31 | 2020-12-04 | 安徽江淮汽车集团股份有限公司 | Motor controller overcurrent self-recovery method and device, electronic equipment and storage medium |
| CN113852277A (en) * | 2021-08-18 | 2021-12-28 | 中国北方车辆研究所 | High-robustness DC/DC converter |
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| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN102263544A (en) * | 2011-07-15 | 2011-11-30 | 武汉理工大学 | IGBT driving circuit with electrification protection |
| CN107121630A (en) * | 2017-05-25 | 2017-09-01 | 合肥巨动力系统有限公司 | The self checking method and device of a kind of active short-circuit protection circuit of electric machine control system |
| CN108565839A (en) * | 2018-03-08 | 2018-09-21 | 精进电动科技股份有限公司 | A kind of IGBT drive circuit and electric machine controller of electric machine controller |
| CN112039023A (en) * | 2020-08-31 | 2020-12-04 | 安徽江淮汽车集团股份有限公司 | Motor controller overcurrent self-recovery method and device, electronic equipment and storage medium |
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