CN117429319A - Pulse heating control method for power battery of electric automobile - Google Patents
Pulse heating control method for power battery of electric automobile Download PDFInfo
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- CN117429319A CN117429319A CN202311352552.4A CN202311352552A CN117429319A CN 117429319 A CN117429319 A CN 117429319A CN 202311352552 A CN202311352552 A CN 202311352552A CN 117429319 A CN117429319 A CN 117429319A
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- 230000001360 synchronised effect Effects 0.000 claims description 70
- 238000004804 winding Methods 0.000 claims description 31
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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
- B60L58/00—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles
- B60L58/10—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries
- B60L58/24—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries for controlling the temperature of batteries
- B60L58/27—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries for controlling the temperature of batteries by heating
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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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- H—ELECTRICITY
- H01—ELECTRIC ELEMENTS
- H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
- H01M10/00—Secondary cells; Manufacture thereof
- H01M10/60—Heating or cooling; Temperature control
- H01M10/61—Types of temperature control
- H01M10/615—Heating or keeping warm
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- H—ELECTRICITY
- H01—ELECTRIC ELEMENTS
- H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
- H01M10/00—Secondary cells; Manufacture thereof
- H01M10/60—Heating or cooling; Temperature control
- H01M10/62—Heating or cooling; Temperature control specially adapted for specific applications
- H01M10/625—Vehicles
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- Transportation (AREA)
- Mechanical Engineering (AREA)
- Manufacturing & Machinery (AREA)
- Chemical & Material Sciences (AREA)
- Electrochemistry (AREA)
- General Chemical & Material Sciences (AREA)
- Sustainable Development (AREA)
- Sustainable Energy (AREA)
- Life Sciences & Earth Sciences (AREA)
- Electric Propulsion And Braking For Vehicles (AREA)
Abstract
The invention discloses a pulse heating control method for a power battery of an electric automobile. Generating a pulse width modulation signal in an odd sampling period of the three-phase current, controlling the on-off of a power switch of a three-phase bridge arm of a motor controller to form a target current, and discharging a power battery; and in the even sampling period of the three-phase current, the three-phase bridge arm of the motor controller is controlled to be completely disconnected, and the power battery is charged. High-frequency pulse current is formed in the charging and discharging processes of the power battery, and the power battery is heated. According to the invention, the target quadrature axis current is equal to zero, and the motor output torque is equal to zero, so that unexpected movement of the whole vehicle is avoided in the pulse heating process of the power battery; the pulse current is regulated by regulating the direct-axis current, so that the pulse heating power of the power battery is regulated.
Description
Technical Field
The invention relates to the field of heating of power batteries of electric automobiles, in particular to a pulse heating control method of the power batteries of the electric automobiles.
Background
Along with the rising of sales of electric automobiles, the use scenes are wider and wider, and the requirements on the environmental adaptability of new energy automobiles are raised. In the north, especially in the areas with the temperature lower than-20 ℃ in winter, the power battery is difficult to charge and discharge, which limits the use of the electric automobile.
In order to solve the above problems, there are two main methods in the prior art: according to the first method, the PTC is used for heating the cooling liquid, the heated cooling liquid flows through the power battery, heat exchange is carried out between the cooling liquid and the power battery, and the temperature of the battery cell is improved, but the temperature balance of the battery cell is poor; the second method is to utilize the power battery to have large internal resistance under the low temperature condition, and control the on-off of the three-phase bridge arm through the motor controller to form pulse current, and the power battery internally heats, so that the method has good consistency of the temperature of the battery core.
CN112977173 a discloses a pulse heating method for power battery of electric automobile, in the pulse heating mode, the on-off of three-phase bridge arm of motor controller is controlled to make the quadrature axis voltage equal to zero, and the magnitude of pulse current is regulated by controlling the direct axis voltage, so as to implement pulse heating, but the method is open loop control, and has quadrature axis current I q The motor output torque is not zero, which can lead to unintended movement of the vehicle in extreme cases.
Disclosure of Invention
Aiming at the defects of the prior art, the invention provides a pulse heating control method for a power battery of an electric automobile, which is used for preventing the power battery from outputting torque of a motor from being zero during pulse heating, so that the automobile can move unexpectedly.
In order to solve the technical problems, the invention adopts the following technical scheme: the pulse heating control method for the power battery of the electric automobile comprises the following steps:
s01), acquiring the current temperature of the power battery, the current state of the vehicle, the temperatures of each phase of the motor controller and the three-phase permanent magnet synchronous motor, comparing the temperatures with set conditions, and if the conditions are met, entering a pulse heating mode of the power battery to acquire the target heating power of the power battery;
s02) obtaining target direct-axis current I according to target heating power of power battery d And target quadrature axis current I q =0；
S03), target I d 、I q And actual I d 、I q Comparing to generate a deviation I d 、I q ；
S04), deviation I d 、I q Generating a direct-axis voltage U by PI control d And quadrature axis voltage U q ；
S05), U in odd sampling period of current sensor of three-phase permanent magnet synchronous motor d And U q Generating U through inverse Park transformation α And U β ，U α And U β Generating a pulse width modulation signal through a space vector pulse width modulation algorithm, and controlling the on-off of a three-phase bridge arm of a motor controller, wherein in the state, current flows from a power battery to a three-phase permanent magnet synchronous motor, the power battery discharges, and a stator winding of the three-phase permanent magnet synchronous motor is charged through inductance;
in even sampling periods of the current sensor of the three-phase permanent magnet synchronous motor, all three-phase bridge arms of the motor controller are disconnected, at the moment, current flows to the power battery from the three-phase permanent magnet synchronous motor through a freewheeling diode reversely connected in parallel beside the three-phase bridge arms, the stator winding of the three-phase permanent magnet synchronous motor is in inductive discharge, and the power battery is charged;
the power battery forms high-frequency pulse current in the charging and discharging processes, and the power battery is heated;
s06) acquiring three-phase current of the three-phase permanent magnet synchronous motor in real time by a current sensor, and obtaining an actual I through Clark conversion and Park conversion d And I q With target I d 、I q Comparing to generate a deviation I d 、I q The next cycle control is performed.
Further, if the current temperature of the power battery is lower than the set temperature threshold value, the pulse heating condition 1 of the power battery is met; if the current state of the vehicle is a non-driving state, the pulse heating condition 2 of the power battery is satisfied; if the temperatures of the motor controller and the three-phase permanent magnet synchronous motor are lower than the set temperature threshold, the pulse heating condition 3 of the power battery is met; and when the pulse heating conditions 1, 2 and 3 of the power battery are all met, entering a pulse heating mode of the power battery.
Further, the target heating power of the power battery is obtained according to the current temperature of the power battery.
Further, a corresponding relation table of the target heating power of the power battery and the current temperature of the power battery is arranged, and the target heating power of the power battery corresponding to the current temperature of the power battery is determined in a table look-up mode.
Further, a table of correspondence between the target direct current Id and the target heating power is provided, and step S02) determines the target direct current Id corresponding to the target heating power of the power battery by means of table lookup.
Further, in the pulse heating process of the power battery, the temperature of the power battery is monitored in real time, and if the temperature of the power battery exceeds a set threshold value, the power battery pulse heating mode is exited.
Further, in the pulse heating process of the power battery, the temperature of the three-phase bridge arm of the motor controller is monitored in real time, and if the temperature of the three-phase bridge arm of the motor controller exceeds a threshold value, the target Id is reduced.
Further, in the pulse heating process of the power battery, the three-phase temperature of the three-phase permanent magnet synchronous motor is monitored in real time, and if the three-phase temperature of the motor exceeds a threshold value, the target Id is reduced.
Further, in the pulse heating process of the power battery, the state of the whole vehicle is monitored in real time, and if the whole vehicle is changed into a driving mode, the pulse heating is stopped.
The invention has the beneficial effects that: clark conversion and Park conversion are added, and after one cycle period is finished, three-phase current of the permanent magnet synchronous motor is collected, and the actual I is obtained through the Clark conversion and Park conversion d And I q With target I d And I q And comparing to form closed loop control. Closed loop control to zero the target quadrature current Iq and zero the motor output torque to avoidUnexpected movement of the whole vehicle is avoided in the pulse heating process of the power battery. The pulse current is adjusted by adjusting the direct-axis current Id, so that the pulse heating power of the power battery is adjusted. The control process is divided into a power battery discharging process and a charging process, wherein the power battery discharging process is a permanent magnet synchronous motor stator winding inductance charging process, the power battery charging process is a permanent magnet synchronous motor stator winding inductance discharging process, in a non-driving state, if the battery needs to be heated by pulse, the permanent magnet synchronous motor stator winding inductance needs to be discharged, if the permanent magnet synchronous motor is discharged by the permanent magnet synchronous motor in a mode that an upper bridge arm is completely disconnected, a lower bridge arm is completely conducted, or the upper bridge arm is completely conducted and the lower bridge arm is completely disconnected, the discharging rate is slower, energy is consumed through a stator winding resistor, the heating efficiency of the whole power battery is affected, the permanent magnet synchronous motor stator winding inductance is discharged by a three-phase bridge arm is completely disconnected, and a diode connected in an inverse parallel mode is utilized to discharge the permanent magnet synchronous motor stator winding inductance, so that the battery internal resistance is larger at low temperature, the stator winding inductance discharging rate is faster, and the heating efficiency of the whole power battery is increased.
Drawings
Fig. 1 is a flow chart of pulse heating of a power battery in the present embodiment;
FIG. 2 is a schematic diagram of the power battery pulse heating circuit system in the present embodiment;
FIG. 3 is a schematic diagram showing the current flow when the pulse heating voltage vector of the power battery is U0 (000);
fig. 4 is a schematic diagram of current flow when the pulse heating voltage vector of the power battery in the present embodiment is U4 (100);
FIG. 5 is a schematic diagram showing the current flow when the pulse heating voltage vector of the power battery is U6 (110);
fig. 6 is a schematic diagram of current flow when the pulse heating voltage vector of the power battery in the present embodiment is U7 (111);
fig. 7 is a schematic diagram of current flow when all three-phase bridge arms of the pulse heating of the power battery in the embodiment are disconnected;
FIG. 8 is a power cell pulse heating control block diagram in an embodiment;
FIG. 9 is a voltage vector sector diagram of power cell pulse heating in an embodiment;
FIG. 10 is a schematic diagram of coordinate transformation of power cell pulse heating in an embodiment;
in the figure: 10. the whole vehicle controller VCU; 20. a battery management system BMS; 30. a power battery; 40. a motor controller; 50. a three-phase permanent magnet synchronous motor; 401. a motor controller control unit; 402. a bus capacitor; 403. three-phase bridge arms.
Detailed Description
In order to make the objects, technical solutions and advantages of the present invention more apparent, the technical solutions of the present invention will be described in detail below. It will be apparent that the described embodiments are only some, but not all, embodiments of the invention. All other embodiments, based on the examples herein, which are within the scope of the invention as defined by the claims, will be within the scope of the invention as defined by the claims.
The technical scheme of the invention is described in detail below with reference to the accompanying drawings.
Example 1
The embodiment provides a high-frequency pulse heating control method for a power battery of an electric automobile, which is used for heating the power battery, and is based on a power battery pulse heating circuit shown in fig. 2, wherein the power battery pulse heating circuit comprises a whole vehicle controller VCU 10, a battery management system BMS 20, a power battery 30, a motor controller 40, a three-phase permanent magnet synchronous motor 50 and high-voltage and low-voltage wiring harnesses connected with all parts.
The motor controller 40 includes a motor controller control unit 401, a bus capacitor 402, and a three-phase bridge arm 403, where the three-phase bridge arm is connected in parallel with the bus capacitor and then connected with the positive electrode and the negative electrode of the power battery. The three-phase bridge arm consists of an A-phase bridge arm, a B-phase bridge arm and a C-phase bridge arm, wherein the A-phase bridge arm consists of an upper bridge arm power switch S1 and a lower bridge arm power switch S2, the B-phase bridge arm consists of an upper bridge arm power switch S3 and a lower bridge arm power switch S4, the C-phase bridge arm consists of an upper bridge arm power switch S5 and a lower bridge arm power switch S6, and each power switch is reversely connected with one freewheeling diode in parallel. The midpoint of the A-phase bridge arm is connected with an A-phase stator winding L11 of the three-phase permanent magnet synchronous motor 50, the midpoint of the B-phase bridge arm is connected with a B-phase stator winding L12 of the three-phase permanent magnet synchronous motor 50, and the midpoint of the C-phase bridge arm is connected with a C-phase stator winding L13 of the three-phase permanent magnet synchronous motor 50. The motor controller control unit has six control output ends, and is respectively connected with the control input ends of the upper bridge arm power switch S1, the lower bridge arm power switch S2, the upper bridge arm power switch S3, the lower bridge arm power switch S4, the upper bridge arm power switch S5 and the lower bridge arm power switch S6 to control the on-off of the three-phase bridge arm, so as to form high-frequency pulse current and heat the power battery 10.
The three-phase permanent magnet synchronous motor 50 is internally connected by Y, and the center point is N.
The motor controller 40 can collect the temperatures of the three-phase bridge arms 403, the temperatures of the three-phase permanent magnet synchronous motor 50, the currents of the three-phase permanent magnet synchronous motor 50 and the rotor position of the three-phase permanent magnet synchronous motor 50. The battery management system BMS 20 can collect the temperature of the power battery 30. The vehicle control unit VCU 10 can acquire the vehicle state, and in the pulse heating mode of the power battery 30, can acquire the target heating power according to the temperature of the power battery 30.
The pulse heating control block diagram of the power battery is shown in fig. 8:
target straight axis current I d Target quadrature axis current I q And actual I d 、I q Comparing to generate a deviation I d 、I q ；
Deviation I d 、I q Generating a direct-axis voltage U by PI control d And quadrature axis voltage U q ；
U in odd sampling period of current sensor of three-phase permanent magnet synchronous motor 50 d And U q Generating U through inverse Park transformation α And U β ，U α And U β Generating a pulse width modulation signal through a space vector pulse width modulation algorithm (SVPWM), controlling the on-off of a power switch of a three-phase bridge arm of the motor controller 40, and enabling current to flow from the power battery 30 to the three-phase permanent magnet synchronous motor 50 in the state, wherein the power battery 30 discharges, and the stator winding of the three-phase permanent magnet synchronous motor 50 is charged through inductance;
in the even sampling period of the current sensor of the three-phase permanent magnet synchronous motor 50, 6 power switches of a three-phase bridge arm of the motor controller 40 are all disconnected, at the moment, current flows from the three-phase permanent magnet synchronous motor 50 to the power battery 30 through a freewheeling diode reversely connected beside the power switches in parallel, the stator windings of the three-phase permanent magnet synchronous motor 50 are subjected to inductive discharge, and the power battery 30 is charged;
the current sensor collects three-phase current of the three-phase permanent magnet synchronous motor 50 in real time, and obtains actual I through Clark conversion and Park conversion d And I q With target I d 、I q Comparing to generate a deviation I d 、I q The next closed loop control is performed.
The pulse heating control method of the power battery comprises the following steps: the battery management system BMS 20 collects the current temperature of the power battery 30, compares the current temperature with a set heating temperature threshold value of the power battery 10, and if the current temperature is lower than the heating temperature threshold value, meets the power battery pulse heating condition (1); if the temperature is higher than the temperature threshold value, the pulse heating condition (1) of the power battery is not met, and the judgment result is transmitted to the VCU 10;
the whole vehicle controller VCU 10 obtains the current state of the vehicle, and if the vehicle is in a non-driving state, the pulse heating condition (2) of the power battery is met; if the vehicle is in a driving state, the pulse heating condition (2) of the power battery is not satisfied;
the motor controller 40 can collect the temperatures of each phase of the three-phase bridge arm 403 and the temperatures of each phase of the three-phase permanent magnet synchronous motor 50, compare the temperatures with the set temperature threshold of the three-phase bridge arm 403 and the set temperature threshold of the three-phase permanent magnet synchronous motor 50, and if the temperatures are lower than the temperature threshold, the pulse heating condition (3) of the power battery is met; if the temperature is higher than the temperature threshold value, the pulse heating condition (3) of the power battery is not met, and the judgment result is transmitted to the VCU 10;
the whole vehicle controller VCU 10 comprehensively judges whether the pulse heating mode of the power battery 10 is met according to the condition that the pulse heating conditions (1), 2 and 3) of the power battery are met. The pulse heating conditions (1), 2 and 3) of the power battery are not sequential, the pulse heating mode of the power battery 10 can be entered only when the pulse heating conditions are satisfied, and the pulse heating mode of the power battery 10 can not be entered when any of the pulse heating conditions is not satisfied.
If the power battery 10 enters the pulse heating mode, the whole vehicle controller VCU 10 obtains a target heating power of the power battery 10 according to the current temperature of the power battery 10 transmitted from the battery management system BMS 20, and transmits the target heating power to the motor controller 40. In this embodiment, a table of correspondence between the target heating power of the power battery and the current temperature of the power battery is provided and stored in the vehicle control unit VCU 10, and the target heating power of the power battery corresponding to the current temperature of the power battery is determined by looking up a table
The motor controller 40 receives the target heating power of the power battery 10, and obtains the target direct-axis current I through the target heating power d Target alternating current I q Wherein the target straight axis current I d The relation with the target heating power is stored in the motor controller 40 in the form of a table, and the target quadrature current I q =0. The output torque formula of the motor is as follows:
Te = 3/2*P*[λ+（L d -L q ）*I d ]*I q the method comprises the steps of carrying out a first treatment on the surface of the Wherein Te represents motor output torque, P represents 50 pole pairs of the three-phase permanent magnet synchronous motor, lambda represents motor rotor permanent magnet flux linkage and L d Represents the direct axis inductance of the motor, L q Representing motor quadrature axis inductance. As can be seen from the output torque formula of the motor, when I q When=0, the motor output torque te=0, and thus it is ensured that the vehicle does not experience unintended movement during pulse heating of the power battery 10.
Obtaining a target straight axis current I d Target alternating current I q Then, with the actual straight axis current I d Actual alternating current I q Comparing to generate deviation direct axis current I d Offset quadrature axis current I q 。
Deviation direct axis current I d Offset quadrature axis current I q Generating a direct-axis voltage U by PI control d Voltage U of quadrature axis q 。U d 、U q The formula is: u (U) d = R*I d +L d *I d ’- ω e *L q *I q , U q =R*I q +L q *I q ’+ ω e *（L d *I d +λ); wherein R is motor stator resistance, I d ' deriving time for direct current, I q ' deriving time for the quadrature axis current,
ω e for the electric angular velocity of the rotor, omega is in a non-driving state because the whole car is in e =0. Thus U d 、U q The formula can be reduced to: u (U) d = R*I d +L d *I d ’，U q =R*I q +L q *I q ' after Laplace change is carried out by the formula, PI parameter design can be carried out according to classical control theory.
When the current of each phase of the three-phase permanent magnet synchronous motor 50 collected by the motor controller 40 is sampled an odd number of times, the direct axis voltage U is measured d Voltage U of quadrature axis q Performing inverse Park transformation to obtain a stationary two-phase coordinate system
U α And U β The coordinate transformation relationship is shown in FIG. 10, and the inverse Park transformation matrix isWhere θ is the rotor position.
According to the generated U α And U β The three-phase current of the three-phase permanent magnet synchronous motor 50 is formed by obtaining 6 paths of switching signals of the three-phase bridge arm 403 in the motor controller 40 through a Space Vector Pulse Width Modulation (SVPWM) algorithm and controlling the on-off of 6 bridge arm power switches (S1-S6) of the three-phase bridge arm 403. Current flows from the power battery 30 into the three-phase permanent magnet synchronous motor 50, the motor stator windings store energy, and the power battery 30 discharges.
When the current of each phase of the three-phase permanent magnet synchronous motor 50 collected by the motor controller 40 is sampled for even number of times, the motor controller control unit 401 directly generates 6-path disconnection signals to control the disconnection of 6 bridge arm power switches (S1-S6) of the three-phase bridge arm 403, the three-phase current of the three-phase permanent magnet synchronous motor 50 flows into the power battery 30 through a freewheeling diode which is reversely connected with the power switch in parallel, the motor stator winding releases energy, and the power battery 30 is charged.
During the charge and discharge of the power battery 30, a high-frequency pulse current is formed to heat the power battery 30.
Clark moduleIs to detect the three-phase current I of the three-phase permanent magnet synchronous motor 50 a 、I b 、I c Converting the coordinates from a static three-phase coordinate system to a static two-phase coordinate system, and obtaining I under the static two-phase coordinate system after conversion α And I β The coordinate transformation relationship is shown in fig. 10, and the Clark transformation matrix is:
the transformation is a constant amplitude transformation.
Park module is to set I α And I β Transforming the coordinate from a stationary two-phase coordinate system to a rotor rotating two-phase coordinate system to obtain I under the rotor rotating coordinate system d And I q The coordinate transformation relationship is shown in FIG. 10, and the Park transformation matrix is as followsWhere θ is the rotor position.
Obtaining the actual I according to the coordinate transformation d And I q With target I d Comparison of i=generates a deviation I d 、I q And then the next closed-loop control is performed.
In the whole heating process, the temperature sensor monitors the temperature of the power battery 30 in real time, and if the temperature is higher than a temperature threshold value, the high-frequency pulse heating mode is exited; monitoring the current state of the vehicle in real time, and exiting the high-frequency pulse heating mode if the vehicle is in a driving state; monitoring the temperature of each phase of the motor controller 40 and the three-phase permanent magnet synchronous motor 50 in real time, and if one of the temperatures exceeds the standard, reducing the target direct-axis current I d 。
Below by U α And U β The first sector illustrates the current flow when the power cell 30 is pulsed on.
In the Space Vector Pulse Width Modulation (SVPWM) process, the upper and lower bridge arms of each phase of the three-phase bridge arm 403 cannot be simultaneously disconnected and cannot be simultaneously conducted, and the upper bridge arm is defined to be conducted, and the lower bridge arm is disconnected to be in a state 1; the upper bridge arm switch is disconnected, and the lower bridge arm is conducted to be in a state 0. Thus, there are 8 switching states in total, resulting in 8 voltage vectors, including 6 non-zero vectors U1 (001), U2 (010), U3 (011), U4 (100), U5 (101), U6 (110), and 2 zero vectors U0 (000), U7 (111), the voltage vectors of the switching state combinations in 8 are as in FIG. 9, which divides the plane into 6 regions, called sectors.
When U is α And U β In the first sector, the voltage vectors are synthesized by non-zero vectors U4 (100), U6 (110), zero vectors U0 (000), U7 (111), assuming that the initial current direction of the three-phase permanent magnet synchronous motor 50 is a-phase L11 in-flow, B-phase L12, and C-phase L13 out-flow.
When the voltage vector is U0 (000), at this time, the power switches S1, S3, S5 of the three-phase bridge arm 403 are turned off, the power switches S2, S4, S6 are turned on, the current of the three-phase permanent magnet synchronous motor 50 flows in from the a phase L11, flows out from the B phase L12 and the C phase L13, passes through the power switches S4, S6, and then flows into the L11 of the a phase through the freewheeling diode antiparallel with the power switch S2;
when the voltage vector is U4 (100), at this time, the power switches S2, S3, S5 of the three-phase bridge arm 403 are turned off, the power switches S1, S4, S6 are turned on, the current of the three-phase permanent magnet synchronous motor 50 is shown in fig. 4, the current flows in from the a-phase L11, the B-phase L12 and the C-phase L13 flow out, then enter the negative electrode of the power battery 30 after passing through the power switches S4, S6, and flow out through the positive electrode of the power battery 30, and flow into the a-phase winding L11 of the three-phase permanent magnet synchronous motor 50 after passing through the a-phase power switch S1, the power battery 30 discharges, and the motor winding stores energy;
when the voltage vector is U6 (110), at this time, the power switches S2, S4, S5 of the three-phase bridge arm 403 are turned off, the power switches S1, S3, S6 are turned on, the current of the three-phase permanent magnet synchronous motor 50 flows in from the a-phase L11, the B-phase L12 and the C-phase L13 flow out, the B-phase current flows in from the freewheeling diode in anti-parallel with the power switch S3, then flows in the a-phase L11 of the three-phase permanent magnet synchronous motor 50 after passing through the a-phase power switch S1, the C-phase current flows in the negative electrode of the power battery 30 after passing through the S6, flows out from the positive electrode of the power battery 30, flows in the a-phase winding L11 of the three-phase permanent magnet synchronous motor 50 after passing through the a-phase power switch S1, the power battery 30 discharges, and the motor windings store energy;
when the voltage vector is U7 (111), at this time, the power switches S2, S4, S6 of the three-phase bridge arm 403 are turned off, the power switches S1, S3, S5 are turned on, the current of the three-phase permanent magnet synchronous motor 50 flows in from the a-phase L11, flows out from the B-phase L12 and the C-phase L13, passes through the freewheeling diodes connected in anti-parallel with the power switches S3, S5, and flows into the a-phase winding L11 of the three-phase permanent magnet synchronous motor 50 through the a-phase power switch S1.
When the power switches S1, S2, S3, S4, S5, S6 of the three-phase bridge arm 403 are all turned off, the current of the three-phase permanent magnet synchronous motor 50 flows in from the a-phase L11, flows out from the B-phase L12 and the C-phase L13, flows into the positive pole of the power battery 30 after passing through the freewheeling diode antiparallel with the power switches S3, S5, flows out from the negative pole of the power battery 30, flows into the a-phase winding L11 of the three-phase permanent magnet synchronous motor 50 after passing through the diode antiparallel with the power switch S2, and charges the power battery 30 in the process, and the motor winding releases energy.
In this embodiment, the pulse battery heating process is divided into a power battery discharging and charging process, the power battery discharging process is a permanent magnet synchronous motor stator winding inductance charging process, the power battery charging process is a permanent magnet synchronous motor stator winding inductance discharging process, in a non-driving state, if the battery needs to be pulsed and heated, the permanent magnet synchronous motor stator winding inductance needs to be discharged, if the permanent magnet synchronous motor is discharged only through the way that an upper bridge arm is completely disconnected, a lower bridge arm is completely conducted, or the upper bridge arm is completely conducted, and the lower bridge arm is completely disconnected, the discharging rate is slower, energy is consumed through the stator winding resistance, the heating efficiency of the whole power battery is affected, and the permanent magnet synchronous motor stator winding inductance is discharged through a three-phase bridge arm is completely disconnected, so that the battery internal resistance is larger at low temperature, the stator winding inductance discharging rate is faster, and the heating efficiency of the whole power battery is increased.
The foregoing description is only of the basic principles and preferred embodiments of the present invention, and modifications and alternatives thereto will occur to those skilled in the art to which the present invention pertains, as defined by the appended claims.
Claims (9)
1. A pulse heating control method for a power battery of an electric automobile is characterized by comprising the following steps of: the method comprises the following steps:
s01), acquiring the current temperature of the power battery, the current state of the vehicle, the temperatures of each phase of the motor controller and the three-phase permanent magnet synchronous motor, comparing the temperatures with set conditions, and if the conditions are met, entering a pulse heating mode of the power battery to acquire the target heating power of the power battery;
s02) obtaining target direct-axis current I according to target heating power of power battery d And target quadrature axis current I q =0；
S03), target I d 、I q And actual I d 、I q Comparing to generate a deviation I d 、I q ；
S04), deviation I d 、I q Generating a direct-axis voltage U by PI control d And quadrature axis voltage U q ；
S05), U in odd sampling period of current sensor of three-phase permanent magnet synchronous motor d And U q Generating U through inverse Park transformation α And U β ，U α And U β Generating a pulse width modulation signal through a space vector pulse width modulation algorithm, and controlling the on-off of a three-phase bridge arm of a motor controller, wherein in the state, current flows from a power battery to a three-phase permanent magnet synchronous motor, the power battery discharges, and a stator winding of the three-phase permanent magnet synchronous motor is charged through inductance;
in even sampling periods of the current sensor of the three-phase permanent magnet synchronous motor, all three-phase bridge arms of the motor controller are disconnected, at the moment, current flows to the power battery from the three-phase permanent magnet synchronous motor through a freewheeling diode reversely connected in parallel beside the three-phase bridge arms, the stator winding of the three-phase permanent magnet synchronous motor is in inductive discharge, and the power battery is charged;
the power battery forms high-frequency pulse current in the charging and discharging processes, and the power battery is heated;
s06) acquiring three-phase current of the three-phase permanent magnet synchronous motor in real time by a current sensor, and obtaining an actual I through Clark conversion and Park conversion d And I q With target I d 、I q Comparing to generate a deviation I d 、I q PerformingThe next cycle is controlled.
2. The electric vehicle power battery pulse heating control method according to claim 1, characterized in that: if the current temperature of the power battery is lower than the set temperature threshold, the pulse heating condition 1 of the power battery is met; if the current state of the vehicle is a non-driving state, the pulse heating condition 2 of the power battery is satisfied; if the temperatures of the motor controller and the three-phase permanent magnet synchronous motor are lower than the set temperature threshold, the pulse heating condition 3 of the power battery is met; and when the pulse heating conditions 1, 2 and 3 of the power battery are all met, entering a pulse heating mode of the power battery.
3. The electric vehicle power battery pulse heating control method according to claim 1, characterized in that: and obtaining the target heating power of the power battery according to the current temperature of the power battery.
4. The electric vehicle power battery pulse heating control method according to claim 3, characterized in that: and a corresponding relation table of the target heating power of the power battery and the current temperature of the power battery is arranged, and the target heating power of the power battery corresponding to the current temperature of the power battery is determined in a table look-up mode.
5. The electric vehicle power battery pulse heating control method according to claim 1, characterized in that: is provided with a target straight axis current I d A corresponding relation table with the target heating power, step S02) determining the target straight-axis current I corresponding to the target heating power of the power battery by a table look-up mode d 。
6. The electric vehicle power battery pulse heating control method according to claim 1, characterized in that: in the pulse heating process of the power battery, the temperature of the power battery is monitored in real time, and if the temperature of the power battery exceeds a set threshold value, the power battery is exited from the pulse heating mode.
7. According toThe electric vehicle power battery pulse heating control method as claimed in claim 1, characterized by comprising the steps of: in the pulse heating process of the power battery, the temperature of the three-phase bridge arm of the motor controller is monitored in real time, and if the temperature of the three-phase bridge arm of the motor controller exceeds a threshold value, the target I is reduced d 。
8. The electric vehicle power battery pulse heating control method according to claim 1, characterized in that: in the pulse heating process of the power battery, three-phase temperature of the three-phase permanent magnet synchronous motor is monitored in real time, and if the three-phase temperature of the motor exceeds a threshold value, target I is reduced d 。
9. The electric vehicle power battery pulse heating control method according to claim 1, characterized in that: in the pulse heating process of the power battery, the state of the whole vehicle is monitored in real time, and if the whole vehicle is changed into a driving mode, the pulse heating is stopped.
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| CN202311352552.4A CN117429319A (en) | 2023-10-19 | 2023-10-19 | Pulse heating control method for power battery of electric automobile |
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| CN202311352552.4A CN117429319A (en) | 2023-10-19 | 2023-10-19 | Pulse heating control method for power battery of electric automobile |
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