CN116736024A - Temperature determining method and device for node to be detected in electric drive system, vehicle and medium - Google Patents
Temperature determining method and device for node to be detected in electric drive system, vehicle and medium Download PDFInfo
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Abstract
The disclosure relates to a method, a device, a vehicle and a medium for determining the temperature of a node to be tested in an electric drive system, wherein the method comprises the following steps: acquiring charging parameters of the electric vehicle in the electric drive boosting charging process, determining node loss of a node to be detected in the electric drive boosting charging process according to the charging parameters, and acquiring temperature information in the electric drive boosting charging process, wherein the temperature information comprises environment temperature information, cooling water temperature information and cooling oil tank bottom shell temperature information, determining a thermal resistance value between the node to be detected and other nodes in the electric drive system corresponding to a thermal network topology according to cooling oil flow of the electric vehicle, and determining target temperature information of the node to be detected based on the thermal resistance value, the node loss, the temperature information and historical temperature information of the node to be detected. According to the method, temperature information of the node to be detected is calculated according to the charging parameters in the electric drive boosting charging process and the topological relation of the thermal network, and the control accuracy requirement of the vehicle torque in the boosting charging process is guaranteed based on the temperature information.
Description
Technical Field
The disclosure relates to the technical field of electric vehicles, and in particular relates to a method and a device for determining the temperature of a node to be detected in an electric drive system, a vehicle and a medium.
Background
In the related art, the voltage level of a main current direct current charging pile of a new energy vehicle is 400v, and is limited by the limitation of the charging maximum current of a charging pile and a charging gun, and the charging of 400v direct current rapid charging is increased by 80% of SOC (State of Charge), so that the time is generally required to be close to 1 hour. The increase of the charging current easily causes the increase of the loss of the whole circuit, and even a water-cooling heat dissipation system is needed to be additionally arranged to avoid the charging accident, so that the temperature of each node in the charging process is needed to be monitored.
Disclosure of Invention
In order to overcome the problems in the related art, the present disclosure provides a method, an apparatus, a vehicle and a medium for determining a temperature of a node to be tested in an electric drive system.
According to a first aspect of embodiments of the present disclosure, there is provided a method for determining a temperature of a node to be measured in an electric drive system, the node to be measured including at least one of a stator node, a rotor node, a bearing node, a reducer node, and a coolant node, the method including:
Acquiring charging parameters of the electric vehicle in an electric drive boosting charging process;
determining node loss of the node to be tested in the electric drive boosting charging process according to the charging parameters;
acquiring temperature information in the electric drive boosting charging process, wherein the temperature information comprises environment temperature information, cooling water temperature information and cooling oil tank bottom shell temperature information;
determining a thermal resistance value between the node to be tested and other nodes in the electric drive system corresponding thermal network topology according to the cooling oil flow of the electric vehicle;
and determining target temperature information of the node to be tested based on the thermal resistance value, the node loss, the temperature information and the historical temperature information of the node to be tested.
Optionally, the determining the target temperature information of the node to be measured based on the thermal resistance value, the node loss, the temperature information and the historical temperature information of the node to be measured includes:
acquiring a state space equation of the node to be tested in a linear steady system;
determining a state vector of the state space equation according to the historical temperature information;
determining an input vector of the state space equation according to the temperature information and the node loss;
Inputting the thermal resistance value, the state vector, and the input vector into the state space equation to generate the target temperature information.
Optionally, the acquiring a state space equation of the node to be measured in the linear steady system includes:
determining a system matrix and an input matrix of a state space equation according to the heat calculation mode of the node to be detected;
determining an output matrix of the node to be tested;
and determining the state space equation according to the system matrix, the input matrix and the output matrix.
Optionally, the determining the state space equation according to the system matrix, the input matrix and the output matrix includes:
acquiring temperature error parameters of the node to be tested in the electric drive boosting and charging process;
determining a direct matrix of the state space equation according to the temperature error parameter;
and determining the state space equation according to the system matrix, the input matrix, the output matrix and the direct connection matrix.
Optionally, the node to be tested is the stator node, and determining, according to the charging parameter, node loss of the node to be tested in the electric drive boost charging process includes:
Determining stator core loss and stator copper loss of the stator node according to the charging parameters;
and adding the stator core loss and the stator copper loss to generate the node loss of the stator node.
Optionally, the determining the stator core loss of the stator node according to the charging parameter includes:
according to the charging parameters, determining a plurality of harmonic components corresponding to the harmonic magnetic field in the electric drive boosting charging process;
determining a plurality of iron losses between the plurality of harmonic components and the corresponding fundamental waves of the harmonic magnetic field;
and adding the plurality of iron losses to generate the stator iron loss.
Optionally, the node to be tested is the rotor node, and determining, according to the charging parameter, node loss of the node to be tested in the electric drive boost charging process includes:
according to the charging parameters, determining the eddy current loss of the harmonic magnetic field in the electric drive boosting charging process;
and determining the node loss according to the eddy current loss.
According to a second aspect of embodiments of the present disclosure, there is provided a temperature determining apparatus of a node to be measured in an electric drive system, applied to an electric vehicle, the node to be measured including at least one of a stator node, a rotor node, a bearing node, a decelerator node, and a coolant node, the apparatus including:
The first acquisition module is configured to acquire charging parameters of the electric vehicle in an electric drive boosting charging process;
the first determining module is configured to determine node loss of the node to be tested in the electric drive boosting charging process according to the charging parameters;
the second acquisition module is configured to acquire temperature information in the electric drive boosting charging process, wherein the temperature information comprises environment temperature information, cooling water temperature information and cooling oil tank bottom shell temperature information;
the second determining module is configured to determine a thermal resistance value between the node to be detected and other nodes in the electric drive system corresponding thermal network topology according to the cooling oil flow of the electric vehicle;
and the execution module is configured to determine target temperature information of the node to be tested based on the thermal resistance value, the node loss, the temperature information and the historical temperature information of the node to be tested.
According to a third aspect of embodiments of the present disclosure, there is provided a vehicle comprising:
a processor;
a memory for storing processor-executable instructions;
wherein the processor is configured to implement the steps of the method for determining the temperature of a node under test in an electro-drive system according to any one of the first aspects of the present disclosure when executing the executable instructions.
According to a fourth aspect of embodiments of the present disclosure, there is provided a computer readable storage medium having stored thereon computer program instructions which, when executed by a processor, implement the steps of the method for determining the temperature of a node under test in an electrically driven system provided by the first aspect of the present disclosure.
The technical scheme provided by the embodiment of the disclosure can comprise the following beneficial effects:
by the method, the charging parameters of the electric vehicle in the electric drive boosting charging process are obtained, the node loss of the node to be tested in the electric drive boosting charging process is determined according to the charging parameters, the temperature information in the electric drive boosting charging process is obtained, wherein the temperature information comprises environment temperature information, cooling water temperature information and cooling oil tank bottom shell temperature information, the thermal resistance value between the node to be tested and other nodes in the electric drive system corresponding to the thermal network topology is determined according to the cooling oil flow of the electric vehicle, and the target temperature information of the node to be tested is determined based on the thermal resistance value, the node loss, the temperature information and the historical temperature information of the node to be tested. According to the method, temperature information of the node to be detected is calculated according to the charging parameters in the electric drive boosting charging process and the topological relation of the thermal network, and the control accuracy requirement of the vehicle torque in the boosting charging process is guaranteed based on the temperature information.
It is to be understood that both the foregoing general description and the following detailed description are exemplary and explanatory only and are not restrictive of the disclosure.
Drawings
The accompanying drawings, which are incorporated in and constitute a part of this specification, illustrate embodiments consistent with the disclosure and together with the description, serve to explain the principles of the disclosure.
Fig. 1 is a circuit schematic diagram illustrating an electrically driven boost charging topology, according to an example embodiment.
Fig. 2 is a flowchart illustrating a method for determining a temperature of a node under test in an electric drive system according to an exemplary embodiment.
FIG. 3 is a schematic diagram of an electrically driven vehicle, according to an exemplary embodiment.
Fig. 4 is a schematic diagram of a thermal network space, according to an example embodiment.
Fig. 5 is a flow chart illustrating a method of determining a temperature of a node under test, according to an example embodiment.
Fig. 6 is a block diagram illustrating a temperature determining apparatus of a node under test in an electric drive system according to an exemplary embodiment.
Fig. 7 is a block diagram of a vehicle 700, according to an exemplary embodiment.
Detailed Description
Reference will now be made in detail to exemplary embodiments, examples of which are illustrated in the accompanying drawings. When the following description refers to the accompanying drawings, the same numbers in different drawings refer to the same or similar elements, unless otherwise indicated. The implementations described in the following exemplary examples are not representative of all implementations consistent with the present disclosure. Rather, they are merely examples of apparatus and methods consistent with some aspects of the present disclosure as detailed in the accompanying claims.
It should be noted that, all actions for acquiring signals, information or data in the present disclosure are performed under the condition of conforming to the corresponding data protection rule policy of the country of the location and obtaining the authorization given by the owner of the corresponding device.
Before describing the technical features of the present disclosure, the boost charging scenario in this embodiment is described, where the present disclosure is applicable to the boost charging scenario of a new energy vehicle, and in the related art, the voltage level of a main current dc charging pile of the new energy vehicle is 400v, which is limited by the limitation of the charging maximum current of the charging pile and the charging gun, and the 400v dc fast charging is increased by 80% soc (State of Charge, battery charging State), which generally requires a time approaching 1 hour. The increase of the charging current easily causes the increase of the loss of the whole circuit, and even a water-cooling heat dissipation system is needed to be additionally arranged to avoid charging accidents.
When the voltage level of the battery and the electric drive of the new energy vehicle is increased to 800v, the charging rate and the charging efficiency of the new energy vehicle are improved under the condition of keeping the same charging current limit of 400v, the charging time of the vehicle is shortened, and the use experience of a user is improved. However, the existing charging pile infrastructure construction is generally carried out on a 400v system, an 800v system is widely input, and a large amount of transformation cost is needed to be input, so that the charging transition from 400v to 800v needs to be carried out through a boosting charging system, the 800v electric driving charging system is compatible with the 400v charging pile, and meanwhile, the compatibility cost and the assembly space of the 400v system are considered.
For example, fig. 1 is a schematic circuit diagram of an electrically driven boost charging topology according to an exemplary embodiment, as shown in fig. 1, a dc charging pile is controlled by a charging main relay to deliver 400V dc voltage to a boost electric box, the boost electric box boosts 400V dc voltage to 800V-900V, then the boost electric box transmits current to a full-bridge rectifying circuit composed of UH (Sic power device U-phase upper bridge arm), VH (Sic power device V-phase upper bridge arm), WH ((Sic power device W-phase upper bridge arm)), UL (Sic power device U-phase lower bridge arm), VL (Sic power device V-phase lower bridge arm) and WL (Sic power device W-phase lower bridge arm) through a motor neutral line, rectifies the current, then inputs the rectified current into a bus Y capacitor, and the main relay controls the current through the bus Y capacitor, so as to charge an electric energy into a power battery.
In the Boost charging circuit, a three-phase Boost circuit is topologically combined with an electric drive system, the existing power component and three-phase windings of a motor are electrically driven by a vehicle, the controllable rectification of a three-phase full bridge is realized through an electrically driven inverter, the direct current Boost charging function on the electric drive system is realized, 400v is boosted to about 800v-900v, and the purposes of simplifying the topology of the high-voltage system and reducing the cost are achieved.
In the process of boosting and charging by utilizing a motor winding, the motor stator and the motor rotor have the heating problems of different degrees, and the continuous temperature rise of the electronic stator and the motor rotor easily causes the following faults:
(1) The boost power exceeds 150kw;
(2) The boost voltage span is large, the input-output voltage difference exceeds 400v, for example, in the process of increasing the charging voltage from 400v to 880v, the temperature of the stator and the rotor is increased, so that the efficiency of the whole system is lower;
(3) The motor has the advantages that the motor is provided with multiple electric drive performance vehicle types, such as rear drive double motors, whole vehicle four motors and the like, the boosting function is usually applied to one motor winding, so that the temperature difference of a stator and a rotor in each electric drive system is caused, and the motor steering problem occurs;
(4) In the case of a rear-drive dual-motor or a front-drive dual-motor, for example, the left and right electric drives increase the torque output deviation of the left and right motors due to the rotor temperature difference, which causes problems in motor steering or increases tire wear.
Therefore, the rotor temperature estimation under the boost pressure of the single-side motor during the boost charging process needs to be considered while the rotor temperature estimation is performed in the normal electric drive mode. Through experiments, the temperature rise conditions of the boosting electric drive under different oil flows, different boosting voltage differences DeltaU, different phase current electric frequencies, different cooling water output oil temperatures of the stator iron core, the stator winding, the stator end part, the rotor, the bearing, the speed reducer and the heat exchanger and 7 nodes are obtained, the heat resistance and heat capacity values under different oil flows can be identified through the data, the loss can be calibrated, and the temperature of the motor rotor and the real-time temperature information of the stator are estimated through a boosting rotor temperature estimation software model.
In the related time, the estimation mode of the temperature of the stator and the rotor in the boosting process comprises the following steps:
(1) In the boosting process, obtaining input voltage Vi and output voltage Vo of a boosting circuit, obtaining ripple current delta I of a motor winding, and obtaining switching frequency f of a switching tube; determining the inductance value of the motor winding according to the four signals; and determining the temperature of the motor rotor according to the inductance value of the motor winding, the current average value of the motor winding, the position angle of the motor rotor and the table lookup map relation between the motor rotor and the temperature of the rotor. However, in practical application, the following problems exist in the estimation method:
1) Actually, in an electric drive controller, current ripple delta I cannot be sampled, the current ripple is acquired with a very large sampling bandwidth, and the current ripple cannot be acquired with a large sampling bandwidth under the current requirement of the software load rate of an electric drive system;
2) The output response speed of the output voltage Vo is greatly influenced by the adjusting parameters of the current loop of the boost voltage loop, and the output response curve of the Vo changes to directly influence the accuracy of estimating the inductance value;
3) The influence of the oil cooling motor oil on the temperature of the stator and the rotor is not considered, and the change of the oil flow and the temperature difference curve of the inductance temperature and the temperature of the motor rotor are directly influenced.
(2) Obtaining rotor self loss based on the boosted input side voltage Vi, the output side voltage Vo and the boosted current I; and obtaining a rotor temperature change value based on the rotor self loss, the rotor temperature, the stator temperature, the thermal conductance between the stator and the rotor, the thermal conductance between the rotor and the cooling liquid temperature. The estimation method has the following problems:
1) When the rotor loss is calculated, the influence of the current frequency is not considered, the current harmonic wave during boosting is directly and strongly related to the current frequency of the fundamental frequency current, and meanwhile, the eddy current loss in the rotor permanent magnet is mainly generated by a harmonic magnetic field, so that the influence of the fundamental frequency current frequency needs to be focused when the loss is calculated;
2) When the heat conductance of the rotor, the stator and the cooling liquid is calculated, the influence of the flow of the cooling liquid (oil) is not considered, the flow of the oil cooling liquid is improved to different degrees along with the rise of the temperature of the rotor when the actual oil pump is controlled, and in an actual experiment, the heat conductance is found to be continuously changed along with the flow;
3) The hardware of the stator NTC (Negative Temperature Coefficient Sensor, temperature sensor) needs to be added to collect signals in real time, so that the stator-free NTC hardware sensor electric drive system is not applicable, but the traditional electric drive system gradually cancels the stator NTC scene, and the temperature estimation mode is not applicable;
4) The oil temperature sensor hardware actual acquisition signal is adopted, but the actual oil temperature is not arranged in the motor, and the direct heat conduction between the oil temperature sensor hardware actual acquisition signal and the rotor is not usually at the highest oil temperature point of the oil pan, and the intermediate heat exchanger is also in transition, so that the actual acquisition signal is inaccurate.
5) The influence of the heat exchanger cooling water temperature and the ambient temperature on the stator and rotor temperature is not considered.
In view of this, the present disclosure provides a method for determining a temperature of a node to be measured in an electric drive system, and fig. 2 is a flowchart illustrating a method for determining a temperature of a node to be measured in an electric drive system according to an exemplary embodiment, and the method is applied to an electric vehicle, as shown in fig. 2, and includes the following steps.
In step S11, a charging parameter of the electric vehicle during the electric drive boost charging is acquired.
For example, the embodiment is applied to an electric vehicle, and an 800v high-voltage charging system is loaded on the electric vehicle, so that a charging scene of a 400v direct-current charging pile is mainstream in the market. The vehicle is provided with an 800v electric drive system and an 800v battery system, and is suitable for electric vehicles with a front drive or rear drive as a double-motor system. In general, boost charging mainly utilizes a single motor winding to controllably arrange Boost charging circuits. Fig. 3 is a schematic diagram of an electric vehicle according to an exemplary embodiment, as shown in fig. 3, in the electric vehicle, after the back-left electric boosting operation is completed, the temperature of the back-left electric motor rotor is significantly higher than the temperature of the back-right electric motor rotor, when the electric motor enters torque control during vehicle driving after charging is completed, the rotor temperature difference of the left-right electric motor causes the magnetic linkage difference of the permanent magnet, so that the actual output torque of the left-right electric motor is inconsistent under the same driving torque request, and further, the driving swing of the vehicle and the increase of tire wear situation are caused, and the driving safety, the driving quality and the driving experience of a user are affected. Therefore, it is necessary to detect the stator temperature and the rotor temperature variation during boost charging to improve the torque control accuracy of the vehicle.
In the boosting charging process, the control influence of the stator temperature and the rotor temperature on the electric drive start needs to be considered, meanwhile, the temperature rise phenomenon brought in the boosting charging process also causes the temperature of other nodes to rise, and when the temperature exceeds the limit value, the other nodes are damaged. Therefore, when temperature estimation is carried out, the temperature conditions of a plurality of nodes to be detected in the boosting and charging process can be monitored, and the damage of the corresponding nodes caused by the fact that the temperature exceeds the limit value is avoided. In which a plurality of nodes to be measured are important nodes in a thermal network space, for example, fig. 4 is a schematic diagram of a thermal network space according to an exemplary embodiment, and as shown in fig. 4, the thermal network space is generated by identifying each heat generating node of an electric drive system and based on a connection relationship between the nodes. Wherein Cstr is the stator node heat capacity, crtr is the rotor node heat capacity, cbear is the bearing node heat capacity, cgbx is the reducer node heat capacity, R1 is the thermal resistance between stator and rotor, R2 is the thermal resistance between rotor and bearing, R3 is the thermal resistance between bearing and reducer, R4 is the thermal resistance between reducer and environment, R5, R6, R7, R8, R9, R10 are the thermal resistance between stator, rotor, bearing, reducer, oil temperature sensor, coolant and heat exchanger output oil node, tenv is ambient temperature, toilSensor is oil pan oil temperature, tcoolant is cooling water temperature. Based on the hot network space, determining the node to be measured may be: stator nodes, rotor nodes, bearing nodes, reducer nodes, and oil temperature nodes. According to the connection relation among the nodes in the hot network space and the charging parameters in the boosting charging process, the temperature information of the nodes under the current boosting charging parameters can be determined.
For example, a charging parameter of an electric vehicle during an electric drive boost charging process is obtained, where the charging parameter may include: current parameters, voltage parameters, harmonic frequency parameters, boost power parameters, voltage difference parameters, etc. It should be noted that, the charging parameters of the requirements corresponding to different nodes to be tested are different, and the charging parameters required in the temperature estimation process of the nodes to be tested can be determined based on the heating principle of each node to be tested in the boosting charging process.
In this embodiment, the temperature information of the node to be measured is the temperature information in the current state, and the temperature information is the parameter information that the charging parameter continuously acts on the initial temperature of the node to be measured when the node to be measured is stopped last time, so that the initial temperature continuously changes along with the charging parameter. Therefore, the charge parameter acquired in the present embodiment is charge parameter change information from the start of boost charging to the current time, and the charge parameter change information includes parameter change data from the initial time to the current time.
In step S12, according to the charging parameters, node loss of the node to be tested in the electric drive boosting charging process is determined.
In the step-up charging process of the electric drive, each node to be tested is accompanied by corresponding loss, and the loss of different degrees can raise the temperature of the node to be tested. For example, when the node to be tested is a stator node or a rotor node, the rotor node is driven to rotate in the electric drive boost charging process, meanwhile, electromagnetic interaction is generated between the stator node and the corresponding rotor node, so that the stator node and the rotor node are damaged to different degrees, heat loss is generated in the loss process, and the temperature of the stator node and the temperature of the rotor node are increased. Therefore, the node loss of the node to be measured can be determined by the charging parameters obtained in the above steps. When the node to be measured is a stator node, the node loss is stator core loss and stator copper loss; when the node to be measured is a rotor node, the node loss is rotor core loss.
Based on the foregoing charging parameter being a continuously variable amount, the node loss in this embodiment is an accumulated variable amount, which is an accumulated node loss from the start of charging to the current time of the node to be measured, and based on the accumulated node loss, the corresponding accumulated generated heat information can be determined.
Optionally, the node to be measured is a stator node, and in an embodiment, step S12 includes:
Determining stator core loss and stator copper loss of the stator node according to the charging parameters;
and adding the stator core loss and the stator copper loss to generate node loss of the stator node.
In this embodiment, the node to be measured is a stator node, and the corresponding stator node loss is stator core loss and stator copper loss.
Because the electric drive boost charging mainly adopts three-phase current in-phase control, no rotating magnetic field exists, the iron loss mainly comes from the response loss generated by the harmonic magnetic field, and a large number of harmonic components can cause serious magnetic density waveform distortion of the motor. Considering the influence of harmonic magnetic density on the iron loss of the motor, the generated total iron loss can be obtained by adding the iron losses generated by fundamental waves and each subharmonic component, and the following iron loss formula is as follows:
wherein,,for stator core loss->For harmonic magnetic field order, +.>，/>Is->The frequency of the order of harmonics,is->Order harmonic magnetic density magnitude,/>Is hysteresis loss coefficient>For the eddy current loss coefficient>Is an abnormal loss coefficient.
According to the influence factors of the iron loss, engineering the iron loss formula to obtain a calculation formula of the iron loss of the stator:
wherein m and n are both the sequence numbers of the 5 th order polynomial fitting,to the power P of boost power m +.>For boosting the voltage difference between the output voltage and the power supply voltage of the direct current charging pile, < > >For the electrical frequency of the fundamental frequency current under in-phase control, < >>5 th order polynomial fit coefficients for boost power P and differential pressure DeltaU, +.>The fitting coefficient can be obtained by combining a conventional fitting tool to perform polynomial surface fitting according to stator loss calibration data under different differential pressure, different boosting powers and different current and electric frequencies.
Optionally, in another embodiment, the step of determining the stator core loss of the stator node according to the charging parameter includes:
according to the charging parameters, determining a plurality of harmonic components corresponding to the harmonic magnetic field in the electric drive boosting charging process;
determining a plurality of iron losses between a plurality of harmonic components and corresponding fundamental waves of the harmonic magnetic field;
and adding the plurality of iron losses to generate the stator iron loss.
For example, in this embodiment, the core loss of the stator is mainly from the response loss generated by the harmonic magnetic field, and a large number of harmonic components can cause serious distortion of the magnetic density waveform of the motor. Accordingly, it is possible to determine a plurality of iron losses between the harmonic magnetic fields corresponding to the fundamental wave based on the plurality of harmonic components, and in consideration of the influence of the harmonic magnetic density on the iron losses of the motor, the total iron losses generated can be obtained by adding the iron losses generated by the fundamental wave and each harmonic component, and therefore, the plurality of iron losses generated by the plurality of harmonic components are superimposed, thereby generating the stator iron losses.
The stator winding copper loss is the main component of stator loss, the current motor design trend mainly adopts flat wire motor winding, compared with round wire winding, skin effect and proximity effect of flat wire winding are more obvious, when analyzing the computer loss, can not directly adopt direct current copper loss to replace the total copper loss of winding, need consider winding alternating current copper loss, especially when stepping up, the current harmonic is great, the high frequency current carrying conductor that the distance is nearer can not only receive the magnetic field influence that self electric current formed, still receive the magnetic field influence that adjacent conductor current produced, consequently, can calculate stator copper loss through the following mode:
wherein,,is the effective value of the motor phase current, +.>Is the resistance of the direct current line of the motor, < >>、/>For a corrected nominal amount taking into account the equivalent amplitude of the harmonic current, < >>To take into account the correction factor of the current frequency.
The stator loss is the sum of the stator iron loss and the stator copper loss:
optionally, in another embodiment, the node to be measured is a rotor node, and step S12 includes:
according to the charging parameters, determining the eddy current loss of the harmonic magnetic field in the electric drive boosting charging process;
the node loss is determined based on the eddy current loss.
For example, compared with the loss of the stator, the loss of the rotor is smaller, because the rotor and the permanent magnet are positioned in the prototype, the heat dissipation environment is poor, the smaller loss can generate great temperature rise, the rotor loss is mainly the eddy current loss generated by the harmonic magnetic field in the permanent magnet, the influence of current harmonic on the eddy current loss of the permanent magnet is great, the current electric frequency or the switching frequency of PWM (Pulse Width Modulation, pulse width modulator) is the main factor influencing the current harmonic under the boosting, the current electric frequency is increased, the eddy current loss is obviously reduced, so that the rotor loss is similar to the iron loss calculation mode of the stator, and the engineering processing is carried out on the iron loss formula according to the influence factor of the iron loss as follows:
Wherein,,for boost power P and differential pressure ∈ ->Polynomial fitting coefficients of degree 5, +.>The fitting coefficient can be obtained by combining a conventional fitting tool to perform polynomial surface fitting according to rotor loss calibration data under different differential pressure, different boosting powers and different current and electric frequencies.
The temperature conditions of the stator and the rotor can be accurately obtained through the mode, and the following benefits can be generated:
(1) Through monitoring the temperature of the stator and the rotor, the protection of the motor stator can be released to be close to 190 ℃, the motor performance is exerted to the maximum, the materials are saved, and the design margin is reduced;
(2) The highest temperature of the motor rotor is protected by monitoring the temperature of the rotor, so that the demagnetizing risk at high temperature is avoided;
(3) The real-time flux linkage value can be accurately obtained by obtaining the temperature of the motor rotor in the precision, so that the torque precision control after the boosting is finished is further ensured, and particularly, occasions with higher requirements on the torque precision, such as double electric drives, four electric drives on the wheel edge, torque vectors and the like, are ensured;
(4) For an acceleration scene requiring continuous output of peak torque, the duration of the peak torque actually output can be improved;
(5) In the vehicle 400v boost charging scenario, for boosted unilateral electric drive, the rotor temperature rise is obviously higher than that of non-boost side electric drive, and the torque control precision requirements of left and right electric drives when the vehicle starts to run after the vehicle is charged can be ensured through rotor temperature estimation under boost charging.
In step S13, temperature information during the step-up charging of the electric drive is obtained, wherein the temperature information includes ambient temperature information, cooling water temperature information, and cooling oil tank bottom shell temperature information.
The temperature of the node to be tested is affected by the ambient temperature, the cooling water temperature and the cooling oil temperature in the boosting charging process, so that the temperature detection devices are arranged at different positions of the electric vehicle based on the hot network space and used for detecting the current temperature information in the boosting charging process. For example, based on the particulars of the cooling oil tank, the cooling oil temperature in the current state may be determined by measuring the cooling oil tank bottom shell temperature.
In step S14, according to the flow of the cooling oil of the electric vehicle, a thermal resistance value between the node to be tested and other nodes in the topology of the corresponding thermal network of the electric drive system is determined.
For example, based on the above-mentioned thermal network space, it is determined that the thermal resistance value between the nodes to be measured is a fixed value, and the thermal resistance value between the nodes to be measured is related to the corresponding oil flow, the thermal resistance value between the corresponding nodes may be determined according to the oil flow. By determining that the thermal resistance values of R1-R4 are independent of oil flow through the thermal network space, and that the thermal resistance values of R5-R10 are strongly related to oil flow, the thermal resistance values of R5-R10 can be calculated by the following formula, for example:
Wherein,,for the correction factor of the current electrical frequency, +.>For cooling oil flow->Is the order of the harmonic magnetic field.
In step S15, target temperature information of the node to be measured is determined based on the thermal resistance value, the node loss, the temperature information, and the historical temperature information of the node to be measured.
And determining target temperature information of the node to be tested according to the thermal resistance value, the node loss, the temperature information and the historical temperature information of the node to be tested determined in the process. In this embodiment, the target temperature of the node to be measured may be calculated and determined by using the parameters calculated and determined in the above steps, and the temperature iterative formula of each node may be determined by referring to the above thermal network space, by way of example:
wherein,,、/>、/>、/>and->For the derivative of the temperature of the individual nodes with respect to time, +.>、/>、/>、/>And->R1-R10 are the heat resistance between the nodes for the heat capacity of each node, < ->、/>、、/>And->For the initial temperature of the individual nodes, +.>Node loss for stator node, +.>Node loss for rotor node, +.>For loss of retarder node, +.>Is the loss of the bearing node. And determining the heat obtained by each node in the charging process through the iterative formula, and determining the temperature information of each node in the current state based on the heat and the initial temperature of each node when the node is stopped.
In the actual boost charging process, the motor does not rotate, so that no bearing loss and no reducer loss are generated, and therefore,and->Therefore, the temperature effects of bearing loss and retarder loss are ignored in the calculation process.
By the method, the charging parameters of the electric vehicle in the electric drive boosting charging process are obtained, the node loss of the node to be tested in the electric drive boosting charging process is determined according to the charging parameters, the temperature information in the electric drive boosting charging process is obtained, wherein the temperature information comprises environment temperature information, cooling water temperature information and cooling oil tank bottom shell temperature information, the thermal resistance value between the node to be tested and other nodes in the electric drive system corresponding to the thermal network topology is determined according to the cooling oil flow of the electric vehicle, and the target temperature information of the node to be tested is determined based on the thermal resistance value, the node loss, the temperature information and the historical temperature information of the node to be tested. According to the method, temperature information of the node to be detected is calculated according to the charging parameters in the electric drive boosting charging process and the topological relation of the thermal network, and the control accuracy requirement of the vehicle torque in the boosting charging process is guaranteed based on the temperature information.
Fig. 5 is a flowchart illustrating a method for determining a temperature of a node under test according to an exemplary embodiment, and as shown in fig. 5, the above step S15 includes the following steps.
In step S151, a state space equation of the node to be measured in the linear stationary system is obtained.
For example, in this embodiment, based on the above temperature iterative calculation formula, a state space equation of each node to be measured in the linear steady system is determined, where the state space equation may be expressed as:
wherein A is a system matrix, B is an input matrix, C is an output matrix, D is a direct connection matrix,is a state vector +.>For inputting vectors, ++>For outputting the vector +.>Is the derivative of the state vector over time.
Optionally, in one embodiment, step S151 includes:
determining a system matrix and an input matrix of a state space equation according to a heat calculation mode of the node to be detected;
determining an output matrix of the node to be tested;
and determining a state space equation according to the system matrix, the input matrix and the output matrix.
For example, according to the above iterative calculation formula of the temperatures of the nodes to be tested, a system matrix a and an input matrix B are determined:
the parameters at different positions represent different temperature outputs of the nodes to be measured, in this embodiment set +. >The 6 bits of (2) represent respectively: stator node temperature, rotor node temperature, bearing node temperature, retarder node temperature, and coolant node temperature. Corresponding position +.>The value output is 1, representing the temperature of the node to be detected at the corresponding position of the output, and determining an output matrix according to the node to be detected>And then the system matrix A and the input matrix B are brought into the state space equation to obtain a state space equation for calculating the temperature of the node to be measured.
Alternatively, in another embodiment, the step of determining the state space equation according to the system matrix, the input matrix, and the output matrix includes:
acquiring temperature error parameters of a node to be tested in the electric drive boosting charging process;
determining a direct matrix of a state space equation according to the temperature error parameter;
and determining a state space equation according to the system matrix, the input matrix, the output matrix and the direct connection matrix.
For example, when the temperature of the node to be measured is calculated in practical application, the influence of the environment factors based on the unreliability easily causes a system error, so that a direct matrix D is introduced into a state space equation to eliminate the error existing in the calculation process. And determining errors of all nodes to be detected in the temperature calculation process through a correlation calculation experiment, and generating a corresponding direct-connection matrix. And generating a state space equation according to the system matrix, the input matrix, the output matrix and the direct connection matrix.
In step S152, a state vector of the state space equation is determined according to the historical temperature information.
In step S153, an input vector of the state space equation is determined according to the temperature information and the node loss.
In step S154, the thermal resistance value, the state vector, and the input vector are input into the state space equation to generate target temperature information.
The state vector can be determined by the temperature iterative derivation formulaWherein->、/>、/>、/>And->Historical temperature information of each node to be tested is obtained. />，/>Vectors are input for the system. Determining system output according to node under test>When the node to be measured is a stator node, < + >>Corresponding toThe method comprises the steps of carrying out a first treatment on the surface of the When the node to be measured is a rotor node, the node to be measured is a rotor node>Corresponding->. For example, in one embodiment, the nodes to be measured may include a plurality of nodes, and the node temperatures of the plurality of nodes to be measured may be calculated based on the state space equation, e.g., when the nodes to be measured are the rotor node and the stator node, corresponding ∈ ->. Wherein (1)>The parameters at different positions represent different temperature outputs of the nodes to be measured, in this embodiment set +.>The 6 bits of (2) represent respectively: stator node temperature, rotor node temperature, bearing node temperature, retarder node temperature, and coolant node temperature. Corresponding position +. >The value output is 1, which represents the temperature of the node to be measured at the corresponding position.
Through the steps, the stator loss and the rotor loss are calculated, the ambient temperature Tenv and the cooling water temperature Tcoolant are obtained through monitoring the whole vehicle, and the oil pan temperature Toilsensor is collected and used as the input of a state space equationAnd then, according to the thermal resistance and heat capacity parameters and the state space matrix calculation, determining the temperature information of the corresponding node to be tested.
Fig. 6 is a block diagram illustrating a temperature determining apparatus of a node under test in an electric drive system according to an exemplary embodiment, the apparatus being applied to an electric vehicle as shown in fig. 6, the node under test including: at least one of a stator node, a rotor node, a bearing node, a reducer node, and a coolant node, the apparatus 100 comprising: the first acquisition module 110, the first determination module 120, the second acquisition module 130, the second determination module 140, and the execution module 150.
A first acquisition module 110 configured to acquire a charging parameter of the electric vehicle during the electric drive boost charging process;
the first determining module 120 is configured to determine node loss of the node to be tested in the electric drive boosting charging process according to the charging parameter;
a second obtaining module 130 configured to obtain temperature information during the step-up charging process of the electric drive, wherein the temperature information includes ambient temperature information, cooling water temperature information, and cooling oil tank bottom shell temperature information;
The second determining module 140 is configured to determine a thermal resistance value between the node to be tested and other nodes in the electric drive system corresponding thermal network topology according to the flow of the cooling oil of the electric vehicle;
the execution module 150 is configured to determine target temperature information of the node under test based on the thermal resistance value, the node loss, the temperature information, and the historical temperature information of the node under test.
Optionally, the execution module 150 includes:
the acquisition sub-module is configured to acquire a state space equation of the node to be detected in the linear steady system;
a first determination submodule configured to determine a state vector of a state space equation according to the historical temperature information;
the second determining submodule is configured to determine an input vector of the state space equation according to the temperature information and the node loss;
a first generation sub-module configured to input the thermal resistance value, the state vector, and the input vector into a state space equation to generate target temperature information.
Optionally, the acquiring sub-module includes:
the first determining unit is configured to determine a system matrix and an input matrix of the state space equation according to a heat calculation mode of the node to be detected;
a second determining unit configured to determine an output matrix of the node to be measured;
And a third determining unit configured to determine a state space equation from the system matrix, the input matrix, and the output matrix.
Optionally, the third determining unit is configured to:
acquiring temperature error parameters of a node to be tested in the electric drive boosting charging process;
determining a direct matrix of a state space equation according to the temperature error parameter;
and determining a state space equation according to the system matrix, the input matrix, the output matrix and the direct connection matrix.
Optionally, the first determining module 120 includes:
the third determining submodule is configured to determine stator iron loss and stator copper loss of the stator node according to the charging parameters;
and the second generation submodule is configured to add the stator core loss and the stator copper loss to generate node loss of the stator node.
Optionally, the third determination submodule is configured to:
according to the charging parameters, determining a plurality of harmonic components corresponding to the harmonic magnetic field in the electric drive boosting charging process;
determining a plurality of iron losses between a plurality of harmonic components and corresponding fundamental waves of the harmonic magnetic field;
and adding the plurality of iron losses to generate the stator iron loss.
Optionally, the first determining module 120 is configured to:
according to the charging parameters, determining the eddy current loss of the harmonic magnetic field in the electric drive boosting charging process;
The node loss is determined based on the eddy current loss.
The specific manner in which the various modules perform the operations in the apparatus of the above embodiments have been described in detail in connection with the embodiments of the method, and will not be described in detail herein.
The present disclosure also provides a computer readable storage medium having stored thereon computer program instructions which, when executed by a processor, implement the steps of the method for determining the temperature of a node under test in an electrically driven system provided by the present disclosure.
Fig. 7 is a block diagram of a vehicle 700, according to an exemplary embodiment. For example, vehicle 700 may include a computer, digital broadcast terminal, messaging device, game console, tablet device, medical device, exercise device, personal digital assistant, and the like.
Referring to fig. 7, a vehicle 700 may include one or more of the following components: a processing component 702, a memory 704, a power component 706, a multimedia component 707, an audio component 710, an input/output interface 712, a sensor component 714, and a communication component 716.
The processing component 702 generally controls overall operation of the vehicle 700, such as operations associated with display, telephone calls, data communications, camera operations, and recording operations. The processing assembly 702 may include one or more processors 720 to execute instructions to perform all or part of the steps of the method for determining the temperature of a node under test in an electrically driven system described above. Further, the processing component 702 can include one or more modules that facilitate interaction between the processing component 702 and other components. For example, the processing component 702 may include a multimedia module to facilitate interaction between the multimedia component 707 and the processing component 702.
The memory 704 is configured to store various types of data to support operation at the vehicle 700. Examples of such data include instructions for any application or method operating on the vehicle 700, contact data, phonebook data, messages, pictures, videos, and the like. The memory 704 may be implemented by any type or combination of volatile or nonvolatile memory devices such as Static Random Access Memory (SRAM), electrically erasable programmable read-only memory (EEPROM), erasable programmable read-only memory (EPROM), programmable read-only memory (PROM), read-only memory (ROM), magnetic memory, flash memory, magnetic or optical disk.
The power supply assembly 706 provides power to the various components of the vehicle 700. The power components 706 may include a power management system, one or more power sources, and other components associated with generating, managing, and distributing power for the vehicle 700.
The multimedia component 707 includes a screen that provides an output interface between the vehicle 700 and the user. In some embodiments, the screen may include a Liquid Crystal Display (LCD) and a Touch Panel (TP). If the screen includes a touch panel, the screen may be implemented as a touch screen to receive input signals from a user. The touch panel includes one or more touch sensors to sense touches, swipes, and gestures on the touch panel. The touch sensor may sense not only the boundary of a touch or slide action, but also the duration and pressure associated with the touch or slide operation. In some embodiments, the multimedia component 707 includes a front camera and/or a rear camera. The front camera and/or the rear camera may receive external multimedia data when the vehicle 700 is in an operational mode, such as a photographing mode or a video mode. Each front camera and rear camera may be a fixed optical lens system or have focal length and optical zoom capabilities.
The audio component 710 is configured to output and/or input audio signals. For example, the audio component 710 includes a Microphone (MIC) configured to receive external audio signals when the vehicle 700 is in an operational mode, such as a call mode, a recording mode, and a voice recognition mode. The received audio signals may be further stored in the memory 704 or transmitted via the communication component 716. In some embodiments, the audio component 710 further includes a speaker for outputting audio signals.
The input/output interface 712 provides an interface between the processing component 702 and peripheral interface modules, which may be a keyboard, click wheel, buttons, etc. These buttons may include, but are not limited to: homepage button, volume button, start button, and lock button.
The sensor assembly 714 includes one or more sensors for providing status assessment of various aspects of the vehicle 700. For example, the sensor assembly 714 may detect an on/off state of the vehicle 700, a relative positioning of the components, such as a display and keypad of the vehicle 700, the sensor assembly 714 may also detect a change in position of the vehicle 700 or a component of the vehicle 700, the presence or absence of a user's contact with the vehicle 700, an azimuth or acceleration/deceleration of the vehicle 700, and a change in temperature of the vehicle 700. The sensor assembly 714 may include a proximity sensor configured to detect the presence of nearby objects without any physical contact. The sensor assembly 714 may also include a light sensor, such as a CMOS or CCD image sensor, for use in imaging applications. In some embodiments, the sensor assembly 714 may also include an acceleration sensor, a gyroscopic sensor, a magnetic sensor, a pressure sensor, or a temperature sensor.
The communication component 716 is configured to facilitate communication between the vehicle 700 and other devices in a wired or wireless manner. The vehicle 700 may access a wireless network based on a communication standard, such as WiFi,2G, or 3G, or a combination thereof. In one exemplary embodiment, the communication component 716 receives broadcast signals or broadcast related information from an external broadcast management system via a broadcast channel. In an exemplary embodiment, the communication component 716 further includes a Near Field Communication (NFC) module to facilitate short range communications. For example, the NFC module may be implemented based on Radio Frequency Identification (RFID) technology, infrared data association (IrDA) technology, ultra Wideband (UWB) technology, bluetooth (BT) technology, and other technologies.
In an exemplary embodiment, the vehicle 700 may be implemented by one or more Application Specific Integrated Circuits (ASICs), digital Signal Processors (DSPs), digital Signal Processing Devices (DSPDs), programmable Logic Devices (PLDs), field Programmable Gate Arrays (FPGAs), controllers, microcontrollers, microprocessors, or other electronic elements for performing the above-described method of determining the temperature of a node under test in an electro-mechanical system.
In an exemplary embodiment, a non-transitory computer readable storage medium is also provided, such as memory 704, including instructions executable by processor 720 of vehicle 700 to perform the method of determining a temperature of a node under test in an electric drive system described above. For example, the non-transitory computer readable storage medium may be ROM, random Access Memory (RAM), CD-ROM, magnetic tape, floppy disk, optical data storage device, etc.
The apparatus may be a stand-alone electronic device or may be part of a stand-alone electronic device, for example, in one embodiment, the apparatus may be an integrated circuit (Integrated Circuit, IC) or a chip, where the integrated circuit may be an IC or may be a collection of ICs; the chip may include, but is not limited to, the following: GPU (Graphics Processing Unit, graphics processor), CPU (Central Processing Unit ), FPGA (Field Programmable Gate Array, programmable logic array), DSP (Digital Signal Processor ), ASIC (Application Specific Integrated Circuit, application specific integrated circuit), SOC (System on Chip, SOC, system on Chip or System on Chip), etc. The integrated circuit or the chip can be used for executing executable instructions (or codes) to realize the method for determining the temperature of the node to be tested in the electric drive system. The executable instructions may be stored on the integrated circuit or chip or may be retrieved from another device or apparatus, such as the integrated circuit or chip including a processor, memory, and interface for communicating with other devices. The executable instructions may be stored in the memory, and when the executable instructions are executed by the processor, the method for determining the temperature of the node to be tested in the electric drive system is implemented; or the integrated circuit or the chip can receive the executable instruction through the interface and transmit the executable instruction to the processor for execution so as to realize the method for determining the temperature of the node to be tested in the electric drive system.
In another exemplary embodiment, a computer program product is also provided, comprising a computer program executable by a programmable apparatus, the computer program having code portions for performing the above-mentioned method of determining the temperature of a node under test in an electrically driven system when being executed by the programmable apparatus.
Other embodiments of the disclosure will be apparent to those skilled in the art from consideration of the specification and practice of the disclosure. This disclosure is intended to cover any adaptations, uses, or adaptations of the disclosure following the general principles of the disclosure and including such departures from the present disclosure as come within known or customary practice within the art to which the disclosure pertains. It is intended that the specification and examples be considered as exemplary only, with a true scope and spirit of the disclosure being indicated by the following claims.
It is to be understood that the present disclosure is not limited to the precise arrangements and instrumentalities shown in the drawings, and that various modifications and changes may be effected without departing from the scope thereof. The scope of the present disclosure is limited only by the appended claims.
Claims (10)
1. A method for determining a temperature of a node to be measured in an electric drive system, the node to be measured including at least one of a stator node, a rotor node, a bearing node, a decelerator node, and a coolant node, the method comprising:
Acquiring charging parameters of the electric vehicle in an electric drive boosting charging process;
determining node loss of the node to be tested in the electric drive boosting charging process according to the charging parameters;
acquiring temperature information in the electric drive boosting charging process, wherein the temperature information comprises environment temperature information, cooling water temperature information and cooling oil tank bottom shell temperature information;
determining a thermal resistance value between the node to be tested and other nodes in the electric drive system corresponding thermal network topology according to the cooling oil flow of the electric vehicle;
and determining target temperature information of the node to be tested based on the thermal resistance value, the node loss, the temperature information and the historical temperature information of the node to be tested.
2. The method according to claim 1, wherein the determining the target temperature information of the node under test based on the thermal resistance value, the node loss, the temperature information, and the historical temperature information of the node under test includes:
acquiring a state space equation of the node to be tested in a linear steady system;
determining a state vector of the state space equation according to the historical temperature information;
Determining an input vector of the state space equation according to the temperature information and the node loss;
inputting the thermal resistance value, the state vector, and the input vector into the state space equation to generate the target temperature information.
3. The method according to claim 2, wherein the obtaining the state space equation of the node to be measured in the linear stationary system includes:
determining a system matrix and an input matrix of a state space equation according to the heat calculation mode of the node to be detected;
determining an output matrix of the node to be tested;
and determining the state space equation according to the system matrix, the input matrix and the output matrix.
4. A method of determining according to claim 3, wherein said determining said state space equation from said system matrix, said input matrix and said output matrix comprises:
acquiring temperature error parameters of the node to be tested in the electric drive boosting and charging process;
determining a direct matrix of the state space equation according to the temperature error parameter;
and determining the state space equation according to the system matrix, the input matrix, the output matrix and the direct connection matrix.
5. The method for determining according to claim 1, wherein the node to be detected is the stator node, and the determining the node loss of the node to be detected in the electric drive boost charging process according to the charging parameter includes:
determining stator core loss and stator copper loss of the stator node according to the charging parameters;
and adding the stator core loss and the stator copper loss to generate the node loss of the stator node.
6. The method according to claim 5, wherein determining the stator core loss of the stator node according to the charging parameter comprises:
according to the charging parameters, determining a plurality of harmonic components corresponding to the harmonic magnetic field in the electric drive boosting charging process;
determining a plurality of iron losses between the plurality of harmonic components and the corresponding fundamental waves of the harmonic magnetic field;
and adding the plurality of iron losses to generate the stator iron loss.
7. The method for determining according to claim 1, wherein the node to be detected is the rotor node, and the determining the node loss of the node to be detected in the electric drive boost charging process according to the charging parameter includes:
According to the charging parameters, determining the eddy current loss of the harmonic magnetic field in the electric drive boosting charging process;
and determining the node loss according to the eddy current loss.
8. A temperature determining device for a node to be measured in an electric drive system, the node to be measured including at least one of a stator node, a rotor node, a bearing node, a decelerator node, and a coolant node, the device comprising:
the first acquisition module is configured to acquire charging parameters of the electric vehicle in an electric drive boosting charging process;
the first determining module is configured to determine node loss of the node to be tested in the electric drive boosting charging process according to the charging parameters;
the second acquisition module is configured to acquire temperature information in the electric drive boosting charging process, wherein the temperature information comprises environment temperature information, cooling water temperature information and cooling oil tank bottom shell temperature information;
the second determining module is configured to determine a thermal resistance value between the node to be detected and other nodes in the electric drive system corresponding thermal network topology according to the cooling oil flow of the electric vehicle;
And the execution module is configured to determine target temperature information of the node to be tested based on the thermal resistance value, the node loss, the temperature information and the historical temperature information of the node to be tested.
9. A vehicle, characterized by comprising:
a processor;
a memory for storing processor-executable instructions;
wherein the processor is configured to implement the steps of the method of any one of claims 1-7 when executing the executable instructions.
10. A computer readable storage medium having stored thereon computer program instructions, which when executed by a processor, implement the steps of the method of any of claims 1-7.
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