WO2022151355A1 - 一种电机驱动方法、装置及系统 - Google Patents

一种电机驱动方法、装置及系统 Download PDF

Info

Publication number
WO2022151355A1
WO2022151355A1 PCT/CN2021/072172 CN2021072172W WO2022151355A1 WO 2022151355 A1 WO2022151355 A1 WO 2022151355A1 CN 2021072172 W CN2021072172 W CN 2021072172W WO 2022151355 A1 WO2022151355 A1 WO 2022151355A1
Authority
WO
WIPO (PCT)
Prior art keywords
motor
current
output
drive system
temperature
Prior art date
Application number
PCT/CN2021/072172
Other languages
English (en)
French (fr)
Inventor
杜若阳
Original Assignee
华为数字能源技术有限公司
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by 华为数字能源技术有限公司 filed Critical 华为数字能源技术有限公司
Priority to EP21918561.8A priority Critical patent/EP4195500A4/en
Priority to PCT/CN2021/072172 priority patent/WO2022151355A1/zh
Priority to CN202180005386.3A priority patent/CN115606090A/zh
Publication of WO2022151355A1 publication Critical patent/WO2022151355A1/zh
Priority to US18/178,553 priority patent/US20230208343A1/en

Links

Images

Classifications

    • 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
    • H02P29/00—Arrangements for regulating or controlling electric motors, appropriate for both AC and DC motors
    • H02P29/60—Controlling or determining the temperature of the motor or of the drive
    • 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
    • H02P29/00—Arrangements for regulating or controlling electric motors, appropriate for both AC and DC motors
    • H02P29/60—Controlling or determining the temperature of the motor or of the drive
    • H02P29/68—Controlling or determining the temperature of the motor or of the drive based on the temperature of a drive component or a semiconductor component
    • 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
    • B60L15/2072—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 for drive off
    • 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
    • B60L15/2072—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 for drive off
    • B60L15/2081—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 for drive off for drive off on a slope
    • 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
    • H02P29/00—Arrangements for regulating or controlling electric motors, appropriate for both AC and DC motors
    • H02P29/40—Regulating or controlling the amount of current drawn or delivered by the motor for controlling the mechanical load
    • 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
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/10—Vehicle control parameters
    • B60L2240/36—Temperature of vehicle components or parts
    • 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
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/40—Drive Train control parameters
    • B60L2240/42—Drive Train control parameters related to electric machines
    • B60L2240/423—Torque
    • 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
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/40—Drive Train control parameters
    • B60L2240/42—Drive Train control parameters related to electric machines
    • B60L2240/425—Temperature
    • 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
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/40—Drive Train control parameters
    • B60L2240/42—Drive Train control parameters related to electric machines
    • B60L2240/429—Current
    • 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
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/40—Drive Train control parameters
    • B60L2240/52—Drive Train control parameters related to converters
    • B60L2240/525—Temperature of converter or components thereof
    • 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
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/40—Drive Train control parameters
    • B60L2240/52—Drive Train control parameters related to converters
    • B60L2240/529—Current
    • 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
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/60—Navigation input
    • B60L2240/64—Road conditions
    • B60L2240/642—Slope of road
    • 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
    • B60L2260/00—Operating Modes
    • B60L2260/40—Control modes
    • B60L2260/44—Control modes by parameter estimation

Definitions

  • the present application relates to the field of chip technology, and in particular, to a motor driving method, device and system.
  • the motor driver of the electric vehicle generally adopts a 3-phase full-bridge topology, and outputs three-phase alternating current to drive the motor to work.
  • the motor works normally (for example, when the motor rotates at full power)
  • the six switch tubes of the motor driver will work alternately in a certain order to jointly output the current required by the motor.
  • the motor of an electric vehicle needs to provide a large output torque in the working state of zero speed. Therefore, in this working state, the 6 switch tubes of the motor driver no longer work alternately, but continuously output a DC current equal to the amplitude of the AC current to the motor through one or several switch tubes of the motor driver.
  • the current value of the switching tube outputting direct current is equal to the amplitude of the alternating current during normal operation, the current value of the direct current is greater than the current value of the alternating current (or called the effective current value), and the current load it bears is significantly higher.
  • the current load under other normal working conditions such as the full power rotation of the motor may cause the life of the switch tube to decrease or even be burned.
  • the current characteristics of the switch tube must be redundantly designed to increase the current capacity.
  • Increasing the current capacity of the switch tube through redundant design usually increases the cost of the switch tube, but the application probability of the current capacity increased by the redundant design is low (usually only used in specific scenarios such as half-slope starting) ). Therefore, for most customers and application scenarios, the current capacity increased by the redundant design of the switch tube of the motor driver cannot be fully utilized, resulting in a waste of cost.
  • Embodiments of the present application provide a motor driving method, device, and system, so as to solve the problem that, for most customers and application scenarios, the current flow capacity increased by the redundant design of the switch tube of the motor driver cannot be fully utilized, resulting in cost waste. .
  • an embodiment of the present application provides a motor driving method, the method can be applied to a motor control device of a motor control system, and the motor control device can be used to control a driver of a motor in a motor drive system, the method includes: in the motor control device When it is determined that the motor needs to rotate with the maximum torque, the motor control device controls the driver to output a first current to drive the motor to rotate.
  • the first current is greater than the rated peak current of the driver (the rated peak current refers to the effective current value of the AC power output by the driver when the motor rotates normally at full torque and full power), and is less than or equal to the maximum load current of the driver (the maximum load current is Refers to the current value of the DC current output by the driver when the motor is locked).
  • the motor control device can control the driver to output a larger current than when the motor normally rotates with full torque. (Or in other words, the drive can use the increased current capacity of its redundant design) so that the torque output by the motor is higher than the torque output by the motor under full torque and full power under normal conditions, thereby improving the motor drive system.
  • the power output from the parts improves the rapid acceleration performance of the driven parts.
  • the method further includes: the motor control device obtains a thermal capacity margin of the motor drive system, where the thermal capacity margin is The quantity can be used to characterize the margin of the extreme temperature of the motor drive system relative to the current temperature.
  • the motor control device determines whether the current temperature of the motor drive system meets the condition that the motor rotates under the first current according to the thermal capacity margin; correspondingly, the motor control device controls the driver to output the first current, which may include: the motor control device is in the motor drive system.
  • the driver is controlled to output the first current.
  • the motor control device can control the driver to drive the motor to output a larger torque only under the condition of ensuring the safety of the motor heating, thereby preventing the motor from being damaged due to excessive temperature, and improving the reliability of the motor control device controlling the motor through the driver.
  • the method further includes: the motor control device drives the motor when the motor is driven.
  • the driver is controlled to output a rated peak current to drive the motor to rotate.
  • the motor control device when the motor control device does not control the driver to output the first current in order to prevent the motor from being damaged due to excessive temperature, the motor control device can control the driver to output the rated peak current under the condition of ensuring the safety of motor heating, so as to make the best possible use of The motor outputs a large torque to meet the user's demand for the motor to output a large torque.
  • the motor control device obtains the thermal capacity margin of the motor drive system, including: the motor control device obtains the temperature of the motor drive system; the motor control device obtains the temperature of the motor drive system and the motor thermal resistance network model according to the temperature of the motor drive system Determine the thermal capacity margin, where the motor thermal resistance network model has the function of predicting the thermal capacity margin based on the temperature of the motor drive system.
  • the motor control device can use the motor thermal resistance network model to relatively accurately predict the thermal capacity margin according to the current temperature of the motor drive system, thereby improving the ability of the motor control device to determine whether the motor meets the condition of rotating under the first current according to the thermal capacity margin. accuracy.
  • the motor control system further includes a temperature acquisition module; correspondingly, the motor control device acquires the temperature of the motor drive system, including: the motor control device receives the temperature of the motor drive system collected from the temperature acquisition module. In this way, the motor control device can quickly and conveniently acquire the temperature of the motor drive system by using the temperature acquisition module, which is convenient for implementation.
  • the current temperature of the motor drive system satisfies the condition for the motor to rotate at the first current; if the thermal capacity margin is less than the thermal capacity margin the threshold value, the current temperature of the motor drive system does not satisfy the condition for the motor to rotate under the first current.
  • the motor control device determines that the motor needs to rotate with the maximum torque, including: the motor control device acquires command information, where the command information is used to indicate the rotational speed and torque output by the motor drive system; the motor control device According to the command information, it is determined that the motor needs to rotate with the maximum torque.
  • the instruction information may be the instruction information input by the driver (or referred to as the driving instruction), the instruction information (or control instruction) generated by the automatic driving artificial intelligence, or the instruction indirectly transmitted via the VCU, etc.
  • the motor control system further includes an instruction collection module; correspondingly, the motor control apparatus acquiring instruction information includes: the motor control apparatus receives the instruction information collected from the instruction collection module. In this way, the motor control device can quickly and conveniently acquire the instruction information by using the instruction acquisition module, which is convenient for implementation.
  • the method further includes: the motor control device acquires an output condition of the motor drive system; the output condition may include the output condition of the motor drive system. Speed value; if the output condition of the motor drive system is equal to the target output condition corresponding to the command information, the motor control device controls the driver to output the rated peak current; the target output condition includes the target speed value output by the motor drive system corresponding to the command information.
  • the motor control device can control the driver to output according to the conventional rated peak current after the output operating condition of the motor drive system reaches the target, so as to prevent the driver from outputting the first current for a long time and causing a large life loss.
  • the motor control system further includes a working condition acquisition module; correspondingly, the motor control device obtains the output working conditions of the motor drive system, including: the motor control device receives the motor drive collected from the working condition acquisition module The output condition of the system.
  • the motor control device can quickly and conveniently acquire the output operating conditions of the motor drive system by using the operating condition acquisition module, which is convenient for implementation.
  • the method further includes: the motor control device determines, according to the temperature of the motor drive system, the command information and the temperature prediction model, that the motor is at the first output current of the driver.
  • the sustainable duration of rotation under the driving of a current wherein the temperature prediction model has the function of predicting the sustainable duration according to the temperature of the motor and the command information;
  • the device controls the drive to output the rated peak current.
  • embodiments of the present application provide a motor control device, which can be applied to a motor control system to control a driver of a motor in a motor drive system.
  • a motor control device which can be applied to a motor control system to control a driver of a motor in a motor drive system.
  • the functions of the apparatus may be implemented by hardware, or by executing corresponding software by hardware.
  • the hardware or software includes one or more modules corresponding to the above functions, for example, an instruction parsing module, a temperature prediction module, and an output control module.
  • the command parsing module can be used to determine that the motor needs to rotate at the maximum torque
  • the output control module is configured to control the driver to output a first current to drive the motor to rotate, wherein the first current is greater than the rated peak current of the driver and less than or equal to the maximum load current of the driver.
  • the apparatus further includes: a temperature prediction module, configured to obtain a thermal capacity margin of the motor drive system, where the thermal capacity margin is used to characterize the margin of the limit temperature of the motor drive system relative to the current temperature ;
  • the output control module is also used to determine whether the current temperature of the motor drive system meets the condition that the motor rotates under the first current according to the thermal capacity margin; the output control module is specifically used when the current temperature of the motor drive system meets the motor in the first In the condition of rotating under a current, the driver is controlled to output the first current.
  • the output control module is further configured to control the driver to output a rated peak current to drive the motor to rotate when the current temperature of the motor drive system does not meet the condition that the motor rotates under the first current.
  • the temperature prediction module is specifically used to obtain the temperature of the motor drive system; the thermal capacity margin is determined according to the temperature of the motor drive system and the motor thermal resistance network model. The temperature of the drive system predicts the thermal capacity margin function.
  • the motor control system further includes a temperature acquisition module; and a temperature prediction module, which is specifically configured to receive the temperature of the motor drive system collected by the temperature acquisition module.
  • the current temperature of the motor drive system satisfies the condition for the motor to rotate at the first current; if the thermal capacity margin is less than the thermal capacity margin the threshold value, the current temperature of the motor drive system does not satisfy the condition for the motor to rotate under the first current.
  • the instruction parsing module is specifically configured to acquire instruction information, where the instruction information is used to indicate the rotational speed and torque output by the motor drive system; it is determined according to the instruction information that the motor needs to rotate at the maximum torque.
  • the motor control system further includes an instruction acquisition module
  • the instruction parsing module is specifically used to receive instruction information collected from the instruction collection module.
  • the output control module is also used to obtain the output condition of the motor drive system; the output condition includes the speed value output by the motor drive system; if the output condition of the motor drive system is equal to the corresponding command information If the target output condition is set, the drive is controlled to output the rated peak current; the target output condition includes the target speed value output by the motor drive system corresponding to the command information.
  • the motor control system further includes a working condition acquisition module
  • the output control module is specifically configured to receive the output working condition of the motor drive system collected by the working condition collecting module.
  • the output control module is further configured to determine, according to the temperature of the motor drive system, the command information and the temperature prediction model, the duration that the motor can rotate under the driving of the first current output by the driver, and the temperature prediction
  • the model has the function of predicting the sustainable duration according to the temperature of the motor and the command information; if the rotation duration of the motor starting from the driver outputting the first current is equal to the sustainable duration, the driver is controlled to output the rated peak current.
  • embodiments of the present application provide a motor control system, including a motor control device.
  • the motor control device is used to implement the motor driving method according to any one of the first aspect or possible implementation manners of the first aspect.
  • embodiments of the present application provide a vehicle, including the motor control device according to any one of the second aspect or possible implementations of the second aspect.
  • FIG. 1 is a schematic flowchart of a method for half-slope starting provided in the related art
  • FIG. 2 is a schematic diagram of the composition of a motor control system according to an embodiment of the present application
  • FIG. 3 is a schematic flowchart of a motor driving method provided by an embodiment of the present application.
  • FIG. 4 is a schematic diagram of the composition of a temperature acquisition module provided by an embodiment of the present application.
  • FIG. 5 is a schematic flowchart of adjusting the current output of a driver according to an embodiment of the present application
  • FIG. 6 is another schematic flowchart of adjusting the current output of the driver according to an embodiment of the present application.
  • FIG. 7 is a schematic flowchart of another motor driving method provided by an embodiment of the present application.
  • FIG. 8 is a schematic structural diagram of a motor control device according to an embodiment of the present application.
  • An electric vehicle is a vehicle that uses electricity as an energy source and uses a motor drive system to drive the wheels to rotate.
  • the motor drive system may generally include components such as a motor, a driver (or referred to as a motor driver), and a reducer.
  • an electric vehicle can control the driver of the motor drive system through a microcontroller (MCU) to drive the motor to work.
  • the microcontroller can send the corresponding control command to the driver according to the driving command sent by the vehicle control unit (VCU) (for example, the torque command used to indicate the output torque of the motor), and control the output of the driver to match the output torque of the motor.
  • VCU vehicle control unit
  • the voltage and/or current corresponding to the control command is controlled to drive the motor to output corresponding torque and rotational speed, so that the motor drive system drives the wheels to output power.
  • the driver can adopt three-phase full-bridge topology or multi-phase (>3) topology, and drive the motor to work by outputting three-phase or multi-phase alternating current.
  • Each phase of the driver can be controlled by corresponding two switches.
  • the six switch tubes of the driver can work alternately in a certain order, thereby jointly outputting the current required by the motor.
  • the motor can be driven to rotate at full torque and full power.
  • the microcontroller When the electric vehicle needs to start on a half-slope, but the power output by the motor drive system to drive the wheels is not enough to balance the sliding force of the electric vehicle, the electric vehicle is prone to slipping. Therefore, when the microcontroller detects that the electric vehicle is in the half-slope start state, it can control the driver to output the maximum current to drive the motor to output a larger torque, so that the motor drive system drives the wheels to output a larger power to balance the electric vehicle. power to achieve short-term parking during the half-slope start of the electric vehicle. When the electric vehicle stops on the slope for a short time, the motor drive system is controlled by the microcontroller to realize the start, which can avoid the phenomenon of the electric vehicle slipping during the half-slope starting process. For example, in the process of starting the electric vehicle on a half-slope, the microcontroller of the related art may use the method shown in FIG. 1 to control the motor drive system. As shown in FIG. 1, the method may include the following S101-S107.
  • the parking state is the driving motor parking slope (that is, the above-mentioned short-term parking):
  • the MCU receives a torque command from the VCU.
  • the MCU judges whether the motor torque indicated by the torque command is greater than the torque currently output by the motor (that is, the torque of the motor standing on the slope).
  • EPB electronic parking brake
  • the MCU receives the torque command from the VCU.
  • the MCU executes the torque command, and controls the driver to output corresponding current and/or voltage to drive the motor to output corresponding torque.
  • the EPB acquires the motor torque corresponding to the torque command executed by the MCU, and determines whether the motor torque is greater than the motor torque corresponding to the EPB clamping.
  • Direct current of equal magnitude to alternating current Since the maximum current value of the direct current is equal to the amplitude of the above-mentioned alternating current, the current value of the direct current is greater than the effective current value of the above-mentioned alternating current, that is, the current load of the switch tube of the driver when the electric vehicle is temporarily parked on the slope is higher than that of the electric vehicle. The current load that the car is subjected to when it is running normally.
  • each switch tube of the driver when the driver is set, the current characteristics of each switch tube of the driver must be redundantly designed to increase the current capacity of each switch tube, so that the switch tube can meet the current load that the electric vehicle needs to bear when the electric vehicle is temporarily parked on the slope.
  • the increased current capacity of the switch tube of the driver through the redundant design is only used in the process of half-slope starting, and the use frequency (or probability) is low, and the performance of the switch tube in other scenarios is better. It is not fully utilized, and the redundant design of the switch tube will also increase the cost of the switch tube, resulting in cost waste.
  • an embodiment of the present application provides a motor driving method, which can be applied to a motor control device of a motor control system.
  • the motor control device can control the driver of the motor to output corresponding current and/or voltage to the motor according to the torque required by the motor in the motor drive system, so as to drive the motor to output the corresponding torque.
  • the motor drive system may be a powertrain of an electric vehicle to drive the wheels of the electric vehicle.
  • the motor drive system can also be used to drive other driven parts, which is not limited here.
  • This method can control the driver of the motor in the motor drive system to output a larger current through the motor control device in the scenario where the motor drive system needs to drive the driven member to output a larger power, so as to drive the motor to output the maximum torque to rotate, thereby Meet the needs of rapid acceleration of the driven parts.
  • the method may include: when the motor control device determines that the motor needs to rotate with a maximum torque, the motor control device controls the driver to output a first current to drive the motor to rotate.
  • the current size of the first current is greater than the rated peak current of the driver (the rated peak current is the effective current value of the alternating current output by the driver when the above-mentioned motor rotates normally at full torque and full power), and the current value of the first current It is less than or equal to the maximum load current of the driver (the maximum load current is the current value of the DC power output by the driver when the motor is locked).
  • the motor control device can control the driver to output a larger current (or in other words, make the driver exert the increased current capacity due to its redundant design) when the motor drive system needs to drive the driven member to output a larger power, so as to make the motor output a higher current.
  • the torque is higher than the torque output by the motor under full torque and full power rotation under normal conditions, thereby improving the output power of the motor drive system to drive the driven part and improving the rapid acceleration performance of the driven part.
  • the motor control system may further include a module or unit for collecting state information of the motor drive system, etc., which is not limited here.
  • FIG. 2 is a schematic diagram of the composition of a motor control system according to an embodiment of the application.
  • the motor control system may include a motor control device 200 , and an instruction collection module 201 (or a driving instruction collection module), a temperature collection module 202 and a working condition collection module 203 communicatively connected to the motor control device 200 , respectively.
  • the instruction collection module 201 can be used to collect the driving instructions of the driver.
  • the temperature acquisition module 202 can be used to measure and acquire the temperature of the motor drive system.
  • the working condition acquisition module 203 can be used to measure and collect the working conditions output by the motor drive system.
  • the motor control device may be connected in communication with the driver of the motor in the motor drive system, so that the motor control device controls the driver to output corresponding current and/or voltage.
  • the motor control device may be implemented by hardware, or by combining software with hardware, which is not limited here.
  • the motor control device may be the aforementioned MCU, a unit or module integrated in a VCU, a domain controller, or the like.
  • the motor drive system needs to drive the wheels to output the maximum power to realize the rapid acceleration of the electric vehicle, and the first current is equal to the maximum load current of the driver as an example.
  • a specific implementation manner of a motor driving method provided by an embodiment of the present application is introduced, and the method can be applied to the motor control apparatus 200 of the motor control system shown in FIG. 2 .
  • FIG. 3 is a schematic flowchart of a motor driving method according to an embodiment of the present application. As shown in FIG. 3 , the motor driving method may include the following S301-S307.
  • the motor control device acquires instruction information.
  • the command information may be information used to indicate the rotational speed and torque to be output by the motor drive system.
  • the instruction information can be the instruction information input by the driver collected by the instruction collection module (or referred to as the driving instruction), or the instruction information (or control) generated by the automatic driving artificial intelligence (Artificial Intelligence, AI). instruction), or an instruction passed indirectly via the VCU, etc., which are not limited here.
  • the motor control apparatus may acquire instruction information through an instruction collection module (eg, the instruction collection module 201 in the motor control system shown in FIG. 2 ). After receiving the collected instruction information, the instruction collection module can send the collected instruction information to the motor control device.
  • an instruction collection module eg, the instruction collection module 201 in the motor control system shown in FIG. 2 . After receiving the collected instruction information, the instruction collection module can send the collected instruction information to the motor control device.
  • the command collection module may include an accelerator pedal (or called a switch, which is equivalent to the accelerator of a gasoline vehicle).
  • the driver can input driving commands by depressing the accelerator pedal.
  • the driver can input a driving command for indicating the magnitude of the motor rotation speed of the motor drive system by stepping on the accelerator pedal at different depths.
  • the driver can also input a driving command or the like for instructing the motor of the motor drive system to output a large torque by stepping on the accelerator pedal quickly, which is not limited here.
  • the accelerator pedal After the accelerator pedal receives the driving command input by the driver, it can send the corresponding driving command (ie command information) to the motor control device, so that the motor control device can analyze the command information to determine whether it is necessary to control the driver to drive the motor. output maximum torque.
  • the instruction collection module may further include a brake pedal, a steering gear, etc., which are not limited here.
  • the motor control device may also receive command information.
  • the autonomous driving AI generates command information and sends it to the motor control device, so that the motor control device can analyze the command information to determine whether it is necessary to control the driver to drive the motor to output the maximum torque.
  • the motor control device determines, according to the command information, that the motor needs to rotate with the maximum torque.
  • the situation that the motor needs to rotate with the maximum torque may be that the electric vehicle needs to accelerate rapidly, the electric vehicle needs to climb a hill, the electric vehicle needs to go through a pit, and the like. Therefore, when the driver or the autonomous driving AI controls the electric vehicle to perform operations such as rapid acceleration, climbing, or crossing a pit through the command information, the motor control device can determine that the motor needs to rotate at the maximum torque according to the corresponding command information.
  • the instruction collection module includes the accelerator pedal as an example.
  • the driver can input command information by stepping on the accelerator pedal quickly (or pressing the accelerator pedal hard).
  • the accelerator pedal sends the collected command information of the driver stepping on the accelerator pedal quickly to the motor control device, and the motor control device can analyze and determine the motor needs to rotate at the maximum torque according to the received command information.
  • the autonomous driving AI when the autonomous driving AI needs to control the electric vehicle to accelerate rapidly, the autonomous driving AI can generate corresponding command information to indicate the speed and torque required by the motor (for example, instructing the motor to rotate at the maximum torque), etc.
  • the autonomous driving AI sends the command information to the motor control device, and the motor control device can determine that the motor needs to rotate at the maximum torque according to the received command information.
  • the motor control device acquires the temperature of the motor drive system.
  • the temperature of the motor drive system may be the temperature of key components in the motor drive system, for example, may include the temperature of the motor in the motor drive system, the temperature of the driver, etc., which is not limited here.
  • the motor control apparatus may acquire the temperature of the motor drive system through a temperature acquisition module (eg, the temperature acquisition module 202 in the motor control system shown in FIG. 2 ). After the temperature collection module measures and collects the temperature of the motor drive system, it can send the collected temperature to the motor control device.
  • a temperature acquisition module eg, the temperature acquisition module 202 in the motor control system shown in FIG. 2 .
  • the temperature acquisition module may include a motor winding temperature sensor 401 arranged on the motor winding, a motor stator temperature sensor 402 arranged on the motor stator, and a driver power module arranged on the driver power module.
  • the temperature sensor 403 is a driver capacitor temperature sensor 404 disposed on the driver capacitor.
  • the motor control device may determine the temperature of the motor drive system according to the above-mentioned one or more temperature sensors in the temperature acquisition module.
  • the motor winding temperature sensor 401 in the temperature acquisition module can send the collected temperature of the motor winding to the motor control device, and the motor stator temperature sensor 402 can send the collected motor stator temperature to the motor control device, so that the motor control device can determine The current temperature of the motor is used as the temperature of the motor drive system.
  • the driver power module temperature sensor 403 in the temperature acquisition module can send the collected temperature of the driver power module to the motor control device, and the driver capacitance temperature sensor 404 can send the collected temperature of the driver capacitor to the motor control device, so as to The motor control device can determine the current temperature of the driver, and use the current temperature of the driver as the temperature of the motor drive system.
  • the motor control device may also determine the temperature of the motor drive system by receiving the temperatures of different components of the motor drive system sent by the above temperature sensors, which is not limited here.
  • the temperature acquisition module may further include a cooling liquid temperature sensor 405 disposed in the cooling device of the motor drive system, and the motor control device may determine the cooling liquid temperature according to the cooling liquid temperature collected by the cooling liquid temperature sensor 405 .
  • the current temperature so that the motor control can determine the temperature of the motor drive system in conjunction with the current temperature of the coolant.
  • the motor control device determines the thermal capacity margin of the motor drive system according to the temperature of the motor drive system and the motor thermal resistance network model.
  • the thermal capacity margin may be a parameter used to characterize the margin of the limit temperature of the motor drive system relative to the current temperature.
  • the motor thermal resistance network model has the function of predicting the thermal capacity margin according to the temperature of the motor drive system.
  • the thermal resistance network model commonly used in the motor drive system can be used, or the thermal resistance network model can be optimized according to actual needs (for example, using precision-optimized thermal resistance network model, etc.), no restrictions are imposed here.
  • the loss of each component of the motor drive system can be determined according to the information such as the voltage and current output by the driver, and the speed of the motor, and then the loss is input into the thermal resistance network model to calculate the difference between the current temperature and the limit temperature of the motor drive system. the gap to determine the thermal capacity margin, etc.
  • the losses of the components of the motor drive system may include: motor stator losses, motor rotor losses, and motor coil losses.
  • the calculation of the above losses may include: firstly, decomposing the voltage output by the driver. Then, using U d and U q obtained by decomposition, I d and I q are calculated. Therefore, according to I d and I q , the motor stator loss, motor rotor loss, and motor coil loss at time n are calculated.
  • the thermal capacity margin enables the motor control device to determine whether the current temperature of the motor drive system is close to the limit temperature, thereby facilitating subsequent determination of whether the motor drive system can rotate under the maximum load current.
  • the motor control device determines whether the current temperature of the motor drive system satisfies the condition that the motor rotates under the maximum load current according to the thermal capacity margin.
  • the current temperature of the motor drive system satisfies the condition that the motor rotates at the maximum load current, which may include that the thermal capacity margin is greater than the thermal capacity margin threshold. That is, when the thermal capacity margin is greater than the thermal capacity margin threshold, it means that the thermal capacity margin of the motor drive system is sufficient, the gap between the current temperature and the limit temperature is large, and the current temperature of the motor drive system satisfies the motor to rotate under the maximum load current. When the thermal capacity margin is less than the thermal capacity margin threshold, it means that the thermal capacity margin of the motor drive system is insufficient, the gap between the current temperature and the limit temperature is small, and the current temperature of the motor drive system does not meet the maximum load current of the motor. under the conditions of rotation.
  • the thermal capacity margin when the thermal capacity margin is equal to the thermal capacity margin threshold, it can be determined that the current temperature of the motor drive system satisfies the condition that the motor rotates under the maximum load current, or it can be determined that the current temperature of the motor drive system does not meet the requirements for the motor to rotate at the maximum load current.
  • the conditions of rotation under current those skilled in the art can set the situation when the thermal melt margin is equal to the thermal capacity margin threshold according to the actual design requirements, which is not limited here.
  • the thermal capacity margin threshold is a pre-configured parameter value used to measure whether the thermal capacity margin is sufficient.
  • the thermal capacity margin threshold can be set to a small value to ignore the loss caused by the temperature rise of the motor drive system, so that the motor can rotate at the maximum load current as much as possible under the control of the motor control device.
  • those skilled in the art may set the thermal capacity margin threshold to a larger value in consideration of the heat loss of the motor drive system, so that the motor rotates at the maximum load current with lower heat loss under the control of the motor control device.
  • the current temperature of the motor drive system satisfies the condition of the motor rotating under the maximum load current, and may also include whether the thermal capacity margin is zero, etc., which is not limited here.
  • the following S306 is performed. If the current temperature of the motor drive system does not satisfy the condition that the motor rotates under the maximum load current, the following S307 is performed.
  • the motor control device controls the driver to output the maximum load current (or controls the full margin output of the driver) to drive the motor to rotate.
  • the motor control device controls the driver to output the rated peak current (or controls the normal output of the driver) to drive the motor to rotate.
  • the maximum load current is the maximum current value of the direct current output by the driver when the motor is locked. That is to say, the power module (eg, switch tube) of the driver is the maximum current value that the current carrying capacity can withstand after the redundancy design is used to realize the short-term slope-on-slope (or called the motor on-slope) during half-slope start.
  • the maximum load current output by the driver can be either alternating current or direct current.
  • the maximum load current refers to the effective current value of the alternating current, thereby increasing the torque output by the motor.
  • the rated peak current is the effective current value of the AC power output by the driver under full torque and full power when the motor is working normally. That is, the effective current value of the AC power output by the driver when the motor is full torque when the motor does not use a redundant design to increase the current capacity to achieve a short-term stop on a half-slope start. Therefore, the maximum load current may be the AC current amplitude corresponding to the rated peak current.
  • FIG. 5 is a schematic flowchart of adjusting the current output of a driver according to an embodiment of the present application. As shown in FIG. 5 , the flowchart may include the following S501-S503:
  • the motor control device acquires the output working condition of the motor drive system.
  • the output condition of the motor drive system may be the rotational speed output by the motor drive system, that is, the speed at which the motor drive system drives the wheels to rotate.
  • the output condition of the motor drive system may also be the speed at which the motor drive system drives the electric vehicle (or the speed value output by the motor drive system), that is, the vehicle speed of the electric vehicle, etc., which is not limited here.
  • the motor drive system may acquire the output operating conditions of the motor drive system through the operating condition acquisition module.
  • the working condition collection module can send the collected output working conditions of the motor drive system to the motor control device.
  • the working condition collection module may include a speed sensor disposed on the electric vehicle, through which the speed sensor can measure and collect the rotational speed of the electric vehicle motor, and the speed sensor may send the collected rotational speed of the electric vehicle motor to the motor control device, so that the motor can be controlled.
  • the control device can subsequently determine whether the current output of the driver needs to be adjusted according to the output condition of the motor drive system.
  • the motor control device determines whether the output condition of the motor drive system is equal to the target output condition corresponding to the instruction information (or whether the target output condition is reached).
  • the target output condition corresponding to the command information refers to the output condition corresponding to the rotational speed and torque that the command information indicates the motor drive system needs to output, that is, the command information indicates the output condition that the motor drive system needs to achieve.
  • the instruction information may be an instruction input by a driver or an autonomous driving AI to instruct the electric vehicle to perform rapid acceleration.
  • the command information can include the rotational speed and torque to be output by the motor drive system. Since the rotational speed output by the motor drive system corresponds to the speed of the electric vehicle, the motor control device can obtain the speed that the electric vehicle needs to reach according to the rotational speed in the received command information. , that is, the target speed of the electric vehicle corresponding to the command information (the target speed is the above-mentioned target output condition).
  • the motor control device controls the driver to output the rated peak current.
  • S503 is the same as S307 in the method shown in FIG. 3 , and details are not described here.
  • FIG. 6 is another schematic flowchart of adjusting the current output of a driver provided by an embodiment of the present application. As shown in FIG. 6 , the flowchart may include the following S601-S603:
  • the motor control device determines, according to the temperature of the motor drive system, the obtained command information, and the temperature prediction model, the duration that the motor can rotate under the driving of the driver outputting the maximum load current.
  • the temperature of the motor drive system may be the temperature obtained in S303 in the method shown in FIG. 3 . It may also be the temperature re-acquired using the same steps as S303, which is not limited here.
  • the instruction information may be the instruction information obtained in S301 in the method shown in FIG. 3 , which will not be repeated here.
  • the temperature prediction model has the function of predicting the sustainable duration of the motor to rotate under the driving of the maximum load current output by the driver according to the temperature and command information of the motor drive system.
  • the temperature prediction model may include: the motor control device determines, according to the instruction information, that the driver needs to output a maximum load current, and calculates the loss of the motor drive system according to the maximum load current (the loss of each component of the motor drive system may be calculated separately, for example, , can be calculated by the method of calculating the loss of the motor drive system when determining the thermal capacity margin as described above).
  • the losses can be input into the thermal resistance network model to calculate the current temperature of each part of the motor drive system, and the length of time for each part of the motor drive system to reach the limit temperature under the maximum load current, which is the time length of the motor drive system from the current The time when the temperature (that is, the temperature of the obtained motor drive system) rises to the limit temperature under the maximum load current (that is, the above-mentioned sustainable time).
  • the motor control device determines whether the rotation duration of the motor since the driver outputs the maximum load current is equal to the sustainable duration (or whether it reaches the sustainable duration).
  • the motor control device controls the driver to output the rated peak current.
  • S603 is the same as S307 in the method shown in FIG. 3 , and details are not described here.
  • the process may return to S602 until the rotation duration is equal to the sustainable duration.
  • the process of adjusting the current output of the driver shown in FIG. 5 and the process of adjusting the current output of the driver shown in FIG. 6 may be implemented together. At this time, if the output condition of the motor drive system is equal to the target output condition, or the rotation duration of the motor is equal to the sustainable duration, and either of the two is satisfied, the motor control device will control the drive to output the rated peak current.
  • the motor control device can determine whether the thermal capacity margin of the motor drive system is sufficient (or whether it is greater than the thermal capacity margin threshold), and if not, it controls the driver to output the rated peak current ( Or conventional output), if so, judge whether the output condition of the motor drive system (eg, the speed of the electric vehicle) is equal to (or reach) the target output condition (eg, the target speed of the electric vehicle indicated by the command information), if so Then control the drive to output the rated peak current, if otherwise, judge whether the motor rotation time is equal to (or reach) the sustainable time (or the maximum time), if so, control the drive to output the rated peak current, otherwise control the drive to output the maximum load current ( Or full headroom output).
  • the motor control device controls the full-margin output of the driver, the above three judgment processes can be continuously executed in a loop until the motor control device controls the normal output of the driver.
  • the motor control device can control the driver to output a larger current when the motor drive system needs to drive the driven component (such as the wheel of an electric vehicle) to output a larger power (or in other words, the driver can exert its redundant design).
  • the increased current capacity so that the torque output by the motor is higher than the torque output by the motor under normal conditions of full torque and full power rotation, thereby improving the output power of the motor drive system to drive the driven parts and improving the driven parts. Rapid acceleration performance.
  • the embodiments of the present application further provide a motor control device.
  • the device can be applied to the motor control system shown in FIG. 2 to implement the methods in the foregoing embodiments.
  • the functions of the apparatus may be implemented by hardware, or by executing corresponding software by hardware.
  • the hardware or software includes one or more modules corresponding to the above functions.
  • FIG. 8 shows a schematic structural diagram of a motor control device. As shown in FIG. 8 , the device includes an instruction parsing module 801 , a temperature prediction module 802 , an output control module 803 , and the like.
  • the instruction parsing module 801 can be used to determine that the motor needs to rotate with the maximum torque
  • the output control module 803 is configured to control the driver to output a first current to drive the motor to rotate, wherein the first current is greater than the rated peak current of the driver and less than or equal to the maximum load current of the driver.
  • the apparatus further includes: a temperature prediction module 802, configured to obtain a thermal capacity margin of the motor drive system, where the thermal capacity margin is used to characterize the margin of the limit temperature of the motor drive system relative to the current temperature
  • the output control module 803 is also used to determine whether the current temperature of the motor drive system satisfies the condition for the motor to rotate under the first current according to the thermal capacity margin; the output control module 803 is specifically used to satisfy the current temperature of the motor drive system When the motor rotates under the first current, the driver is controlled to output the first current.
  • the output control module 803 is further configured to control the driver to output a rated peak current to drive the motor to rotate when the current temperature of the motor drive system does not meet the condition that the motor rotates under the first current.
  • the temperature prediction module 802 is specifically configured to obtain the temperature of the motor drive system; determine the thermal capacity margin according to the temperature of the motor drive system and the motor thermal resistance network model, and the motor thermal resistance network model has the basis of A function of the temperature prediction thermal capacity margin of the motor drive system.
  • the motor control system further includes a temperature collection module (eg, the temperature collection module 202 in the motor control system shown in FIG. 2 ); the temperature prediction module 802 is specifically configured to receive data collected from the temperature collection module temperature of the motor drive system.
  • a temperature collection module eg, the temperature collection module 202 in the motor control system shown in FIG. 2
  • the temperature prediction module 802 is specifically configured to receive data collected from the temperature collection module temperature of the motor drive system.
  • the current temperature of the motor drive system satisfies the condition for the motor to rotate at the first current; if the thermal capacity margin is less than the thermal capacity margin the threshold value, the current temperature of the motor drive system does not satisfy the condition for the motor to rotate under the first current.
  • the instruction parsing module 801 is specifically configured to acquire instruction information, where the instruction information is used to indicate the rotational speed and torque output by the motor drive system; according to the instruction information, it is determined that the motor needs to rotate at the maximum torque.
  • the motor control system further includes an instruction acquisition module (for example, the instruction acquisition module 201 in the motor control system shown in FIG. 2 ); the instruction parsing module 801 is specifically configured to receive data collected from the instruction acquisition module instruction information.
  • an instruction acquisition module for example, the instruction acquisition module 201 in the motor control system shown in FIG. 2
  • the instruction parsing module 801 is specifically configured to receive data collected from the instruction acquisition module instruction information.
  • the output control module 803 is further configured to obtain the output condition of the motor drive system; the output condition includes the speed value output by the motor drive system; if the output condition of the motor drive system is equal to the command information Corresponding target output conditions, the driver is controlled to output rated peak current; the target output conditions include the target speed value output by the motor drive system corresponding to the command information.
  • the motor control system further includes a working condition acquisition module (eg, the working condition acquisition module 203 in the motor control system shown in FIG. 2 ); the output control module 803 is specifically configured to receive data from the working condition The output condition of the motor drive system collected by the acquisition module.
  • a working condition acquisition module eg, the working condition acquisition module 203 in the motor control system shown in FIG. 2
  • the output control module 803 is specifically configured to receive data from the working condition The output condition of the motor drive system collected by the acquisition module.
  • the output control module 803 is further configured to determine, according to the temperature of the motor drive system, the command information and the temperature prediction model, the duration that the motor can rotate under the driving of the first current output by the driver, and the temperature
  • the prediction model has the function of predicting the sustainable duration according to the temperature of the motor and the command information; if the rotation duration of the motor from the driver outputting the first current is equal to the sustainable duration, the driver is controlled to output the rated peak current.
  • units in the above apparatus is only a division of logical functions, and may be fully or partially integrated into a physical entity in actual implementation, or may be physically separated.
  • all the units in the device can be implemented in the form of software calling through the processing element; also all can be implemented in the form of hardware; some units can also be implemented in the form of software calling through the processing element, and some units can be implemented in the form of hardware.
  • each unit can be a separately established processing element, or can be integrated in a certain chip of the device to be implemented, and can also be stored in the memory in the form of a program, which can be called by a certain processing element of the device and execute the unit's processing. Function.
  • all or part of these units can be integrated together, and can also be implemented independently.
  • the processing element described here may also be called a processor, which may be an integrated circuit with signal processing capability.
  • each step of the above method or each of the above units may be implemented by an integrated logic circuit of hardware in the processor element or implemented in the form of software being invoked by the processing element.
  • the units in the above apparatus may be one or more integrated circuits configured to implement the above method, such as: one or more ASICs, or, one or more DSPs, or, one or more FPGAs, or a combination of at least two of these integrated circuit forms.
  • the processing element can be a general-purpose processor, such as a CPU or other processor that can invoke a program.
  • these units can be integrated together and implemented in the form of a system-on-a-chip (SOC).
  • the unit of the above apparatus for implementing each corresponding step in the above method may be implemented in the form of a processing element scheduler.
  • the apparatus may include a processing element and a storage element, and the processing element invokes a program stored in the storage element to execute the method described in the above method embodiments.
  • the storage element may be a storage element on the same chip as the processing element, ie, an on-chip storage element.
  • the program for performing the above method may be in a storage element on a different chip from the processing element, ie, an off-chip storage element.
  • the processing element calls or loads the program from the off-chip storage element to the on-chip storage element, so as to call and execute the methods described in the above method embodiments.
  • an embodiment of the present application may further provide an apparatus, such as the motor control apparatus 200 in the motor control system shown in FIG. 2 , which may include a processor, a memory for storing executable instructions of the processor.
  • the control device implements the motor driving method described in the foregoing embodiments.
  • the memory may be located within the motor control device or external to the motor control device.
  • the processor includes one or more.
  • the unit of the apparatus for implementing each step in the above method may be configured as one or more processing elements, and these processing elements may be provided on the motor control apparatus corresponding to the above, and the processing elements here may be integrated Circuits, such as: one or more ASICs, or, one or more DSPs, or, one or more FPGAs, or a combination of these types of integrated circuits. These integrated circuits can be integrated together to form chips.
  • an embodiment of the present application further provides a chip, which can be applied to the above-mentioned motor control device.
  • the chip includes one or more interface circuits and one or more processors; the interface circuit and the processor are interconnected by lines; the processor receives and executes computer instructions from the memory of the motor control device through the interface circuit, so as to realize the above method embodiments. method described.
  • the disclosed apparatus and method may be implemented in other manners.
  • the device embodiments described above are only illustrative.
  • the division of the modules or units is only a logical function division. In actual implementation, there may be other division methods.
  • multiple units or components may be Incorporation may either be integrated into another device, or some features may be omitted, or not implemented.
  • the shown or discussed mutual coupling or direct coupling or communication connection may be through some interfaces, indirect coupling or communication connection of devices or units, and may be in electrical, mechanical or other forms.
  • the units described as separate components may or may not be physically separated, and components shown as units may be one physical unit or multiple physical units, that is, they may be located in one place, or may be distributed to multiple different places . Some or all of the units may be selected according to actual needs to achieve the purpose of the solution in this embodiment.
  • each functional unit in each embodiment of the present application may be integrated into one processing unit, or each unit may exist physically alone, or two or more units may be integrated into one unit.
  • the above-mentioned integrated units may be implemented in the form of hardware, or may be implemented in the form of software functional units.
  • Embodiments of the present application further provide a vehicle, which may include a motor control device (eg, the motor control device 200 in the motor control system shown in FIG. 2 ).
  • a motor control device eg, the motor control device 200 in the motor control system shown in FIG. 2 .
  • the methods described in the above method embodiments can be executed by the motor control device to achieve corresponding functions or effects.

Landscapes

  • Engineering & Computer Science (AREA)
  • Power Engineering (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Control Of Electric Motors In General (AREA)

Abstract

本申请实施例公开了一种电机驱动方法、装置及系统，涉及芯片领域。该方案可以包括在电机控制装置确定电机需要以最大转矩转动的情况下，电机控制装置控制驱动器输出第一电流，以驱动电机转动。其中，第一电流大于驱动器的额定峰值电流且小于或等于驱动器的最大负荷电流。通过该方法能够解决对于大部分客户和应用场景，电机驱动器的开关管的冗余设计所增加的通流能力无法得到充分利用，造成成本浪费的问题。

Description

一种电机驱动方法、装置及系统 技术领域
本申请涉及芯片技术领域，尤其涉及一种电机驱动方法、装置及系统。
背景技术
电动汽车的电机驱动器一般采用3相全桥拓扑，输出三相交流电以驱动电机工作。电机正常工作(如，电机满功率转动)时电机驱动器的6个开关管会按照一定顺序交替工作，共同输出电机所需的电流。
为了提供较好的半坡起步能力，电动汽车的电机在零转速的工作状态时需要提供大输出转矩。因此，在该工作状态下电机驱动器的6个开关管不再交替工作，而是通过电机驱动器的某个或某几个开关管持续向电机输出与交流电幅值相等的直流电。该情况下，输出直流电的开关管由于电流值与正常工作时交流电的幅值相等，因此该直流电的电流值大于上述交流电的电流值(或者称为有效电流值)，其承受的电流负荷显著高于电机满功率转动等其他正常工作工况下所承受的电流负荷，可能导致该开关管寿命下降甚至被烧毁。
为了应对电机零转速时电机驱动器的开关管的电流负荷，开关管的电流特性须采取冗余设计以加大通流能力。通过冗余设计增加开关管的通流能力，通常会增加开关管的成本，但是该冗余设计所增加的通流能力的应用概率却较低(通常仅在半坡起步等特定场景时被使用)。因此，对于大部分客户和应用场景，电机驱动器的开关管的冗余设计所增加的通流能力无法得到充分利用，造成成本浪费。
发明内容
本申请实施例提供一种电机驱动方法、装置及系统，以解决对于大部分客户和应用场景，电机驱动器的开关管的冗余设计所增加的通流能力无法得到充分利用，造成成本浪费的问题。
为了达到上述目的，本申请实施例采用如下技术方案：
第一方面，本申请实施例提供一种电机驱动方法，该方法可应用于电机控制系统的电机控制装置，电机控制装置可用于控制电机驱动系统中电机的驱动器，该方法包括：在电机控制装置确定电机需要以最大转矩转动的情况下，电机控制装置控制驱动器输出第一电流，以驱动电机转动。其中，第一电流大于驱动器的额定峰值电流(额定峰值电流是指电机满转矩满功率正常转动时驱动器输出的交流电的有效电流值)，且小于或等于驱动器的最大负荷电流(最大负荷电流是指电机堵转状态下驱动器输出的直流电的电流值)。
采用上述技术方案，在用户(如驾驶员)需要控制电机以最大转矩转动时，电机控制装置能够控制驱动器输出比电机正常满转矩转动时更大的电流。(或者说使驱动器发挥其冗余设计所增加的通流能力)以使电机输出的转矩比电机正常情况下满转矩满功率转动输出的转矩更高，从而提高电机驱动系统驱动被驱动件输出的动力，提升 被驱动件的急加速性能。
在一种可能的实现方式中，在电机控制装置控制驱动器输出第一电流，以驱动电机转动之前，该方法还包括：电机控制装置获取电机驱动系统的热容裕量，其中，该热容裕量可用于表征电机驱动系统的极限温度相对于当前温度的裕量。电机控制装置根据热容裕量确定电机驱动系统的当前温度是否满足电机在第一电流下转动的条件；相应地，电机控制装置控制驱动器输出第一电流，可包括：电机控制装置在电机驱动系统的当前温度满足电机在第一电流下转动的条件时，控制驱动器输出第一电流。这样，电机控制装置可以只在保证电机发热安全的情况下控制驱动器驱动电机输出更大的转矩，从而避免电机因温度过高而损坏，提高电机控制装置通过驱动器控制电机的可靠性。
在另一种可能的实现方式中，在电机控制装置根据热容裕量确定电机驱动系统的当前温度是否满足电机在第一电流下转动的条件之后，该方法还包括：电机控制装置在电机驱动系统的当前温度不满足电机在第一电流下转动的条件时，控制驱动器输出额定峰值电流，以驱动电机转动。这样，当电机控制装置为了避免电机因温度过高而损坏而不控制驱动器以第一电流输出时，电机控制装置可以在保证电机发热安全的情况下控制驱动器输出额定峰值电流，从而尽可能的使电机输出较大转矩，满足用户需要电机输出较大转矩的需求。
在另一种可能的实现方式中，电机控制装置获取电机驱动系统的热容裕量，包括：电机控制装置获取电机驱动系统的温度；电机控制装置根据电机驱动系统的温度以及电机热阻网络模型确定热容裕量，其中电机热阻网络模型具备根据电机驱动系统的温度预测热容裕量的功能。这样，电机控制装置能够利用电机热阻网络模型相对准确的根据电机驱动系统当前温度预测热容裕量，从而提高电机控制装置根据热容裕量判断电机是否满足在第一电流下转动的条件的准确性。
在另一种可能的实现方式中，电机控制系统还包括温度采集模块；相应地，电机控制装置获取电机驱动系统的温度，包括：电机控制装置接收来自温度采集模块采集的电机驱动系统的温度。这样，电机控制装置能够利用温度采集模块快速便捷的获取电机驱动系统的温度，便于实现。
在另一种可能的实现方式中，若热容裕量大于热容裕量阈值，则电机驱动系统的当前温度满足电机在第一电流下转动的条件；若热容裕量小于热容裕量阈值，则电机驱动系统的当前温度不满足电机在第一电流下转动的条件。
在另一种可能的实现方式中，电机控制装置确定电机需要以最大转矩转动，包括：电机控制装置获取指令信息，其中指令信息用于指示电机驱动系统输出的转速和转矩；电机控制装置根据指令信息确定电机需要以最大转矩转动。其中，指令信息可以是驾驶员输入的指令信息(或者称为驾驶指令)，也可以是自动驾驶人工智能生成的指令信息(或者说控制指令)，或者经由VCU间接传递的指令等。
在另一种可能的实现方式中，电机控制系统还包括指令采集模块；相应地，电机控制装置获取指令信息，包括：电机控制装置接收来自指令采集模块采集的指令信息。这样，电机控制装置能够利用指令采集模块快速便捷的获取指令信息，便于实现。
在另一种可能的实现方式中，在电机控制装置控制驱动器输出第一电流之后，该 方法还包括：电机控制装置获取电机驱动系统的输出工况；该输出工况可以包括电机驱动系统输出的速度值；若电机驱动系统的输出工况等于指令信息对应的目标输出工况，则电机控制装置控制驱动器输出额定峰值电流；目标输出工况包括指令信息对应的电机驱动系统输出的目标速度值。这样，电机控制装置能够在电机驱动系统的输出工况达到目标后，控制驱动器按照常规的额定峰值电流进行输出，从而避免驱动器长时间输出第一电流而寿命损耗较大。
在另一种可能的实现方式中，电机控制系统还包括工况采集模块；相应地，电机控制装置获取电机驱动系统的输出工况，包括：电机控制装置接收来自工况采集模块采集的电机驱动系统的输出工况。这样，电机控制装置能够利用工况采集模块快速便捷的获取电机驱动系统的输出工况，便于实现。
在另一种可能的实现方式中，在电机控制装置控制驱动器输出第一电流之后，该方法还包括：电机控制装置根据电机驱动系统的温度、指令信息以及温度预测模型，确定电机在驱动器输出第一电流的驱动下转动的可持续时长，其中温度预测模型具备根据电机的温度以及指令信息预测可持续时长的功能；若电机从驱动器输出第一电流开始的转动时长等于可持续时长，则电机控制装置控制驱动器输出额定峰值电流。这样，能够避免电机控制装置长时间控制驱动器输出第一电流以驱动电机转动，导致电机升温过高而损坏的问题，提高电机控制装置通过控制驱动器以驱动电机的过程的可靠性。
第二方面，本申请实施例提供一种电机控制装置，该装置可以应用于电机控制系统，以控制电机驱动系统中电机的驱动器。可用于实现上述第一方面中的方法。该装置的功能可以通过硬件实现，也可以通过硬件执行相应的软件实现。硬件或软件包括一个或多个与上述功能相对应的模块，例如，指令解析模块、温度预测模块和输出控制模块等。
其中，指令解析模块，可以用于确定电机需要以最大转矩转动；
输出控制模块，用于控制驱动器输出第一电流，以驱动电机转动，其中，第一电流大于驱动器的额定峰值电流且小于或等于驱动器的最大负荷电流。
在一种可能的实现方式中，该装置还包括：温度预测模块，用于获取电机驱动系统的热容裕量，热容裕量用于表征电机驱动系统的极限温度相对于当前温度的裕量；输出控制模块，还用于根据热容裕量确定电机驱动系统的当前温度是否满足电机在第一电流下转动的条件；输出控制模块，具体用于在电机驱动系统的当前温度满足电机在第一电流下转动的条件时，控制驱动器输出第一电流。
在另一种可能的实现方式中，输出控制模块，还用于在电机驱动系统的当前温度不满足电机在第一电流下转动的条件时，控制驱动器输出额定峰值电流，以驱动电机转动。
在另一种可能的实现方式中，温度预测模块，具体用于获取电机驱动系统的温度；根据电机驱动系统的温度以及电机热阻网络模型确定热容裕量，电机热阻网络模型具备根据电机驱动系统的温度预测热容裕量的功能。
在另一种可能的实现方式中，电机控制系统还包括温度采集模块；温度预测模块，具体用于接收来自温度采集模块采集的电机驱动系统的温度。
在另一种可能的实现方式中，若热容裕量大于热容裕量阈值，则电机驱动系统的当前温度满足电机在第一电流下转动的条件；若热容裕量小于热容裕量阈值，则电机驱动系统的当前温度不满足电机在第一电流下转动的条件。
在另一种可能的实现方式中，指令解析模块，具体用于获取指令信息，指令信息用于指示电机驱动系统输出的转速和转矩；根据指令信息确定电机需要以最大转矩转动。
在另一种可能的实现方式中，电机控制系统还包括指令采集模块；
指令解析模块，具体用于接收来自指令采集模块采集的指令信息。
在另一种可能的实现方式中，输出控制模块，还用于获取电机驱动系统的输出工况；输出工况包括电机驱动系统输出的速度值；若电机驱动系统的输出工况等于指令信息对应的目标输出工况，则控制驱动器输出额定峰值电流；目标输出工况包括指令信息对应的电机驱动系统输出的目标速度值。
在另一种可能的实现方式中，电机控制系统还包括工况采集模块；
输出控制模块，具体用于接收来自工况采集模块采集的电机驱动系统的输出工况。
在另一种可能的实现方式中，输出控制模块，还用于根据电机驱动系统的温度、指令信息以及温度预测模型，确定电机在驱动器输出第一电流的驱动下转动的可持续时长，温度预测模型具备根据电机的温度以及指令信息预测可持续时长的功能；若电机从驱动器输出第一电流开始的转动时长等于可持续时长，则控制驱动器输出额定峰值电流。
第三方面，本申请实施例提供一种电机控制系统，包括电机控制装置。该电机控制装置用于实现如第一方面或第一方面的可能实现方式中任一项所述的电机驱动方法。
第四方面，本申请实施例提供一种车辆，包括如第二方面或第二方面的可能实现方式中任一项所述的电机控制装置。
应当理解的是，上述第二方面至第四方面的有益效果可以参见上述第一方面中的相关描述，在此不再赘述。
附图说明
图1为相关技术中提供的一种半坡起步的方法的流程示意图；
图2为本申请实施例提供的一种电机控制系统的组成示意图；
图3为本申请实施例提供的一种电机驱动方法的流程示意图；
图4为本申请实施例提供的一种温度采集模块的组成示意图；
图5为本申请实施例提供的一种调整驱动器的电流输出的流程示意图；
图6为本申请实施例提供的又一种调整驱动器的电流输出的流程示意图；
图7为本申请实施例提供的另一种电机驱动方法的流程示意图；
图8为本申请实施例提供的一种电机控制装置的结构示意图。
具体实施方式
电动汽车是一种采用电力作为能源，利用电机驱动系统来驱动车轮转动以进行行驶的车辆。其中，电机驱动系统通常可以包括电机、驱动器(或者称为电机驱动器)以及减速器等部件。一般电动汽车可以通过微控制器(microcontroller unit，MCU)，对电机驱动系统的驱动器进行控制以驱动电机工作。如，微控制器可以根据整车控制 器(vehicle control unit，VCU)发送的驾驶指令(如，用于指示电机输出转矩的转矩指令)，向驱动器发送对应的控制指令，控制驱动器输出与控制指令对应的电压和/或电流，以驱动电机输出相应的转矩和转速，从而使电机驱动系统驱动车轮输出动力。
其中，驱动器可以采用三相全桥拓扑或多相(>3)拓扑，通过输出三相或多相交流电以驱动电机工作。驱动器的每个相可以通过对应的两个开关管控制。
以驱动器采用三相拓扑为例，当电动汽车正常行驶，即电机正常转动时，驱动器的六个开关管可以按照一定顺序交替工作，从而共同输出电机所需的电流。其中，驱动器输出的交流电等于其额定峰值电流时，可以驱动电机以满转矩满功率转动。
当电动汽车需要半坡起步，但电机驱动系统驱动车轮输出的动力还不足以平衡电动汽车的下滑力时，电动汽车很容易出现溜坡的现象。因此，微控制器在检测到电动汽车处于半坡起步状态时，可以控制驱动器输出最大电流以驱动电机输出较大的扭矩，从而使电机驱动系统驱动车轮输出较大动力以平衡电动汽车所受下滑力，以实现电动汽车半坡起步过程中的短暂驻坡。在电动汽车短暂驻坡时，再通过微控制器对电机驱动系统进行控制以实现起步，便可避免电动汽车在半坡起步过程中出现溜坡现象。示例地，电动汽车在半坡起步的过程中，相关技术的微控制器可以采用如图1所示的方法对电机驱动系统进行控制。如图1所示，该方法可以包括以下S101-S107。
在电动汽车处于可行驶状态，且驻坡状态为驱动电机驻坡(即上述短暂驻坡)的情况下：
S101、MCU接收来自VCU的转矩指令。
S102、MCU判断转矩指令指示的电机转矩是否大于电机当前输出的转矩(即电机驻坡的转矩)。
若是，则执行S103、MCU执行转矩指令，控制驱动器输出相应的电流和/或电压以驱动电机输出相应转矩。
在电动汽车处于可行驶状态，且驻坡状态为电子驻车系统(electrical park brake，EPB)驻坡(即EPB处于夹紧状态)的情况下：
S104、MCU接收来自VCU的转矩指令。
S105、MCU执行转矩指令，控制驱动器输出相应的电流和/或电压以驱动电机输出相应转矩。
S106、EPB获取MCU执行转矩指令对应的电机转矩，并判断该电机转矩是否大于EPB夹紧时对应的电机转矩。
若是，则执行S107、EPB解除驻坡，即EPB解锁(或者说解除夹紧状态)。
在电动汽车短暂驻坡时，电机为堵转状态(即电机输出相应的转矩但不转动)，因此，驱动器的开关管不再交替工作，而是持续输出最大电流值与电机正常工作时的交流电幅值相等的直流电。由于该直流电的最大电流值与上述交流电的幅值相等，因此，该直流电的电流值大于上述交流电的有效电流值，即驱动器的开关管在电动汽车短暂驻坡时所承受的电流负荷高于电动汽车正常行驶时其所承受的电流负荷。因此，在驱动器设置时，对驱动器的各开关管的电流特性须采取冗余设计，以加大各开关管的通流能力，使开关管能满足电动汽车短暂驻坡时所需承受的电流负荷。但是，在实际应用时，驱动器的开关管通过冗余设计加大的通流能力仅应用于半坡起步的过程中， 使用频率(或者说概率)较低，在其他场景中开关管的性能得不到充分利用，并且开关管的冗余设计也会增加开关管的成本，造成成本浪费。
为解决上述问题，本申请实施例提供一种电机驱动方法，该电机驱动方法可以应用于电机控制系统的电机控制装置中。电机控制装置，能够根据电机驱动系统中电机需要的转矩控制电机的驱动器向电机输出相应的电流和/或电压，以驱动电机输出相应的转矩。其中，电机驱动系统可以是电动汽车的动力总成，以对电动汽车的车轮进行驱动。电机驱动系统还可以用于驱动其他被驱动件，此处不做限制。
该方法可以在电机驱动系统需要驱动被驱动件输出较大动力的场景中，通过电机控制装置来控制电机驱动系统中电机的驱动器输出更大的电流，以驱动电机输出最大转矩进行转动，从而满足被驱动件的急加速等需求。该方法可以包括：电机控制装置确定电机需要以最大转矩转动的情况下，电机控制装置控制驱动器输出第一电流，以驱动电机转动。其中，该第一电流的电流大小大于驱动器的额定峰值电流(该额定峰值电流是上述的电机以满转矩满功率正常转动时驱动器输出的交流电的有效电流值)，且第一电流的电流值小于或等于驱动器的最大负荷电流(该最大负荷电流是上述的电机堵转状态下驱动器输出的直流电的电流值)。
如此，电机控制装置能够在电机驱动系统需要驱动被驱动件输出较大动力时，控制驱动器输出更大的电流(或者说使驱动器发挥其冗余设计所增加的通流能力)以使电机输出的转矩比电机正常情况下满转矩满功率转动输出的转矩更高，从而提高电机驱动系统驱动被驱动件输出的动力，提升被驱动件的急加速性能。
电机控制系统还可以包括用于采集电机驱动系统的状态信息的模块或单元等，此处不做限制。示例地，图2为本申请实施例示出的一种电机控制系统的组成示意图。如图2所示，该电机控制系统可以包括电机控制装置200，以及分别与电机控制装置200通信连接的指令采集模块201(或者说驾驶指令采集模块)、温度采集模块202和工况采集模块203。指令采集模块201可用于对驾驶员的驾驶指令进行采集。温度采集模块202可用于对电机驱动系统的温度进行测量采集。工况采集模块203可用于对电机驱动系统输出的工况进行测量采集。其中，电机控制装置可以与电机驱动系统中电机的驱动器通信连接，以便电机控制装置控制驱动器输出相应的电流和/或电压。
需要说明的是，在本申请实施例中，电机控制装置可以采用硬件，也可以采用软件结合硬件的形式实现，此处不做限制。例如，电机控制装置可以是前述的MCU、集成在VCU中的单元或模块、域控制器等。
以下将结合附图，以电机驱动系统为电动汽车的动力总成，电动驱动系统需要驱动车轮输出最大动力以实现电动汽车急加速，第一电流等于驱动器的最大负荷电流为例。对本申请实施例提供的一种电机驱动方法的具体实现方式进行介绍，该方法可以应用于图2所示的电机控制系统的电机控制装置200。
图3为本申请实施例提供的一种电机驱动方法的流程示意图。如图3所示，该电机驱动方法可以包括以下S301-S307。
S301、电机控制装置获取指令信息。
其中，指令信息可以是用于指示电机驱动系统需输出的转速和转矩的信息。
需要说明的是，指令信息可以是指令采集模块采集到的驾驶员输入的指令信息(或 者称为驾驶指令)，也可以是自动驾驶人工智能(Artificial Intelligence，AI)生成的指令信息(或者说控制指令)，或者经由VCU间接传递的指令等，此处不做限制。
在一些可能的实施方式中，电机控制装置可以通过指令采集模块(如，图2所示电机控制系统中的指令采集模块201)获取指令信息。指令采集模块在接收采集到的指令信息后，可以向电机控制装置发送采集到指令信息。
示例地，指令采集模块可以包括加速踏板(或者称为电门，相当于燃油汽车的油门)。驾驶员可以通过踩踏加速踏板来输入驾驶指令。例如，驾驶员可以通过对加速踏板以不同的深度进行踩踏，来输入用于指示电机驱动系统的电机转速的大小的驾驶指令。或者，驾驶员还可以通过对加速踏板快速踩踏，来输入用于指示电机驱动系统的电机输出大转矩的驾驶指令等，此处不做限制。加速踏板在接收到驾驶员输入的驾驶指令后，可以向电机控制装置发送相应的驾驶指令(即指令信息)，以使电机控制装置可以对指令信息进行分析，从而判断是否需要控制驱动器以驱动电机输出最大转矩。可选地，指令采集模块还可以包括刹车踏板、转向器等，此处不做限制。
在另一些可能的实施方式中，电机控制装置还可以接收指令信息。例如，自动驾驶AI生成指令信息发送给电机控制装置，以使电机控制装置可以对指令信息进行分析，从而判断是否需要控制驱动器以驱动电机输出最大转矩。
S302、电机控制装置根据指令信息确定电机需要以最大转矩转动。
其中，电机需要以最大转矩转动的情况可以是电动汽车需要急加速、电动汽车需要爬坡、电动汽车需要过坑等。因此，当驾驶员或自动驾驶AI通过指令信息控制电动汽车进行急加速、爬坡或者过坑等操作时，电机控制装置可以根据相应的指令信息确定电机需要以最大转矩转动。
例如，以电机控制装置通过指令采集模块获取指令信息，且指令采集模块包括加速踏板为例。当驾驶员需要控制电动汽车进行急加速时，驾驶员可以通过快速踩踏加速踏板(或者说猛踩加速踏板)以输入指令信息。加速踏板将采集到的驾驶员快速踩踏加速踏板的指令信息发送给电机控制装置，电机控制装置便可以根据接收到的指令信息分析确定电机需要以最大转矩转动。
又例如，自动驾驶AI需要控制电动汽车进行急加速时，自动驾驶AI可以生成相应的指令信息来指示电机所需的转速和转矩(如，指示电机以最大转矩转动)等。自动驾驶AI将该指令信息发送给电机控制装置，电机控制装置便可以根据接收到的指令信息确定电机需要以最大转矩转动。
S303、电机控制装置获取电机驱动系统的温度。
其中，电机驱动系统的温度可以是电机驱动系统中关键部件的温度，例如，可以包括电机驱动系统中电机的温度，驱动器的温度等，此处不做限制。
在一些可能的实施方式中，电机控制装置可以通过温度采集模块(如，图2所示电机控制系统中的温度采集模块202)来获取电机驱动系统的温度。温度采集模块在测量采集到电机驱动系统的温度之后，可以向电机控制装置发送采集到的温度。
示例地，如图4所示，温度采集模块可以包括设置于电机绕组上的电机绕组温度传感器401，设置于电机定子上的电机定子温度传感器402，设置于驱动器功率模组上的驱动器功率模组温度传感器403，设置于驱动器电容上的驱动器电容温度传感器404。 可选地，电机控制装置可以根据温度采集模块中上述的一个或多个温度传感器来确定电机驱动系统的温度。例如，温度采集模块中的电机绕组温度传感器401可以向电机控制装置发送采集的电机绕组的温度，以及电机定子温度传感器402可以向电机控制装置发送采集的电机定子温度，以使电机控制装置可以确定电机的当前温度，以此电机的当前温度作为电机驱动系统的温度。又例如，温度采集模块中的驱动器功率模组温度传感器403可以向电机控制装置发送采集的驱动器功率模组的温度，以及驱动器电容温度传感器404可以向电机控制装置发送采集的驱动器电容的温度，以使电机控制装置可以确定驱动器的当前温度，以此驱动器的当前温度作为电机驱动系统的温度。又例如，电机控制装置还可以通过接收上述各温度传感器发送的电机驱动系统不同部件的温度，来确定电机驱动系统的温度，此处不做限制。
可选地，如图4所示，温度采集模块还可以包括设置于电机驱动系统的冷却装置的冷却液温度传感器405，电机控制装置可以根据冷却液温度传感器405采集的冷却液温度确定冷却液的当前温度，以使电机控制装置可结合冷却液的当前温度来确定电机驱动系统的温度。
S304、电机控制装置根据电机驱动系统的温度以及电机热阻网络模型确定电机驱动系统的热容裕量。
其中，热容裕量可以是用来表征电机驱动系统的极限温度相对于当前温度的裕量的参数。电机热阻网络模型具备根据电机驱动系统的温度预测热容裕量的功能，如可采用电机驱动系统常用的热阻网络模型，也可根据实际需求对热阻网络模型进行优化使用(如，采用精度优化的热阻网络模型等)，此处不做限制。示例地，可以根据驱动器输出的电压、电流以及电机的转速等信息确定出电机驱动系统各组成部件的损耗，然后将损耗输入到热阻网络模型，从而计算出电机驱动系统当前温度和极限温度间的差距，从而确定热容裕量等。
示例地，电机驱动系统各组成部件的损耗可以包括：电机定子损耗、电机转子损耗、电机线圈损耗。以上损耗的计算可以包括：首先对驱动器输出的电压进行分解。然后，利用分解得到的U d和U q，计算得到I d和I q。从而，再根据I d和I q计算n时刻的电机定子损耗、电机转子损耗、电机线圈损耗。
通过热容裕量，能够使电机控制装置确定电机驱动系统的当前温度是否接近极限温度，从而便于后续确定电机驱动系统能否在最大负荷电流下转动。
S305、电机控制装置根据热容裕量确定电机驱动系统的当前温度是否满足电机在最大负荷电流下转动的条件。
在一些可能的实施方式中，电机驱动系统的当前温度满足电机在最大负荷电流下转动的条件，可以包括热容裕量大于热容裕量阈值。即，当热容裕量大于热容裕量阈值时，则说明电机驱动系统的热容裕量充足，当前温度距离极限温度差距较大，电机驱动系统的当前温度满足电机在最大负荷电流下转动的条件；当热容裕量小于热容裕量阈值时，则说明电机驱动系统的热容裕量不足，当前温度距离极限温度差距较小，电机驱动系统的当前温度不满足电机在最大负荷电流下转动的条件。其中，当热容裕量等于热容裕量阈值时，可确定电机驱动系统的当前温度满足电机在最大负荷电流下转动的条件，也可以是确定电机驱动系统的当前温度不满足电机在最大负荷电流下转 动的条件，本领域技术人员可以根据实际设计需求对当热熔裕量等于热容裕量阈值的情形进行设置，此处不做限制。
需要说明的是，热容裕量阈值为预先配置的用于衡量热容裕量是否充足的参数值，本领域技术人员可以根据对电机驱动系统的性能要求对热容裕量阈值的大小进行设置，此处不做限制。如本领域技术人员可以将热容裕量阈值设置为较小值，以忽略电机驱动系统温度升高造成的损耗，使电机在电机控制装置的控制下能够尽可能的在最大负荷电流下转动。或者，本领域技术人员考虑到电机驱动系统的热损耗，可以将热容裕量阈值设置为较大值，使电机在电机控制装置的控制下以较低的热损耗在最大负荷电流下转动。
在另一些可能的实施方式中，电机驱动系统的当前温度满足电机的最大负荷电流下转动的条件，还可以包括热容裕量是否为零等，此处不做限制。
若电机驱动系统的当前温度满足电机在最大负荷电流下转动的条件，则执行以下S306。若电机驱动系统的当前温度不满足电机在最大负荷电流下转动的条件，则执行以下S307。
S306、电机控制装置控制驱动器输出最大负荷电流(或者说控制驱动器全裕量输出)，以驱动电机转动。
S307、电机控制装置控制驱动器输出额定峰值电流(或者说控制驱动器常规输出)，以驱动电机转动。
其中，最大负荷电流为电机堵转状态下驱动器输出的直流电的最大电流值。即驱动器的功率模组(如，开关管)为实现半坡起步时的短暂驻坡(或者称为电机驻坡)，而采用冗余设计增加后的通流能力可承受的最大电流值。其中，驱动器输出的最大负荷电流可以是交流电也可以是直流电，当驱动器输出的是交流电时，则最大负荷电流的是指交流电的有效电流值，从而提高电机输出的转矩。
额定峰值电流为电机正常工作时满转矩满功率下驱动器输出的交流电的有效电流值。即电机未采用冗余设计增加通流能力以实现半坡起步时短暂驻坡的情况下，电机满转矩时驱动器输出的交流电的有效电流值。因此，最大负荷电流可以是额定峰值电流所对应的交流电电流幅值。
在电机控制装置根据获取的指令信息，控制驱动器输出最大负荷电流之后，电机控制装置还可以根据电机驱动系统的温度以及输出的工况的情况，确定是否需要调整驱动器的电流输出。例如，图5为本申请实施例提供的一种调整驱动器的电流输出的流程示意图，如图5所示，该流程可以包括以下S501-S503：
S501、电机控制装置获取电机驱动系统的输出工况。
其中，电机驱动系统的输出工况可以是电机驱动系统输出的转速，即电机驱动系统驱动车轮转动的速度。电机驱动系统的输出工况还可以是电机驱动系统驱动电动汽车的速度(或者说电机驱动系统输出的速度值)，即电动汽车的车速等，此处不做限制。
在一些可能的实施方式中，电机驱动系统可以通过工况采集模块获取电机驱动系统的输出工况。工况采集模块可以将采集到的电机驱动系统的输出工况，发送给电机控制装置。
示例地，工况采集模块可以包括设置于电动汽车上的速度传感器，通过该速度传感器能够测量采集电动汽车电机的转速，速度传感器可以将采集到的电动汽车电机转速发送给电机控制装置，以便电机控制装置后续可以根据电机驱动系统的输出工况来确定是否需要调整驱动器的电流输出。
S502、电机控制装置判断电机驱动系统的输出工况是否等于指令信息对应的目标输出工况(或者说是否达到目标输出工况)。
其中，指令信息对应的目标输出工况，是指与指令信息指示电机驱动系统需输出的转速和转矩所对应的输出工况，即指令信息指示电机驱动系统需达到的输出工况。
示例地，指令信息可以是驾驶员或自动驾驶AI输入的指示电动汽车进行急加速的指令。该指令信息可以包括电机驱动系统需输出的转速和转矩，由于电机驱动系统输出的转速与电动汽车的速度相对应，因此电机控制装置可以根据接收到的指令信息中的转速得到电动汽车需达到的速度，即与指令信息对应的电动汽车的目标车速(该目标车速即为上述的目标输出工况)。
若输出工况等于目标输出工况，则执行以下S503。
S503、电机控制装置控制驱动器输出额定峰值电流。
其中，S503与图3所示方法中的S307相同，此处不做赘述。
若输出工况不等于目标输出工况，则可以返回执行S501，直到输出工况等于目标输出工况。
又例如，图6为本申请实施例提供的另一种调整驱动器的电流输出的流程示意图，如图6所示，该流程可以包括以下S601-S603：
S601、电机控制装置根据电机驱动系统的温度、获取的指令信息以及温度预测模型，确定电机在驱动器输出最大负荷电流的驱动下转动的可持续时长。
其中，电机驱动系统的温度可以是图3所示方法中S303所获取的温度。也可以是采用与S303相同的步骤重新获取的温度，此处不做限制。指令信息可以是图3所示方法中S301所获取的指令信息，此处不在赘述。
需要说明的是，温度预测模型具备根据电机驱动系统的温度和指令信息预测电机在驱动器输出的最大负荷电流的驱动下转动的可持续时长的功能。
示例地，该温度预测模型可以包括：电机控制装置根据指令信息确定驱动器需要输出最大负荷电流，根据该最大负荷电流计算出电机驱动系统的损耗(可以分别计算电机驱动系统各部件的损耗，示例地，可以采用如前述确定热容裕量时计算电机驱动系统的损耗的方法进行计算)。然后可将损耗输入到热阻网络模型以计算得到电机驱动系统各部分的当前温度，以及电机驱动系统各部分在最大负荷电流下到达极限温度的时间长度，该时间长度即为电机驱动系统从当前温度(即获取的电机驱动系统的温度)在最大负荷电流下升温至极限温度时的时间(即上述的可持续时长)。
S602、电机控制装置判断电机从驱动器输出最大负荷电流开始的转动时长是否等于可持续时长(或者说是否达到可持续时长)。
若转动时长等于可持续时长，则执行以下S603。
S603、电机控制装置控制驱动器输出额定峰值电流。
其中，S603与图3所示方法中的S307相同，此处不做赘述。
若转动时长不等于可持续时长，则可以返回执行S602，直到转动时长等于可持续时长。
需要说明的是，在一些可能的实施方式中，上述图5示出的调整驱动器的电流输出的流程和图6示出的调整驱动器的电流输出的流程，可以一起实施。此时，电机驱动系统的输出工况等于目标输出工况，或电机的转动时长等于可持续时长，两者之一满足，则电机控制装置便会控制驱动器输出额定峰值电流。
示例地，如图7所示，电机控制装置获取指令信息后，可以判断电机驱动系统的热容裕量是否充足(或者说是否大于热容裕量阈值)，若否则控制驱动器输出额定峰值电流(或者说常规输出)，若是则判断电机驱动系统的输出工况(如，电动汽车的车速)是否等于(或者说到达)目标输出工况(如，指令信息指示的电动汽车的目标车速)，若是则控制驱动器输出额定峰值电流，若否则判断电机转动时长是否等于(或者说到达)可持续时长(或者说最大时长)，若是，则控制驱动器输出额定峰值电流，若否则控制驱动器输出最大负荷电流(或者说全裕量输出)。其中，当电机控制装置控制驱动器全裕量输出时，以上三个判断过程可以持续循环执行，直到电机控制装置控制驱动器常规输出。
采用以上实施例的方法，电机控制装置能够在电机驱动系统需要驱动被驱动件(如电动汽车的车轮)输出较大动力时，控制驱动器输出更大的电流(或者说使驱动器发挥其冗余设计所增加的通流能力)以使电机输出的转矩比电机正常情况下满转矩满功率转动输出的转矩更高，从而提高电机驱动系统驱动被驱动件输出的动力，提升被驱动件的急加速性能。
对应于前述实施例中的方法，本申请实施例还提供一种电机控制装置。该装置可以应用于图2所示电机控制系统，用于实现前述实施例中的方法。该装置的功能可以通过硬件实现，也可以通过硬件执行相应的软件实现。硬件或软件包括一个或多个与上述功能相对应的模块。例如，图8示出了一种电机控制装置的结构示意图，如图8所示，该装置包括：指令解析模块801、温度预测模块802和输出控制模块803等。
其中，指令解析模块801，可以用于确定电机需要以最大转矩转动；
输出控制模块803，用于控制驱动器输出第一电流，以驱动电机转动，其中，第一电流大于驱动器的额定峰值电流且小于或等于驱动器的最大负荷电流。
在一种可能的实现方式中，该装置还包括：温度预测模块802，用于获取电机驱动系统的热容裕量，热容裕量用于表征电机驱动系统的极限温度相对于当前温度的裕量；输出控制模块803，还用于根据热容裕量确定电机驱动系统的当前温度是否满足电机在第一电流下转动的条件；输出控制模块803，具体用于在电机驱动系统的当前温度满足电机在第一电流下转动的条件时，控制驱动器输出第一电流。
在另一种可能的实现方式中，输出控制模块803，还用于在电机驱动系统的当前温度不满足电机在第一电流下转动的条件时，控制驱动器输出额定峰值电流，以驱动电机转动。
在另一种可能的实现方式中，温度预测模块802，具体用于获取电机驱动系统的温度；根据电机驱动系统的温度以及电机热阻网络模型确定热容裕量，电机热阻网络模型具备根据电机驱动系统的温度预测热容裕量的功能。
在另一种可能的实现方式中，电机控制系统还包括温度采集模块(如，图2所示电机控制系统中的温度采集模块202)；温度预测模块802，具体用于接收来自温度采集模块采集的电机驱动系统的温度。
在另一种可能的实现方式中，若热容裕量大于热容裕量阈值，则电机驱动系统的当前温度满足电机在第一电流下转动的条件；若热容裕量小于热容裕量阈值，则电机驱动系统的当前温度不满足电机在第一电流下转动的条件。
在另一种可能的实现方式中，指令解析模块801，具体用于获取指令信息，指令信息用于指示电机驱动系统输出的转速和转矩；根据指令信息确定电机需要以最大转矩转动。
在另一种可能的实现方式中，电机控制系统还包括指令采集模块(如，图2所示电机控制系统中的指令采集模块201)；指令解析模块801，具体用于接收来自指令采集模块采集的指令信息。
在另一种可能的实现方式中，输出控制模块803，还用于获取电机驱动系统的输出工况；输出工况包括电机驱动系统输出的速度值；若电机驱动系统的输出工况等于指令信息对应的目标输出工况，则控制驱动器输出额定峰值电流；目标输出工况包括指令信息对应的电机驱动系统输出的目标速度值。
在另一种可能的实现方式中，电机控制系统还包括工况采集模块(如，图2所示电机控制系统中的工况采集模块203)；输出控制模块803，具体用于接收来自工况采集模块采集的电机驱动系统的输出工况。
在另一种可能的实现方式中，输出控制模块803，还用于根据电机驱动系统的温度、指令信息以及温度预测模型，确定电机在驱动器输出第一电流的驱动下转动的可持续时长，温度预测模型具备根据电机的温度以及指令信息预测可持续时长的功能；若电机从驱动器输出第一电流开始的转动时长等于可持续时长，则控制驱动器输出额定峰值电流。
应理解以上装置中单元或模块(以下均称为单元)的划分仅仅是一种逻辑功能的划分，实际实现时可以全部或部分集成到一个物理实体上，也可以物理上分开。且装置中的单元可以全部以软件通过处理元件调用的形式实现；也可以全部以硬件的形式实现；还可以部分单元以软件通过处理元件调用的形式实现，部分单元以硬件的形式实现。
例如，各个单元可以为单独设立的处理元件，也可以集成在装置的某一个芯片中实现，此外，也可以以程序的形式存储于存储器中，由装置的某一个处理元件调用并执行该单元的功能。此外这些单元全部或部分可以集成在一起，也可以独立实现。这里所述的处理元件又可以称为处理器，可以是一种具有信号的处理能力的集成电路。在实现过程中，上述方法的各步骤或以上各个单元可以通过处理器元件中的硬件的集成逻辑电路实现或者以软件通过处理元件调用的形式实现。
在一个例子中，以上装置中的单元可以是被配置成实施以上方法的一个或多个集成电路，例如：一个或多个ASIC，或，一个或多个DSP，或，一个或者多个FPGA，或这些集成电路形式中至少两种的组合。
再如，当装置中的单元可以通过处理元件调度程序的形式实现时，该处理元件可 以是通用处理器，例如CPU或其它可以调用程序的处理器。再如，这些单元可以集成在一起，以片上系统(system-on-a-chip，SOC)的形式实现。
在一种实现中，以上装置实现以上方法中各个对应步骤的单元可以通过处理元件调度程序的形式实现。例如，该装置可以包括处理元件和存储元件，处理元件调用存储元件存储的程序，以执行以上方法实施例所述的方法。存储元件可以为与处理元件处于同一芯片上的存储元件，即片内存储元件。
在另一种实现中，用于执行以上方法的程序可以在与处理元件处于不同芯片上的存储元件，即片外存储元件。此时，处理元件从片外存储元件调用或加载程序于片内存储元件上，以调用并执行以上方法实施例所述的方法。
例如，本申请实施例还可以提供一种装置，如：图2所示电机控制系统中的电机控制装置200，可以包括：处理器，用于存储该处理器可执行指令的存储器。该处理器被配置为执行上述指令时，使得该控制装置实现如前述实施例所述的电机驱动方法。该存储器可以位于该电机控制装置之内，也可以位于该电机控制装置之外。且该处理器包括一个或多个。
在又一种实现中，该装置实现以上方法中各个步骤的单元可以是被配置成一个或多个处理元件，这些处理元件可以设置于对应上述的电机控制装置上，这里的处理元件可以为集成电路，例如：一个或多个ASIC，或，一个或多个DSP，或，一个或者多个FPGA，或者这些类集成电路的组合。这些集成电路可以集成在一起，构成芯片。
例如，本申请实施例还提供一种芯片，该芯片可以应用于上述电机控制装置。芯片包括一个或多个接口电路和一个或多个处理器；接口电路和处理器通过线路互联；处理器通过接口电路从电机控制装置的存储器接收并执行计算机指令，以实现以上方法实施例中所述的方法。
通过以上的实施方式的描述，所属领域的技术人员可以清楚地了解到，为描述的方便和简洁，仅以上述各功能模块的划分进行举例说明，实际应用中，可以根据需要而将上述功能分配由不同的功能模块完成，即将装置的内部结构划分成不同的功能模块，以完成以上描述的全部或者部分功能。
在本申请所提供的几个实施例中，应该理解到，所揭露的装置和方法，可以通过其它的方式实现。例如，以上所描述的装置实施例仅仅是示意性的，例如，所述模块或单元的划分，仅仅为一种逻辑功能划分，实际实现时可以有另外的划分方式，例如多个单元或组件可以结合或者可以集成到另一个装置，或一些特征可以忽略，或不执行。另一点，所显示或讨论的相互之间的耦合或直接耦合或通信连接可以是通过一些接口，装置或单元的间接耦合或通信连接，可以是电性，机械或其它的形式。
所述作为分离部件说明的单元可以是或者也可以不是物理上分开的，作为单元显示的部件可以是一个物理单元或多个物理单元，即可以位于一个地方，或者也可以分布到多个不同地方。可以根据实际的需要选择其中的部分或者全部单元来实现本实施例方案的目的。
另外，在本申请各个实施例中的各功能单元可以集成在一个处理单元中，也可以是各个单元单独物理存在，也可以两个或两个以上单元集成在一个单元中。上述集成的单元既可以采用硬件的形式实现，也可以采用软件功能单元的形式实现。
本申请实施例还提供一种车辆，该车辆可以包括电机控制装置(如，图2所示电机控制系统中的电机控制装置200)。通过电机控制装置可以执行以上方法实施例中所述的方法，以实现相应的功能或效果。
以上所述，仅为本申请的具体实施方式，但本申请的保护范围并不局限于此，任何在本申请揭露的技术范围内的变化或替换，都应涵盖在本申请的保护范围之内。因此，本申请的保护范围应以所述权利要求的保护范围为准。

Claims (24)

  1. 一种电机驱动方法，其特征在于，应用于电机控制系统的电机控制装置，所述电机控制装置用于控制电机驱动系统中电机的驱动器，所述方法包括：
    所述电机控制装置确定所述电机需要以最大转矩转动；
    所述电机控制装置控制所述驱动器输出第一电流，以驱动所述电机转动，所述第一电流大于所述驱动器的额定峰值电流且小于或等于所述驱动器的最大负荷电流。
  2. 根据权利要求1所述的方法，其特征在于，在所述电机控制装置控制所述驱动器输出第一电流，以驱动所述电机转动之前，所述方法还包括：
    所述电机控制装置获取所述电机驱动系统的热容裕量，所述热容裕量用于表征所述电机驱动系统的极限温度相对于当前温度的裕量；
    所述电机控制装置根据所述热容裕量确定所述电机驱动系统的当前温度是否满足所述电机在所述第一电流下转动的条件；
    所述电机控制装置控制所述驱动器输出所述第一电流，包括：
    所述电机控制装置在所述电机驱动系统的当前温度满足所述电机在所述第一电流下转动的条件时，控制所述驱动器输出所述第一电流。
  3. 根据权利要求2所述的方法，其特征在于，在所述电机控制装置根据所述热容裕量确定所述电机驱动系统的当前温度是否满足所述电机在所述第一电流下转动的条件之后，所述方法还包括：
    所述电机控制装置在所述电机驱动系统的当前温度不满足所述电机在所述第一电流下转动的条件时，控制所述驱动器输出额定峰值电流，以驱动所述电机转动。
  4. 根据权利要求2或3所述的方法，其特征在于，所述电机控制装置获取所述电机驱动系统的热容裕量，包括：
    所述电机控制装置获取所述电机驱动系统的温度；
    所述电机控制装置根据所述电机驱动系统的温度以及电机热阻网络模型确定所述热容裕量，所述电机热阻网络模型具备根据所述电机驱动系统的温度预测所述热容裕量的功能。
  5. 根据权利要求4所述的方法，其特征在于，所述电机控制系统还包括温度采集模块；
    所述电机控制装置获取所述电机驱动系统的温度，包括：
    所述电机控制装置接收来自所述温度采集模块采集的所述电机驱动系统的温度。
  6. 根据权利要求2至5任一项所述的方法，其特征在于，
    若所述热容裕量大于热容裕量阈值，则所述电机驱动系统的当前温度满足所述电机在所述第一电流下转动的条件；
    若所述热容裕量小于所述热容裕量阈值，则所述电机驱动系统的当前温度不满足所述电机在所述第一电流下转动的条件。
  7. 根据权利要求1至6任一项所述的方法，其特征在于，所述电机控制装置确定所述电机需要以最大转矩转动，包括：
    所述电机控制装置获取指令信息，所述指令信息用于指示所述电机驱动系统输出的转速和转矩；
    所述电机控制装置根据所述指令信息确定所述电机需要以所述最大转矩转动。
  8. 根据权利要求7所述的方法，其特征在于，所述电机控制系统还包括指令采集模块；
    所述电机控制装置获取指令信息，包括：
    所述电机控制装置接收来自所述指令采集模块采集的所述指令信息。
  9. 根据权利要求7或8所述的方法，其特征在于，在所述电机控制装置控制所述驱动器输出所述第一电流之后，所述方法还包括：
    所述电机控制装置获取所述电机驱动系统的输出工况；所述输出工况包括所述电机驱动系统输出的速度值；
    若所述电机驱动系统的输出工况等于所述指令信息对应的目标输出工况，则所述电机控制装置控制所述驱动器输出额定峰值电流；所述目标输出工况包括所述指令信息对应的所述电机驱动系统输出的目标速度值。
  10. 根据权利要求9所述的方法，其特征在于，所述电机控制系统还包括工况采集模块；
    所述电机控制装置获取所述电机驱动系统的输出工况，包括：
    所述电机控制装置接收来自所述工况采集模块采集的所述电机驱动系统的输出工况。
  11. 根据权利要求7至10任一项所述的方法，其特征在于，在所述电机控制装置控制所述驱动器输出所述第一电流之后，所述方法还包括：
    所述电机控制装置根据所述电机驱动系统的温度、所述指令信息以及温度预测模型，确定所述电机在所述驱动器输出所述第一电流的驱动下转动的可持续时长，所述温度预测模型具备根据所述电机的温度以及所述指令信息预测所述可持续时长的功能；
    若所述电机从所述驱动器输出所述第一电流开始的转动时长等于所述可持续时长，则所述电机控制装置控制所述驱动器输出额定峰值电流。
  12. 一种电机控制装置，其特征在于，应用于电机控制系统，以控制电机驱动系统中电机的驱动器，所述装置包括：
    指令解析模块，用于确定所述电机需要以最大转矩转动；
    输出控制模块，用于控制所述驱动器输出第一电流，以驱动所述电机转动，所述第一电流大于所述驱动器的额定峰值电流且小于或等于所述驱动器的最大负荷电流。
  13. 根据权利要求12所述的装置，其特征在于，所述装置还包括：
    温度预测模块，用于获取所述电机驱动系统的热容裕量，所述热容裕量用于表征所述电机驱动系统的极限温度相对于当前温度的裕量；
    所述输出控制模块，还用于根据所述热容裕量确定所述电机驱动系统的当前温度是否满足所述电机在所述第一电流下转动的条件；
    所述输出控制模块，具体用于在所述电机驱动系统的当前温度满足所述电机在所述第一电流下转动的条件时，控制所述驱动器输出所述第一电流。
  14. 根据权利要求13所述的装置，其特征在于，所述输出控制模块，还用于在所述电机驱动系统的当前温度不满足所述电机在所述第一电流下转动的条件时，控制所述驱动器输出额定峰值电流，以驱动所述电机转动。
  15. 根据权利要求13或14所述的装置，其特征在于，所述温度预测模块，具体用于获取所述电机驱动系统的温度；根据所述电机驱动系统的温度以及电机热阻网络模型确定所述热容裕量，所述电机热阻网络模型具备根据所述电机驱动系统的温度预测所述热容裕量的功能。
  16. 根据权利要求15所述的装置，其特征在于，所述电机控制系统还包括温度采集模块；
    所述温度预测模块，具体用于接收来自所述温度采集模块采集的所述电机驱动系统的温度。
  17. 根据权利要求13至16任一项所述的装置，其特征在于，
    若所述热容裕量大于热容裕量阈值，则所述电机驱动系统的当前温度满足所述电机在所述第一电流下转动的条件；
    若所述热容裕量小于所述热容裕量阈值，则所述电机驱动系统的当前温度不满足所述电机在所述第一电流下转动的条件。
  18. 根据权利要求12至17任一项所述的装置，其特征在于，所述指令解析模块，具体用于获取指令信息，所述指令信息用于指示所述电机驱动系统输出的转速和转矩；根据所述指令信息确定所述电机需要以所述最大转矩转动。
  19. 根据权利要求18所述的装置，其特征在于，所述电机控制系统还包括指令采集模块；
    所述指令解析模块，具体用于接收来自所述指令采集模块采集的所述指令信息。
  20. 根据权利要求18或19所述的装置，其特征在于，所述输出控制模块，还用于获取所述电机驱动系统的输出工况；所述输出工况包括所述电机驱动系统输出的速度值；若所述电机驱动系统的输出工况等于所述指令信息对应的目标输出工况，则控制所述驱动器输出额定峰值电流；所述目标输出工况包括所述指令信息对应的所述电机驱动系统输出的目标速度值。
  21. 根据权利要求20所述的装置，其特征在于，所述电机控制系统还包括工况采集模块；
    所述输出控制模块，具体用于接收来自所述工况采集模块采集的所述电机驱动系统的输出工况。
  22. 根据权利要求18至21任一项所述的装置，其特征在于，所述输出控制模块，还用于根据所述电机驱动系统的温度、所述指令信息以及温度预测模型，确定所述电机在所述驱动器输出所述第一电流的驱动下转动的可持续时长，所述温度预测模型具备根据所述电机的温度以及所述指令信息预测所述可持续时长的功能；若所述电机从所述驱动器输出所述第一电流开始的转动时长等于所述可持续时长，则控制所述驱动器输出额定峰值电流。
  23. 一种电机控制系统，其特征在于，包括电机控制装置，所述电机控制装置用于执行如权利要求1至11任一项所述的方法。
  24. 一种车辆，其特征在于，包括如权利要求12至22任一项所述的电机控制装置。
PCT/CN2021/072172 2021-01-15 2021-01-15 一种电机驱动方法、装置及系统 WO2022151355A1 (zh)

Priority Applications (4)

Application Number Priority Date Filing Date Title
EP21918561.8A EP4195500A4 (en) 2021-01-15 2021-01-15 METHOD, DEVICE AND SYSTEM FOR CONTROLLING AN ELECTRIC MOTOR
PCT/CN2021/072172 WO2022151355A1 (zh) 2021-01-15 2021-01-15 一种电机驱动方法、装置及系统
CN202180005386.3A CN115606090A (zh) 2021-01-15 2021-01-15 一种电机驱动方法、装置及系统
US18/178,553 US20230208343A1 (en) 2021-01-15 2023-03-06 Motor driving method, apparatus, and system

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
PCT/CN2021/072172 WO2022151355A1 (zh) 2021-01-15 2021-01-15 一种电机驱动方法、装置及系统

Related Child Applications (1)

Application Number Title Priority Date Filing Date
US18/178,553 Continuation US20230208343A1 (en) 2021-01-15 2023-03-06 Motor driving method, apparatus, and system

Publications (1)

Publication Number Publication Date
WO2022151355A1 true WO2022151355A1 (zh) 2022-07-21

Family

ID=82446346

Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/CN2021/072172 WO2022151355A1 (zh) 2021-01-15 2021-01-15 一种电机驱动方法、装置及系统

Country Status (4)

Country Link
US (1) US20230208343A1 (zh)
EP (1) EP4195500A4 (zh)
CN (1) CN115606090A (zh)
WO (1) WO2022151355A1 (zh)

Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN101388643A (zh) * 2007-09-12 2009-03-18 通用汽车环球科技运作公司 功率逆变器模块热管理
CN103993967A (zh) * 2014-04-09 2014-08-20 潍柴动力股份有限公司 车辆及其急加速控制方法、装置
CN106374795A (zh) * 2016-11-07 2017-02-01 北京现代汽车有限公司 一种电机转矩的控制方法及装置
CN107360734A (zh) * 2015-04-20 2017-11-17 Fdk株式会社 带过流保护的电源装置

Family Cites Families (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102010061897A1 (de) * 2010-11-24 2012-05-24 Robert Bosch Gmbh Ansteuerverfahren und -Vorrichtung für eine elektrische Maschine
KR101531525B1 (ko) * 2012-10-31 2015-06-25 엘지전자 주식회사 전기자동차용 구동모터 및 이의 제어방법
US10700632B1 (en) * 2019-01-11 2020-06-30 GM Global Technology Operations LLC Method for motor and inverter temperature control

Patent Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN101388643A (zh) * 2007-09-12 2009-03-18 通用汽车环球科技运作公司 功率逆变器模块热管理
CN103993967A (zh) * 2014-04-09 2014-08-20 潍柴动力股份有限公司 车辆及其急加速控制方法、装置
CN107360734A (zh) * 2015-04-20 2017-11-17 Fdk株式会社 带过流保护的电源装置
CN106374795A (zh) * 2016-11-07 2017-02-01 北京现代汽车有限公司 一种电机转矩的控制方法及装置

Non-Patent Citations (1)

* Cited by examiner, † Cited by third party
Title
See also references of EP4195500A4 *

Also Published As

Publication number Publication date
EP4195500A4 (en) 2024-02-21
US20230208343A1 (en) 2023-06-29
CN115606090A (zh) 2023-01-13
EP4195500A1 (en) 2023-06-14

Similar Documents

Publication Publication Date Title
JP3918552B2 (ja) 電動車両駆動制御装置、電動車両駆動制御方法及びそのプログラム
EP2671747B1 (en) Vehicle and vehicle control method
US9461578B2 (en) Motor control device and motor control method
JP7091815B2 (ja) 電力変換器の制御回路
US20130258734A1 (en) Apparatus for controlling voltage converting apparatus
US8736234B2 (en) Power converter control apparatus
US8922228B2 (en) Control method and a control apparatus in a hybrid type construction apparatus
WO2007052816A1 (ja) モータ駆動装置
JP4305449B2 (ja) 車両を駆動するモータの制御装置
JP4793183B2 (ja) ハイブリッド車のエンジン始動制御装置およびハイブリッド車のエンジン始動制御方法
JP2010041752A (ja) 回転電機制御システム及び車両駆動システム
JP2008109778A (ja) 電力供給ユニットの制御装置および制御方法、その方法をコンピュータに実現させるためのプログラム、そのプログラムを記録した記録媒体
US20110266868A1 (en) Power limiting apparatus for electric system, power limiting method for electric system and electric system
JP5919012B2 (ja) 車両駆動用電動機の制御装置
WO2011120323A1 (zh) 一种基于两档变速箱的电动车控制方法和系统
US9441345B2 (en) Hybrid excavator and method of controlling hybrid excavator
KR102232178B1 (ko) 차량의 구동장치, 및 차량의 제어 방법
JP4841647B2 (ja) 界磁巻線式発電電動機
JP7459752B2 (ja) 回生制御方法及び回生制御装置
JP2010183769A (ja) 電源装置および電源装置の制御方法
WO2022151355A1 (zh) 一种电机驱动方法、装置及系统
US20160264001A1 (en) Vehicle control apparatus
JP2008211861A (ja) 電動機の制御装置
JP6973641B2 (ja) インバータ制御方法及びインバータ制御システム
KR101113646B1 (ko) 하이브리드 차량의 림프홈 운전 방법

Legal Events

Date Code Title Description
121 Ep: the epo has been informed by wipo that ep was designated in this application

Ref document number: 21918561

Country of ref document: EP

Kind code of ref document: A1

ENP Entry into the national phase

Ref document number: 2021918561

Country of ref document: EP

Effective date: 20230306

NENP Non-entry into the national phase

Ref country code: DE