CN115817200B - Method and system for controlling locked rotor of permanent magnet synchronous motor for new energy automobile - Google Patents
Method and system for controlling locked rotor of permanent magnet synchronous motor for new energy automobile Download PDFInfo
- Publication number
- CN115817200B CN115817200B CN202211538595.7A CN202211538595A CN115817200B CN 115817200 B CN115817200 B CN 115817200B CN 202211538595 A CN202211538595 A CN 202211538595A CN 115817200 B CN115817200 B CN 115817200B
- Authority
- CN
- China
- Prior art keywords
- automobile
- motor
- tire pressure
- acquiring
- test
- 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
Images
Classifications
-
- 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
- Electric Propulsion And Braking For Vehicles (AREA)
Abstract
The invention discloses a method and a system for controlling locked rotor of a permanent magnet synchronous motor for a new energy automobile, and relates to the technical field of motor dragging. The method comprises the steps of acquiring the climbing angle of the automobile in real time and obtaining the history record of the climbing angle of the automobile; acquiring the tire pressure of the automobile in real time, and acquiring a historical record of the tire pressure of the automobile; acquiring the running speed of the automobile in real time, and acquiring a history record of the running speed of the automobile; obtaining the running state of the automobile according to the climbing angle, the tire pressure, the running speed and the corresponding histories of the automobile; obtaining the rated highest temperature of the motor; acquiring the temperature of the motor in real time; and inputting test driving current to the motor according to the running state of the automobile, and acquiring the relations among the test driving current input to the motor during the test, the tire pressure, the climbing angle and the moving speed and time of the automobile. The invention attempts to automatically power the motor to cause the motor to be out of the locked state.
Description
Technical Field
The invention belongs to the technical field of motor dragging, and particularly relates to a method and a system for controlling locked rotor of a permanent magnet synchronous motor for a new energy automobile.
Background
Because the permanent magnet synchronous motor has the advantages of high low-torque performance, high electric energy utilization rate and the like, the new energy automobile widely adopts the permanent magnet synchronous motor as a driving motor. However, when the vehicle encounters an obstacle or the climbing angle is too large, the tire cannot move so that the motor is locked. The constant magnetic field generated by the permanent magnet of the permanent magnet synchronous motor under the condition of locked rotation can not obstruct the current in the coil, so that the current in the coil is instantaneously increased by more than ten times or even twenty times, and the motor can be damaged or even destroyed rapidly.
In order to avoid motor stalling damage when a vehicle encounters obstacles, steep slopes and the self-failure of an automobile transmission system, the traditional mode needs to rely on experience of a driver to judge a road condition control accelerator pedal, and whether the motor is required to be electrified and driven to break away from a stalling state or not cannot be automatically judged according to a vehicle body sensor.
Disclosure of Invention
The invention aims to provide a method and a system for controlling the locked rotor of a permanent magnet synchronous motor for a new energy automobile, which are used for acquiring the running and automobile body states through various sensing acquisition units of the automobile and attempting to automatically supply power to the motor so as to lead the motor to be separated from the locked rotor state.
In order to solve the technical problems, the invention is realized by the following technical scheme:
the invention provides a method for controlling the locked rotor of a permanent magnet synchronous motor for a new energy automobile, which comprises the following steps,
acquiring the climbing angle of the automobile in real time, and acquiring a history record of the climbing angle of the automobile;
acquiring the tire pressure of the automobile in real time, and acquiring a history record of the tire pressure of the automobile;
acquiring the running speed of the automobile in real time, and acquiring a history of the running speed of the automobile;
obtaining the running state of the automobile according to the climbing angle, the tire pressure, the running speed and the corresponding histories of the automobile;
obtaining the rated maximum temperature of the motor;
acquiring the temperature of the motor in real time;
inputting test driving current to the motor according to the running state of the automobile, and acquiring the relation among the test driving current input to the motor during the test, the tire pressure, the climbing angle and the moving speed of the automobile and time;
obtaining an anti-rotation driving current input strategy of the motor according to the rated highest temperature of the motor, the real-time temperature of the motor and the relation between the tire pressure, the climbing angle and the moving speed and time of the automobile during the process of inputting the test driving current;
and driving the motor according to the anti-rotation driving current input strategy.
In one embodiment of the present invention, the step of obtaining the driving state of the automobile according to the climbing angle, the tire pressure, the driving speed and the corresponding histories of the automobile, includes,
the driving state comprises a rolling obstacle state, a climbing state and a transmission mechanism fault state;
obtaining normal running tire pressure and static tire pressure of the tires of the automobile according to the historical record of the tire pressure of the automobile;
judging that the abrupt change of the tire pressure of a plurality of tires of the automobile is larger than the normal running tire pressure or the static tire pressure of the corresponding tires of the automobile,
if not, judging that the automobile is in a transmission mechanism fault state at the moment;
if yes, judging that the vehicle is in a rolling obstacle state and/or a climbing state at the moment;
judging that the tire pressure synchronous abrupt change of the driving wheel of the automobile is larger than the static tire pressure of the tire corresponding to the automobile, wherein the tire pressure of the driven wheel of the automobile is equal to the normal running tire pressure or the static tire pressure of the tire corresponding to the automobile, and if yes, judging that the automobile is in a climbing state at the moment;
if not, judging that the automobile is in a rolling obstacle state at the moment.
In one embodiment of the present invention, the step of inputting a test driving current to the motor according to a driving state of the automobile, obtaining a relationship between the test driving current, tire pressure, climbing angle, and moving speed of the automobile and time during the test, includes,
obtaining the maximum current output by a power battery of the automobile to the motor;
obtaining the maximum current received by the motor inner coil winding according to the maximum current output by the motor and the wiring structure of the motor inner coil winding, and recording the maximum current as the cut-off current;
inputting the cut-off current to the motor as a pre-test driving current on the premise that the temperature of the motor does not exceed the rated maximum temperature of the motor according to the temperature of the motor;
acquiring the time length of the sound production change of the driving wheel tire pressure of the automobile from inputting the pre-test driving current to the motor according to the relation between the real-time tire pressure of the automobile and time, namely the transmission interval length of transmission mechanical waves;
obtaining the value and time of the test driving current input to the motor according to the transmission mechanical wave transmission interval time;
and in the process of inputting the test driving current to the motor, obtaining the relation between the test driving current input to the motor, the tire pressure, the climbing angle and the moving speed of the automobile and time.
In one embodiment of the present invention, the step of obtaining the value and time of the test drive current input to the motor according to the transmission mechanical wave transmission interval length includes,
acquiring an initial temperature of the motor when a pre-test driving current is not input to the motor;
obtaining the temperature of the motor after inputting the pre-test driving current to the motor for a transmission interval period of the transmission mechanical wave;
obtaining estimated time length for enabling the motor to reach a rated highest temperature according to the test driving current input to the motor according to the transmission mechanical wave transmission interval time length, the temperature of the motor after the pre-test driving current of the transmission mechanical wave transmission interval time length is input to the motor and the initial temperature of the motor, and recording the estimated time length as test driving time length;
and inputting a test driving current to the motor from zero to the value of the cut-off current in the test driving time period.
In one embodiment of the present invention, the step of inputting a test drive current to the motor from zero to the value of the cut-off current for the test drive period includes,
obtaining the test precision for measuring the current in the motor as the minimum measurement current granularity;
acquiring a minimum time interval for measuring the current in the motor as a minimum measurement time granularity;
the test driving current input to the motor increases by an integer multiple of the minimum measurement current granularity every an integer multiple of the minimum measurement time granularity within the test driving time period;
wherein the test drive current monotonically increases over the test drive period.
In one embodiment of the present invention, the step of obtaining the relation between the tire pressure, the climbing angle, and the moving speed and time of inputting the test driving current to the motor, includes,
continuously monitoring the tire pressure of a driving wheel of the automobile in the process of inputting the test driving current to the motor in the time interval of the test driving duration;
if the tire pressure of the driving wheel of the automobile reaches a peak value and then is reduced to the normal running tire pressure of the tire of the automobile, the tire pressure is reduced,
acquiring the climbing angle of the automobile when the tire pressure of the driving wheel of the automobile is reduced to the normal running tire pressure state of the tire of the automobile;
acquiring the moment when the driven wheel of the automobile rotates and displaces;
reversing the transmission interval duration of the transmission mechanical wave at the moment when the driven wheel of the automobile rotates and displaces to obtain a first driving moment;
acquiring the moment of reversely pushing and subtracting the transmission interval duration of the transmission mechanical wave from the first driving moment as a second driving moment;
and obtaining the test driving current input to the motor at the second driving moment.
In one embodiment of the present invention, the step of obtaining the relation between the tire pressure, the climbing angle and the moving speed and time of the motor to which the test driving current is input, and the tire pressure, the climbing angle and the moving speed of the automobile are further included,
if the tire pressure of the driving wheel of the automobile reaches a peak value and then keeps the peak value, acquiring the moment when the tire pressure of the driving wheel of the automobile reaches the peak value;
acquiring the tire pressure of a driven wheel of the automobile at the moment when the tire pressure of a driving wheel of the automobile reaches a peak value;
and if the tire pressure of the driven wheel of the automobile reaches the peak value at the moment, acquiring the climbing angle of the automobile at the moment when the tire pressure of the driving wheel of the automobile reaches the peak value, wherein the tire pressure of the driven wheel of the automobile is in a normal running tire pressure state of the tire of the automobile.
In one embodiment of the present invention, the step of obtaining the relation between the tire pressure, the climbing angle and the moving speed and time of the motor to which the test driving current is input, and the tire pressure, the climbing angle and the moving speed of the automobile are further included,
and if the tire pressures of the driving wheels and the driven wheels of the automobile keep the normal running tire pressure or the static tire pressure of the tire of the automobile, acquiring the relation between the moving speed and the time of the automobile.
In one embodiment of the present invention, the step of obtaining an anti-rotation driving current input strategy of the motor according to the rated maximum temperature of the motor, the real-time temperature of the motor and the relation between the tire pressure, the climbing angle and the moving speed of the automobile and time during the input of the test driving current comprises,
if the tire pressure of the driving wheel of the automobile reaches a peak value and then is reduced to the normal running tire pressure of the tire of the automobile, and the test driving current input to the motor at the second driving moment is not higher than the rated current of the motor, the test driving current input to the motor at the second driving moment is used as the working current of the automobile to drive;
if the tire pressure of the driving wheel of the automobile reaches the peak value and then keeps the peak value, judging that the motor is locked, and stopping supplying power to the motor;
if the tire pressures of the driving wheels and the driven wheels of the automobile keep the normal running tire pressure or the static tire pressure of the tires of the automobile, the motor is judged to be locked, and the power supply to the motor is stopped.
The invention also discloses a system for controlling the locked rotor of the permanent magnet synchronous motor for the new energy automobile, which is characterized in that,
the sensing acquisition unit is used for acquiring the climbing angle of the automobile in real time and obtaining the history record of the climbing angle of the automobile;
acquiring the tire pressure of the automobile in real time, and acquiring a history record of the tire pressure of the automobile;
acquiring the running speed of the automobile in real time, and acquiring a history of the running speed of the automobile;
acquiring the temperature of the motor in real time;
the control unit is used for obtaining the running state of the automobile according to the climbing angle, the tire pressure, the running speed and the corresponding histories of the automobile;
obtaining the rated maximum temperature of the motor;
inputting test driving current to the motor according to the running state of the automobile, and acquiring the relation between the tire pressure, the climbing angle and the moving speed of the automobile and time during the test;
obtaining an anti-rotation driving current input strategy of the motor according to the rated highest temperature of the motor, the real-time temperature of the motor and the relation between the tire pressure, the climbing angle and the moving speed and time of the automobile during the process of inputting the test driving current;
and driving the motor according to the anti-rotation driving current input strategy.
The invention acquires the running and the vehicle body state through various sensing acquisition units of the automobile, and tries to automatically supply power to the motor so as to lead the motor to be separated from the locked-rotor state
Of course, it is not necessary for any one product to practice the invention to achieve all of the advantages set forth above at the same time.
Drawings
In order to more clearly illustrate the technical solutions of the embodiments of the present invention, the drawings that are needed for the description of the embodiments will be briefly described below, and it is obvious that the drawings in the following description are only some embodiments of the present invention, and that other drawings may be obtained according to these drawings without inventive effort for a person skilled in the art.
FIG. 1 is a schematic flow chart of a method for controlling the locked rotor of a permanent magnet synchronous motor for a new energy vehicle according to an embodiment of the present invention;
FIG. 2 is a flow chart of the step S4 according to an embodiment of the invention;
FIG. 3 is a flowchart illustrating the step S7 according to an embodiment of the present invention;
FIG. 4 is a flowchart illustrating the step S75 according to an embodiment of the present invention;
FIG. 5 is a flowchart illustrating the step S754 in an embodiment of the present invention;
FIG. 6 is a flowchart showing a step S76 according to an embodiment of the present invention;
FIG. 7 is a second step flow chart of the step S76 according to an embodiment of the present invention;
FIG. 8 is a third step flow chart of step S76 according to an embodiment of the present invention;
FIG. 9 is a flowchart illustrating the step S8 according to an embodiment of the present invention;
fig. 10 is a schematic diagram of module connection and information flow of a permanent magnet synchronous motor locked rotor control system for a new energy automobile according to the present invention.
In the drawings, the list of components represented by the various numbers is as follows:
1-sensing acquisition unit, 2-control unit.
Detailed Description
The following description of the embodiments of the present invention will be made clearly and completely with reference to the accompanying drawings, in which it is apparent that the embodiments described are only some embodiments of the present invention, but not all embodiments. All other embodiments, which can be made by those skilled in the art based on the embodiments of the invention without making any inventive effort, are intended to be within the scope of the invention.
In order to avoid the damage of the motor caused by deep pedaling of a user after the permanent magnet motor encounters a locked-rotor fault in the new energy automobile, the invention provides the following scheme.
Referring to fig. 1, the present invention provides a method for controlling stalling of a permanent magnet synchronous motor for a new energy automobile, wherein when the automobile does not encounter an obstacle or a steep slope, step S1 is executed to obtain a climbing angle of the automobile in real time and obtain a history of the climbing angle of the automobile, step S2 is executed to obtain a tire pressure of the automobile in real time and obtain a history of the tire pressure of the automobile, and step S3 is executed to obtain a running speed of the automobile in real time and obtain a history of the running speed of the automobile. Step S4 may be executed to obtain the running state of the automobile according to the ramp angle, the tire pressure, the running speed of the automobile and the corresponding histories. Step S5 may then be performed to obtain the rated maximum temperature of the motor, and step S6 may then be performed to obtain the temperature of the motor in real time. Step S7 may be performed to input a test driving current to the motor according to a driving state of the automobile, and obtain a relationship between the test driving current input to the motor during the test, the tire pressure of the automobile, the climbing angle, and the moving speed and time. Step S8 can be executed to obtain an anti-rotation driving current input strategy of the motor according to the rated highest temperature of the motor, the real-time temperature of the motor and the relation between the tire pressure, the climbing angle and the moving speed of the automobile and time during the process of inputting the test driving current. And finally, step S9 can be executed to drive the motor according to the anti-blocking driving current input strategy. The running state of the automobile and the performance of the motor are obtained by continuously monitoring the states of the automobile and the motor, and driving attempts are automatically carried out according to the locked-rotor state of the automobile and the motor, so that the situation that a driver drives the automobile to fall into the locked-rotor state is effectively avoided.
Referring to fig. 2, since the motor and the driving wheel of the new energy automobile are rigidly connected, especially for the in-wheel motor, the motor and the driving wheel are integrated, and there is no clutch structure between them, because the motor is locked up due to the obstacle and abrupt slope encountered by the automobile during running, and thus the motor is locked up due to the failure of the transmission mechanism, the running state includes rolling obstacle state, climbing state and transmission mechanism failure state. In order to obtain the running state of the automobile, step S41 may be first performed in step S4 to obtain the normal running tire pressure and the static tire pressure of the tire of the automobile according to the history of the tire pressure of the automobile. Then, it is determined that the abrupt change of the tire pressures of the plurality of tires of the automobile is greater than the normal running tire pressure or the stationary tire pressure of the tire of the corresponding automobile, if not, step S42 may be executed to determine that the automobile is in the transmission mechanism failure state at this time, and if yes, step S43 may be executed to determine that the automobile is in the rolling obstacle state and/or the climbing state at this time. Then, it is determined that the abrupt change of the tire pressure synchronization of the driving wheel of the automobile is greater than the stationary tire pressure of the tire corresponding to the automobile, and the tire pressures of the driven wheels of the automobile are equal to the normal running tire pressure or the stationary tire pressure of the tire corresponding to the automobile, if yes, step S44 may be performed next to determine that the automobile is in a climbing state, if no, step S45 may be performed next to determine that the automobile is in a rolling obstacle state. The running state of the automobile is obtained by analyzing the tire pressure of the automobile tire.
Referring to fig. 3, since the transmission mechanism is not an ideal absolute rigid body, there is a time difference between the motor response driving and the tire rotation, so in order to avoid the adverse effect of the time difference on the subsequent analysis and judgment, in the process of inputting the test driving current, the tire pressure, the climbing angle and the movement speed of the automobile to the motor during the test, step S71 is needed to be executed to obtain the maximum current output from the power battery of the automobile to the motor. Step S72 may then be performed to obtain the maximum current received by the motor inner coil winding from the maximum current output by the motor and the wiring structure of the motor inner coil winding, noted as the cut-off current. Step S73 may then be performed to input the cut-off current to the motor as a pre-test drive current based on the temperature of the motor, provided that the temperature of the motor does not exceed the rated maximum temperature of the motor. Step S74 may then be performed to obtain, from the real-time tire pressure of the vehicle to the time relationship between the time and the time, the length of time from the input of the pre-test driving current to the output of the pre-test driving current to the sound production change of the tire pressure of the driving wheel of the vehicle, that is, the transmission interval length of the transmission mechanical wave. Step S75 may then be performed to obtain a value and time of the test drive current input to the electric motor based on the transmission mechanical wave transmission interval duration. And finally, step S7 can be executed to acquire the relation among the test driving current input to the motor, the tire pressure, the climbing angle and the moving speed and time of the automobile in the process of inputting the test driving current to the motor. The transmission interval duration of the transmission mechanical wave is obtained by inputting a pre-test driving current to the motor for analysis, so that the problem of bad transmission delay of the transmission mechanism is avoided.
Referring to fig. 4, in order to obtain the value of the test driving current and the energizing time of the test locked-rotor state, step S751 may be performed first to obtain the initial temperature of the motor when the pre-test driving current is not inputted to the motor. Step S752 may next be performed to obtain the temperature of the motor after inputting a pre-test drive current to the motor for a transmission mechanical wave transmission interval period. Step S753 may be executed to obtain, according to the transmission mechanical wave transmission interval duration, the temperature of the motor after the pre-test driving current of the transmission mechanical wave transmission interval duration is input to the motor, and the initial temperature of the motor, an estimated time length for the motor to reach the rated maximum temperature according to the test driving current input to the motor, and record the estimated time length as the test driving duration. Finally, step S754 may be performed to input a test drive current to the motor from zero to an off-current value to the motor for the test drive period. By referring to the transmission mechanical wave transmission interval time length, the accuracy of the numerical value of the input test driving current and the energizing time of the motor is improved.
Referring to fig. 5, in order to avoid overheating of the motor and to control the testing process, step S7541 may be performed first to obtain the testing accuracy of the current in the motor as the minimum measurement current granularity in step S754. Step S7542 may then be performed to obtain a minimum time interval for measuring the current in the motor as a minimum measurement time granularity. Finally, step S7543 may be performed to increase the test driving current input to the motor by an integer multiple of the granularity of the minimum measurement time every integer multiple of the granularity of the minimum measurement current within the test driving period, and the test driving current monotonically increases within the test driving period. By controlling the test driving current, the motor can be prevented from overheating, and collected data in the whole test process can be made to have higher availability.
Referring to fig. 6, in order to obtain the running state of the automobile and the locked state of the motor, it is necessary to obtain the relationship between the test driving current input to the motor, the tire pressure of the automobile, the climbing angle, and the moving speed and time, and in order to achieve this technical purpose, in step S76, step S7611 may be executed first, to continuously monitor the tire pressure of the driving wheel of the automobile during the process of inputting the test driving current to the motor in the time interval of the test driving duration. If the tire pressure of the driving wheel of the automobile reaches the peak value and then decreases to the normal running tire pressure of the tire of the automobile, the vehicle is illustrated to encounter a steep slope, and then step S7612 may be performed to obtain the ramp angle of the automobile in a state where the tire pressure of the driving wheel of the automobile decreases to the normal running tire pressure of the tire of the automobile. Step S7613 may be performed next to acquire the moment when the driven wheel of the automobile is rotationally displaced, and step S7614 may be performed next to acquire the first driving moment by reversing the transmission mechanical wave transmission interval duration of the moment when the driven wheel of the automobile is rotationally displaced. Next, step S7615 may be performed to obtain the first driving time, and the time obtained by subtracting the transmission interval duration of the transmission mechanical wave from the first driving time may be used as the second driving time, and finally step S7616 may be performed to obtain the test driving current input to the motor at the second driving time. The relation of the test driving current input to the motor, the tire pressure, the climbing angle and the moving speed of the automobile and time is indirectly obtained by obtaining the climbing angle, the tire pressure, the motor input current and the like of the automobile.
Referring to fig. 7, if the tire pressure of the driving wheel of the vehicle reaches the peak value and then remains at the peak value, it is indicated that step S7621 may be performed to obtain the time when the tire pressure of the driving wheel of the vehicle reaches the peak value when the vehicle encounters an obstacle. Step S7622 may then be performed to obtain the tire pressure of the driven wheels of the vehicle at the time when the tire pressure of the driving wheels of the vehicle reaches a peak. If the tire pressure of the driven wheel of the automobile reaches the peak value, the tire pressure of the driven wheel of the automobile is the normal running tire pressure state of the tire of the automobile, step S7623 may be performed to obtain the climbing angle of the automobile when the tire pressure of the driving wheel of the automobile reaches the peak value.
Referring to fig. 8, if the tire pressures of the driving wheels and the driven wheels of the vehicle maintain the normal running tire pressure or the static tire pressure of the tire of the vehicle, it is indicated that the vehicle encounters a failure of the transmission mechanism, and step S7631 may be executed to obtain the relationship between the moving speed and time of the vehicle.
Referring to fig. 9, in order to obtain the anti-rotation driving current input strategy of the motor, in the step S8, if the tire pressure of the driving wheel of the automobile reaches the peak value and then decreases to the normal running tire pressure of the tire of the automobile, and the test driving current input to the motor at the second driving time is not higher than the rated current of the motor, step S81 may be executed to drive the test driving current input to the motor at the second driving time as the working current of the automobile. If the tire pressure of the driving wheel reaches the peak value and then keeps the peak value, step S82 may be executed to determine that the motor is locked, and power supply to the motor is stopped. If the tire pressures of the driving wheels and the driven wheels of the automobile keep the normal running tire pressure or the static tire pressure of the tire of the automobile, the step S83 may be executed to judge that the motor is locked, and power supply to the motor is stopped. By classifying different running states of the automobile, the motor stall control system is helpful for drivers to break away from the motor stall state as much as possible.
Referring to fig. 10, the scheme also provides a system for controlling the locked rotor of the permanent magnet synchronous motor for the new energy automobile, which can comprise a sensing acquisition unit 1 and a control unit 2 on a module. In practical implementations, the sensing acquisition unit 1 may include an angle sensor, an acceleration sensor, a speed sensor, a temperature sensor, a pressure sensor, a current detector, and the like. The sensing acquisition unit 1 is used for acquiring the climbing angle of the automobile in real time in implementation, acquiring the history of the climbing angle of the automobile, acquiring the tire pressure of the automobile in real time, acquiring the history of the tire pressure of the automobile, acquiring the running speed of the automobile in real time, and acquiring the history of the running speed of the automobile. Finally, the temperature of the motor is obtained in real time, and the temperature of a coil in the motor is particularly obtained in implementation. The control unit 2 is used for obtaining the driving state of the automobile according to the climbing angle, the tire pressure, the driving speed and the corresponding history records of the automobile in the implementation process. And the rated highest temperature of the motor is also obtained, then a test driving current is input to the motor according to the running state of the automobile, and the relation between the tire pressure, the climbing angle and the moving speed of the automobile and time during the test is obtained. And then obtaining an anti-rotation driving current input strategy of the motor according to the rated highest temperature of the motor, the real-time temperature of the motor and the relation between the tire pressure, the climbing angle and the moving speed and time of the automobile during the process of inputting the test driving current. And finally, driving the motor according to an anti-blocking driving current input strategy.
In summary, the method collects various running states of the automobile and input current states of the internal motor in the implementation process, and then analyzes the motor and the cause of locked rotor of the automobile through the pre-test driving current and the test driving current, so that an anti-locked rotor driving current input strategy of the motor is obtained, and finally, the disadvantage that a user is helped to separate from locked rotor of the motor is realized.
The above description of illustrated embodiments of the invention, including what is described in the abstract, is not intended to be exhaustive or to limit the invention to the precise forms disclosed herein. Although specific embodiments of, and examples for, the invention are described herein for illustrative purposes only, various equivalent modifications are possible within the spirit and scope of the present invention, as those skilled in the relevant art will recognize and appreciate. As noted, these modifications can be made to the present invention in light of the foregoing description of illustrated embodiments of the present invention and are to be included within the spirit and scope of the present invention.
The systems and methods have been described herein in general terms as being helpful in understanding the details of the present invention. Furthermore, various specific details have been set forth in order to provide a thorough understanding of embodiments of the invention. One skilled in the relevant art will recognize, however, that an embodiment of the invention can be practiced without one or more of the specific details, or with other apparatus, systems, assemblies, methods, components, materials, parts, and/or the like. In other instances, well-known structures, materials, and/or operations are not specifically shown or described in detail to avoid obscuring aspects of embodiments of the invention.
Thus, although the invention has been described herein with reference to particular embodiments thereof, a latitude of modification, various changes and substitutions are intended in the foregoing disclosures, and it will be appreciated that in some instances some features of the invention will be employed without a corresponding use of other features without departing from the scope and spirit of the invention as set forth. Therefore, many modifications may be made to adapt a particular situation or material to the essential scope and spirit of the present invention. It is intended that the invention not be limited to the particular terms used in following claims and/or to the particular embodiment disclosed as the best mode contemplated for carrying out this invention, but that the invention will include any and all embodiments and equivalents falling within the scope of the appended claims. Accordingly, the scope of the invention should be determined only by the following claims.
Claims (10)
1. The method for controlling the locked rotor of the permanent magnet synchronous motor for the new energy automobile is characterized by comprising the following steps of,
acquiring the climbing angle of the automobile in real time, and acquiring a history record of the climbing angle of the automobile;
acquiring the tire pressure of the automobile in real time, and acquiring a history record of the tire pressure of the automobile;
acquiring the running speed of the automobile in real time, and acquiring a history of the running speed of the automobile;
obtaining the running state of the automobile according to the climbing angle, the tire pressure, the running speed and the corresponding histories of the automobile;
obtaining the rated maximum temperature of the motor;
acquiring the temperature of the motor in real time;
inputting test driving current to the motor according to the running state of the automobile, and acquiring the relation among the test driving current input to the motor during the test, the tire pressure, the climbing angle and the moving speed of the automobile and time;
obtaining an anti-rotation driving current input strategy of the motor according to the rated highest temperature of the motor, the real-time temperature of the motor and the relation between the tire pressure, the climbing angle and the moving speed and time of the automobile during the process of inputting the test driving current;
and driving the motor according to the anti-rotation driving current input strategy.
2. The method according to claim 1, wherein the step of obtaining the driving state of the automobile based on the climbing angle, the tire pressure, the driving speed, and the history corresponding thereto, respectively, comprises,
the driving state comprises a rolling obstacle state, a climbing state and a transmission mechanism fault state;
obtaining normal running tire pressure and static tire pressure of the tires of the automobile according to the historical record of the tire pressure of the automobile;
judging that the abrupt change of the tire pressure of a plurality of tires of the automobile is larger than the normal running tire pressure or the static tire pressure of the corresponding tires of the automobile,
if not, judging that the automobile is in a transmission mechanism fault state at the moment;
if yes, judging that the vehicle is in a rolling obstacle state or a climbing state at the moment;
judging that the tire pressure synchronous abrupt change of the driving wheel of the automobile is larger than the static tire pressure of the tire corresponding to the automobile, wherein the tire pressure of the driven wheel of the automobile is equal to the normal running tire pressure or the static tire pressure of the tire corresponding to the automobile, and if yes, judging that the automobile is in a climbing state at the moment;
if not, judging that the automobile is in a rolling obstacle state at the moment.
3. The method according to claim 1, wherein the step of inputting a test driving current to the motor according to the driving state of the automobile, obtaining the relationship between the tire pressure, the climbing angle, and the moving speed of the automobile and time during the test, comprises,
obtaining the maximum current output by a power battery of the automobile to the motor;
obtaining the maximum current received by the motor inner coil winding according to the maximum current output by the motor and the wiring structure of the motor inner coil winding, and recording the maximum current as the cut-off current;
inputting the cut-off current to the motor as a pre-test driving current on the premise that the temperature of the motor does not exceed the rated maximum temperature of the motor according to the temperature of the motor;
acquiring the time length of the sound production change of the driving wheel tire pressure of the automobile from inputting the pre-test driving current to the motor according to the relation between the real-time tire pressure of the automobile and time, namely the transmission interval length of transmission mechanical waves;
obtaining the value and time of the test driving current input to the motor according to the transmission mechanical wave transmission interval time;
and in the process of inputting the test driving current to the motor, obtaining the relation between the test driving current input to the motor, the tire pressure, the climbing angle and the moving speed of the automobile and time.
4. The method of claim 3, wherein said step of obtaining a value and time of said test drive current input to said motor based on said driven mechanical wave drive interval duration comprises,
acquiring an initial temperature of the motor when a pre-test driving current is not input to the motor;
obtaining the temperature of the motor after inputting the pre-test driving current to the motor for a transmission interval period of the transmission mechanical wave;
obtaining estimated time length for enabling the motor to reach a rated highest temperature according to the test driving current input to the motor according to the transmission mechanical wave transmission interval time length, the temperature of the motor after the pre-test driving current of the transmission mechanical wave transmission interval time length is input to the motor and the initial temperature of the motor, and recording the estimated time length as test driving time length;
and inputting a test driving current to the motor from zero to the value of the cut-off current in the test driving time period.
5. The method of claim 4, wherein said step of inputting a test drive current to said motor from zero to a value of said off-current to said motor during said test drive period comprises,
obtaining the test precision for measuring the current in the motor as the minimum measurement current granularity;
acquiring a minimum time interval for measuring the current in the motor as a minimum measurement time granularity;
the test driving current input to the motor increases by an integer multiple of the minimum measurement current granularity every an integer multiple of the minimum measurement time granularity within the test driving time period;
wherein the test drive current monotonically increases over the test drive period.
6. The method of claim 4, wherein the step of obtaining the relationship between the tire pressure, the climbing angle, and the moving speed and time of inputting the test driving current to the motor, in the process of inputting the test driving current to the motor, comprises,
continuously monitoring the tire pressure of a driving wheel of the automobile in the process of inputting the test driving current to the motor in the time interval of the test driving duration;
if the tire pressure of the driving wheel of the automobile reaches a peak value and then is reduced to the normal running tire pressure of the tire of the automobile, the tire pressure is reduced,
acquiring the climbing angle of the automobile when the tire pressure of the driving wheel of the automobile is reduced to the normal running tire pressure state of the tire of the automobile;
acquiring the moment when the driven wheel of the automobile rotates and displaces;
reversing the transmission interval duration of the transmission mechanical wave at the moment when the driven wheel of the automobile rotates and displaces to obtain a first driving moment;
acquiring the moment of reversely pushing and subtracting the transmission interval duration of the transmission mechanical wave from the first driving moment as a second driving moment;
and obtaining the test driving current input to the motor at the second driving moment.
7. The method of claim 6, wherein the step of obtaining the relationship between the tire pressure, the climbing angle, and the moving speed and time of inputting the test driving current to the motor, and the tire pressure, the climbing angle, and the moving speed of the automobile, during the step of inputting the test driving current to the motor,
if the tire pressure of the driving wheel of the automobile reaches a peak value and then keeps the peak value, acquiring the moment when the tire pressure of the driving wheel of the automobile reaches the peak value;
acquiring the tire pressure of a driven wheel of the automobile at the moment when the tire pressure of a driving wheel of the automobile reaches a peak value;
and if the tire pressure of the driven wheel of the automobile reaches the peak value at the moment, acquiring the climbing angle of the automobile at the moment when the tire pressure of the driving wheel of the automobile reaches the peak value, wherein the tire pressure of the driven wheel of the automobile is in a normal running tire pressure state of the tire of the automobile.
8. The method of claim 7, wherein the step of obtaining the relationship between the tire pressure, the climbing angle, and the moving speed and time of inputting the test driving current to the motor, during the process of inputting the test driving current to the motor, further comprises,
and if the tire pressures of the driving wheels and the driven wheels of the automobile keep the normal running tire pressure or the static tire pressure of the tire of the automobile, acquiring the relation between the moving speed and the time of the automobile.
9. The method of claim 8, wherein the step of obtaining an anti-spin drive current input strategy for the motor based on a rated maximum temperature of the motor, a real-time temperature of the motor, and a tire pressure, a hill climbing angle, and a movement speed versus time of the vehicle during the input of the test drive current, comprises,
if the tire pressure of the driving wheel of the automobile reaches a peak value and then is reduced to the normal running tire pressure of the tire of the automobile, and the test driving current input to the motor at the second driving moment is not higher than the rated current of the motor, the test driving current input to the motor at the second driving moment is used as the working current of the automobile to drive;
if the tire pressure of the driving wheel of the automobile reaches the peak value and then keeps the peak value, judging that the motor is locked, and stopping supplying power to the motor;
if the tire pressures of the driving wheels and the driven wheels of the automobile keep the normal running tire pressure or the static tire pressure of the tires of the automobile, the motor is judged to be locked, and the power supply to the motor is stopped.
10. A permanent magnet synchronous motor locked-rotor control system for new energy automobiles is characterized in that,
the sensing acquisition unit is used for acquiring the climbing angle of the automobile in real time and obtaining the history record of the climbing angle of the automobile;
acquiring the tire pressure of the automobile in real time, and acquiring a history record of the tire pressure of the automobile;
acquiring the running speed of the automobile in real time, and acquiring a history of the running speed of the automobile;
acquiring the temperature of the motor in real time;
the control unit is used for obtaining the running state of the automobile according to the climbing angle, the tire pressure, the running speed and the corresponding histories of the automobile;
obtaining the rated maximum temperature of the motor;
inputting test driving current to the motor according to the running state of the automobile, and acquiring the relation between the tire pressure, the climbing angle and the moving speed of the automobile and time during the test;
obtaining an anti-rotation driving current input strategy of the motor according to the rated highest temperature of the motor, the real-time temperature of the motor and the relation between the tire pressure, the climbing angle and the moving speed and time of the automobile during the process of inputting the test driving current;
and driving the motor according to the anti-rotation driving current input strategy.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202211538595.7A CN115817200B (en) | 2022-12-02 | 2022-12-02 | Method and system for controlling locked rotor of permanent magnet synchronous motor for new energy automobile |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202211538595.7A CN115817200B (en) | 2022-12-02 | 2022-12-02 | Method and system for controlling locked rotor of permanent magnet synchronous motor for new energy automobile |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| CN115817200A CN115817200A (en) | 2023-03-21 |
| CN115817200B true CN115817200B (en) | 2023-05-26 |
Family
ID=85544951
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN202211538595.7A Active CN115817200B (en) | 2022-12-02 | 2022-12-02 | Method and system for controlling locked rotor of permanent magnet synchronous motor for new energy automobile |
Country Status (1)
| Country | Link |
|---|---|
| CN (1) | CN115817200B (en) |
Family Cites Families (5)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN101209683B (en) * | 2006-12-26 | 2011-06-15 | 比亚迪股份有限公司 | Electric automobile driving electric motor control method and control system thereof |
| CN102350958B (en) * | 2011-06-30 | 2013-04-10 | 奇瑞汽车股份有限公司 | Motor locked-rotor protecting method of electric car electric driving system |
| AU2017100911A4 (en) * | 2017-05-18 | 2017-08-03 | Pradeep Awasare | An active pneumatic suspension of a vehicle |
| CN112622909B (en) * | 2020-12-29 | 2022-04-08 | 一汽解放汽车有限公司 | Control method for safe driving of electric automobile, electric automobile and storage medium |
| CN115635807A (en) * | 2022-11-29 | 2023-01-24 | 深圳数马电子技术有限公司 | Tire pressure monitoring method and device, TPMS sensor and readable storage medium |
-
2022
- 2022-12-02 CN CN202211538595.7A patent/CN115817200B/en active Active
Also Published As
| Publication number | Publication date |
|---|---|
| CN115817200A (en) | 2023-03-21 |
Similar Documents
| Publication | Publication Date | Title |
|---|---|---|
| CN104807651B (en) | A kind of electronic brake system functional failure of electromechanical diagnostic method | |
| CN104477158B (en) | Monitoring method for electric vehicle electric vacuum pump | |
| CN104712214B (en) | Control method for motor driving shield door and provided with position sensor | |
| US11634036B2 (en) | Vehicle having motor and method of controlling the same to prevent collision thereof | |
| CN106494258A (en) | Electric automobile vacuum servo and motor composite braking system and brake control method | |
| CN100593704C (en) | Method for detecting vehicle idling | |
| CN115817200B (en) | Method and system for controlling locked rotor of permanent magnet synchronous motor for new energy automobile | |
| CN106550443B (en) | Method and device for collecting positioning signal | |
| CN110001609A (en) | A kind of four-wheel wheel hub driving electric car line traffic control electric braking control device | |
| CN100590409C (en) | Vehicle bearing failure monitor and failure monitoring method | |
| CN108437851B (en) | Gear switching anti-impact method for pure electric vehicle | |
| CN110696620A (en) | Method and system for monitoring working condition of electric vehicle trailer | |
| CN105683013B (en) | The method for preventing the engine misses using the rotary speed estimation of engine | |
| CN104121095B (en) | The method for diagnosing faults of speed probe | |
| CN112659903A (en) | Axle locking detection method, device and equipment and rail transit vehicle | |
| CN104124907A (en) | Current sensor fault handling method and motor controller | |
| CN111422072A (en) | Slope parking control system and method based on hydrogen energy automobile landslide state recognition | |
| CN115972915A (en) | Energy recovery control method, energy recovery control device, vehicle, and storage medium | |
| CN114043977A (en) | Wheel rotation locking sensing reminding method and system based on hub motor | |
| CN112477620B (en) | Automobile anti-skid protection method | |
| CN113125955B (en) | Electric automobile and method and system for monitoring performance of driving system of electric automobile | |
| CN210839807U (en) | Motor vehicle video recording controller and motor vehicle video recording control system | |
| CN113386583A (en) | Automobile hub motor differential control system and method | |
| CN111912632B (en) | Steering system endurance test control method, device, storage medium and system | |
| WO2020260691A1 (en) | Method for evaluating a coastdown load, and assisted driving method |
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 |