CN116653607A - Motor fault processing method and device, computer readable storage medium and vehicle - Google Patents
Motor fault processing method and device, computer readable storage medium and vehicle Download PDFInfo
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- CN116653607A CN116653607A CN202310753707.9A CN202310753707A CN116653607A CN 116653607 A CN116653607 A CN 116653607A CN 202310753707 A CN202310753707 A CN 202310753707A CN 116653607 A CN116653607 A CN 116653607A
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Classifications
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L3/00—Electric devices on electrically-propelled vehicles for safety purposes; Monitoring operating variables, e.g. speed, deceleration or energy consumption
- B60L3/0023—Detecting, eliminating, remedying or compensating for drive train abnormalities, e.g. failures within the drive train
- B60L3/0061—Detecting, eliminating, remedying or compensating for drive train abnormalities, e.g. failures within the drive train relating to electrical machines
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L15/00—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles
- B60L15/20—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L3/00—Electric devices on electrically-propelled vehicles for safety purposes; Monitoring operating variables, e.g. speed, deceleration or energy consumption
- B60L3/04—Cutting off the power supply under fault conditions
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- 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 invention discloses a fault processing method and device of a motor, a computer readable storage medium and a vehicle. The method relates to the field of intelligent automobiles, and comprises the following steps: in response to receiving a fault instruction of a motor in a vehicle, acquiring back electromotive force, bus voltage and current rotating speed of the motor; determining a first control strategy of the motor based on the back electromotive force and the bus voltage, wherein the first control strategy is used for representing that a protection circuit corresponding to the motor is controlled through software or hardware; determining a second control strategy of the protection circuit based on the current rotating speed and the preset rotating speed, wherein the second control strategy is used for representing that the protection circuit is controlled through short circuit operation or open circuit operation; and performing fault processing on the protection circuit based on the first control strategy and the second control strategy to obtain a fault processing result. The invention solves the technical problem of lower driving safety of the vehicle.
Description
Technical Field
The invention relates to the field of intelligent automobiles, in particular to a fault processing method and device of a motor, a computer readable storage medium and a vehicle.
Background
In response to the call of the national policy, the new energy automobile is in a rapid growth stage as an automobile taking electric energy or other renewable energy sources as power, the safety of the new energy automobile is one aspect of global important attention, the motor system is a core power assembly of the new energy automobile, and the safety of the motor determines the safety of the whole automobile. However, in the prior art, after a vehicle fails, the vehicle is only processed through a closing operation such as emergency braking, and the closing operation such as emergency braking can cause the battery of the vehicle to overshoot to cause the danger such as battery explosion or vehicle rollover, so that the driving safety of the vehicle is low.
In view of the above problems, no effective solution has been proposed at present.
Disclosure of Invention
The embodiment of the invention provides a fault processing method and device of a motor, a computer readable storage medium and a vehicle, and aims to at least solve the technical problem of low driving safety of the vehicle.
According to an aspect of an embodiment of the present invention, there is provided a fault handling method for an electric motor, including: in response to receiving a fault instruction of a motor in a vehicle, acquiring back electromotive force, bus voltage and current rotating speed of the motor; determining a first control strategy of the motor based on the back electromotive force and the bus voltage, wherein the first control strategy is used for representing that a protection circuit corresponding to the motor is controlled through software or hardware; determining a second control strategy of the protection circuit based on the current rotating speed and the preset rotating speed, wherein the second control strategy is used for representing that the protection circuit is controlled through short circuit operation or open circuit operation; and performing fault processing on the protection circuit based on the first control strategy and the second control strategy to obtain a fault processing result.
Optionally, determining the first control strategy of the motor based on the back emf and the bus voltage comprises: determining a first control strategy to control the protection circuit by software in response to the back EMF being less than the bus voltage; in response to the back EMF being greater than or equal to the bus voltage, a first control strategy is determined to control the protection circuit through hardware.
Optionally, determining a second control strategy of the protection circuit based on the current rotation speed and the preset rotation speed includes: determining a second control strategy to control the protection circuit through open circuit operation in response to the current rotation speed being less than the preset rotation speed; and determining a second control strategy to control the protection circuit through short-circuit operation in response to the current rotating speed being greater than or equal to the preset rotating speed.
Optionally, the method further comprises: scaling the bus voltage in equal proportion based on the first voltage dividing resistor to obtain a first scaling voltage, wherein the first scaling voltage is a voltage in a voltage-resistant interval of the first comparator; comparing the first scaling voltage with the reference voltage based on the first comparator to obtain a comparison result, wherein the comparison result is used for indicating whether the first scaling voltage is smaller than the reference voltage; determining that the back electromotive force is smaller than the bus voltage in response to the comparison result that the first scaling voltage is smaller than the reference voltage; and determining that the back electromotive force is greater than or equal to the bus voltage in response to the comparison result being that the first scaling voltage is greater than or equal to the reference voltage.
Optionally, the method further comprises: scaling the first phase voltage and the second phase voltage of the motor in equal proportion based on the second voltage dividing resistor to obtain a first scaling phase voltage and a second scaling phase voltage, wherein the first scaling phase voltage and the second scaling phase voltage are voltages in a voltage-resistant interval of the second comparator; comparing the first scaling phase voltage with the second scaling phase voltage based on the second comparator to obtain the target number of pulses of the motor in unit time; determining that the current rotating speed is smaller than the preset rotating speed in response to the target number is smaller than the preset number; and determining that the current rotating speed is greater than or equal to the preset rotating speed in response to the target number being greater than or equal to the preset number.
Optionally, acquiring a bus voltage of the motor includes: acquiring the current electric quantity of a power battery in a vehicle; the bus voltage is determined based on the current charge.
Optionally, performing fault processing on the protection circuit based on the first control policy and the second control policy to obtain a fault processing result, including: and responding to the first control strategy to control the protection circuit through the hardware, and supplying power to the hardware based on the backup power supply, so that the protection circuit is subjected to fault processing through the hardware and the second control strategy, and a fault processing result is obtained.
According to another aspect of the embodiment of the present invention, there is also provided a fault handling apparatus for a motor, including: the acquisition module is used for responding to the received fault instruction of the motor in the vehicle and acquiring the counter electromotive force, the bus voltage and the current rotating speed of the motor; the first determining module is used for determining a first control strategy of the motor based on the back electromotive force and the bus voltage, wherein the first control strategy is used for representing that a protection circuit corresponding to the motor is controlled through software or hardware; the second determining module is used for determining a second control strategy of the protection circuit based on the current rotating speed and the preset rotating speed, wherein the second control strategy is used for representing that the protection circuit is controlled through short circuit operation or open circuit operation; and the fault processing module is used for carrying out fault processing on the protection circuit based on the first control strategy and the second control strategy to obtain a fault processing result.
According to another aspect of the embodiments of the present invention, there is also provided a computer-readable storage medium including a stored program, wherein the fault handling method of the motor of the above-described embodiments is performed in a processor of a device in which the program is controlled to run.
According to another aspect of an embodiment of the present invention, there is also provided a vehicle including: one or more processors; a storage means for storing one or more programs; when the one or more programs are executed by the one or more processors, the one or more processors are caused to perform the fault handling method of the motor of the above embodiment.
In the embodiment of the invention, the back electromotive force, the bus voltage and the current rotating speed of the motor are obtained in response to receiving a fault instruction of the motor in the vehicle; determining a first control strategy for the motor based on the back EMF and the bus voltage; determining a second control strategy of the protection circuit based on the current rotating speed and the preset rotating speed; and performing fault processing on the protection circuit based on the first control strategy and the second control strategy to obtain a fault processing result. It is noted that the corresponding first control strategy and second control strategy are determined according to the counter electromotive force, the bus voltage and the current rotating speed of the motor, so that the first control strategy and the second control strategy are utilized to process faults, and the safety state can be timely carried out when the vehicle collides or other faults occur, so that the purpose of improving the driving safety of the vehicle is achieved, the technical effect of avoiding explosion of the power battery caused by the motor faults is achieved, and the technical problem of lower driving safety of the vehicle is solved.
Drawings
The accompanying drawings, which are included to provide a further understanding of the application and are incorporated in and constitute a part of this specification, illustrate embodiments of the application and together with the description serve to explain the application and do not constitute a limitation on the application. In the drawings:
FIG. 1 is a flow chart illustrating a method of fault handling of an electric machine according to an embodiment of the present application;
FIG. 2 is a schematic diagram of an alternative shorting operation according to an embodiment of the application;
FIG. 3 is a schematic diagram of an alternative open circuit operation according to an embodiment of the present application;
FIG. 4 is a schematic diagram of an alternative control execution strategy according to an embodiment of the present application;
FIG. 5 is a schematic diagram of an alternative protection circuitry according to an embodiment of the application;
FIG. 6 is an alternate short circuit operating brake torque schematic in accordance with an embodiment of the application;
FIG. 7 is a schematic diagram of an alternative open circuit operating speed versus torque relationship according to an embodiment of the present application;
FIG. 8 is a schematic diagram of an alternative control strategy versus rotational speed according to an embodiment of the present application;
FIG. 9 is a schematic diagram of an alternative first divider resistor scaling circuit according to an embodiment of the present application;
FIG. 10 is a schematic diagram of an alternative second voltage divider resistor scaling circuit according to an embodiment of the present application;
FIG. 11 is a schematic diagram of an alternative first scaling phase voltage versus second scaling phase voltage in accordance with an embodiment of the invention;
FIG. 12 is a schematic diagram of an alternative electrical cycle according to an embodiment of the invention;
FIG. 13 is a flow chart of an alternative motor fault handling method according to an embodiment of the present invention;
fig. 14 is a schematic view of a fault handling apparatus of a motor according to an embodiment of the present invention.
Detailed Description
In order that those skilled in the art will better understand the present invention, a technical solution in the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings in which it is apparent that the described embodiments are only some embodiments of the present invention, not all embodiments. All other embodiments, which can be made by those skilled in the art based on the embodiments of the present invention without making any inventive effort, shall fall within the scope of the present invention.
It should be noted that the terms "first," "second," and the like in the description and the claims of the present invention and the above figures are used for distinguishing between similar objects and not necessarily for describing a particular sequential or chronological order. It is to be understood that the data so used may be interchanged where appropriate such that the embodiments of the invention described herein may be implemented in sequences other than those illustrated or otherwise described herein. Furthermore, the terms "comprises," "comprising," and "having," and any variations thereof, are intended to cover a non-exclusive inclusion, such that a process, method, system, article, or apparatus that comprises a list of steps or elements is not necessarily limited to those steps or elements expressly listed but may include other steps or elements not expressly listed or inherent to such process, method, article, or apparatus.
Example 1
According to an embodiment of the present invention, there is provided an embodiment of a fault handling method for an electric motor, it being noted that the steps shown in the flowcharts of the figures may be performed in a computer system such as a set of computer executable instructions, and although a logical order is shown in the flowcharts, in some cases the steps shown or described may be performed in an order different from that herein.
Fig. 1 is a flowchart of a fault handling method of an electric motor according to an embodiment of the present invention, as shown in fig. 1, the method including the steps of:
step S102, in response to receiving a fault instruction of a motor in the vehicle, back electromotive force, bus voltage and current rotating speed of the motor are obtained.
The vehicle may be a vehicle powered by a power battery, including but not limited to: hybrid electric vehicles and pure electric vehicles. The power battery can be a battery for storing electric energy and providing high power output, is composed of a plurality of battery cells, and is monitored and controlled by a battery management system.
The electric machine may be a device that converts electrical energy into mechanical energy. The electromagnetic force is generated by the action of current in the magnetic field, so that the rotor is driven to rotate, and energy conversion is realized.
The fault instruction may be an instruction sent by the motor control system, and is used to inform the motor to perform fault simulation or perform fault removal.
The counter electromotive force may be an electric potential generated by electromagnetic induction in the motor or the generator. When the conductor moves relative to the magnetic field or the magnetic field changes relative to the conductor, an induced electromotive force is generated. If the conductor is a closed loop, the induced electromotive force will form a current. The magnitude of the back emf is related to factors such as the strength of the magnetic field, the length of the conductor, the speed of the conductor, and the direction of relative movement of the magnetic field and the conductor.
The bus voltage may be a voltage of a dc power supply received by the motor. The bus voltage of the motor is supplied to the motor through a power supply, and the proper power supply voltage can be selected according to the requirements of the motor.
The current rotation speed may be a rotation speed of the motor when the motor is currently operated.
In an alternative embodiment, a corresponding sensor is installed in the motor of the vehicle, and when a fault in the motor is detected, a fault instruction of the motor is sent to the vehicle-mounted control system, or according to data of the motor in the bus in real time, when the data of the motor is abnormal, the fault instruction of the motor is immediately sent to the vehicle-mounted control system. When a fault instruction of the motor is received, the current electric quantity of the power battery is obtained from the bus, and the rotation speed sensor obtains the current rotation speed of the motor. And determining the bus voltage of the motor according to the current electric quantity, and utilizing the counter electromotive force generated by the motor terminal measured by the voltmeter.
Step S104, determining a first control strategy of the motor based on the back electromotive force and the bus voltage, wherein the first control strategy is used for representing that the protection circuit corresponding to the motor is controlled through software or hardware.
The first control strategy may be a series of control measures for judging and protecting the circuit execution condition in time through software or hardware. The software can be a software control system for protecting the motor from damage and preventing the controller system from damage. The hardware may be a physical device that is a component in the motor.
In an alternative embodiment, the back emf is compared to the bus voltage, and when the back emf is less than the bus voltage, a first control strategy is determined to take protective control action with the software for the motor; when the counter electromotive force is greater than or equal to the bus voltage, determining a first control strategy to realize judgment and execution by utilizing a hardware function, and enabling the motor to enter a safety mode.
It should be noted that if the software can be controlled normally, the software is used to make judgment and execute to enter a related safety mode; if the software is out of control, uncontrolled or disordered, the counter potential continuously rises along with the rising of the rotating speed and exceeds a threshold value, and the judgment and execution of entering a related safety mode can be further realized through a hardware function.
Step S106, determining a second control strategy of the protection circuit based on the current rotating speed and the preset rotating speed, wherein the second control strategy is used for representing that the protection circuit is controlled through a short circuit operation or an open circuit operation.
The second control strategy described above may be a series of control measures that determine and protect the electrical circuit in the motor using a short circuit operation or an open circuit operation.
The above-mentioned short-circuit operation can be a short-circuit protection technology, can be when the circuit is short-circuited, the safety of circuit and equipment can be cut off, also can be to start the initiative short-circuit mode (ASC, active Short Circuit), through making 3 switching tubes in the upper bridge arm or lower bridge arm of the inverter fully conduct to short-circuit the motor stator winding, make the motor stator winding form the closed loop, will produce the counter-potential dissipation through the motor stator winding, it is a safety protection mechanism of the electrical machinery, prevent the controller system from producing the damage, and then make the vehicle can enter the relative safe state when bumping and other trouble happen.
The open circuit operation can be an open circuit protection technology, so that 3 switching tubes in an upper bridge arm or a lower bridge arm of the circuit inverter are completely disconnected, the back electromotive force generated by the motor is lower than the bus voltage, the back electromotive force cannot be fed back to the high-voltage power Chi Zhengliu through the freewheeling diode, a closed loop cannot be formed, and the motor end runs in a no-load mode.
In an alternative embodiment, the current speed of the motor is compared with a preset speed, and if the current speed is less than the preset speed, the second control strategy is determined to control the circuit fault by using a short circuit operation. Fig. 2 is a schematic diagram of an alternative short-circuit operation according to an embodiment of the present invention, as shown in fig. 2, 3 switches in an upper bridge arm or a lower bridge arm of an inverter are fully turned on to short-circuit a motor stator winding, so that the motor stator winding forms a closed loop, and more back electromotive force generated by the motor stator winding is consumed. And if the current rotating speed is greater than or equal to the preset rotating speed, determining a second control strategy to control the circuit fault by using open circuit operation. Fig. 3 is a schematic diagram of an optional open-circuit operation according to an embodiment of the present invention, as shown in fig. 3, 6 switches in an upper bridge arm and a lower bridge arm of an inverter are all opened, a closed loop cannot be formed, and at this time, a motor end runs in an idle state, so that counter electromotive force of the motor cannot impact a device hung on a dc bus. Therefore, if the current rotation speed of the motor is high, the motor fault is processed by the short-circuit operation, and if the current rotation speed of the motor is low, the motor fault is processed by the open-circuit operation, however, when the rotation speed of the motor is high, the open-circuit operation is preferably not directly performed, and the open-circuit operation can be performed after the energy generated by the high rotation speed of the motor is discharged by the short-circuit operation, so that the excessive negative torque generated by the motor is avoided.
It should be noted that, when the motor runs at a high speed, the vehicle or the motor fails seriously, the conventional method can execute the shutdown operation, but when the permanent magnet rotates at a high speed, a higher back electromotive force is generated on the three-phase winding of the motor, if all switching tubes of the three-phase bridge inverter of the motor controller are directly closed, the excessive back electromotive force can cause overvoltage of a direct current bus and generate a great power generation braking torque, and the overvoltage of the direct current bus can damage the switching tubes of the inverter, and the great power generation braking torque can cause overcharge or even explosion of a battery or increase the risk of rollover. Under the condition of faults, the controller system can be effectively prevented from being damaged by using the method of active short circuit, and then the vehicle can enter a relatively safe state when collision and other faults occur. However, if the vehicle enters the ASC directly without any judgment, an impact current is generated, and the impact current impacts and damages the power device, so that the inverter is damaged, and a very large braking torque is generated, so that the vehicle is dangerous. Therefore, the second control strategy is determined by utilizing the motor rotation speed, so that impact and damage of impact current to the power device can be effectively avoided, and the safety of vehicle driving is improved.
And step S108, performing fault processing on the protection circuit based on the first control strategy and the second control strategy to obtain a fault processing result.
The fault handling results described above may be the result of handling circuit faults, including but not limited to: the fault is resolved and the fault is not resolved.
In an alternative embodiment, after determining that the control strategy of the circuit fault is the first control strategy and the second control strategy, the circuit fault is processed according to the corresponding first control strategy and second control strategy. Fig. 4 is a schematic diagram of an alternative control execution strategy according to an embodiment of the present invention, where, as shown in fig. 4, an abscissa is a motor rotation speed, an ordinate is a bus voltage, an oblique diagonal is a back electromotive force, and an execution area includes on 1, on 2, short 1, and short 2, where on indicates an open circuit operation, short indicates a short circuit operation, 1 indicates a software operation, and 2 indicates a hardware operation. When the first control strategy is determined to be software control and the second control strategy is open-circuit operation, the control system executes software open-circuit control, and the control system corresponds to an open area 1 in the graph. When the first control strategy is determined to be software control and the second control strategy is short circuit operation, the short 1 area in the diagram is corresponding. When the first control strategy is determined to be hardware control and the second control strategy is open circuit control, an open 2 area in the map is corresponding. When the first control strategy is determined to be hardware control and the second control strategy is short circuit control, the short 2 area in the diagram is corresponding. And determining whether the fault processing result is that the fault is solved according to the real-time data change of the fault processing, wherein the rotating speed threshold is used for distinguishing open circuit operation and short circuit operation.
Through the steps, the back electromotive force, the bus voltage and the current rotating speed of the motor can be obtained in response to receiving a fault instruction of the motor in the vehicle; determining a first control strategy for the motor based on the back EMF and the bus voltage; determining a second control strategy of the protection circuit based on the current rotating speed and the preset rotating speed; and performing fault processing on the protection circuit based on the first control strategy and the second control strategy to obtain a fault processing result. It is noted that the corresponding first control strategy and second control strategy are determined according to the counter electromotive force, the bus voltage and the current rotating speed of the motor, so that the first control strategy and the second control strategy are utilized to process faults, and the safety state can be timely carried out when the vehicle collides or other faults occur, so that the purpose of improving the driving safety of the vehicle is achieved, the technical effect of avoiding explosion of the power battery caused by the motor faults is achieved, and the technical problem of lower driving safety of the vehicle is solved.
It should be noted that, the fault is handled according to the first control policy and the second control policy, and different control policies are adopted to cope with different faults, where fig. 5 is a schematic diagram of an optional protection circuit system according to an embodiment of the present invention, and as shown in fig. 5, the control circuit is connected with a high-voltage power-taking function, a driving unit, and a high-voltage information acquiring function, and the driving unit includes a hardware active short-circuit function and a hardware rotation speed judging function. The control unit includes a control signal generation function. The motor is connected with the rotating speed information acquisition function, and the control unit is connected with the rotating speed information acquisition function, the high-voltage information acquisition function and the driving unit. The control unit controls the driving unit to solve the fault according to the feedback enabling of the driving unit, and adjusts the power supply of the high-voltage power taking function to the driving unit according to the pulse width, and even if the power supply fault (under-voltage, falling off and the like) system of the high-voltage power taking function is low, the hardware active short circuit function can be normally executed. The high-voltage information acquisition function acquires bus voltage, compares the bus voltage with a fixed threshold value, judges whether counter potential is too high, determines a first control strategy, and enters a software or hardware safety mode. The rotating speed information acquisition function is used for software to read the rotating speed information. The control unit processes and analyzes the faults and generates control signals and enabling signals. The driving unit acquires high-voltage bus voltage information and rotating speed information, compares the threshold values, determines a second control strategy and enters a corresponding safety mode.
Optionally, determining the first control strategy of the motor based on the back emf and the bus voltage comprises: determining a first control strategy to control the protection circuit by software in response to the back EMF being less than the bus voltage; in response to the back EMF being greater than or equal to the bus voltage, a first control strategy is determined to control the protection circuit through hardware.
In an alternative embodiment, when the back emf is less than the bus voltage, the control software may normally control the electric drive system, and it is easier to rely on the software to perform a short circuit operation or an open circuit operation, and the current first control strategy is determined to control the protection circuit by the software. When the back electromotive force is larger than the bus voltage, the control is out of control, the software execution fails, the hardware short circuit operation or the open circuit operation is required to be executed more safely, and the current first control strategy is determined to control the protection circuit through hardware. If the software can be controlled normally, judging and executing by using the software to enter a related safety mode; if the software is out of control, uncontrolled or disordered, the counter potential continuously rises along with the rising of the rotating speed and exceeds a threshold value, and the judgment and execution of entering a related safety mode are realized through a hardware function.
Optionally, determining a second control strategy of the protection circuit based on the current rotation speed and the preset rotation speed includes: determining a second control strategy to control the protection circuit through open circuit operation in response to the current rotation speed being less than the preset rotation speed; and determining a second control strategy to control the protection circuit through short-circuit operation in response to the current rotating speed being greater than or equal to the preset rotating speed.
The preset rotation speed may be a motor rotation speed threshold set in advance according to a specific situation, and is used for determining the operation of the protection circuit.
In an alternative embodiment, after determining the first control strategy, determining a second control strategy according to the current rotation speed of the motor, and when the current rotation speed of the motor is smaller than the preset rotation speed, determining the second control strategy to control the protection circuit through an open circuit operation. And when the current rotating speed of the motor is greater than or equal to the preset rotating speed, determining a second control strategy to control the protection circuit through short-circuit operation.
It should be noted that, when the motor operates in the high rotation speed region, if the motor enters the open circuit protection working state, the back electromotive force generated by the motor is higher than the bus voltage, and is fed back to the high voltage power Chi Zhengliu through the freewheel diode to form a closed loop, and at this time, the motor end generates a larger braking torque. At the same time, this uncontrolled passive commutation causes the counter-electromotive force of the motor to act on devices that are hung on the dc bus, for example: bus capacitors, high voltage filters, etc., produce a large impact hazard. When the motor operates in a low rotation speed area, if the motor enters an open-circuit protection working state, the back electromotive force generated by the motor is lower than the bus voltage, and cannot be fed back to the high-voltage power Chi Zhengliu through the freewheeling diode, so that a closed loop cannot be formed, and at the moment, the motor end runs in an idle state. At this time, the counter electromotive force of the motor does not impact damage to devices hung on the direct current bus.
Meanwhile, the short-circuit operation cannot run for a long time, and when the motor rotation speed is reduced below the preset rotation speed, the short-circuit operation needs to be closed in time, so that the situation that the motor rotation speed generates large braking torque at a low speed and potential safety hazards are caused is avoided. Fig. 6 is a schematic diagram of braking torque for an alternative short circuit operation according to an embodiment of the present invention, where the abscissa represents the motor speed and the ordinate represents the braking torque, and the motor speed is low, the short circuit operation generates a larger braking torque, but the motor speed does not generate a larger braking torque during high-speed operation, so that the short circuit operation may be adopted when the motor speed is high. And the open circuit operation needs to be performed under the condition of low motor rotation speed, fig. 7 is a schematic diagram of an alternative relationship between open circuit operation rotation speed and torque according to an embodiment of the present invention, and as shown in fig. 7, the abscissa is the motor rotation speed, the ordinate is the motor negative torque, and the higher the motor rotation speed, the greater the motor negative torque. Fig. 8 is a schematic diagram of an alternative control strategy versus rotational speed according to an embodiment of the present invention, where, as shown in fig. 8, the abscissa is the motor rotational speed, the ordinate is the motor torque, the dashed line is the relationship between the open circuit operation rotational speed and the torque, and the relationship between the short circuit operation and the torque is implemented, and the motor employs a short circuit operation protection circuit at high speed and an open circuit operation protection circuit at low speed. Therefore, under the condition that the motor runs at a high speed, the motor does not directly enter an open circuit operation, energy generated by the high rotating speed of the motor is discharged through a short circuit operation, no problem of the vehicle is guaranteed, the circuit is protected according to the combination of the first control strategy and the second control strategy, and the driving safety of the vehicle is improved.
Optionally, the method further comprises: scaling the bus voltage in equal proportion based on the first voltage dividing resistor to obtain a first scaling voltage, wherein the first scaling voltage is a voltage in a voltage-resistant interval of the first comparator; comparing the first scaling voltage with the reference voltage based on the first comparator to obtain a comparison result, wherein the comparison result is used for indicating whether the first scaling voltage is smaller than the reference voltage; determining that the back electromotive force is smaller than the bus voltage in response to the comparison result that the first scaling voltage is smaller than the reference voltage; and determining that the back electromotive force is greater than or equal to the bus voltage in response to the comparison result being that the first scaling voltage is greater than or equal to the reference voltage.
The first voltage dividing resistor may be a voltage dividing resistor connected to the first comparator, and may be a resistor that performs a voltage dividing function when the total voltage is unchanged, or may be a device that can scale the bus voltage to be within the voltage-resistant section of the first comparator, including but not limited to: the first resistor and the second resistor are connected in series. Wherein the first comparator may be a circuit or device capable of implementing a comparison voltage magnitude function. The withstand voltage section may be a pressure range that the first comparator can withstand.
The first scaling voltage may be a voltage obtained by scaling the bus voltage equally.
The reference voltage may be a voltage set according to a specific situation, or may be a reference voltage for determining whether the back electromotive force is excessively high.
The comparison result may be a result of comparing the first scaling voltage with a reference voltage, including but not limited to: the first scaling voltage is less than the reference voltage, and the first scaling voltage is greater than or equal to the reference voltage.
In an alternative embodiment, fig. 9 is a schematic diagram of an alternative first voltage dividing resistor scaling circuit according to an embodiment of the present invention, as shown in fig. 9, R1 is a first resistor, R2 is a second resistor, COMP1 is a first comparator, VREF1 is a reference voltage, OUT1 is a comparison result, POWER is a switch key, and gnd_ub is a bottom line of circuit connection. The first comparator obtains a comparison result of the first scaling voltage and the reference voltage and outputs the comparison result from the OUT 1. The first voltage dividing resistor is used for compressing the bus voltage in an equal proportion to the voltage-resistant interval of the first comparator to obtain a first scaling voltage, the first comparator is used for comparing the first scaling voltage with a reference voltage, and when the first scaling voltage is smaller than the reference voltage, the counter electromotive force is determined to be smaller than the bus voltage. And when the first scaling voltage is greater than or equal to the bus voltage, determining that the back electromotive force is greater than or equal to the bus voltage.
Optionally, the method further comprises: scaling the first phase voltage and the second phase voltage of the motor in equal proportion based on the second voltage dividing resistor to obtain a first scaling phase voltage and a second scaling phase voltage, wherein the first scaling phase voltage and the second scaling phase voltage are voltages in a voltage-resistant interval of the second comparator; comparing the first scaling phase voltage with the second scaling phase voltage based on the second comparator to obtain the target number of pulses of the motor in unit time; determining that the current rotating speed is smaller than the preset rotating speed in response to the target number is smaller than the preset number; and determining that the current rotating speed is greater than or equal to the preset rotating speed in response to the target number being greater than or equal to the preset number.
The second voltage dividing resistor may be a voltage dividing resistor connected to the second comparator, or may be a device capable of scaling the first phase voltage and the second phase voltage of the motor in equal proportion, including but not limited to: the third resistor is connected in series with the fourth resistor, and the fifth resistor is connected in series with the sixth resistor.
The first phase voltage may be a voltage between the live line and the neutral line, or may be a voltage across the third resistor and the fourth resistor.
The second phase voltage may be a voltage between the live line and the neutral line, or may be a voltage across the fifth resistor and the sixth resistor.
The first scaled phase voltage may be a phase voltage obtained by scaling the first phase voltage in equal proportion. The second scaled phase voltage may be a phase voltage obtained by scaling the second phase voltage in equal proportion. The first scaling phase voltage and the second scaling phase voltage are in the voltage-withstanding section of the second comparator.
The second comparator may be a device or circuit that compares the first scaled phase voltage to the second scaled phase voltage.
The pulse may be an electrical impulse in the motor that appears to fluctuate briefly as a pulse.
The target number may be the number of motor pulses per unit time.
The preset number can be the number of pulses preset according to specific conditions, and is used for determining the magnitude relation between the current rotating speed and the preset rotating speed of the motor.
In an alternative embodiment, fig. 10 is a schematic diagram of an alternative second voltage dividing resistor scaling circuit according to an embodiment of the present invention, where gnd_ut and gnd_nt are fire lines, R3 is a third resistor, R4 is a fourth resistor, R5 is a fifth resistor, R6 is a sixth resistor, and COMP2 is a second comparator, as shown in fig. 10. And the first phase voltage is scaled by the third resistor and the fourth resistor in equal proportion to obtain a first scaled phase voltage. And the second phase voltage is scaled by the fifth resistor and the sixth resistor in equal proportion to obtain a second scaled phase voltage. The second comparator compares the first scaling phase voltage with the second scaling phase voltage to obtain an electric period, so as to obtain the target number of pulses of the motor in unit time, wherein the current target number is smaller than the preset number, and the current rotating speed is determined to be smaller than the preset rotating speed; and determining that the current rotating speed is greater than or equal to the preset rotating speed in response to the target number being greater than or equal to the preset number.
It should be noted that, fig. 11 is a schematic diagram showing an alternative relationship between the first scaling phase voltage and the second scaling phase voltage according to an embodiment of the present invention, where the abscissa is time t and the ordinate is electromotive force E, as shown in fig. 11 U For a first scaled phase voltage, e W For the second scaling phase voltage, the thin solid line is the electrical period. The electrical period is determined from the intersection point according to the change curve of the first scaling phase voltage and the second scaling phase voltage. FIG. 12 is a schematic diagram of an alternative electrical cycle according to an embodiment of the present invention, as shown in FIG. 12, with a high speed signal on the top and a low speed signal on the bottom, with a high number of pulses per unit time, a high motor speed per unit time, and a low motor speed per unit time, and with a small number of pulses per unit time, and with a suitable threshold set by trial calibration, to determine a target number of pulses per unit time as compared to a preset numberAnd determining the relation between the current rotating speed of the motor and the preset rotating speed, and further determining a second control strategy.
Optionally, acquiring a bus voltage of the motor includes: acquiring the current electric quantity of a power battery in a vehicle; the bus voltage is determined based on the current charge.
The current power level may be a current power battery power level.
In an alternative embodiment, the current charge of the power battery is determined from data in the on-board bus, and the current charge may be determined to be the current voltage. The bus voltage is not a fixed value, because the battery voltage is related to the current electric quantity, the bus voltage is highest when full power, and the bus voltage is lower when low power, therefore, the bus voltage threshold is fully considered when setting, the system protection failure caused by too high execution time and too slow starting time is avoided, meanwhile, the situation that the normal voltage fluctuation frequently enters to influence the whole vehicle operation experience cannot be set too low is avoided, and the threshold is required to be obtained through test calibration.
Optionally, performing fault processing on the protection circuit based on the first control policy and the second control policy to obtain a fault processing result, including: and responding to the first control strategy to control the protection circuit through the hardware, and supplying power to the hardware based on the backup power supply, so that the protection circuit is subjected to fault processing through the hardware and the second control strategy, and a fault processing result is obtained.
The backup power supply may be a power supply that provides power for hardware functions.
In an alternative embodiment, when the first control strategy is to control the protection circuit through hardware, the power supply of the hardware function is derived from the backup power supply, and power is taken from the high voltage to realize control, and even if the low voltage wire harness falls off, the protection circuit can also work.
Fig. 13 is a flowchart of an alternative motor fault handling method according to an embodiment of the invention, as shown in fig. 13, comprising the steps of:
step S1301, detecting motor data in real time.
Step S1302, adjusting the control strategy in real time according to the motor data.
Step S1303, determining that the motor data is stable within the safety range.
Example 2
According to another aspect of the embodiments of the present invention, a fault handling device for a motor is provided, where the fault handling device may execute the fault handling method for a motor in the foregoing embodiments, and a specific implementation manner and a preferred application scenario are the same as those of the foregoing embodiments, which are not described herein.
Fig. 14 is a schematic view of a fault handling apparatus of an electric motor according to an embodiment of the present invention, as shown in fig. 14, the apparatus including: the acquisition module 140, the first determination module 142, the second determination module 144, and the fault handling module 146.
The acquiring module 140 is configured to acquire a back electromotive force, a bus voltage and a current rotation speed of the motor in response to receiving a fault instruction of the motor in the vehicle;
A first determining module 142, configured to determine a first control strategy of the motor based on the back electromotive force and the bus voltage, where the first control strategy is used to indicate that the protection circuit corresponding to the motor is controlled by software or hardware;
a second determining module 144, configured to determine a second control strategy of the protection circuit based on the current rotation speed and the preset rotation speed, where the second control strategy is used to indicate that the protection circuit is controlled by a short circuit operation or an open circuit operation;
the fault processing module 146 is configured to perform fault processing on the protection circuit based on the first control policy and the second control policy, so as to obtain a fault processing result.
Optionally, the first determining module includes: a first determining unit for determining a first control strategy to control the protection circuit by software in response to the back electromotive force being smaller than the bus voltage; and the second determining unit is used for determining the first control strategy to control the protection circuit through hardware in response to the back electromotive force being greater than or equal to the bus voltage.
Optionally, the second determining module includes: a third determining unit, configured to determine, in response to the current rotation speed being less than the preset rotation speed, that the second control strategy is to control the protection circuit through an open circuit operation; and a fourth determining unit for determining the second control strategy to control the protection circuit through the short-circuit operation in response to the current rotation speed being greater than or equal to the preset rotation speed.
Optionally, the first determining module further includes: the first scaling unit is used for scaling the bus voltage in equal proportion based on the first voltage dividing resistor to obtain a first scaling voltage, wherein the first scaling voltage is a voltage in a voltage-resistant interval of the first comparator; the first comparison unit is used for comparing the first scaling voltage with the reference voltage based on the first comparator to obtain a comparison result, wherein the comparison result is used for indicating whether the first scaling voltage is smaller than the reference voltage or not; a fifth determining unit for determining that the back electromotive force is smaller than the bus voltage in response to the comparison result that the first scaling voltage is smaller than the reference voltage; and a sixth determining unit for determining that the back electromotive force is greater than or equal to the bus voltage in response to the comparison result being that the first scaling voltage is greater than or equal to the reference voltage.
Optionally, the second determining module further includes: the second scaling unit is used for scaling the first phase voltage and the second phase voltage of the motor in equal proportion based on the second voltage dividing resistor to obtain a first scaling phase voltage and a second scaling phase voltage, wherein the first scaling phase voltage and the second scaling phase voltage are voltages in a voltage-resistant interval of the second comparator; the second comparison unit is used for comparing the first scaling phase voltage with the second scaling phase voltage based on the second comparator to obtain the target number of pulses of the motor in unit time; a seventh determining unit, configured to determine that the current rotation speed is less than the preset rotation speed in response to the target number being less than the preset number; and an eighth determining unit, configured to determine that the current rotation speed is greater than or equal to the preset rotation speed in response to the target number being greater than or equal to the preset number.
Optionally, the acquiring module includes: a first acquisition unit configured to acquire a current electric quantity of a power battery in a vehicle; and a ninth determining unit for determining the bus voltage based on the current electric quantity.
Optionally, the fault handling module includes: and the power supply unit is used for responding to the first control strategy to control the protection circuit through the hardware, supplying power to the hardware based on the backup power supply, so that the protection circuit is subjected to fault processing through the hardware and the second control strategy, and a fault processing result is obtained.
Example 3
According to another aspect of the embodiments of the present invention, there is also provided a computer-readable storage medium including a stored program, wherein the fault handling method of the motor of the above-described embodiments is performed in a processor of a device in which the program is controlled to run.
Example 4
According to another aspect of an embodiment of the present invention, there is also provided a vehicle including: one or more processors; a storage means for storing one or more programs; when the one or more programs are executed by the one or more processors, the one or more processors are caused to perform the fault handling method of the motor of the above embodiment.
The foregoing embodiment numbers of the present application are merely for the purpose of description, and do not represent the advantages or disadvantages of the embodiments.
In the foregoing embodiments of the present application, the descriptions of the embodiments are emphasized, and for a portion of this disclosure that is not described in detail in this embodiment, reference is made to the related descriptions of other embodiments.
In the several embodiments provided in the present application, it should be understood that the disclosed technology may be implemented in other manners. The above-described embodiments of the apparatus are merely exemplary, and the division of the units, for example, may be a logic function division, and may be implemented in another manner, for example, a plurality of units or components may be combined or may be integrated into another system, or some features may be omitted, or not performed. Alternatively, the coupling or direct coupling or communication connection shown or discussed with each other may be through some interfaces, units or modules, or may be in electrical or other forms.
The units described as separate parts may or may not be physically separate, and parts displayed as units may or may not be physical units, may be located in one place, or may be distributed on a plurality of units. Some or all of the units may be selected according to actual needs to achieve the purpose of the solution of this embodiment.
In addition, each functional unit in the embodiments of the present invention may be integrated in one processing unit, or each unit may exist alone physically, or two or more units may be integrated in one unit. The integrated units may be implemented in hardware or in software functional units.
The integrated units, if implemented in the form of software functional units and sold or used as stand-alone products, may be stored in a computer readable storage medium. Based on such understanding, the technical solution of the present invention may be embodied essentially or in part or all of the technical solution or in part in the form of a software product stored in a storage medium, including instructions for causing a computer device (which may be a personal computer, a server, or a network device, etc.) to perform all or part of the steps of the method according to the embodiments of the present invention. And the aforementioned storage medium includes: a U-disk, a Read-Only Memory (ROM), a random access Memory (RAM, random Access Memory), a removable hard disk, a magnetic disk, or an optical disk, or other various media capable of storing program codes.
The foregoing is merely a preferred embodiment of the present invention and it should be noted that modifications and adaptations to those skilled in the art may be made without departing from the principles of the present invention, which are intended to be comprehended within the scope of the present invention.
Claims (10)
1. A fault handling method for an electric machine, comprising:
responding to a received fault instruction of a motor in a vehicle, and acquiring back electromotive force, bus voltage and current rotating speed of the motor;
determining a first control strategy of the motor based on the counter electromotive force and the bus voltage, wherein the first control strategy is used for representing that a protection circuit corresponding to the motor is controlled through software or hardware;
determining a second control strategy of the protection circuit based on the current rotating speed and a preset rotating speed, wherein the second control strategy is used for indicating that the protection circuit is controlled through a short circuit operation or an open circuit operation;
and performing fault processing on the protection circuit based on the first control strategy and the second control strategy to obtain a fault processing result.
2. The method of claim 1, wherein determining a first control strategy for the motor based on the back emf and the bus voltage comprises:
Determining, in response to the back emf being less than the bus voltage, the first control strategy to control the protection circuit by the software;
and in response to the back EMF being greater than or equal to the bus voltage, determining the first control strategy to control the protection circuit through the hardware.
3. The method of claim 1, wherein determining a second control strategy of the protection circuit based on the current rotational speed and a preset rotational speed comprises:
determining the second control strategy to control the protection circuit through open circuit operation in response to the current rotational speed being less than the preset rotational speed;
and determining the second control strategy to control the protection circuit through short-circuit operation in response to the current rotating speed being greater than or equal to the preset rotating speed.
4. The method of fault handling of an electric machine of claim 2, further comprising:
scaling the bus voltage in equal proportion based on a first voltage dividing resistor to obtain a first scaling voltage, wherein the first scaling voltage is a voltage in a voltage-resistant section of a first comparator;
Comparing the first scaling voltage with a reference voltage based on the first comparator to obtain a comparison result, wherein the comparison result is used for indicating whether the first scaling voltage is smaller than the reference voltage;
determining that the back emf is less than the bus voltage in response to the comparison result being that the first scaled voltage is less than the reference voltage;
and determining that the back electromotive force is greater than or equal to the bus voltage in response to the comparison result being that the first scaling voltage is greater than or equal to the reference voltage.
5. A method of fault handling of an electric machine according to claim 3, the method further comprising:
scaling the first phase voltage and the second phase voltage of the motor in equal proportion based on a second voltage dividing resistor to obtain a first scaling phase voltage and a second scaling phase voltage, wherein the first scaling phase voltage and the second scaling phase voltage are voltages in a voltage-resistant interval of a second comparator;
comparing the first scaling phase voltage with the second scaling phase voltage based on the second comparator to obtain the target number of pulses of the motor in unit time;
determining that the current rotating speed is smaller than the preset rotating speed in response to the target number is smaller than the preset number;
And determining that the current rotating speed is greater than or equal to the preset rotating speed in response to the target number being greater than or equal to the preset number.
6. The method of claim 1, wherein obtaining a bus voltage of the motor comprises:
acquiring the current electric quantity of a power battery in the vehicle;
and determining the bus voltage based on the current electric quantity.
7. The method according to claim 1, wherein performing fault processing on the protection circuit based on the first control strategy and the second control strategy to obtain a fault processing result, comprises:
and responding to the first control strategy to control the protection circuit through the hardware, and supplying power to the hardware based on a backup power supply so as to enable the protection circuit to be subjected to fault processing through the hardware and the second control strategy, thereby obtaining a fault processing result.
8. A fault handling device for an electric machine, comprising:
the system comprises an acquisition module, a control module and a control module, wherein the acquisition module is used for acquiring back electromotive force, bus voltage and current rotating speed of a motor in a vehicle in response to receiving a fault instruction of the motor;
The first determining module is used for determining a first control strategy of the motor based on the counter electromotive force and the bus voltage, wherein the first control strategy is used for representing that a protection circuit corresponding to the motor is controlled through software or hardware;
the second determining module is used for determining a second control strategy of the protection circuit based on the current rotating speed and a preset rotating speed, wherein the second control strategy is used for representing that the protection circuit is controlled through a short circuit operation or an open circuit operation;
and the fault processing module is used for carrying out fault processing on the protection circuit based on the first control strategy and the second control strategy to obtain a fault processing result.
9. A computer-readable storage medium, characterized in that the computer-readable storage medium comprises a stored program, wherein the fault handling method of the motor of any of claims 1 to 7 is performed in a processor of a device in which the program is controlled when run.
10. A vehicle, characterized by comprising:
one or more processors;
a storage means for storing one or more programs;
when the one or more programs are executed by the one or more processors, the one or more processors are caused to perform the fault handling method of the motor of any of claims 1 to 7.
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| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202310753707.9A CN116653607A (en) | 2023-06-25 | 2023-06-25 | Motor fault processing method and device, computer readable storage medium and vehicle |
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| Application Number | Priority Date | Filing Date | Title |
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| CN202310753707.9A CN116653607A (en) | 2023-06-25 | 2023-06-25 | Motor fault processing method and device, computer readable storage medium and vehicle |
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Cited By (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN117791502A (en) * | 2024-02-23 | 2024-03-29 | 中国第一汽车股份有限公司 | Vehicle motor protection method, device, computer equipment and storage medium |
| CN117962621A (en) * | 2024-03-29 | 2024-05-03 | 长城汽车股份有限公司 | Collision protection method and device for power system and vehicle |
| CN118372676A (en) * | 2024-06-19 | 2024-07-23 | 小米汽车科技有限公司 | Electric drive system control method and device and vehicle |
-
2023
- 2023-06-25 CN CN202310753707.9A patent/CN116653607A/en active Pending
Cited By (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN117791502A (en) * | 2024-02-23 | 2024-03-29 | 中国第一汽车股份有限公司 | Vehicle motor protection method, device, computer equipment and storage medium |
| CN117962621A (en) * | 2024-03-29 | 2024-05-03 | 长城汽车股份有限公司 | Collision protection method and device for power system and vehicle |
| CN118372676A (en) * | 2024-06-19 | 2024-07-23 | 小米汽车科技有限公司 | Electric drive system control method and device and vehicle |
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