CN115071424B - Vehicle control method and vehicle - Google Patents
Vehicle control method and vehicle Download PDFInfo
- Publication number
- CN115071424B CN115071424B CN202110226717.8A CN202110226717A CN115071424B CN 115071424 B CN115071424 B CN 115071424B CN 202110226717 A CN202110226717 A CN 202110226717A CN 115071424 B CN115071424 B CN 115071424B
- Authority
- CN
- China
- Prior art keywords
- vehicle
- drive system
- electric drive
- inverter
- igbt module
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Active
Links
- 238000000034 method Methods 0.000 title claims abstract description 34
- 230000007935 neutral effect Effects 0.000 claims description 22
- 230000004913 activation Effects 0.000 claims description 14
- 230000003068 static effect Effects 0.000 claims description 3
- 238000005265 energy consumption Methods 0.000 abstract description 7
- 230000003213 activating effect Effects 0.000 description 2
- 230000000994 depressogenic effect Effects 0.000 description 2
- 238000010586 diagram Methods 0.000 description 2
- 230000008569 process Effects 0.000 description 2
- 230000005540 biological transmission Effects 0.000 description 1
- 230000009194 climbing Effects 0.000 description 1
- 238000005516 engineering process Methods 0.000 description 1
- 230000007246 mechanism Effects 0.000 description 1
- 230000004048 modification Effects 0.000 description 1
- 238000012986 modification Methods 0.000 description 1
- 230000002459 sustained effect Effects 0.000 description 1
Classifications
-
- 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
-
- 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
- B60L15/007—Physical arrangements or structures of drive train converters specially adapted for the propulsion motors of electric vehicles
-
- 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
-
- 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
- B60L2240/00—Control parameters of input or output; Target parameters
- B60L2240/40—Drive Train control parameters
- B60L2240/42—Drive Train control parameters related to electric machines
- B60L2240/421—Speed
-
- 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
- B60L2240/00—Control parameters of input or output; Target parameters
- B60L2240/40—Drive Train control parameters
- B60L2240/42—Drive Train control parameters related to electric machines
- B60L2240/423—Torque
-
- 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
Landscapes
- Engineering & Computer Science (AREA)
- Power Engineering (AREA)
- Transportation (AREA)
- Mechanical Engineering (AREA)
- Life Sciences & Earth Sciences (AREA)
- Sustainable Development (AREA)
- Sustainable Energy (AREA)
- Electric Propulsion And Braking For Vehicles (AREA)
Abstract
The application discloses a vehicle control method and a vehicle, the vehicle control method comprises the following steps: judging whether an electric drive system of the vehicle is ready; when the electric drive system is ready, judging whether the electric drive system has an electric failure or not; judging whether the torque request is not zero when the electric drive system has no electric fault; when the torque request is not zero, the IGBT module of the inverter of the vehicle is controlled to be conducted. Therefore, only when the electric drive system is ready and no electric fault exists and the torque request is not zero, the IGBT module of the inverter is conducted and is not in a conducting state when the electric drive system is ready, so that the situation that the power consumption is high due to the fact that the IGBT module is still in the conducting state when the driving motor does not need to immediately perform power driving after the electric drive system is ready is avoided, the energy consumption is reduced, and the endurance mileage of a vehicle is improved.
Description
Technical Field
The present application relates to the field of automotive technology, and more particularly, to a vehicle control method and a vehicle.
Background
In the related art pure electric vehicle or hybrid vehicle, after the high-voltage power-up is completed and the electric drive system is ready, the IGBT module of the inverter is in a conductive state. However, after the electric drive system is ready, a working condition exists that the drive motor does not need to immediately drive power, the IGBT module is still in a conducting state, static power consumption exists, and the whole vehicle energy consumption and the endurance mileage are affected.
Disclosure of Invention
The embodiment of the application provides a vehicle control method and a vehicle.
The vehicle control method comprises the steps of judging whether an electric drive system of a vehicle is ready; when the electric drive system is ready, judging whether the electric drive system has a power-down fault or not; judging whether the torque request is not zero or not when the electric drive system has no electric fault; and when the torque request is not zero, controlling the IGBT module of the inverter of the vehicle to be conducted.
In the vehicle control method according to the embodiment of the present application, it is first determined whether an electric drive system of a vehicle is ready, and when the electric drive system is ready, it is determined whether an electric failure occurs in the electric drive system, and when the electric failure does not occur in the electric drive system, it is determined whether a torque request is not zero, and when the torque request is not zero, an IGBT module of an inverter of the vehicle is turned on. Therefore, only when the electric drive system is ready and no electric fault exists and the torque request is not zero, the IGBT module of the inverter is conducted and is not in a conducting state when the electric drive system is ready, so that the situation that the power consumption is high due to the fact that the IGBT module is still in the conducting state when the driving motor does not need to immediately perform power driving after the electric drive system is ready is avoided, the energy consumption is reduced, and the endurance mileage of a vehicle is improved.
In certain embodiments, the vehicle control method further comprises: judging whether the gear of the vehicle is in a parking gear or a neutral gear; judging whether the state of the vehicle meets a preset condition when the gear of the vehicle is not in a parking gear or a neutral gear, wherein the preset condition comprises at least one of brake depression of the vehicle, electronic parking state activation of the vehicle and automatic parking state activation of the vehicle; and when the state of the vehicle does not meet the preset condition, controlling the IGBT module of the inverter to be kept on.
In certain embodiments, the vehicle control method further comprises: judging whether the motor rotating speed of the vehicle is smaller than a first preset value when the vehicle is in a parking gear or a neutral gear or the state of the vehicle meets a preset condition; when the motor rotating speed of the vehicle is smaller than the first preset value, judging whether the output torque of the motor is smaller than a second preset value or not; when the output torque of the motor is smaller than the second preset value, judging whether the torque request is zero and the preset time is continued; judging whether the vehicle is in a stationary state or not when the torque request is zero and the preset time is continued; and when the vehicle is in a stationary state, the IGBT module of the inverter is controlled to be turned off.
In certain embodiments, the vehicle control method further comprises: and when the rotating speed of the motor is greater than or equal to the first preset value, controlling the IGBT module of the inverter to be kept on.
In certain embodiments, the vehicle control method further comprises: and when the output torque of the motor is greater than or equal to the second preset value, controlling the IGBT module of the inverter to be kept on.
In certain embodiments, the vehicle control method further comprises the steps of: and when the torque request is zero and does not last for a preset time, the IGBT module of the inverter is controlled to be kept on.
The vehicle comprises an electric drive system, an inverter, a whole vehicle controller and a microcontroller, wherein the electric drive system is connected with the whole vehicle controller, the whole vehicle controller is connected with the microcontroller, and the microcontroller is connected with the inverter; the whole vehicle controller is used for judging whether an electric drive system of a vehicle is ready, judging whether the electric drive system has an electrical failure or not when the electric drive system is ready, and judging whether a torque request is not zero or not when the electric drive system does not have the electrical failure; the microcontroller is configured to control an IGBT module of an inverter of the vehicle to turn on when a torque request is non-zero.
In the vehicle according to the embodiment of the present application, it is first determined whether an electric drive system of the vehicle is ready, and when the electric drive system is ready, it is determined whether an electric failure occurs in the electric drive system, and when the electric failure does not occur in the electric drive system, it is determined whether a torque request is not zero, and when the torque request is not zero, an IGBT module of an inverter of the vehicle is turned on. Therefore, only when the electric drive system is ready and no electric fault exists and the torque request is not zero, the IGBT module of the inverter is conducted and is not in a conducting state when the electric drive system is ready, so that the situation that the power consumption is high due to the fact that the IGBT module is still in the conducting state when the driving motor does not need to immediately perform power driving after the electric drive system is ready is avoided, the energy consumption is reduced, and the endurance mileage of a vehicle is improved.
In some embodiments, the whole vehicle controller is further configured to determine whether a gear of the vehicle is in a parking gear or a neutral gear, and determine whether a state of the vehicle satisfies a preset condition when the gear of the vehicle is not in the parking gear or the neutral gear, where the preset condition includes at least one of brake depression of the vehicle, electronic parking state activation of the vehicle, and automatic parking state activation of the vehicle; and the microprocessor is used for controlling the IGBT module of the inverter to be kept on when the state of the vehicle does not meet the preset condition.
In some embodiments, the vehicle controller is further configured to determine whether a motor speed of the vehicle is less than a first preset value when the vehicle is in a parking gear or a neutral gear, or when a state of the vehicle does not satisfy a preset condition, and determine whether an output torque of the motor is less than a second preset value when the motor speed of the vehicle is less than the first preset value, and determine whether a torque request is zero and has been for a preset time when the output torque of the motor is less than the second preset value, and determine whether the vehicle is in a stationary state when the torque request is zero and has been for a preset time; the microcontroller is also used for controlling the IGBT module of the inverter to be turned off when the vehicle is in a static state.
In some embodiments, the microcontroller is further configured to control the IGBT module of the inverter to remain on when the rotational speed of the motor is greater than or equal to the first preset value.
Additional aspects and advantages of the application will be set forth in part in the description which follows, and in part will be obvious from the description, or may be learned by practice of the application.
Drawings
The foregoing and/or additional aspects and advantages of the present application will become apparent and readily appreciated from the following description of the embodiments, taken in conjunction with the accompanying drawings, in which:
FIG. 1 is a flow chart diagram of a vehicle control method of an embodiment of the present application;
FIG. 2 is a schematic block diagram of a vehicle component of an embodiment of the present application;
FIG. 3 is a schematic structural view of a vehicle according to an embodiment of the present application;
FIG. 4 is a further flow chart of a vehicle control method of an embodiment of the present application;
fig. 5 is another flow chart of the vehicle control method of the embodiment of the present application.
Description of main reference numerals:
a vehicle 100;
the electric drive system 10, the inverter 20, the whole vehicle controller 30, the microcontroller 40, the IGBT module 41 and the motor 50.
Detailed Description
Embodiments of the present application are described in detail below, examples of which are illustrated in the accompanying drawings, wherein the same or similar reference numerals refer to the same or similar elements or elements having the same or similar functions throughout. The embodiments described below by referring to the drawings are exemplary only for the purpose of explaining the present application and are not to be construed as limiting the present application.
In this application, unless expressly stated or limited otherwise, a first feature "above" or "below" a second feature may include both the first and second features being in direct contact, and may also include the first and second features not being in direct contact but being in contact with each other by way of additional features therebetween. Moreover, a first feature being "above," "over" and "on" a second feature includes the first feature being directly above and obliquely above the second feature, or simply indicating that the first feature is higher in level than the second feature. The first feature being "under", "below" and "beneath" the second feature includes the first feature being directly under and obliquely below the second feature, or simply means that the first feature is less level than the second feature.
The following disclosure provides many different embodiments or examples for implementing different structures of the present application. In order to simplify the disclosure of the present application, the components and arrangements of specific examples are described below. Of course, they are merely examples and are not intended to limit the present application. Furthermore, the present application may repeat reference numerals and/or letters in the various examples, which are for the purpose of brevity and clarity, and which do not in themselves indicate a relationship between the various embodiments and/or settings discussed. In addition, the present application provides examples of various specific processes and materials, but one of ordinary skill in the art may recognize the application of other processes and/or the use of other materials.
Referring to fig. 1, an embodiment of the present application provides a vehicle control method, including:
s110, judging whether the electric drive system 10 of the vehicle 100 is ready;
s120, judging whether the electric drive system 10 has a power-down fault when the electric drive system 10 is ready;
s130, judging whether the torque request is not zero when the electric drive system 10 does not have the power-on failure;
s140, when the torque request is not zero, the IGBT module 41 of the inverter 20 of the control vehicle 100 is turned on.
Referring to fig. 2 and 3, a vehicle 100 according to an embodiment of the present application includes an electric drive system 10, an inverter 20, a whole vehicle controller 30 and a microcontroller 40, wherein the electric drive system 10 is connected to the whole vehicle controller 30, the whole vehicle controller 30 is connected to the microcontroller 40, and the microcontroller 40 is connected to the inverter 20. The steps S110 to S130 may be implemented by the vehicle controller 30, and the step S140 may be implemented by the microprocessor 40. That is, the overall vehicle controller 30 is configured to determine whether the electric drive system 10 of the vehicle 100 is ready, determine whether an electric fault exists in the electric drive system 10 when the electric drive system 10 is ready, and determine whether the torque request is non-zero when the electric fault exists in the electric drive system 10, and the microcontroller 40 is configured to control the IGBT module 41 of the inverter 20 of the vehicle 100 to be turned on when the torque request is non-zero.
In the vehicle control method and the vehicle 100 according to the embodiments of the present application, it is first determined whether the electric drive system 10 of the vehicle 100 is ready, and when the electric drive system 10 is ready, it is determined whether there is an electrical failure in the electric drive system 10, and when there is no electrical failure in the electric drive system 10, it is determined whether the torque request is not zero, and when the torque request is not zero, the IGBT module 41 of the inverter 20 of the vehicle 100 is turned on. In this way, only when the electric drive system 10 is ready and there is no electric fault and the torque request is not zero, the IGBT module 41 of the inverter 20 will be turned on, but will not be in a conductive state when the electric drive system 10 is ready, so that the power consumption is relatively high due to the fact that the IGBT module 41 is still in a conductive state when the driving motor 50 is not required to perform power driving immediately after the electric drive system 10 is ready is avoided, the energy consumption is reduced, and the range of the vehicle 100 is increased.
Specifically, the vehicle control unit (Vehicle control unit, VCU) may be a central control unit of the electric drive system 10 of the vehicle 100, or the vehicle control unit is a core for determining and controlling each element. The vehicle controller 30 may collect motor 50 and battery status, accelerator pedal signals, brake pedal signals, and other signals from actuators, sensors, and controllers to monitor the status of the vehicle 100. The electric drive system 10 is a high voltage system of the vehicle 100 that may be used to power a drive motor 50 of the vehicle 100. The inverter 20 may convert dc power provided by the electric drive system 10 of the vehicle 100 into ac power with a constant frequency and a constant voltage or with a variable frequency and a variable voltage, so that the driving motor 50 operates normally, the inverter 20 includes an IGBT module 41, and the IGBT module 41 may include one or more IGBT switches, and the IGBT module 41 is used to connect and disconnect the electric drive system 10 and the driving motor 50. The microcontroller 40 (Microcontroller Unit, MCU) is connected to the whole vehicle controller 30, the microcontroller 40 can control the IGBT module 41 of the inverter 20 of the vehicle 100 to be turned on and off, the microcontroller 40 can communicate with the whole vehicle controller 30, and the whole vehicle controller 30 can send a request to turn on and off the IGBT module 41 to the microcontroller 40 to request to turn on or off the IGBT module.
In step S110, the vehicle controller 30 may determine whether the electric drive system 10 is ready, that is, the vehicle controller 30 may detect a state of a high voltage system of the vehicle 100, for example, whether the high voltage system is powered up.
In step S120, after the whole vehicle controller 30 detects that the electric drive system 10 is ready, the whole vehicle controller 30 starts to determine whether the electric drive system 10 has an electrical failure, that is, whether the high voltage system of the vehicle 100 has a failure requiring emergency power down, for example, the power down failure may be understood as that the storage battery has a failure or other parts of the high voltage system have a failure, and the high voltage system needs emergency power down, for example, the storage battery has a failure such as an excessive voltage, a short circuit, an excessive temperature of the motor 50, etc., and the whole vehicle controller 30 may collect various information of the components such as the motor 50 and the battery.
In step S130, when the vehicle controller 30 determines that the electric drive system 10 does not have a power-on failure, the vehicle controller 30 detects whether the torque request is not zero. The torque request may be a demand by the driver to initiate and control whether the vehicle 100 is moving, or the torque request may be non-zero when the driver is not stepping on the accelerator, or zero when the driver is not stepping on the accelerator.
In step S140, when the vehicle controller 30 detects that the torque request is not zero, the vehicle controller 30 transmits a signal to the microcontroller 40, and the microcontroller 40 controls the IGBT module 41 of the inverter 20 to be turned on according to the signal, so as to turn on the switch, so that the electric drive system 10 supplies power to the driving motor 50 of the vehicle 100.
Referring to fig. 4, in some embodiments, the vehicle control method further includes:
s150, judging whether the gear of the vehicle 100 is in a parking gear or a neutral gear;
s160, judging whether the state of the vehicle 100 meets preset conditions when the gear of the vehicle 100 is not in a parking gear or a neutral gear, wherein the preset conditions comprise at least one of brake depression of the vehicle 100, electronic parking state activation of the vehicle 100 and automatic parking state activation of the vehicle 100;
s170, when the state of the vehicle 100 does not satisfy the preset condition, the IGBT module 41 of the control inverter 20 remains on.
Referring to fig. 2 and 3, in some embodiments, step S150 and step S160 may be implemented by the vehicle controller 30, and step S170 may be implemented by the microprocessor 40. That is, the vehicle controller 30 is further configured to determine whether the gear of the vehicle 100 is in a park or neutral position, and determine whether the state of the vehicle 100 satisfies a preset condition when the gear of the vehicle 100 is not in the park or neutral position, and the microprocessor 40 is configured to control the IGBT module 41 of the inverter 20 to remain on when the state of the vehicle 100 does not satisfy the preset condition.
In this way, whether the IGBT module 41 needs to be kept in the continuous on state can be determined by detecting whether the gear of the vehicle 100 and the state of the vehicle 100 meet the preset conditions, so as to adaptively turn on and off the IGBT module 41 under different working conditions, thereby reducing energy consumption.
Specifically, in step S150, the vehicle controller 30 may detect an accelerator pedal signal, a brake pedal signal, and shift position information of the vehicle 100. When the gear of the vehicle 100 is in the parking gear, the vehicle 100 locks the axle so as to realize that parking cannot be moved. When the gear of the vehicle 100 is in neutral, the transmission mechanism of the vehicle 100 and the motor 50 are in a disengaged state, and the vehicle 100 cannot move.
In step S160, the whole vehicle controller 30 determines whether the state of the vehicle 100 satisfies a preset condition when detecting that the gear of the vehicle 100 is not in the park or neutral position, wherein the preset condition includes at least one of brake depression of the vehicle 100, electronic parking state activation of the vehicle 100, and automatic parking state activation of the vehicle 100. Brake depression of the vehicle 100 in the preset condition refers to the driver applying a brake pedal to avoid movement of the vehicle 100; the electronic parking state activation of the vehicle 100 and the automatic parking state activation of the vehicle 100 in the preset condition refer to the driver activating a parking program in the system of the vehicle 100 or the vehicle 100 itself activating a parking program in the system of the vehicle 100, so that the vehicle 100 is in a parking state, and the movement of the vehicle 100 is avoided.
In step S170, the whole-vehicle controller 30 controls the IGBT module 41 of the inverter 20 to remain on when detecting that the state of the vehicle 100 does not satisfy the preset condition. In this embodiment, the number of preset conditions is at least one, and the preset conditions may be two or three or more. In one example, the preset condition is that the brake of the vehicle 100 is depressed, the electronic parking state of the vehicle 100 is activated, the automatic parking state of the vehicle 100 is activated simultaneously, or the whole vehicle controller 30 detects that the brake of the vehicle 100 is not depressed and simultaneously detects that the electronic parking state and the automatic parking state of the vehicle 100 are not activated, and the whole vehicle controller 30 controls the IGBT module 41 of the inverter 20 to be kept on through the microcontroller 40.
Further, referring to fig. 5, in some embodiments, the vehicle control method further includes:
s180, judging whether the rotating speed of the motor 50 of the vehicle 100 is smaller than a first preset value when the vehicle 100 is in a parking gear or a neutral gear or the state of the vehicle 100 meets a preset condition;
s190, judging whether the output torque of the motor 50 is smaller than a second preset value when the rotating speed of the motor 50 of the vehicle 100 is smaller than the first preset value;
s200, when the output torque of the motor 50 is smaller than a second preset value, judging whether the torque request is zero and the preset time is continued;
s210, judging whether the vehicle 100 is in a stationary state or not when the torque request is zero and the preset time is continued;
s220, when the vehicle 100 is in a stationary state, the IGBT module 41 of the inverter 20 is controlled to turn off.
Referring to fig. 2 and 3, in some embodiments, steps S180 to S210 may be implemented by the vehicle controller 30, and step S220 may be implemented by the microcontroller 40. That is, the vehicle controller 30 is further configured to determine whether the rotational speed of the motor 50 of the vehicle 100 is less than a first preset value when the vehicle 100 is in a parking gear or a neutral gear, or when the state of the vehicle 100 satisfies a preset condition, and determine whether the output torque of the motor 50 is less than a second preset value when the rotational speed of the motor 50 of the vehicle 100 is less than the first preset value, and determine whether the torque request is zero and has been for a preset time when the output torque of the motor 50 is less than the second preset value, and determine whether the vehicle 100 is in a stationary state when the torque request is zero and has been for a preset time; the microcontroller 40 is also used to control the IGBT module 41 of the inverter 20 to turn off when the vehicle 100 is in a stationary state.
In this way, the vehicle controller 30 can determine the rotation speed and torque output by the motor 50 and determine whether the torque request is zero and the preset time is sustained, so as to control the turn-off of the IGBT module 41 of the inverter 20 by the microcontroller 40, thereby avoiding the larger power consumption caused by the IGBT module 41 still being in the on state when the vehicle 100 is in the stationary state, reducing the energy consumption, and improving the endurance mileage of the vehicle 100.
Specifically, in step S180, the vehicle controller 30, upon detecting that the vehicle 100 is in a park or neutral position, or detecting that the state of the vehicle 100 satisfies a preset condition, indicates that the user may have an idea of parking, at which time the vehicle controller 30 may further determine whether the motor 50 rotation speed of the vehicle 100 is less than a first preset value and whether the output torque of the motor 50 is less than a second preset value to determine whether the vehicle 100 is ready for parking. When it is determined that the output torque is smaller than the second preset value, it is further determined whether the torque request is zero for the preset time, if so, it is determined that the user is basically finished stopping the vehicle, and if so, it is further determined whether the vehicle 100 is in a stationary state (i.e., the vehicle speed is zero), if the vehicle 100 is in a stationary state, it is determined that the motor 50 is not required to be supplied with power by the electric drive system 10, the vehicle 100 is stopped and kept stationary, and at this time, the vehicle controller 30 may send a request to the microcontroller 40 requesting the IGBT module 41 to be turned off, and the microcontroller 40 turns off the IGBT module 41 according to the request.
In the embodiment of the present application, the first preset value, the second preset value, and the preset time may be preset values set before the vehicle 100 leaves the factory, and may be specifically set according to actual situations.
Referring to fig. 5, in some embodiments, the vehicle control method further includes:
s230, when the rotation speed of the motor 50 is greater than or equal to the first preset value, the IGBT module 41 of the inverter 20 is controlled to remain on.
Referring to fig. 2 and 5, in some embodiments, step S230 may be implemented by the microcontroller 40. That is, the microcontroller 40 is further configured to control the IGBT module 41 of the inverter 20 to remain on when the rotational speed of the motor 50 is greater than or equal to the first preset value.
In this way, when the rotation speed of the motor 50 is greater than or equal to the first preset value, the IGBT module 41 of the inverter 20 is controlled to be kept on so that the circuit is in a conductive state, so as to ensure the normal operation of the motor 50, avoid the false flameout when the vehicle 100 travels at a low speed, and further ensure the normal operation of the vehicle 100.
Specifically, in step S230, when the whole vehicle controller 30 detects that the rotational speed of the motor 50 is greater than or equal to the first preset value, or when the whole vehicle controller 30 detects that the rotational speed of the motor 50 is not less than the first preset value, the whole vehicle controller 30 generates a corresponding signal and transmits the signal to the microcontroller 40, and the microcontroller 40 controls the IGBT module 41 of the inverter 20 to keep on according to the signal of the whole vehicle controller 30.
Referring to fig. 5, in some embodiments, the vehicle control method further includes:
s240, when the output torque of the motor 50 is greater than or equal to the second preset value, the IGBT module 41 of the control inverter 20 remains on.
Referring to fig. 2 and 5, in some embodiments, step S240 may be implemented by the microcontroller 40. That is, the microcontroller 40 is further configured to control the IGBT module 41 of the inverter 20 to remain on when the output torque of the motor 50 is greater than or equal to the second preset value.
In this way, when the output torque of the motor 50 is greater than or equal to the second preset value, the IGBT module 41 of the inverter 20 is controlled to be kept on so that the circuit is in a conductive state, so as to ensure the normal operation of the motor 50, and avoid the occurrence of false flameout caused by small torque when the vehicle 100 is in a low-speed state.
Specifically, in step S240, when the vehicle controller 30 detects that the output torque of the motor 50 is greater than or equal to the second preset value, or when the vehicle controller 30 detects that the rotation speed of the motor 50 is not less than the second preset value, the vehicle controller 30 generates a corresponding signal and transmits the signal to the microcontroller 40, and the microcontroller 40 controls the IGBT module 41 of the inverter 20 to keep on according to the signal of the vehicle controller 30.
It will be appreciated that the vehicle 100 may experience a lower rotational speed and a greater torque during a hill climbing, and that detecting the torque of the motor 50 by the overall vehicle controller 30 may be effective to avoid false stall caused by detecting only rotational speed.
Referring to fig. 5, in some embodiments, the vehicle control method further includes the steps of:
s250, when the torque request is zero and not for the preset time, the IGBT module 41 of the control inverter 20 remains on.
Referring to fig. 2 and 5, in some embodiments, step S250 may be implemented by the microcontroller 40. That is, the microcontroller 40 is also configured to control the IGBT module 41 of the inverter 20 to remain on when the torque request is zero and not for a preset time.
In this manner, when the torque request is zero and not for the preset time, the IGBT module 41 of the inverter 20 is controlled to remain on such that the circuit is in a conductive state to ensure normal operation of the motor 50, avoiding false stall when the vehicle 100 user is only temporarily free of torque requests (e.g., coasting).
Specifically, in step S250, the driver may drive the vehicle 100 in a neutral coasting state or a state in which the vehicle 100 is temporarily stopped, the vehicle 100 stops moving, the rotation speed of the motor 50 is less than a first preset value, and the output torque of the motor 50 is less than a second preset value. When the torque request is zero and the preset time does not last, the whole vehicle controller 30 generates a corresponding signal and transmits the signal to the microcontroller 40, and the microcontroller 40 controls the IGBT module 41 of the inverter 20 to be kept on according to the signal of the whole vehicle controller 30 so as to avoid flameout.
In some embodiments, the driver may set the predetermined time by himself so that the vehicle 100 control system conforms to his driving habits.
In the description of embodiments of the present application, the terms "first," "second," and the like are used for descriptive purposes only and are not to be construed as indicating or implying relative importance or implicitly indicating the number of technical features indicated. Thus, a feature defining "a first" or "a second" may explicitly or implicitly include one or more of the described features. In the description of the embodiments of the present application, the meaning of "a plurality" is two or more, unless explicitly defined otherwise.
In the description of the present specification, reference to the terms "one embodiment," "some embodiments," "illustrative embodiments," "examples," "specific examples," or "some examples," etc., means that a particular feature, structure, material, or characteristic described in connection with the embodiment or example is included in at least one embodiment or example of the present application. In this specification, schematic representations of the above terms do not necessarily refer to the same embodiments or examples. Furthermore, the particular features, structures, materials, or characteristics described may be combined in any suitable manner in any one or more embodiments or examples.
While embodiments of the present application have been shown and described above, it will be understood that the above embodiments are illustrative and not to be construed as limiting the present application, and that variations, modifications, alternatives, and variations may be made to the above embodiments by one of ordinary skill in the art within the scope of the present application.
Claims (6)
1. A vehicle control method characterized by comprising:
judging whether an electric drive system of the vehicle is ready;
when the electric drive system is ready, judging whether the electric drive system has a power-down fault or not;
judging whether the torque request is not zero or not when the electric drive system has no electric fault;
when the torque request is not zero, controlling an IGBT module of an inverter of the vehicle to be conducted;
the vehicle control method further includes:
judging whether the gear of the vehicle is in a parking gear or a neutral gear;
judging whether the state of the vehicle meets a preset condition when the gear of the vehicle is not in a parking gear or a neutral gear, wherein the preset condition comprises at least one of brake depression of the vehicle, electronic parking state activation of the vehicle and automatic parking state activation of the vehicle;
when the state of the vehicle does not meet the preset condition, the IGBT module of the inverter is controlled to be kept on;
the vehicle control method further includes:
judging whether the motor rotating speed of the vehicle is smaller than a first preset value when the vehicle is in a parking gear or a neutral gear or the state of the vehicle meets a preset condition;
when the motor rotating speed of the vehicle is smaller than the first preset value, judging whether the output torque of the motor is smaller than a second preset value or not;
when the output torque of the motor is smaller than the second preset value, judging whether the torque request is zero and the preset time is continued;
judging whether the vehicle is in a stationary state or not when the torque request is zero and the preset time is continued;
and when the vehicle is in a stationary state, the IGBT module of the inverter is controlled to be turned off.
2. The vehicle control method according to claim 1, characterized in that the vehicle control method further comprises:
and when the rotating speed of the motor is greater than or equal to the first preset value, controlling the IGBT module of the inverter to be kept on.
3. The vehicle control method according to claim 1, characterized in that the vehicle control method further comprises:
and when the output torque of the motor is greater than or equal to the second preset value, controlling the IGBT module of the inverter to be kept on.
4. The vehicle control method according to claim 1, characterized in that the vehicle control method further includes the step of:
and when the torque request is zero and does not last for a preset time, the IGBT module of the inverter is controlled to be kept on.
5. The vehicle is characterized by comprising an electric drive system, an inverter, a whole vehicle controller and a microcontroller, wherein the electric drive system is connected with the whole vehicle controller, the whole vehicle controller is connected with the microcontroller, and the microcontroller is connected with the inverter;
the whole vehicle controller is used for judging whether an electric drive system of a vehicle is ready, judging whether the electric drive system has an electrical failure or not when the electric drive system is ready, and judging whether a torque request is not zero or not when the electric drive system does not have the electrical failure;
the microcontroller is used for controlling the IGBT module of the inverter of the vehicle to be conducted when the torque request is not zero;
the whole vehicle controller is further used for judging whether the gear of the vehicle is in a parking gear or a neutral gear or not, and judging whether the state of the vehicle meets a preset condition when the gear of the vehicle is not in the parking gear or the neutral gear, wherein the preset condition comprises at least one of brake stepping of the vehicle, electronic parking state activation of the vehicle and automatic parking state activation of the vehicle;
the microprocessor is used for controlling the IGBT module of the inverter to be kept on when the state of the vehicle does not meet the preset condition;
the vehicle controller is further configured to determine whether a motor rotation speed of the vehicle is less than a first preset value when the vehicle is in a parking gear or a neutral gear or when a state of the vehicle does not meet a preset condition, and determine whether an output torque of the motor is less than a second preset value when the motor rotation speed of the vehicle is less than the first preset value, and determine whether a torque request is zero and has been in a preset time when the output torque of the motor is less than the second preset value, and determine whether the vehicle is in a stationary state when the torque request is zero and has been in a preset time;
the microcontroller is also used for controlling the IGBT module of the inverter to be turned off when the vehicle is in a static state.
6. The vehicle of claim 5, wherein the microcontroller is further configured to control the IGBT module of the inverter to remain on when the rotational speed of the motor is greater than or equal to the first preset value.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202110226717.8A CN115071424B (en) | 2021-03-01 | 2021-03-01 | Vehicle control method and vehicle |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202110226717.8A CN115071424B (en) | 2021-03-01 | 2021-03-01 | Vehicle control method and vehicle |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| CN115071424A CN115071424A (en) | 2022-09-20 |
| CN115071424B true CN115071424B (en) | 2024-03-19 |
Family
ID=83240777
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN202110226717.8A Active CN115071424B (en) | 2021-03-01 | 2021-03-01 | Vehicle control method and vehicle |
Country Status (1)
| Country | Link |
|---|---|
| CN (1) | CN115071424B (en) |
Citations (5)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| KR20060006422A (en) * | 2004-07-16 | 2006-01-19 | 현대자동차주식회사 | An invertor control system of 4 wheel drive hybrid electric vehicle and method thereof |
| WO2017201958A1 (en) * | 2016-05-24 | 2017-11-30 | 北京新能源汽车股份有限公司 | Electric vehicle, and method and system for maintaining and controlling range extender in electric vehicle |
| CN108569168A (en) * | 2017-11-08 | 2018-09-25 | 蔚来汽车有限公司 | Drive system of electric motor vehicle control method and system |
| CN109515195A (en) * | 2018-11-09 | 2019-03-26 | 四川南骏汽车集团有限公司 | A kind of vehicle control system of pure electric vehicle and control method |
| CN112193082A (en) * | 2020-10-23 | 2021-01-08 | 广州小鹏汽车科技有限公司 | Vehicle control method and device |
Family Cites Families (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN108116269B (en) * | 2016-11-28 | 2020-08-07 | 比亚迪股份有限公司 | Vehicle, ramp assist system for vehicle, and control method thereof |
-
2021
- 2021-03-01 CN CN202110226717.8A patent/CN115071424B/en active Active
Patent Citations (5)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| KR20060006422A (en) * | 2004-07-16 | 2006-01-19 | 현대자동차주식회사 | An invertor control system of 4 wheel drive hybrid electric vehicle and method thereof |
| WO2017201958A1 (en) * | 2016-05-24 | 2017-11-30 | 北京新能源汽车股份有限公司 | Electric vehicle, and method and system for maintaining and controlling range extender in electric vehicle |
| CN108569168A (en) * | 2017-11-08 | 2018-09-25 | 蔚来汽车有限公司 | Drive system of electric motor vehicle control method and system |
| CN109515195A (en) * | 2018-11-09 | 2019-03-26 | 四川南骏汽车集团有限公司 | A kind of vehicle control system of pure electric vehicle and control method |
| CN112193082A (en) * | 2020-10-23 | 2021-01-08 | 广州小鹏汽车科技有限公司 | Vehicle control method and device |
Also Published As
| Publication number | Publication date |
|---|---|
| CN115071424A (en) | 2022-09-20 |
Similar Documents
| Publication | Publication Date | Title |
|---|---|---|
| EP2431243B1 (en) | Apparatus for controlling motor torque | |
| EP1777119A2 (en) | A system for managing the supply of electrical energy in a motor vehicle | |
| CN109476235B (en) | Torque control method and torque control device | |
| RU2656538C2 (en) | Engine with start-stop system control method and system | |
| CN107719359B (en) | System and method for controlling battery current during a rolling stop-start event | |
| CN103121450A (en) | Ramp way control method of pure electric vehicle | |
| US9227620B2 (en) | Engine start control device and engine start control method for hybrid electric vehicle | |
| US8983731B2 (en) | Method for controlling a power steering device for a motor vehicle equipped with a stop and start system | |
| EP2247479A1 (en) | Control apparatus and method for controlling a hybrid vehicle | |
| JP2001025109A (en) | Motor torque controller of electric vehicle | |
| CN103587427A (en) | Electrocar gear-shifting control method | |
| US11505071B2 (en) | Regenerative braking control method and regenerative braking control device | |
| JPH09209790A (en) | Engine stop control device | |
| JP2019202649A (en) | Control device and control method for vehicle | |
| CN115071424B (en) | Vehicle control method and vehicle | |
| CN108626007B (en) | Start-stop system | |
| JP2000006683A (en) | Traveling speed control system for vehicle | |
| KR102664096B1 (en) | Control method of electric vehicle corresponding to BMS power disconnection | |
| CN114312341A (en) | Electric vehicle and energy-saving control method and device thereof | |
| JP4568960B2 (en) | Control device for vehicle with clutch mechanism | |
| CN112572165B (en) | N-gear power generation control method, vehicle control unit, vehicle and storage medium | |
| JP2012116409A (en) | Clutch on-off determination device for hybrid electric vehicle | |
| CN116279496A (en) | VCU gear control method for electric vehicle | |
| JP5737406B2 (en) | VEHICLE CONTROL DEVICE, VEHICLE, AND METHOD FOR CONTROLLING VEHICLE | |
| CN112297857A (en) | Energy recovery control method, vehicle control unit, energy recovery system and vehicle |
Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| PB01 | Publication | ||
| PB01 | Publication | ||
| SE01 | Entry into force of request for substantive examination | ||
| SE01 | Entry into force of request for substantive examination | ||
| GR01 | Patent grant | ||
| GR01 | Patent grant |