CN117526805A - Motor control method, motor and vehicle - Google Patents
Motor control method, motor and vehicle Download PDFInfo
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- CN117526805A CN117526805A CN202410023091.4A CN202410023091A CN117526805A CN 117526805 A CN117526805 A CN 117526805A CN 202410023091 A CN202410023091 A CN 202410023091A CN 117526805 A CN117526805 A CN 117526805A
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Classifications
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- 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
- H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
- H02P—CONTROL OR REGULATION OF ELECTRIC MOTORS, ELECTRIC GENERATORS OR DYNAMO-ELECTRIC CONVERTERS; CONTROLLING TRANSFORMERS, REACTORS OR CHOKE COILS
- H02P23/00—Arrangements or methods for the control of AC motors characterised by a control method other than vector control
- H02P23/14—Estimation or adaptation of motor parameters, e.g. rotor time constant, flux, speed, current or voltage
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- H—ELECTRICITY
- H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
- H02P—CONTROL OR REGULATION OF ELECTRIC MOTORS, ELECTRIC GENERATORS OR DYNAMO-ELECTRIC CONVERTERS; CONTROLLING TRANSFORMERS, REACTORS OR CHOKE COILS
- H02P25/00—Arrangements or methods for the control of AC motors characterised by the kind of AC motor or by structural details
- H02P25/02—Arrangements or methods for the control of AC motors characterised by the kind of AC motor or by structural details characterised by the kind of motor
- H02P25/022—Synchronous motors
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- H—ELECTRICITY
- H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
- H02P—CONTROL OR REGULATION OF ELECTRIC MOTORS, ELECTRIC GENERATORS OR DYNAMO-ELECTRIC CONVERTERS; CONTROLLING TRANSFORMERS, REACTORS OR CHOKE COILS
- H02P27/00—Arrangements or methods for the control of AC motors characterised by the kind of supply voltage
- H02P27/04—Arrangements or methods for the control of AC motors characterised by the kind of supply voltage using variable-frequency supply voltage, e.g. inverter or converter supply voltage
- H02P27/06—Arrangements or methods for the control of AC motors characterised by the kind of supply voltage using variable-frequency supply voltage, e.g. inverter or converter supply voltage using dc to ac converters or inverters
- H02P27/08—Arrangements or methods for the control of AC motors characterised by the kind of supply voltage using variable-frequency supply voltage, e.g. inverter or converter supply voltage using dc to ac converters or inverters with pulse width modulation
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- H—ELECTRICITY
- H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
- H02P—CONTROL OR REGULATION OF ELECTRIC MOTORS, ELECTRIC GENERATORS OR DYNAMO-ELECTRIC CONVERTERS; CONTROLLING TRANSFORMERS, REACTORS OR CHOKE COILS
- H02P2207/00—Indexing scheme relating to controlling arrangements characterised by the type of motor
- H02P2207/05—Synchronous machines, e.g. with permanent magnets or DC excitation
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- Engineering & Computer Science (AREA)
- Power Engineering (AREA)
- Transportation (AREA)
- Mechanical Engineering (AREA)
- Electric Propulsion And Braking For Vehicles (AREA)
Abstract
The application provides a control method of motor, motor and vehicle, and the motor includes stator winding and rotor, and this control method includes: before boosting and charging a battery by using a motor, acquiring a first rotor angle of a rotor; acquiring a second rotor angle of the rotor when the boost charging is stopped; generating a current control signal according to the first rotor angle and the second rotor angle; the current in the stator windings is adjusted using the current control signal to control the angle on the rotor to return to the first rotor angle. According to the method, the first rotor angle and the second rotor angle in the battery boosting and charging process are utilized to generate the current control signal, the current in the motor stator winding is adjusted, so that the stator winding on the motor applies the moment of rotation, the rotor torque can be slowly released, the rotation angular speed of the rotor is reduced, the effect of torque slow release is achieved, and the problems of vehicle movement and abnormal sound or serious tooth knocking caused by the stopping of charging and boosting are avoided.
Description
Technical Field
The application relates to the technical field of vehicles, in particular to a motor control method, a motor and a vehicle.
Background
At present, new energy electric vehicles are becoming more popular, the market occupation rate is becoming higher, and the charging problem of the electric vehicles is particularly important. The charging problem of the electric automobile is solved, wherein one solution thinking is to continuously increase the charging power so as to shorten the charging time and reduce the anxiety of an automobile owner, and the two directions of increasing the charging power are respectively increasing the charging current and increasing the charging voltage. Due to standardization of the charging port, the charging current cannot be infinitely increased; therefore, the charging power can be increased and the charging time can be shortened by increasing the charging voltage.
Most direct-current charging piles in the market mainly have the voltage below 500V, and the direct-current charging piles of 500V cannot directly charge vehicles with 800V high-voltage platforms, so that the problem of voltage discomfort occurs. At present, the voltage adaptation problem of a 500V direct current charging pile and a 800V high-voltage platform is solved, a permanent magnet synchronous motor is adopted as an inductor, a motor controller is adopted as a controller to conduct boosting charging, and the voltage of the direct current charging pile is boosted by the motor to charge a battery in an electric automobile.
However, if the boost charging is stopped suddenly, the magnetic field of the motor stator disappears, the magnetic field torque received by the rotor disappears, and the elastic potential energy stored in the original rotary motion is released, so that the rotor rotates, and the problems of vehicle movement and abnormal sound occur; and if the rotation speed of the rotor is too high, serious tooth knocking can be caused, and the service life of the gear is influenced.
Disclosure of Invention
The application provides a control method of a motor, the motor and a power system of a vehicle, which are used for solving the problem that the rotor rotates due to the fact that boost charging is stopped suddenly.
The application provides a control method of a motor, the motor comprises a stator winding and a rotor, the control method comprises the following steps:
before boosting and charging a battery by using a motor, acquiring a first rotor angle of a rotor;
acquiring a second rotor angle of the rotor when the boost charging is stopped;
generating a current control signal according to the first rotor angle and the second rotor angle;
the current in the stator windings is adjusted using the current control signal to control the angle on the rotor to return to the first rotor angle.
In one embodiment, generating a current control signal from a first rotor angle and a second rotor angle includes:
determining a target angle of the rotor at the current moment according to the difference value of the first rotor angle and the second rotor angle, wherein the target angle is smaller than the second rotor angle;
and generating a current control signal according to the target angle and the current rotor angle of the rotor at the current moment.
In one embodiment, determining the target angle of the rotor at the current time based on the difference between the first rotor angle and the second rotor angle includes:
acquiring a preset torque slow-release time;
acquiring an angle time corresponding relation according to the difference value between the first rotor angle and the second rotor angle and the preset torque slow-release time;
and determining the target angle of the rotor at the current moment according to the angle-time corresponding relation.
In one embodiment, generating a current control signal based on a target angle and a current rotor angle of the rotor at a current time comprises:
generating an angle deviation correcting torque value according to the difference value between the target angle and the current rotor angle;
and generating a current control signal according to the angle deviation correcting torque value.
In one embodiment, generating a current control signal from the angle deviation correcting torque value includes:
determining a first torque value corresponding to the target angle, wherein the first torque value is used for counteracting the accumulated torque of the current angle of the rotor so as to reduce the angle deviation;
and generating a current control signal according to the first torque value and the angle deviation correcting torque value.
In one embodiment, determining a first torque value corresponding to the target angle includes:
calculating a difference between the target angle and the first rotor angle;
a first torque value is determined based on a difference between the target angle and the first rotor angle.
In one embodiment, generating a current control signal from the first torque value and the angle deviation correcting torque value includes:
determining a torque control value according to the sum of the first torque value and the angle deviation correcting torque value;
and determining a current control signal according to the torque control value and the corresponding torque of the unit current, wherein the corresponding torque of the unit current is obtained according to the parameters of the motor, the current rotor angle and the preset unit current.
In one embodiment, an electric machine includes a first phase, a second phase, and a third phase, wherein the first phase is electrically connected to a corresponding charging port of a battery, and adjusting current in a stator winding with a current control signal, comprising:
the second phase and the third phase are controlled with current control signals to adjust the current in the stator windings.
The application provides a motor, the motor includes stator winding and rotor, and this motor includes:
the acquisition module is used for acquiring a first rotor angle of the rotor when the torque is zero in the process of boosting and charging the battery by using the motor, and acquiring a second rotor angle of the rotor when the boosting and charging are stopped;
the generating module is used for generating a current control signal according to the first rotor angle and the second rotor angle;
and the adjusting module is used for adjusting the current in the stator winding by using the current control signal so as to control the angle on the rotor to be recovered to the first rotor angle.
The application provides a vehicle comprising a motor, wherein the motor is used for realizing the control method of the motor when in operation.
The application provides a control method of a motor, the motor comprises a stator winding and a rotor, and the control method comprises the following steps: before boosting and charging a battery by using a motor, acquiring a first rotor angle of a rotor; acquiring a second rotor angle of the rotor when the boost charging is stopped; generating a current control signal according to the first rotor angle and the second rotor angle; the current in the stator windings is adjusted using the current control signal to control the angle on the rotor to return to the first rotor angle. According to the method, the first rotor angle and the second rotor angle in the battery boosting and charging process are utilized to generate the current control signal, the current in the motor stator winding is adjusted, so that the stator winding on the motor applies the moment of rotation, the rotor torque can be slowly released, the rotation angular speed of the rotor is reduced, the effect of torque slow release is achieved, and the problems of vehicle movement, abnormal sound and serious tooth knocking caused by the stopping of the charging and boosting are avoided.
Drawings
The accompanying drawings, which are incorporated in and constitute a part of this specification, illustrate embodiments consistent with the application and together with the description, serve to explain the principles of the application.
FIG. 1 is a schematic diagram of a power system in an electric vehicle;
FIG. 2 is a flow chart of a motor control method according to an embodiment of the present disclosure;
FIG. 3 is a flow chart of a method for generating a current control signal based on a first rotor angle and a second rotor angle provided in some embodiments of the present application;
FIG. 4 is a schematic diagram of obtaining a target angle of a rotor at a current time according to other embodiments of the present application;
FIG. 5 is a schematic diagram of determining a first torque value corresponding to a target angle according to some embodiments of the present application;
fig. 6 is a block diagram of a control model of a motor provided in some embodiments of the present application.
Specific embodiments thereof have been shown by way of example in the drawings and will herein be described in more detail. These drawings and the written description are not intended to limit the scope of the inventive concepts in any way, but to illustrate the concepts of the present application to those skilled in the art by reference to specific embodiments.
Reference numerals:
100: a battery; 200: a motor; 201: a motor body; 202: a power module; 203: and a motor controller.
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 application.
At present, new energy electric vehicles are becoming more popular, the market occupation rate is becoming higher, and the charging problem of the electric vehicles is particularly important. The charging problem of the electric automobile is solved, wherein one solution thinking is to continuously increase the charging power so as to shorten the charging time and reduce the anxiety of an automobile owner, and the two directions of increasing the charging power are respectively increasing the charging current and increasing the charging voltage. The charging current cannot be raised infinitely due to standardization of the charging port. Therefore, the charging power can be increased and the charging time can be shortened by increasing the charging voltage.
Most direct-current charging piles in the market mainly have the voltage below 500V, and the direct-current charging piles of 500V cannot directly charge vehicles with 800V high-voltage platforms, so that the problem of voltage discomfort occurs. At present, the voltage adaptation problem of a 500V direct current charging pile and a 800V high-voltage platform is solved, a permanent magnet synchronous motor is adopted as an inductor, a motor controller is adopted as a controller to conduct boosting charging, and the voltage of the direct current charging pile is boosted by the motor to charge a battery in an electric automobile.
More specifically, fig. 1 is a schematic structural diagram of a power system in an electric vehicle, and as shown in fig. 1, the power system includes a battery 100 and a motor 200. The motor 200 comprises a motor body 201 and a motor controller 203, the motor 200 comprises a permanent magnet synchronous motor, the motor body 201 comprises a rotor and a stator winding, the battery 100 is connected with a direct current end of the power module 202, an alternating current side of the power module 202 is connected with the stator winding, and the motor controller 203 comprises the power module 202. Under the control of the motor controller 203, the power module 202 is caused to convert the direct current of the battery 100 into alternating current, and the alternating current drives the rotor to rotate.
When boost charging is performed, one end of the stator winding is used as a charging port, and when charging is performed, the stator winding is used as an inductor, and charging voltage is boosted by the inductor and the power module and then is applied to both positive and negative ends of the battery 100.
In the boosting charging process, the rotor of the motor 200 rotates under the action of the stator magnetic field, but when the boosting charging is stopped, the stator magnetic field of the motor 200 disappears, the magnetic field torque received by the rotor also disappears, the rotor can rotate due to the elastic potential energy stored in the boosting charging process, the problem of abnormal noise of vehicle transmission occurs, and if the rotation speed of the rotor is too high, serious tooth knocking can be caused, so that the service life of gears in a transmission case is influenced.
In view of this, the present application provides a method for controlling a motor, as shown in fig. 2, and fig. 2 is a flow chart of a method for controlling a motor according to an embodiment of the present application, which can be applied to the motor shown in fig. 1. The motor comprises a stator winding and a rotor, and the control method of the motor comprises the following steps:
step S202, before a battery is boosted and charged by a motor, a first rotor angle of a rotor is obtained;
specifically, when the vehicle boosts and charges the battery through the motor, the rotor rotates due to the stator magnetic field generated by the stator winding, and the first rotor angle of the rotor when the torque is zero (i.e., before boosting and charging) is obtained.
Step S204, when the boost charging is stopped, acquiring a second rotor angle of the rotor;
specifically, when the boost charging is stopped, the magnetic field of the stator of the motor 200 disappears, the magnetic field torque received by the rotor also disappears, and the elastic potential energy stored in the boost charging process of the rotor can enable the rotor to rebound, so that the second self-rotation angle of the rotor when the boost charging is stopped is obtained.
Alternatively, the boost charging process stop may be determined by collecting the charging current of the charging port, and if the charging current is lower than a certain value, the boost charging stop is determined.
Step S206, generating a current control signal according to the first rotor angle and the second rotor angle;
step S208, the current in the stator winding is adjusted by the current control signal to control the angle on the rotor to return to the first rotor angle.
Specifically, when boost charging is finished, current in the stator winding is regulated by using a current control signal to generate a certain stator magnetic field, the stator magnetic field applies reverse torque to the rebound motor rotor, the torque on the rotor is reduced, the torque applied on the rotor by the stator winding is slowly released, and the angle on the rotor is controlled to be restored to a first rotor angle, namely the angle of the rotor before the boost charging is started.
In one embodiment, the current control signal is generated according to the first rotor angle and the second rotor angle, which includes the following steps, as shown in fig. 3, fig. 3 is a flow chart of generating the current control signal according to the first rotor angle and the second rotor angle in an embodiment of the present application:
step S301, determining a target angle of the rotor at the current moment according to a difference value between the first rotor angle and the second rotor angle, wherein the target angle is smaller than the second rotor angle;
specifically, a target angle of the rotor at the current moment is determined by using a difference value between the first rotor angle and the second rotor angle, namely, the angle of rotation of the rotor at the current moment is expected to be smaller than the second rotor angle according to a planned rule of rotation of the rotor angle in the rebound process of the motor rotor.
Step S302, a current control signal is generated according to the target angle and the current rotor angle of the rotor at the current moment.
In one embodiment, determining the target angle of the rotor at the current time based on the difference between the first rotor angle and the second rotor angle includes:
acquiring a preset torque slow-release time;
acquiring an angle time corresponding relation according to the difference value between the first rotor angle and the second rotor angle and the preset torque slow-release time;
and determining the target angle of the rotor at the current moment according to the angle-time corresponding relation.
Specifically, fig. 4 is a schematic diagram of acquiring a target angle of a rotor at a current moment according to an embodiment of the present application, and as shown in fig. 4, acquiring an angle-time correspondence according to a difference value between a first rotor angle and a second rotor angle and a preset torque slow-release time, and querying the target angle of the rotor at the current moment according to the angle-time correspondence.
Optionally, before boost charging begins, the torque of the motor rotor is zero at this time, and the rotor angle at this time is buffered as the first rotor angle. After boost charging is started, the generated magnetic field applies torque to the motor rotor, so that the rotor angle changes, the angle of the rotor is buffered periodically until the boost charging is stopped suddenly, and the buffered latest rotor angle is the second rotor angle. And subtracting the first rotor angle from the second rotor angle to obtain the angle difference before and after boost charging, and calculating the expected angle time corresponding relation according to the angle difference. The angle-time corresponding relation is a change curve of a rotor angle of the motor with respect to time, and is a corresponding relation of a torque slow-release angle expected when the rotor of the motor rebounds with respect to time. The corresponding relation of the angle and the time can be a straight line or a curve, and the angle and the time are not limited and are determined according to actual conditions. And after the corresponding relation of the angle and the time is calculated, inquiring according to the current moment to obtain the target angle of the motor rotor at the current moment. Over time, the target angle of the motor rotor gradually approaches the first rotor angle.
In some embodiments, in order to obtain more angles of the motor during the boost charging process, the angle-time correspondence may be sliced according to time. The revolution time is calculated when the rotor of the motor starts to rebound after stopping charging. And taking the relative angle of the rotor at the first charging moment as the target angle of the rotation moment of the last rotor, taking the relative angle of the rotor at the second charging moment as the target angle of the rotation moment of the second last rotor, and so on until the relative angle of the rotor at the last charging moment is taken as the target angle of the rotation moment of the first rotor, interpolation can be continuously carried out between the two rotation moments by using an interpolation method, and the target angles of more rotation moments are obtained. In turn, the angle of the motor rotor during rebound can be controlled more accurately, so that the accumulated torque of the rotor can be released slowly, and the problems of abnormal vibration, too fast rebound of the rotor and tooth knocking are avoided.
In one embodiment, generating a current control signal based on a target angle and a current rotor angle of the rotor at a current time comprises:
generating an angle deviation correcting torque value according to the difference value between the target angle and the current rotor angle;
specifically, the target angle is an expected motor rotor angle obtained according to the angle time corresponding relation, the current rotor angle is an actual rotor angle of the motor rotor, the difference between the target angle and the current rotor angle is obtained through classical PID adjustment, and the angle deviation correcting torque value is used for correcting deviation between the target angle and the current rotor angle.
And generating a current control signal according to the angle deviation correcting torque value.
In one embodiment, generating a current control signal from the angle deviation correcting torque value includes:
determining a first torque value corresponding to the target angle, wherein the first torque value is used for counteracting the accumulated torque of the current angle of the rotor so as to reduce the angle deviation;
and generating a current control signal according to the first torque value and the angle deviation correcting torque value.
Specifically, the first torque value is used for counteracting the current angle accumulation torque of the rotor, reducing the deviation between the current rotor angle at the current moment and the target angle, adding the first torque value and the angle deviation correction torque value to generate a current control signal, and controlling the current in the stator winding by the current control signal to control the stator winding to generate a stator magnetic field, and controlling the moment of rotation applied on the rotor to enable the rotor to rotate at the target angle, so that the rotor can rotate according to the target angle at each moment, the rotation angular speed of the rotor is reduced, the effect of torque slow-release is achieved, and the problem of vehicles or gears caused by too fast rebound is avoided.
In one embodiment, determining a first torque value corresponding to the target angle includes:
calculating a difference between the target angle and the first rotor angle;
a first torque value is determined based on a difference between the target angle and the first rotor angle.
Specifically, as shown in fig. 5, fig. 5 is a schematic diagram of determining a first torque value corresponding to a target angle according to an embodiment of the present application. And subtracting the first rotor angle from the target angle of the motor rotor at the current moment, and inquiring/calculating the obtained angle difference to obtain the torque under the corresponding angle difference.
The angle difference has a calculation relation with the torque: the angle difference and the torque are in a high linear relation, and can be calculated by multiplying the coefficients, and the coefficients can be obtained by actual measurement calculation; the angle difference and the torque can be calculated by an array interpolation mode under the condition of nonlinear relation, and the array can be obtained by actual measurement. The first torque value is used as torque feedforward, so that deviation between a target angle and a current rotor angle at the current moment can be reduced, and more stable and accurate control can be realized.
In one embodiment, generating a current control signal from the first torque value and the angle deviation correcting torque value includes:
determining a torque control value according to the sum of the first torque value and the angle deviation correcting torque value;
and determining a current control signal according to the torque control value and the corresponding torque of the unit current, wherein the corresponding torque of the unit current is obtained according to the parameters of the motor, the current rotor angle and the preset unit current.
Specifically, the corresponding torque of the unit current is obtained according to the motor parameter, the current angle acquired by the angle acquisition module and the preset unit current and a typical motor torque calculation formula. The preset unit current is a current with the magnitude of the control phase current being 1A and the directions being opposite. For example, if in the motor winding, for the B phase extraction, by controlling A, C phases, the preset unit current means ia=1a, ic= -1a, ib=0a.
In one embodiment, an electric machine includes a first phase, a second phase, and a third phase, wherein the first phase is electrically connected to a corresponding charging port of a battery, and adjusting current in a stator winding with a current control signal, comprising:
the second phase and the third phase are controlled with current control signals to adjust the current in the stator windings.
In order to facilitate understanding of the control method of the motor, fig. 6 provides a block diagram of a control model of the motor, and as shown in fig. 6, the boost charging chopper executing module is generally a three-phase full-bridge control module and a power module of the motor controller, and the control state of the three-phase full-bridge control module directly affects the phase current of the motor winding and the angle parameter of the motor rotor. The phase current 1 acquisition module and the phase current 2 acquisition module in the block diagram, the data holding module 1 and the data holding module 2 correspond to two control phases for boosting and charging the motor, and if the first phase is led out, the second phase and the third phase are the control phases.
Specifically, an electrical end of the motor is connected with an alternating current side of the power module, a direct current side of the power module is connected with a battery, and the motor of the vehicle is used for boosting and charging the battery in the vehicle, wherein the motor comprises a stator winding and a rotor, and the stator winding comprises a first phase, a second phase and a third phase. Here, the end of the first phase away from the neutral point is taken as one charging end, the neutral point is taken as the other charging end, and two charging ends are taken as an example for charging the battery of the vehicle.
Referring to fig. 6, the control model only starts to work when the system detects the sudden stop of the boost charging until the motor rotor returns to the vicinity of the first rotor angle before the boost charging, i.e. the slow release of the torque is completed, and stops working. The motor control model includes: the control method of the motor will be described in detail below.
When the system detects the sudden stop phenomenon of boosting and charging, the target angle calculation module is used for calculating a target angle of the motor rotor at the current moment, the angle acquisition module is used for acquiring the current rotor angle at the current moment, the angle correction torque value is obtained by classical PID adjustment after the target angle is subtracted from the current rotor angle, and the torque value is used for correcting angle deviation.
Meanwhile, the torque calculation module is used for calculating and obtaining a first torque value according to the target angle of the rotor at the current moment, wherein the first torque value is the corresponding torque of the target angle and can be used for counteracting the accumulated torque under the current angle so as to reduce the deviation between the target angle and the current rotor angle.
And adding the angle deviation correcting torque value and the first torque value to obtain a torque control value, and dividing the torque control value by the torque corresponding to the unit current to obtain a current control value.
The difference value between the current control value and the phase current 1 acquisition module and the phase current 2 acquisition module after addition/subtraction is calculated by classical PID regulation to obtain a corresponding duty cycle regulating value, and the regulating value is added with the previous period control duty cycle held by the data holding module 1 and the data holding module 2 to obtain a new control duty cycle, and the new control duty cycle is executed by the boost charging chopper executing module to realize the control of the second phase current and the third phase current and the angle. The data holding module 1 and the data holding module 2 function as data holding and transmitting, and update the module output value to the input value once every operation update period.
Specifically, the phase current 1 acquisition module is used for acquiring current of the second phase at the current moment, calculating a current difference value between the current of the second phase at the current moment and a current control signal, calculating the current difference value through a PID (proportion integration differentiation) regulation algorithm to obtain a corresponding duty ratio regulation value, adding the duty ratio regulation value and a duty ratio of a second phase control signal of a period of current output generated by the PWM signal to obtain a new control duty ratio, and generating a new PWM signal by the PWM signal generation circuit according to the new control duty ratio, and supplying the new PWM signal to the boost charging chopper execution module to realize current control of the second phase.
The phase current 2 acquisition module is used for acquiring current of a third phase at the current moment, calculating a current difference value between the current of the third phase at the current rotation moment and a current control signal, calculating the current difference value through a PID (proportion integration differentiation) adjustment algorithm to obtain a corresponding duty ratio adjustment value, adding the duty ratio adjustment value and a duty ratio of a third phase control signal of a period of current output generated by a PWM (pulse-Width modulation) signal to obtain a new control duty ratio, and generating a new PWM signal by the PWM signal generation circuit according to the new control duty ratio to be fed to the boost charging chopper execution module so as to realize current control of the third phase.
The data holding module 1 generates a new PWM signal according to the new control duty ratio and gives the new PWM signal to the boost charging chopper executing module to realize the control signal of the second phase current.
The data holding module 2 generates a new PWM signal according to the new control duty ratio, and gives the new PWM signal to the boost charging chopper performing module to realize the control signal for the third phase current.
The data holding module 1 is used for holding and transmitting a current control signal for controlling the second phase, and the data holding module 2 is used for holding and transmitting a current control signal for controlling the third phase; the boost charging chopper executing module is used for driving the second phase and the third phase by adopting a current control signal so as to control the current and the angle of the rotor.
In addition, the present application also provides a motor including a stator winding and a rotor for executing the control method of the motor, the motor including:
the acquisition module is used for acquiring a first rotor angle of the rotor when the torque is zero in the process of boosting and charging the battery by using the motor, and acquiring a second rotor angle of the rotor when the boosting and charging are stopped;
the generating module is used for generating a current control signal according to the first rotor angle and the second rotor angle;
and the adjusting module is used for adjusting the current in the stator winding by using the current control signal so as to control the angle on the rotor to be recovered to the first rotor angle.
The application provides a vehicle comprising a motor, wherein the motor is used for realizing the control method of the motor when in operation.
Other embodiments of the present application will be apparent to those skilled in the art from consideration of the specification and practice of the invention disclosed herein. This application is intended to cover any variations, uses, or adaptations of the application following, in general, the principles of the application and including such departures from the present disclosure as come within known or customary practice within the art to which the application pertains. It is intended that the specification and examples be considered as exemplary only, with a true scope and spirit of the application being indicated by the following claims.
It is to be understood that the present application is not limited to the precise arrangements and instrumentalities shown in the drawings, which have been described above, and that various modifications and changes may be effected without departing from the scope thereof. The scope of the application is limited only by the appended claims.
Claims (9)
1. A control method of an electric machine, the electric machine including a stator winding and a rotor, the control method comprising:
before the motor is utilized to boost and charge a battery, a first rotor angle of the rotor is obtained;
acquiring a second rotor angle of the rotor when the boost charging is stopped;
generating a current control signal according to the first rotor angle and the second rotor angle;
adjusting the current in the stator winding using the current control signal to control the angle on the rotor to return to the first rotor angle;
wherein generating a current control signal from the first rotor angle and the second rotor angle comprises:
determining a target angle of the rotor at the current moment according to a difference value between the first rotor angle and the second rotor angle, wherein the target angle is smaller than the second rotor angle;
and generating the current control signal according to the target angle and the current rotor angle of the rotor at the current moment.
2. The method of controlling an electric motor according to claim 1, wherein determining the target angle of the rotor at the current time based on the difference between the first rotor angle and the second rotor angle includes:
acquiring a preset torque slow-release time;
acquiring an angle-time corresponding relation according to the difference value between the first rotor angle and the second rotor angle and the preset torque slow-release time;
and determining the target angle of the rotor at the current moment according to the angle time corresponding relation.
3. The method of controlling an electric machine according to claim 1, wherein generating the current control signal from the target angle and a current rotor angle of the rotor at the current time, comprises:
generating an angle deviation correcting torque value according to the difference value between the target angle and the current rotor angle;
and generating the current control signal according to the angle deviation correcting torque value.
4. A control method of an electric machine according to claim 3, wherein generating the current control signal from the angle deviation correcting torque value comprises:
determining a first torque value corresponding to the target angle, wherein the first torque value is used for counteracting the accumulated torque of the current angle of the rotor so as to reduce the angle deviation;
and generating the current control signal according to the first torque value and the angle deviation correcting torque value.
5. The method of controlling a motor according to claim 4, wherein determining a first torque value corresponding to the target angle includes:
calculating a difference between the target angle and the first rotor angle;
and determining the first torque value according to the difference value between the target angle and the first rotor angle.
6. The method of controlling an electric machine according to claim 4, wherein generating the current control signal from the first torque value and the angle deviation correcting torque value includes:
determining a torque control value according to the sum of the first torque value and the angle deviation correcting torque value;
and determining the current control signal according to the torque control value and the unit current corresponding torque, wherein the unit current corresponding torque is obtained according to the parameters of the motor, the current rotor angle and the preset unit current.
7. The method of any of claims 1-6, wherein the motor comprises a first phase, a second phase, and a third phase, wherein the first phase is electrically connected to a corresponding charging port of the battery, wherein adjusting the current in the stator winding with the current control signal comprises:
the second phase and the third phase are controlled with the current control signal to adjust the current in the stator winding.
8. An electric machine for performing the electric machine control method of any one of claims 1-7, characterized in that the electric machine comprises a stator winding and a rotor, comprising:
the acquisition module is used for acquiring a first rotor angle of the rotor when the torque is zero in the process of boosting and charging the battery by using the motor, and acquiring a second rotor angle of the rotor when the boosting and charging are stopped;
the generating module is used for generating a current control signal according to the first rotor angle and the second rotor angle;
and the adjusting module is used for adjusting the current in the stator winding by using the current control signal so as to control the angle on the rotor to be recovered to the first rotor angle.
9. A vehicle comprising an electric machine which, when operated, is adapted to implement a method of controlling an electric machine as claimed in any one of claims 1 to 7.
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