WO2022205836A1 - 车辆电驱动系统控制方法、电驱动系统和车辆 - Google Patents

车辆电驱动系统控制方法、电驱动系统和车辆 Download PDF

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Publication number
WO2022205836A1
WO2022205836A1 PCT/CN2021/124702 CN2021124702W WO2022205836A1 WO 2022205836 A1 WO2022205836 A1 WO 2022205836A1 CN 2021124702 W CN2021124702 W CN 2021124702W WO 2022205836 A1 WO2022205836 A1 WO 2022205836A1
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WIPO (PCT)
Prior art keywords
current value
vehicle
direct
axis current
value
Prior art date
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PCT/CN2021/124702
Other languages
English (en)
French (fr)
Inventor
凌和平
潘华
张宇昕
丘国维
洪臣
Original Assignee
比亚迪股份有限公司
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Application filed by 比亚迪股份有限公司 filed Critical 比亚迪股份有限公司
Priority to EP21934472.8A priority Critical patent/EP4253125A4/en
Priority to JP2023539986A priority patent/JP2024510694A/ja
Priority to BR112023016729A priority patent/BR112023016729A2/pt
Priority to KR1020237022332A priority patent/KR20230112151A/ko
Priority to AU2021438605A priority patent/AU2021438605A1/en
Publication of WO2022205836A1 publication Critical patent/WO2022205836A1/zh
Priority to US18/215,725 priority patent/US20230344375A1/en

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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L15/00—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles
    • B60L15/20—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60H—ARRANGEMENTS OF HEATING, COOLING, VENTILATING OR OTHER AIR-TREATING DEVICES SPECIALLY ADAPTED FOR PASSENGER OR GOODS SPACES OF VEHICLES
    • B60H1/00—Heating, cooling or ventilating [HVAC] devices
    • B60H1/02—Heating, cooling or ventilating [HVAC] devices the heat being derived from the propulsion plant
    • B60H1/14—Heating, cooling or ventilating [HVAC] devices the heat being derived from the propulsion plant otherwise than from cooling liquid of the plant, e.g. heat from the grease oil, the brakes, the transmission unit
    • B60H1/143—Heating, cooling or ventilating [HVAC] devices the heat being derived from the propulsion plant otherwise than from cooling liquid of the plant, e.g. heat from the grease oil, the brakes, the transmission unit the heat being derived from cooling an electric component, e.g. electric motors, electric circuits, fuel cells or batteries
    • 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
    • B60L15/02—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles characterised by the form of the current used in the control circuit
    • B60L15/025—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles characterised by the form of the current used in the control circuit using field orientation; Vector control; Direct Torque Control [DTC]
    • 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
    • B60L15/02—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles characterised by the form of the current used in the control circuit
    • B60L15/06—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles characterised by the form of the current used in the control circuit using substantially sinusoidal ac
    • 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
    • B60L15/2045—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 optimising the use of energy
    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L58/00—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles
    • B60L58/10—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries
    • B60L58/24—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries for controlling the temperature of batteries
    • B60L58/27—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries for controlling the temperature of batteries by heating
    • 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
    • H02P21/00—Arrangements or methods for the control of electric machines by vector control, e.g. by control of field orientation
    • H02P21/14—Estimation or adaptation of machine parameters, e.g. flux, current or voltage
    • 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
    • H02P21/00—Arrangements or methods for the control of electric machines by vector control, e.g. by control of field orientation
    • H02P21/22—Current control, e.g. using a current control loop
    • 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
    • H02P29/62—Controlling or determining the temperature of the motor or of the drive for raising the temperature of the motor
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60H—ARRANGEMENTS OF HEATING, COOLING, VENTILATING OR OTHER AIR-TREATING DEVICES SPECIALLY ADAPTED FOR PASSENGER OR GOODS SPACES OF VEHICLES
    • B60H1/00—Heating, cooling or ventilating [HVAC] devices
    • B60H1/00357—Air-conditioning arrangements specially adapted for particular vehicles
    • B60H1/00385—Air-conditioning arrangements specially adapted for particular vehicles for vehicles having an electrical drive, e.g. hybrid or fuel cell
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60H—ARRANGEMENTS OF HEATING, COOLING, VENTILATING OR OTHER AIR-TREATING DEVICES SPECIALLY ADAPTED FOR PASSENGER OR GOODS SPACES OF VEHICLES
    • B60H1/00—Heating, cooling or ventilating [HVAC] devices
    • B60H1/00421—Driving arrangements for parts of a vehicle air-conditioning
    • B60H1/00428—Driving arrangements for parts of a vehicle air-conditioning electric
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60H—ARRANGEMENTS OF HEATING, COOLING, VENTILATING OR OTHER AIR-TREATING DEVICES SPECIALLY ADAPTED FOR PASSENGER OR GOODS SPACES OF VEHICLES
    • B60H1/00—Heating, cooling or ventilating [HVAC] devices
    • B60H1/32—Cooling devices
    • B60H1/3204—Cooling devices using compression
    • B60H1/3205—Control means therefor
    • B60H1/3208—Vehicle drive related control of the compressor drive means, e.g. for fuel saving purposes
    • 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
    • B60L2220/00—Electrical machine types; Structures or applications thereof
    • B60L2220/10—Electrical machine types
    • B60L2220/14—Synchronous machines
    • 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
    • B60L2240/34—Cabin 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
    • B60L2240/423—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
    • B60L2240/427—Voltage
    • 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
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    • B60Y—INDEXING SCHEME RELATING TO ASPECTS CROSS-CUTTING VEHICLE TECHNOLOGY
    • B60Y2200/00—Type of vehicle
    • B60Y2200/90—Vehicles comprising electric prime movers
    • B60Y2200/91—Electric vehicles
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    • B60Y—INDEXING SCHEME RELATING TO ASPECTS CROSS-CUTTING VEHICLE TECHNOLOGY
    • B60Y2306/00—Other features of vehicle sub-units
    • B60Y2306/07—Heating of passenger cabins
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
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    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
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    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/72—Electric energy management in electromobility

Definitions

  • the present disclosure relates to the technical field of vehicles, and in particular, to a control method of a vehicle electric drive system, an electric drive system and a vehicle.
  • a vehicle and a power battery heating device and method thereof are also proposed.
  • the technology controls the three-phase AC motor to generate heat to heat the cooling liquid flowing through the power battery.
  • the phase current is adjusted so that the motor shaft output cannot make the vehicle move, and only the motor output shaft outputs a pre-tightening force to the transmission mechanism to eliminate the meshing gap and prevent the vehicle from shaking.
  • this technology can control the heat generation of the electric drive system, it can only be used when the vehicle is stationary, and the application is limited.
  • the present disclosure proposes a vehicle electric drive system control method, electric drive system and vehicle, so as to make the electric drive system heat up and the power battery self-heating rate accelerated by adjusting the direct-axis current value and the AC current value of the motor, thereby making the above heat It can be applied to the thermal management of the whole vehicle, so that the electric drive system of the vehicle can be used in cold areas.
  • the present disclosure provides a control method for an electric drive system of a vehicle, the electric drive system includes a motor and a motor controller, and the method includes:
  • the motor drive signal is sent to the motor controller to control the operation of the motor.
  • the target quadrature-axis current value is obtained according to the target direct-axis current value and the motor shaft end torque, that is, in the vehicle running state, the vehicle motor shaft end torque is kept unchanged, and the vehicle is prevented from generating
  • the vibration is uncomfortable
  • the control target direct-axis current value oscillates with a certain current adjustment amplitude and preset conversion frequency, thereby causing the electric drive system to heat up, and the current flowing through the power battery itself oscillates, which can accelerate the power battery’s own heating rate, thereby
  • the electric drive system of the vehicle can be applied to cold regions, and the heat generated by the power battery itself and the heat of the electric drive system can also be applied to the thermal management of the entire vehicle.
  • the vehicle electric drive system control method only improves the software, does not need to change the hardware structure, has low cost, and is easy to popularize.
  • an electric drive system including: a motor and a motor controller; a current sensor for collecting a three-phase current value of the motor; a position sensor for collecting a position value for the motor; a processor, where the processor is respectively connected to the motor controller, the current sensor and the position sensor, and the processor is configured to execute the vehicle electric drive system control method described in any one of the above embodiments.
  • the control method of the vehicle electric drive system of any one of the above embodiments can be executed by the processor to control the target direct-axis current value to adjust the amplitude with a certain current. It oscillates with the preset conversion frequency, which makes the electric drive system generate heat, and makes the current flowing through the power battery itself oscillate to increase the self-heating rate of the power battery, so that the vehicle electric drive system can be suitable for cold areas, and the power battery itself heats up and does not The heat from the electric drive system can also be used for thermal management of the entire vehicle.
  • the vehicle electric drive system control method only improves the software, does not need to change the hardware structure, has low cost, and is easy to popularize.
  • the present disclosure provides a vehicle, including: a heating demand system and a vehicle controller, the vehicle controller is configured to send a vehicle heating demand signal when it is determined that the heating demand system has a heating demand; the above implementation
  • the electric drive system, the electric drive system is connected to the vehicle controller, and the electric drive system and the heating demand system form a heat conduction loop.
  • the heat conduction circuit connects the modules that may require heat in the vehicle, such as the power battery.
  • the AC and direct axis current values are controlled to oscillate with a certain current adjustment amplitude and a preset conversion frequency
  • the motor controller controls the operation of the motor
  • the output of the electric drive system can be dynamically adjusted under any working condition of the vehicle. heat, rapidly heating up the temperature of the vehicle's power battery and other vehicle components.
  • FIG. 1 is a flowchart of a method for controlling a vehicle electric drive system according to an embodiment of the present disclosure
  • FIG. 2 is a schematic diagram of a running trajectory of a combination of AC and direct axis currents according to an embodiment of the present disclosure
  • FIG. 3 is a schematic diagram of periodic oscillation of a direct-axis current value according to an embodiment of the present disclosure
  • FIG. 4 is a flowchart of a method for controlling a vehicle electric drive system according to another embodiment of the present disclosure
  • FIG. 5 is a flowchart of a method for controlling a vehicle electric drive system according to still another embodiment of the present disclosure
  • FIG. 6 is a flowchart of a method for controlling a vehicle electric drive system according to still another embodiment of the present disclosure
  • FIG. 7 is a block diagram of an electric drive system according to an embodiment of the present disclosure.
  • FIG. 8 is a block diagram of a vehicle of one embodiment of the present disclosure.
  • FIG. 9 is a schematic diagram of carrier frequency variation according to one embodiment of the present disclosure.
  • heating demand system 20 vehicle controller 30, electric drive system 10;
  • Motor 1 motor controller 2, current sensor 3, position sensor 4, processor 5.
  • FIG. 1 is a flowchart of a method for controlling an electric drive system of a vehicle according to an embodiment of the present disclosure.
  • the electric drive system includes a motor and a motor controller, and the motor controller is used to control the operation state of the motor.
  • the motor controller can control the power switch device to turn on or off according to the motor drive signal, or adjust the operating power of the motor to run at a specific power to meet the heating regulation requirements of the electric drive system.
  • the method for controlling an electric drive system of a vehicle includes at least steps S1-S8, and the details are as follows.
  • the charging and discharging capacity of the vehicle power battery is limited due to the influence of low temperature, and the vehicle power battery needs to be heated, and the vehicle sends the whole vehicle heating Demand signal to electric drive system.
  • the vehicle when the vehicle is running, other modules of the vehicle need to be heated, and it is determined that the electric drive system needs to enter the heating adjustment function, such as determining that the user performs the heating operation of the air-conditioning system, or the user operates to control the driver and passenger compartment of the vehicle.
  • the vehicle sends a vehicle heating demand signal to the electric drive system.
  • the electric drive system In response to the vehicle heating demand signal, the electric drive system detects the torque at the shaft end of the motor and determines the current operating point of the vehicle. For example, when the vehicle is running, the torque at the shaft end of the motor remains unchanged. By detecting the torque at the shaft end of the motor, the current operating condition point where the energy consumption of the entire vehicle is optimal under the torque at the shaft end of the motor is determined.
  • the current operating power of the motor can be detected, and the current heating power of the electric drive system can be obtained according to the current operating power of the motor.
  • the current adjustment amplitude is determined according to the heating power required by the whole vehicle and the current heating power.
  • the vehicle controller can determine the heating power required by the vehicle by integrating the heating requirements of various heating demand systems of the vehicle, such as the power battery, the passenger compartment and its components, and send the heating power required by the vehicle to the electric drive system.
  • the heating power of the electric drive system is related to the running current of the motor, and different heating powers can be generated by adjusting the running current of the motor.
  • the electric drive system determines and adjusts the motor according to the heating power required by the vehicle and the current heating power.
  • the current adjustment amplitude of the running current Specifically, the power difference between the heating power required by the vehicle and the current heating power is calculated, and the current adjustment amplitude is obtained according to the power difference.
  • the relationship between the current vector value and the current heating power, and the composite current vector value is the composite current value of the current direct-axis current value and the current quadrature-axis current value.
  • the table can be calibrated on the bench in advance.
  • the current adjustment amplitude or preset transformation frequency may be inconsistent at different vehicle operating conditions, and the preset transformation frequency or current adjustment amplitude can be adjusted to suit the heating demand of the entire vehicle.
  • S4 obtain the three-phase current value and position value of the motor, and obtain the current direct-axis current value and the current quadrature-axis current value of the motor under the current operating condition of the vehicle according to the three-phase current value and position value.
  • the position value of the motor such as the real-time rotor position and rotational speed of the motor, is collected through a position sensor, and the three-phase current value of the motor is collected between the motor and the motor controller through a current sensor, wherein the collected three-phase current values
  • the current value is the three-phase static current value.
  • the method of coordinate conversion can be used to obtain the current value of the current direct-axis current and the current value of the current quadrature-axis of the motor.
  • the three-phase current value can be converted into a two-phase rotating current value through coordinate transformation, wherein the two-phase rotating current value includes the current quadrature axis current value and the current direct axis current value.
  • controlling the current direct-axis current value to oscillate at the preset conversion frequency and the current adjustment amplitude as the target direct-axis current value includes: obtaining the first direct-axis current value and the second direct-axis current value according to the current adjustment amplitude, and the target direct-axis current
  • the value takes the current direct-axis current as the reference value, the first direct-axis current value is the peak, the second direct-axis current value is the trough, and changes periodically according to the preset conversion frequency, wherein the first direct-axis current value is the current direct-axis current value.
  • the sum of the current value and the current adjustment amplitude, and the second direct-axis current value is the difference between the current direct-axis current value and the current adjustment amplitude.
  • the target direct-axis current value takes the current direct-axis current as the reference value
  • the first direct-axis current value is the peak value
  • the second direct-axis current value is the effective value of the trough, that is, the target direct-axis current value is Taking the current direct axis current as the reference value, the effective value of the oscillation amplitude is adjusted with the preset conversion frequency and current.
  • FIG. 2 it is a schematic diagram of the running trajectory of the combination of AC and direct axis currents according to an embodiment of the present disclosure, wherein the horizontal axis is the current value of the direct axis, the vertical axis is the current value of the quadrature axis, and the three curves are all constant Torque curve, that is, the combination of AC and direct axis currents at any point on the same curve can output the same motor shaft end torque.
  • Different torque curves represent different motor shaft end torques, and the closer the torque curve is to the zero point, the smaller the value, and the value farther from the zero point.
  • the points A, B, C, D, and E on the torque curve 3 are the operating points of the same motor shaft end torque of the vehicle
  • the OF segment curve is the MTPA (million tons per annum, maximum torque to current ratio) curve
  • the GH segment curve is the MTPV (maximum torque per voltage) curve.
  • the combined MTPA and MTPV curves are calibrated under multiple boundary conditions, and the specific calibration method will not be described in detail.
  • the direct-axis current value is controlled and adjusted in the area enclosed by the OFGH, and the adjustment range is limited.
  • the whole vehicle determines that it needs to enter the heating adjustment function of the electric drive system according to the heating demand of the whole vehicle.
  • the direct-axis current value at the operating point A is determined as the value of the electric drive system.
  • the current value of the direct axis current Taking the current adjustment amplitude as ⁇ d and the preset transformation frequency as f as an example, determine the operating operating point as the torque curve 3 where A is located, and along the torque curve 3 where the operating point A is located, the current adjustment amplitude is about ⁇ d.
  • the direct-axis current value of operating point B can be determined to be the first straight-axis current value, and sliding from operating point A to the left to the bottom operating point
  • the operating point C is determined, and the direct-axis current value of the operating point C is determined as the second direct-axis current value.
  • the trajectory of the combination of AC and DC currents is the trajectory A ⁇ B ⁇ A ⁇ C ⁇ A in torque curve 3, and the target AC and DC current values are adjusted periodically.
  • a periodically oscillating waveform such as a sine, square or other suitable waveform, where the amplitude of the waveform is related to the current regulation amplitude.
  • FIG. 3 it is a schematic diagram of periodic oscillation of a direct-axis current value according to an embodiment of the present disclosure, wherein the vertical axis is the direct-axis current value, and the five dashed lines correspond to A, B, C, and B in FIG. 2 respectively.
  • the target direct-axis current value at the operating points D and E, the sine curve 1 is the direct-axis current oscillation curve M, the preset conversion frequency in the direct-axis oscillation curve M can be recorded as f, the unit is Hz, and the current adjustment amplitude
  • the value is recorded as ⁇ d
  • the unit is A
  • the sine curve 2 is the direct-axis current oscillation curve N
  • the preset conversion frequency in the direct-axis oscillation curve N can be recorded as f
  • the unit is Hz
  • the current adjustment amplitude is recorded as ⁇ d1
  • the unit is A
  • the current amplitude ⁇ d is the target direct-axis current difference corresponding to operating point A to operating point B, or operating point A to operating point C, and corresponding to operating point A to operating point B
  • the target direct-axis current difference is consistent with the target direct-axis current difference corresponding to operating point A to operating point C
  • the current adjustment amplitude ⁇ d1 is operating point A to operating point D, or
  • the heating adjustment function of the electric drive system According to the heating demand of the whole vehicle, it is judged that it is necessary to enter the heating adjustment function of the electric drive system.
  • the direct-axis current value at the operating point A is the current direct-axis current value.
  • shaft current value Taking the current adjustment amplitude as ⁇ d and the preset transformation frequency as f as an example, determine the operating operating point as the torque curve 3 where A is located, and along the torque curve 3 where the operating point A is located, the current adjustment amplitude is about ⁇ d.
  • the direct-axis current value of operating point B can be determined to be the first straight-axis current value, and sliding from operating point A to the left to the bottom operating point
  • the operating point C is determined, and the direct-axis current value of the operating point C is determined as the second direct-axis current value.
  • the trajectory of the combination of AC and direct axis currents is the trajectory A ⁇ B ⁇ A ⁇ C ⁇ A in torque curve 3, corresponding to Fig. 3, the target direct axis current value changes on the direct axis current oscillation curve M, the target direct axis current value changes on the direct axis current oscillation curve M.
  • the oscillating trajectory of the shaft current value follows the straight-axis current oscillating curve M.
  • the target direct-axis current value increases, and the target quadrature-axis current value increases. situation.
  • the target direct-axis current value moves from point A to point B along the direct-axis current oscillation curve M; at this time, the target direct-axis current value increases, and the corresponding target quadrature-axis current value is also increased.
  • the operating point continues to move, from operating point B in Figure 2 along the torque curve 3, and moves back to operating point A in the direction of the decrease in the target direct-axis current value and the decrease in the target cross-axis current value.
  • the current value moves from point B to point A1 along the direct-axis current oscillation curve M; at this time, the target direct-axis current value decreases, and the corresponding target quadrature-axis current value also decreases, and the operating point continues to move, as shown in Fig. In 2, from the A operating point, along the torque curve 3, move to the C operating point in the direction that the target direct-axis current value decreases and the target quadrature-axis current value decreases, synchronously, in Figure 3, the direct-axis current value The value moves from point A1 to point C along the direct-axis current oscillation curve M; at this time, the target direct-axis current value decreases, and the corresponding target quadrature-axis current value also decreases, and the operating point continues to move.
  • the vehicle is running under the same working condition, and the torque at the shaft end of the motor remains unchanged.
  • the target direct-axis current value needs to be adjusted to change, and the target quadrature-axis current value will also change. If there is a change, in order to ensure the normal driving of the vehicle, it is necessary to obtain the target quadrature axis current value corresponding to the target direct axis current value.
  • a fixed algorithm can be used for the limitation, and the target quadrature-axis current value can be directly calculated according to the target direct-axis current value, and the method does not need to be obtained by looking up a table, and the method is simple.
  • the target direct-axis current value, the current direct-axis current value, the target quadrature-axis current value, and the current quadrature-axis current value can be processed by some calculations, and finally the motor drive signal can be obtained.
  • S8 send the motor drive signal to the motor controller to control the motor operation.
  • the motor controller can control the power switch device to be turned on or off, thereby controlling the operation of the motor to meet the heating regulation requirements of the electric drive system.
  • the motor controller can also adjust the operating power of the motor to adjust the heat generated by the electric drive system for use by other modules of the vehicle.
  • the target direct-axis current value and the target quadrature-axis current value are obtained by obtaining the motor shaft end torque, the current operating point of the vehicle, and the three-phase current value and position value of the motor. , and in the running state of the vehicle, to ensure that the torque at the shaft end of the vehicle motor remains unchanged, control the target direct-axis current value to oscillate with a certain current adjustment amplitude and preset conversion frequency, and accelerate the self-heating rate of the power battery, thereby making the vehicle electric
  • the drive system can be used in cold areas, and the heat of the power battery itself and the heat of the electric drive system can also be applied to the thermal management of the vehicle.
  • the vehicle electric drive system control method only improves the software, does not need to change the hardware structure, has low cost, and is easy to popularize.
  • the heat of the electric drive system includes the heat generated by the motor itself and the heat generated by the power switching device of the motor controller.
  • the current heating power can be obtained by looking up a table according to the synthetic current vector variation of the motor at different speeds of the current vehicle.
  • the table is obtained by pre-calibrating the gantry according to the electric drive system, thereby reducing the calculation time required in the actual control process.
  • the motor is a three-phase permanent magnet synchronous motor as an example, the target direct-axis current value and the target quadrature-axis current value satisfy Equation (1-1), and other types of motors can be set to correspond to the motor Torque formula.
  • T e is the motor shaft end torque
  • the unit is Nm
  • N P is the number of pole pairs of the motor rotor
  • L d is the direct-axis inductance value, the unit is uH
  • L q is the quadrature-axis inductance value, the unit is uH
  • id is The target direct axis current value, the unit is A
  • ⁇ f is the flux linkage value, the unit is Vs
  • i q is the target quadrature axis current value, the unit is A.
  • oscillation control is performed on the target direct-axis current value id , and when the target direct-axis current value id changes, the target quadrature-axis current The value i q will also change.
  • the target quadrature axis current value i q corresponding to the target direct axis current value id needs to be obtained, and the target quadrature axis current value i is limited by the algorithm of formula (1-1). q , no need to obtain it by looking up the table.
  • the motor shaft end torque T e remains unchanged.
  • the target quadrature axis current value i q can be directly calculated according to the target direct axis current value id , and the control
  • the shaft current oscillates with a certain preset conversion frequency f and current adjustment amplitude ⁇ d to meet the normal running of the vehicle.
  • FIG. 4 it is a flowchart of a method for controlling an electric drive system of a vehicle according to another embodiment of the present disclosure, wherein the method for controlling an electric drive system of a vehicle further includes step S9 and step S10, details as follows.
  • the heating adjustment function of the electric drive system needs to be adjusted adaptively, or the heating demand of other modules of the vehicle changes, which requires Adjust the heating adjustment function of the electric drive system to suit the heating power required by the whole vehicle. For example, it is determined that the user performs the heating operation of the air-conditioning system, or, when the user operates to adjust the occupant compartment of the vehicle, such as heating the seat, the vehicle sends the corresponding The entire vehicle heating demand signal is sent to the electric drive system.
  • the current adjustment amplitude ⁇ d is determined according to the required heating power of the entire vehicle and the current heating power, and the current adjustment amplitude ⁇ d or the preset conversion frequency f is adjusted To achieve the heating power requirements of the vehicle. For example, when the heating regulation requirement of the electric drive system increases, the current regulation amplitude ⁇ d needs to be increased. When the heating regulation requirement of the electric drive system decreases, the current regulation amplitude ⁇ d needs to be reduced.
  • the target direct-axis current value is switched from the direct-axis current oscillation curve M to the direct-axis current oscillation curve N.
  • the target The oscillation trajectory of the direct-axis current value is carried out along the direct-axis current oscillation curve N.
  • the current adjustment amplitude ⁇ d1 is the target direct-axis current difference corresponding to operating point A to operating point D, or operating point A1 to operating point E, and the target corresponding to operating point A to operating point D
  • the direct-axis current difference is consistent with the target direct-axis current difference corresponding to operating point A1 to operating point E.
  • Fig. 2 from the A operating point, along the torque curve 3, the direction in which the target direct-axis current value increases and the target quadrature-axis current value increases to the D operating point.
  • the target direct-axis current value moves from point A to point D along the direct-axis current oscillation curve N; at this time, the target direct-axis current value increases, and the corresponding target quadrature-axis current value also increases.
  • the operating point continues to move, from operating point D in Fig. 2 along the torque curve 3, and moves back to operating point A in the direction that the target direct-axis current value decreases and the target cross-axis current value decreases.
  • the current value moves from point D to point A1 along the direct-axis current oscillation curve N; at this time, the target direct-axis current value decreases, and the corresponding target quadrature-axis current value also decreases, and the operating operating point continues to move, as shown in Fig.
  • Point E moves along the direct-axis current oscillation curve N to point A2; at this time, the target direct-axis current value increases, and the corresponding target quadrature-axis current value also increases. So far, the target direct-axis current value is completed in one oscillation cycle at the A operating point. . If the vehicle continues to operate at operating point A in FIG. 2 , the above steps are repeated.
  • step S4 obtaining the current direct-axis current value and the current quadrature-axis current value of the motor under the current operating condition of the vehicle according to the three-phase current value and the position value, may include steps S41 and S42, as follows.
  • Clark transformation is a coordinate transformation method used to transform three-phase static variables into two-phase static variables, and three-phase current values can be converted into two-phase static current values through Clark transformation.
  • the two-phase static current value is converted into a two-phase rotating current value through Park transformation, wherein the two-phase rotating current value includes the current quadrature axis current value and the current direct axis current value.
  • Park transformation is a coordinate transformation method, which is used to transform two-phase static variables into two-phase rotating variables.
  • the two-phase static current values can be converted into two-phase rotating current values through Park transformation.
  • the phase rotation current value includes the current quadrature axis current value and the current direct axis current value.
  • step S7 obtaining the motor drive signal according to the target direct-axis current value, the target quadrature-axis current value and the current direct-axis current value and the current quadrature-axis current value, may include steps S71-S75, as follows.
  • the output target direct-axis current and the target quadrature-axis current value change
  • the time interval for collecting the target direct-axis current and the target quadrature-axis current value can be set as required to ensure the effective operation of the system, ensure that the heat generation of the electric drive system can be dynamically adjusted, and quickly increase the temperature of the vehicle power battery and other complete vehicles. parts.
  • the direct-axis current difference and the quadrature-axis current difference are used for current closed-loop adjustment, they can be adjusted through PI (proportional integral controller, proportional integral controller) and feedforward decoupling to obtain the direct-axis voltage value and the quadrature-axis voltage. value.
  • PI proportional integral controller, proportional integral controller
  • TPark (inverse Parker) transformation is a coordinate transformation method for transforming two-phase rotating variables into two-phase static variables, and converting two-phase rotating voltage values into two-phase static voltage values through TPark transformation.
  • S74 Acquire the bus voltage value of the electric drive system.
  • the motor controller can synchronously acquire the system's The bus voltage value of the electronically controlled DC terminal.
  • the bus voltage value and the two-phase static voltage value are transmitted to a module with a pulse width modulation function for processing, so as to obtain a motor drive signal and send it to the motor controller.
  • the motor drive signal may be a switch signal, In order to control the on or off of the power switch device to control the operation of the motor, it can also adjust the heat generation of the electric drive system to provide heat energy for other parts of the vehicle to meet the heat regulation requirements of the electric drive system.
  • the motor controller includes a power switching device whose carrier frequency fluctuates within a predetermined range when the target direct-axis current value is greater than a limit value.
  • FIG. 9 it can be understood that the power switch device is turned on or off according to the motor drive signal, the time from the previous turn on of the power switch device to the next turn on is one cycle, the carrier frequency is the reciprocal of the cycle, and the predetermined range It fluctuates from 90% of the current carrier frequency to 110% of the current carrier frequency. Using this carrier frequency control strategy can effectively disperse the harmonic voltage to a wider range of frequency spectrum, reduce motor vibration and noise, and optimize vehicle NVH performance.
  • FIG. 7 is a block diagram of an electric drive system of one embodiment of the present disclosure.
  • the electric drive system 10 includes a motor 1 , a motor controller 2 , a current sensor 3 , a position sensor 4 and a processor 5 .
  • the motor 1 can provide heat energy to the vehicle power battery and other components when running, and the motor controller 2 can control the running state of the motor 1 according to the motor drive signal.
  • the motor controller 2 can control the power switch device to turn on or off. to control the operation of the motor.
  • the current sensor 3 can be arranged between the motor 1 and the motor controller 2 to collect the three-phase current value of the motor 1.
  • the position sensor 4 is used to collect the position value of the motor 1, where the position value may include the real-time rotor position and rotational speed of the motor, and the like.
  • the processor 5 is respectively connected to the motor controller 2, the current sensor 3 and the position sensor 4, and the processor 5 is used for executing the vehicle electric drive system control method of any one of the above embodiments.
  • the processor 5 can execute the vehicle electric drive system control method of any one of the above embodiments, which can accelerate the self-heating rate of the power battery, so that the The electric drive system of the vehicle can be used in cold areas, and the heat generated by the power battery itself can also be applied to the thermal management of the vehicle.
  • the vehicle electric drive system control method only improves the software, does not need to change the hardware structure, has low cost, and is easy to popularize.
  • FIG. 8 is a block diagram of a vehicle of one embodiment of the present disclosure.
  • a vehicle 01 includes a heating demand system 20 , a vehicle controller 30 and the electric drive system 10 of any of the above embodiments.
  • the vehicle controller 30 is configured to send a vehicle heating demand signal when it is determined that the heating demand system 20 has a heating demand.
  • the heating demand system can include various modules or components in the whole vehicle, such as the power battery in the new energy vehicle, the passenger compartment of the whole vehicle, and the air conditioning system.
  • the current ambient temperature and/or the temperature of a module or component in the heating demand system 20 can be collected by a temperature sensor, and it is determined that the module or component needs to be heated, and a heating demand signal is sent.
  • the user sends out a heating demand signal by operating a human-computer interaction device such as a display screen, a button, and the like.
  • the electric drive system 10 is connected to the vehicle controller 30 , and the electric drive system 10 and the heating demand system 20 form a heat conduction circuit.
  • the heat generated by the electric drive system 10 is passed through the heat conduction circuit, optionally or at the same time, to other modules of the vehicle or the vehicle power battery.
  • the structure of the heat conduction loop is not limited here, and the specific heat conduction flow direction can be determined according to the actual conditions of each module of the vehicle.
  • the heat conduction circuit connects the modules of the vehicle 01 that may require heat, such as a power battery.
  • the vehicle electric drive system control method of any one of the above embodiments controls the AC and DC axis current values to oscillate with a certain current adjustment amplitude and a preset conversion frequency, and the motor controller 2 controls the motor 1 to run, and the motor controller 2 controls the motor 1 to operate under any working condition of the vehicle 01.
  • the heat generated by the electric drive system 10 can be dynamically adjusted to rapidly increase the temperature of the power battery of the vehicle 10 and the temperature of other vehicle components.
  • the heating demand system 20 includes a power battery.
  • the vehicle 01 enters the electric drive system 10 to adjust the heating requirements, and the electric drive system of the vehicle in any of the above embodiments controls
  • the electric drive system 10 is controlled to generate heat, and the heat is transmitted to the power battery through the heat conduction circuit, thereby increasing the heating rate of the power battery itself, without affecting the torque output of the motor shaft end, and avoiding the low temperature affecting the charging and discharging capacity of the power battery, thereby affecting the entire vehicle. performance.
  • the heating demand system 20 includes a vehicle occupant compartment and an air conditioning system.
  • the vehicle 01 enters the electric drive system 10 to adjust the heating requirements.
  • the electric drive system control method is to control the heat generation of the electric drive system 10.
  • the heat generation of the electric drive system 10 can be dynamically adjusted, and the heating demand system 20 of the vehicle can be rapidly heated through a heat conduction circuit, thereby meeting the needs of the user. .

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Abstract

一种车辆电驱动系统控制方法，包括：根据车辆当前运行工况点获得电驱动系统的当前发热功率；根据整车所需加热功率和当前发热功率确定电流调节幅值；根据电机的三相电流值和位置值获得在车辆当前运行工况点下电机的当前直轴电流值和当前交轴电流值；控制当前直轴电流值以预设变换频率以及电流调节幅值振荡作为目标直轴电流值，进而使得电驱动系统发热，且流经动力电池自身的电流振荡，能够加速动力电池自身发热速率，从而使该车辆电驱动系统能够适用于寒冷地区。一种电驱动系统和一种车辆也被公开。

Description

车辆电驱动系统控制方法、电驱动系统和车辆
相关申请的交叉引用
本公开要求于2021年03月31日提交的申请号为202110351040.0、名称为“车辆电驱动系统控制方法、电驱动系统和车辆”的中国专利申请的优先权，其全部内容通过引用结合在本公开中。
技术领域
本公开涉及车辆技术领域，尤其是涉及一种车辆电驱动系统控制方法、电驱动系统和车辆。
背景技术
新能源车辆在寒冷地区或严寒工况下，车用动力电池受低温影响而导致的充放电能力受限，进而影响整车性能表现。
为此，在相关技术中，提出了一种利用电机余热来提升采暖效果的方法。该技术采用电池冷却器并利用电机余热，提高热泵采暖性能和用于外置冷凝器的化霜，但是该技术中对电机余热热量大小不可控，且在环境温度非常低时，电机余热利用效果差。
在相关技术中，还提出了一种车辆及其动力电池加热装置与方法。该技术在需要对动力电池加热时，控制三相交流电机产生热量以对流经动力电池的冷却液进行加热，在加热过程中根据预设直轴电流和预设交轴电流对三相交流电机的相电流进行调节，使得电机轴输出无法使得车辆移动，仅使得电机输出轴给传动机构输出一个预紧力，消除啮合间隙，防止车辆发生抖动。该技术虽然对于电驱系统发热热量可控，但仅能在车辆静止状态时使用，应用场合受限。
发明内容
本公开提出了一种车辆电驱动系统控制方法、电驱动系统和车辆，以通过调节电机的直轴电流值和交流电流值，使得电驱动系统发热以及动力电池自身发热速率加速，进而使上述热量能够应用于整车的热管理，使该车辆电驱动系统能够适用于寒冷地区。
第一方面，本公开提出了一种车辆电驱动系统控制方法，所述电驱动系统包括电机和电机控制器，方法包括：
响应于整车加热需求信号，获取电机轴端扭矩和车辆当前运行工况点；
根据所述车辆当前运行工况点获得所述电驱动系统的当前发热功率；
根据整车所需加热功率和所述当前发热功率确定电流调节幅值；
获取所述电机的三相电流值和位置值，根据所述三相电流值和所述位置值获得在所述车辆当前运行工况点下电机的当前直轴电流值和当前交轴电流值；
控制当前直轴电流值以预设变换频率以及电流调节幅值振荡作为目标直轴电流值；
根据所述目标直轴电流值和所述电机轴端扭矩获得目标交轴电流值；
根据所述目标直轴电流值和所述目标交轴电流值以及所述当前直轴电流值和所述当前交轴电流值获得电机驱动信号；
将所述电机驱动信号发送给所述电机控制器，以控制所述电机运行。
根据本公开实施例的车辆电驱动系统控制方法，根据目标直轴电流值和电机轴端扭矩获得目标交轴电流值，即在车辆运行状态下，保证车辆电机轴端扭矩不变，避免车辆产生振动不适，以及控制目标直轴电流值以一定的电流调节幅值和预设变换频率振荡，进而使得电驱动系统发热，且流经动力电池自身的电流振荡，能够加速动力电池自身发热速率，从而使该车辆电驱动系统能够适用于寒冷地区，且动力电池自身发热及电驱动系统的热量还可以应用于整车的热管理。另外，该车辆电驱动系统控制方法仅对软件进行改进，无需改变硬件架构，成本低，易于推广。
第二方面，本公开提出了一种电驱动系统，包括：电机和电机控制器；电流传感器，用于采集所述电机的三相电流值；位置传感器，用于采集所述电机的位置值；处理器，所述处理器与所述电机控制器、所述电流传感器和所述位置传感器分别连接，所述处理器用于执行上面任一项实施例所述的车辆电驱动系统控制方法。
根据本公开实施例的电驱动系统，可采用通用的电驱动系统硬件，通过处理器执行上面任一项实施例的车辆电驱动系统控制方法，控制目标直轴电流值以一定的电流调节幅值和预设变换频率振荡，使得电驱动系统发热，且使流经动力电池自身的电流振荡，提升动力电池自身发热速率，从而使该车辆电驱动系统能够适用于寒冷地区，且动力电池自身发热及电驱动系统的热量还可以应用于整车的热管理。另外，该车辆电驱动系统控制方法仅对软件进行改进，无需改变硬件架构，成本低，易于推广。
第三方面，本公开提出了一种车辆，包括：加热需求系统和整车控制器，所述整车控制器用于在确定所述加热需求系统有加热需求时发送整车加热需求信号；上面实施例所述的电驱动系统，所述电驱动系统与所述整车控制器连接，所述电驱动系统与所述加热需求系统形成导热回路。
根据本公开实施例的车辆，导热回路将车辆可能需要热量的模块如动力电池等进行连通，当对电驱动系统提出发热需求时，整车控制器接收到加热需求信号，通过采用上面任一项实施例的车辆电驱动系统控制方法，控制交直轴电流值以一定的电流调节幅值和预设 变换频率振荡，电机控制器控制电机运转，在车辆任意工况下均可动态调节电驱动系统发出热量，快速升温车辆的动力电池温度及其他整车零部件温度。
本公开的附加方面和优点将在下面的描述中部分给出，部分将从下面的描述中变得明显，或通过本公开的实践了解到。
附图说明
本公开的上述和/或附加的方面和优点从结合下面附图对实施例的描述中将变得明显和容易理解，其中：
图1是本公开一个实施例的车辆电驱动系统控制方法的流程图；
图2是本公开一个实施例的交直轴电流组合的运行轨迹示意图；
图3是本公开实施例的一个直轴电流值周期性振荡的示意图；
图4是本公开另一个实施例的车辆电驱动系统控制方法的流程图；
图5是本公开又一个实施例的车辆电驱动系统控制方法的流程图；
图6是本公开又一个实施例的车辆电驱动系统控制方法的流程图；
图7是本公开一个实施例的电驱动系统的框图；
图8是本公开一个实施例的车辆的框图；
图9是根据本公开的一个实施例的载频变化的示意图。
附图标记：
车辆01；
加热需求系统20、整车控制器30、电驱动系统10；
电机1、电机控制器2、电流传感器3、位置传感器4、处理器5。
具体实施方式
下面详细描述本公开的实施例，参考附图描述的实施例是示例性的，下面详细描述本公开的实施例。
下面参考图1-图6描述根据本公开实施例的车辆电驱动系统控制方法。
图1是本公开一个实施例的车辆电驱动系统控制方法的流程图。
在本公开的一些实施例中，电驱动系统包括电机和电机控制器，电机控制器用于控制电机运行状态。例如，电机控制器可根据电机驱动信号控制功率开关器件导通或关断，或者调整电机的运行功率按照特定功率运行，以满足电驱动系统发热调节需求。
如图1所示，该车辆电驱动系统控制方法，至少包括步骤S1-S8，具体如下。
S1，响应于整车加热需求信号，获取电机轴端扭矩和车辆当前运行工况点。
在本公开的一些实施例中，例如，在寒冷地区或严寒工况下，车用动力电池受低温影响而导致的充放电能力受限，需对整车动力电池进行加热，车辆发送整车加热需求信号至电驱动系统。再例如，在整车运行时，整车其他模块存在加热需求，确定需要进入电驱动系统发热调节功能，如确定用户进行空调系统的制热操作，或者，用户操作以控制整车驾乘乘员舱如座椅进行加热时等，车辆发送整车加热需求信号至电驱动系统。
电驱动系统响应于整车加热需求信号，检测电机轴端扭矩并确定车辆当前运行工况点。例如，车辆运行时，电机轴端扭矩不变，通过检测电机轴端扭矩，确定该电机轴端扭矩下整车运行能耗最优的当前运行工况点。
S2，根据车辆当前运行工况点获得电驱动系统的当前发热功率。
其中，可检测电机的当前运行功率，并根据电机的当前运行功率获取电驱动系统的当前发热功率。
S3，根据整车所需加热功率和当前发热功率确定电流调节幅值。
具体地，整车控制器可以综合整车的各个加热需求系统例如动力电池、乘员舱及其零部件的加热需求确定整车所需加热功率，并将整车所需加热功率发送给电驱动系统。电驱动系统的加热功率与电机运行电流有关，通过调节电机运行电流可以产生不同的加热功率。
在一些实施例中，在电驱动系统的当前发热功率不能满足整车所需加热功率时，则需要调整电机的运行电流，电驱动系统根据整车所需加热功率和当前发热功率来确定调节电机运行电流的电流调节幅值。具体地，计算整车所需加热功率与当前发热功率的功率差值，根据功率差值获得电流调节幅值，其中，当前发热功率的计算可通过查表得到，其中该表为电机转速、合成电流矢量值与当前发热功率的关系，而合成电流矢量值为当前直轴电流值和当前交轴电流值的合成电流值，该表可以事先在台架上标定获得。将该表写入电机控制器，这样根据当前直轴电流值、当前交轴电流值以及电机转速即可获得当前发热功率，无需分别计算各零部件发热量，缩短了计算时间。
其中，功率差值越大则电流调节幅值越大，反之，则电流调节幅值越小。
不同的车辆运行工况点电流调节幅值或预设变换频率可能不一致，可以通过调整预设变换频率或电流调节幅值以适应整车加热需求。
S4，获取电机的三相电流值和位置值，根据三相电流值和位置值获得在车辆当前运行工况点下电机的当前直轴电流值和当前交轴电流值。
在本公开的一些实施例，通过位置传感器采集电机的位置值，如电机实时转子位置和转速等，通过电流传感器在电机和电机控制器间采集电机的三相电流值，其中采集到的三相电流值为三相静止电流值。
其中，可采用坐标转换的方式，获取电机的当前直轴电流值和当前交轴电流值。举例而言，可通过坐标变换将三相电流值转换为两相旋转电流值，其中，两相旋转电流值包括当前交轴电流值和当前直轴电流值。
S5，控制当前直轴电流值以预设变换频率以及电流调节幅值振荡作为目标直轴电流值。
其中控制当前直轴电流值以预设变换频率以及电流调节幅值振荡作为目标直轴电流值包括：根据电流调节幅值获得第一直轴电流值和第二直轴电流值，目标直轴电流值以当前直轴电流为基准值，第一直轴电流值为波峰，第二直轴电流值为波谷，并按照预设变换频率周期性变化，其中，第一直轴电流值为当前直轴电流值与电流调节幅值的和值，第二直轴电流值为当前直轴电流值与电流调节幅值的差值。
以正弦波为例，目标直轴电流值为以当前直轴电流为基准值，第一直轴电流值为波峰，第二直轴电流值为波谷的有效值，即，目标直轴电流值为以当前直轴电流值为基准值以预设变换频率及电流调节幅值振荡的有效值。
具体而言，如图2所示，为根据本公开一个实施例的交直轴电流组合的运行轨迹示意图，其中，横轴为直轴电流值，纵轴为交轴电流值，三条曲线均为恒扭矩曲线，即同一曲线上任一点的交直轴电流组合均可以输出相同的电机轴端扭矩，不同的扭矩曲线代表不同的电机轴端扭矩，且扭矩曲线越靠近零点的数值越小，远离零点的数值越大，即扭矩曲线1对应的电机轴端扭矩大于扭矩曲线2对应的电机轴端扭矩大于扭矩曲线3对应的电机轴端扭矩。其中，扭矩曲线3上的A、B、C、D、E点分别为车辆同一电机轴端扭矩时的工况点，OF段曲线为MTPA(million tons per annum,最大转矩电流比)曲线，GH段曲线为MTPV(maximum torque per voltage，最大转矩电压比)曲线，组合MTPA和MTPV曲线是在多个边界条件下标定得出的，具体的标定方法不做赘述。在相关技术中，在OFGH围成的区域内控制调整直轴电流值，调整范围有限。
在本公开的一些实施例中，整车根据于整车加热需求判断需要进入电驱动系统发热调节功能，当车辆运行在A工况点时，确定工况点为A处的直轴电流值为当前直轴电流值。以获取电流调节幅值为Δd和预设变换频率为f为例，确定运行工况点为A所在扭矩曲线3，沿着工况点A所在的扭矩曲线3上，以电流调节幅值Δd左右滑动，从工况点A向右滑动至最顶端工况点B，可确定工况点B的直轴电流值为第一直轴电流值，从工况点A向左滑动至最底端工况点C，并确定工况点C的直轴电流值为第二直轴电流值。在图2中，交直轴电流组合的轨迹为扭矩曲线3中的轨迹A→B→A→C→A，周期性地调整目标交直轴电流值，随着电流调整的时间变化，直轴电流值将会呈周期性振荡波形，例如正弦波形、方形波形或其他适用波形，其中，波形的幅值与电流调节幅值有关。
举例说明，如图3所示，为根据本公开实施例的一个直轴电流值周期性振荡的示意图， 其中，纵轴为直轴电流值，五条虚线分别对应图2中A、B、C、D、E工况点下的目标直轴电流值，正弦曲线1为直轴电流振荡曲线M，可将直轴震荡曲线M中的预设变换频率记为f，单位为Hz，将电流调节幅值记为Δd，单位为A，正弦曲线2为直轴电流振荡曲线N，可将直轴震荡曲线N中的预设变换频率记为f，单位为Hz，将电流调节幅值记为Δd1，单位为A，电流幅值Δd为工况点A至工况点B，或工况点A至工况点C所对应的目标直轴电流差值，工况点A至工况点B对应的目标直轴电流差值与工况点A至工况点C对应的目标直轴电流差值一致，电流调节幅值Δd1为工况点A至工况点D，或工况点A至工况点E所对应的目标直轴电流差值，工况点A至工况点D对应的目标直轴电流差值与工况点A至工况点E对应的目标直轴电流差值一致。
在本公开的一些实施例中，根据于整车加热需求判断需要进入电驱动系统发热调节功能，当车辆运行在A工况点时，确定工况点为A处的直轴电流值为当前直轴电流值。以获取电流调节幅值为Δd和预设变换频率为f为例，确定运行工况点为A所在扭矩曲线3，沿着工况点A所在的扭矩曲线3上，以电流调节幅值Δd左右滑动，从工况点A向右滑动至最顶端工况点B，可确定工况点B的直轴电流值为第一直轴电流值，从工况点A向左滑动至最底端工况点C，并确定工况点C的直轴电流值为第二直轴电流值。应图2中，交直轴电流组合的轨迹为扭矩曲线3中的轨迹A→B→A→C→A，对应图3中，目标直轴电流值咋直轴电流振荡曲线M上变化，目标直轴电流值振荡轨迹沿直轴电流振荡曲线M进行。
参照图2和图3所示，具体地，在图2中，从A工况点，沿扭矩曲线3，朝目标直轴电流值增大、目标交轴电流值增大的方向移至B工况点。同步地，在图3中，目标直轴电流值从A点沿直轴电流振荡曲线M移至B点；此时目标直轴电流值增加，对应的也要增加目标交轴电流值，运行工况点继续移动，从图2中的B工况点沿扭矩曲线3，朝目标直轴电流值减小、目标交轴电流值减小的方向移回A工况点，图3中目标直轴电流值则沿着直轴电流振荡曲线M从B点移至A1点；此时目标直轴电流值减小，对应的也要减小目标交轴电流值，运行工况点继续移动，在图2中，从A工况点，沿扭矩曲线3，朝目标直轴电流值减小、目标交轴电流值减小的方向移至C工况点，同步地，在图3中，直轴电流值从A1点沿直轴电流振荡曲线M移至C点；此时目标直轴电流值减小，对应的也要减小目标交轴电流值，运行工况点继续移动，在图2中，从C工况点，沿扭矩曲线3，朝目标直轴电流值增大、目标交轴电流值增大的方向移回A工况点，同步地，在图3中，目标直轴电流值从C点沿直轴电流振荡曲线M移至A2点；此时目标直轴电流值增加，对应的也要增加目标交轴电流值，至此目标直轴电流值在A工况点的一个振荡周期完成。若车辆继续维持在图2中A工况点运行，则上述步骤重复执行。
S6，根据目标直轴电流值和电机轴端扭矩获得目标交轴电流值。
在本公开的一些实施例中，车辆运行同一工况，电机轴端扭矩不变，当确定需要进入电驱动系统发热调节功能时，需调节目标直轴电流值变化，目标交轴电流值也会发生变化，为保证车辆正常行驶，需获取与目标直轴电流值对应的目标交轴电流值。例如，可采用固定算法进行限定，可以根据目标直轴电流值直接计算得到目标交轴电流值，不需要再通过查表获取，方法简单。
S7，根据目标直轴电流值和目标交轴电流值以及当前直轴电流值和当前交轴电流值获得电机驱动信号。其中，可将目标直轴电流值与当前直轴电流值、目标交轴电流值和当前交轴电流值进行一些计算等处理，最终获取电机驱动信号。
S8，将电机驱动信号发送给电机控制器，以控制电机运行。电机控制器响应电机驱动信号，可控制功率开关器件导通或关断，从而控制电机的运行，以满足电驱动系统发热调节需求。电机控制器还可调节电机运行功率，以实现调节电驱动系统所发热量，供整车其他模块使用。
根据本公开实施例的车辆电驱动系统控制方法，通过获取电机轴端扭矩、车辆当前运行工况点、电机的三相电流值和位置值，以获取目标直轴电流值和目标交轴电流值，并在车辆运行状态下，保证车辆电机轴端扭矩不变，控制目标直轴电流值以一定的电流调节幅值和预设变换频率振荡，而加速动力电池自身发热速率，从而使该车辆电驱动系统能够适用于寒冷地区，且动力电池自身发热及电驱动系统的热量还可以应用于整车的热管理。另外，该车辆电驱动系统控制方法仅对软件进行改进，无需改变硬件架构，成本低，易于推广。其中，电驱动系统的热量包括电机自身产生的热量及电机控制器的功率开关器件产生的热量。
在本公开的一些实施例中，根据车辆当前运行工况获得电驱动系统的当前发热功率可以根据当前车辆不同转速下的电机的合成电流矢量变化量，查表求得当前发热功率。该表根据该电驱动系统在台架事先标定获得，从而减小了在实际控制过程中所需的计算时间。
在本公开的一些实施例中，电机以为三相永磁同步电机为例，目标直轴电流值和目标交轴电流值满足式(1-1)，其他类型的电机可设置与电机的对应的转矩公式。
其中，T e为电机轴端扭矩，单位为Nm；N P为电机转子磁极对数，L d为直轴电感值，单位为uH；L q为交轴电感值，单位为uH；i d为目标直轴电流值，单位为A；φ f为磁链值，单位为Vs；i q为目标交轴电流值，单位为A。
T e＝1.5N P[(L d-L q)i d+φ f]i q     式(1-1)
在本公开的一些实施例中，在对电驱动系统在进行发热调节需求过程中，对目标直轴 电流值i d进行振荡控制，当调节目标直轴电流值i d变化时，目标交轴电流值i q也会发生变化，为保证车辆正常行驶，需获取与目标直轴电流值i d对应的目标交轴电流值i q，采用如式(1-1)算法限定目标交轴电流值i q，不需要再通过查表获取。车辆运行同一工况，电机轴端扭矩T e不变，当确定需要进入电驱动系统发热调节功能时，可以根据目标直轴电流值i d直接计算得到目标交轴电流值i q，且控制交直轴电流均以一定的预设变换频率f和电流调节幅值Δd振荡，以满足车辆正常行驶。
在本公开的一些实施例中，如图4所示，为根据本公开另一个实施例的车辆电驱动系统控制方法的流程图，其中，车辆电驱动系统控制方法还包括步骤S9和步骤S10，具体如下。
S9，确定整车所需加热功率发生变化。
例如，车辆运行一段时间后，需调整车用动力电池温度，整车所需加热功率发生变化，则需适应性调整电驱动系统发热调节功能，或者，整车其他模块存在加热需求发生变化，需要调整电驱动系统发热调节功能以适应整车所需加热功率，如确定用户进行空调系统的制热操作，或者，用户操作以调整整车驾乘乘员舱如座椅进行加热时等，车辆发送相应的整车加热需求信号至电驱动系统。
S10，根据变化后的整车所需加热功率，调整电流调节幅值或者调整预设变换频率。
在本公开的实施例中，确定整车所需加热功率发生变化时，根据整车所需加热功率和当前发热功率确定电流调节幅值Δd，并调整电流调节幅值Δd或预设变换频率f来实现整车的加热功率需求。例如，当电驱动系统发热调节需求增大时，需增大电流调节幅值Δd。当电驱动系统发热调节需求减小时，需减小电流调节幅值Δd。
参照图2和图3所示，以车辆运行在A工况点为例，当电驱动系统的发热需求增加时，需调节电流调节幅值Δd增大，并对应调节目标交直轴电流组合。例如，按照预先标定或者通过相关算法进行实时计算，确定调整后的预设变换频率为f，单位为Hz，并且确定调整后的电流调节幅值为Δd1，单位为A，对应图2中，交直轴电流组合的轨迹为扭矩曲线3中的轨迹A→D→A→E→A，对应图3中，目标直轴电流值从直轴电流振荡曲线M切换至直轴电流振荡曲线N上，目标直轴电流值振荡轨迹沿直轴电流振荡曲线N进行。其中，电流调节幅值Δd1为工况点A至工况点D，或工况点A1至工况点E所对应的目标直轴电流差值，工况点A至工况点D对应的目标直轴电流差值与工况点A1至工况点E对应的目标直轴电流差值一致。
具体地，在图2中，从A工况点，沿扭矩曲线3，朝目标直轴电流值增大、目标交轴 电流值增大的方向移至D工况点。同步地，在图3中，目标直轴电流值从A点沿直轴电流振荡曲线N移至D点；此时目标直轴电流值增加，对应的也要增加目标交轴电流值，运行工况点继续移动，从图2中的D工况点沿扭矩曲线3，朝目标直轴电流值减小、目标交轴电流值减小的方向移回A工况点，图3中目标直轴电流值则沿着直轴电流振荡曲线N从D点移至A1点；此时目标直轴电流值减小，对应的也要减小目标交轴电流值，运行工况点继续移动，在图2中，从A工况点，沿扭矩曲线3，朝目标直轴电流值减小、目标交轴电流值减小的方向移至E工况点，同步地，在图3中，直轴电流值从A1点沿直轴电流振荡曲线N移至E点；此时目标直轴电流值减小，对应的也要减小目标交轴电流值，运行工况点继续移动，在图2中，从E工况点，沿扭矩曲线3，朝目标直轴电流值增大、目标交轴电流值增大的方向移回A工况点，同步地，在图3中，目标直轴电流值从E点沿直轴电流振荡曲线N移至A2点；此时目标直轴电流值增加，对应的也要增加目标交轴电流值，至此目标直轴电流值在A工况点的一个振荡周期完成。若车辆继续维持在图2中A工况点运行，则上述步骤重复执行。
在本公开的一些实施例中，如图5所示，为根据本公开又一个实施例的车辆电驱动系统控制方法的流程图。其中，上面的步骤S4，根据三相电流值和位置值获得在车辆当前运行工况点下电机的当前直轴电流值和当前交轴电流值，可以包括步骤S41和步骤S42，具体如下。
S41，通过Clark变换将三相电流值转换为两相静止电流值。
其中，Clark(克拉克)变换为一种坐标变换方法，用于将三相静止变量变换为两相静止变量，可通过Clark变换将三相电流值转换为两相静止电流值。
S42，通过Park变换将两相静止电流值转换为两相旋转电流值，其中，两相旋转电流值包括当前交轴电流值和当前直轴电流值。
其中，Park(帕克)变换为一种坐标变换方法，用于将两相静止变量变换为两相旋转变量，可以通过Park变换，将两相静止电流值转换为两相旋转电流值，其中，两相旋转电流值包括当前交轴电流值和当前直轴电流值。
在本公开的一些实施例中，如图6所示，为根据本公开又一个实施例的车辆电驱动系统控制方法的流程图。其中，上面的步骤S7，根据目标直轴电流值和目标交轴电流值以及当前直轴电流值和当前交轴电流值获得电机驱动信号，可以包括步骤S71-S75，具体如下。
S71，将目标直轴电流值与当前直轴电流值进行求差运算以获得直轴电流差值，以及将目标交轴电流值与当前交轴电流值进行求差运算以获得交轴电流差值。
在本公开的一些实施例中，当目标直轴电流和目标交轴电流值以一定的电流调节幅值或预设变换频率进行变化时，输出的目标直轴电流和目标交轴电流值为变化的值，可根据 需要设置采集目标直轴电流和目标交轴电流值的时间间隔，以保证系统有效运行，保证电驱动系统的发热量动态可调，快速升温车用动力电池温度及其他整车零部件。
S72，根据直轴电流差值和交轴电流差值进行电流闭环调节，以获得直轴电压值和交轴电压值。
其中，直轴电流差值和交轴电流差值进行电流闭环调节时，可通过PI(proportional integral controller，比例积分控制器)和前馈解耦进行调节，以获取直轴电压值和交轴电压值。
S73，通过TPark变换将直轴电压值和交轴电压值转换为两相静止电压值。
其中，TPark(反帕克)变换为一种坐标变换方法，用于将两相旋转变量变换为两相静止变量，通过TPark变换将两相旋转电压值转换为两相静止电压值。
S74，获取电驱动系统的母线电压值，在获取电机轴端扭矩、车辆当前运行工况点、电机的三相电流值和位置值以及对这些数据进行计算时，电机控制器可同步采集系统的电控直流端母线电压值。
S75，根据母线电压值和两相静止电压值进行脉宽调制以获得电机驱动信号。
在本公开的实施例中，将母线电压值以及两相静止电压值传递至具有脉宽调制功能的模块进行处理，以获得电机驱动信号并发送给电机控制器，电机驱动信号可以为开关信号，以控制功率开关器件导通或关断，从而控制电机的运行，还可调节电驱动系统发热量，为整车其他零部件提供热能，以满足电驱动系统发热调节需求。
在一些实施例中，电机控制器包括功率开关器件，当目标直轴电流值大于限值时，功率开关器件的载频在预定范围内波动。
发明人发现，当直轴电流大于限值时，定转子间磁场作用力强，载频不变时，电机在载频f N及整数倍频率处出现集中的谐波电压和谐波电流，进而产生的电磁干扰和高频噪声在加热需求下更为凸显。如图9所示，可以理解的是，功率开关器件根据电机驱动信号开启或关闭，功率开关器件前一次开启到下一次开启的时间为一个周期，所述载频为该周期的倒数，预定范围为90％当前载频到110当前载频之内波动。使用该载频控制策略，可以有效地将谐波电压分散到更宽范围的频谱上，减小电机振动和噪声，优化整车NVH性能。
图7是本公开一个实施例的电驱动系统的框图。
在本公开的一些实施例中，如图7所示，电驱动系统10包括电机1、电机控制器2、电流传感器3、位置传感器4和处理器5。
其中，电机1运行时可为车辆动力电池和其他零部件提供热能，电机控制器2能根据电机驱动信号控制电机1的运行状态，例如，电机控制器2可通过控制功率开关器件导通或关断，从而控制电机的运行。电流传感器3可设置在电机1和电机控制器2之间，用于 采集电机1的三相电流值。位置传感器4用于采集电机1的位置值，其中位置值可包括电机实时转子位置和转速等。
处理器5与电机控制器2、电流传感器3和位置传感器4分别连接，处理器5用于执行上面任一项实施例的车辆电驱动系统控制方法。
根据本公开实施例的电驱动系统10，可采用通用的电驱动系统硬件，通过处理器5执行上面任一项实施例的车辆电驱动系统控制方法，能加速动力电池自身发热速率，从而使该车辆电驱动系统能够适用于寒冷地区，且动力电池自身发热的热量还可以应用于整车的热管理。另外，该车辆电驱动系统控制方法仅对软件进行改进，无需改变硬件架构，成本低，易于推广。
图8是本公开一个实施例的车辆的框图。
在本公开的一些实施例中，如图8所示，车辆01包括加热需求系统20、整车控制器30和上面任一项实施例的电驱动系统10。
其中，整车控制器30用于在确定加热需求系统20有加热需求时发送整车加热需求信号。其中加热需求系统可包括整车中多种模块或零部件，例如新能源汽车中的动力电池、整车驾乘乘员舱和空调系统等。可由温度传感器采集当前环境温度和/或加热需求系统20中模块或零部件的温度，并判定需要对该模块或者零部件进行加热，则发出加热需求信号。或者用户通过操作人机交互装置如显示屏、按钮等，发出加热需求信号。
电驱动系统10与整车控制器30连接，电驱动系统10与加热需求系统20形成导热回路。电驱动系统10产生的热量通过导热回路，可选地或同时将热量带给整车其他模块或车用动力电池。其中，导热回路结构在此不做限制，且具体导热流向可根据车辆各模块实际情况进行判断。
根据本公开实施例的车辆01，导热回路将车辆01可能需要热量的模块如动力电池等进行连通，当对电驱动系统10提出发热需求时，整车控制器30接收到加热需求信号，通过采用上面任一项实施例的车辆电驱动系统控制方法，控制交直轴电流值以一定的电流调节幅值和预设变换频率振荡，电机控制器2控制电机1运转，在车辆01任意工况下均可动态调节电驱动系统10发出热量，快速升温车辆10的动力电池温度及其他整车零部件温度。
在本公开的一些实施例中，加热需求系统20包括动力电池。例如，新能源车辆在寒冷地区或严寒工况下，需要对车辆01,动力电池进行加热，则车辆01进入电驱动系统10发热调节需求，通过采用上面任一项实施例的车辆电驱动系统控制方法，控制电驱动系统10发热，热量通过导热回路输送至动力电池，进而使得动力电池自身发热速率提升，同时不影响电机轴端扭矩输出，避免低温影响动力电池的充放电能力，进而影响整车性能表现。
在本公开的一些实施例中，加热需求系统20包括整车驾乘乘员舱和空调系统。例如，用户需要对整车驾乘乘员舱的座椅进行加热，或者用户需要采用空调系统对车辆进行加热，则车辆01进入电驱动系统10发热调节需求，通过采用上面任一项实施例的车辆电驱动系统控制方法，控制电驱动系统10发热，在满足车辆正常行驶的前提下，动态可调电驱动系统10的发热量，通过导热回路，快速升温车辆加热需求系统20，从而满足用户的需求。
根据本公开实施例的车辆01的其他构成以及操作对于本领域普通技术人员而言都是已知的，这里不再详细描述。
在本说明书的描述中，参考术语“一个实施例”、“一些实施例”、“示意性实施例”、“示例”、“具体示例”、或“一些示例”等的描述意指结合该实施例或示例描述的具体特征、结构、材料或者特点包含于本公开的至少一个实施例或示例中。在本说明书中，对上述术语的示意性表述不一定指的是相同的实施例或示例。
尽管已经示出和描述了本公开的实施例，本领域的普通技术人员可以理解：在不脱离本公开的原理和宗旨的情况下可以对这些实施例进行多种变化、修改、替换和变型，本公开的范围由权利要求及其等同物限定。

Claims (12)

  1. 一种车辆电驱动系统控制方法，其特征在于，所述电驱动系统包括电机和电机控制器，方法包括：
    响应于整车加热需求信号，获取电机轴端扭矩和车辆当前运行工况点；
    根据所述车辆当前运行工况点获得所述电驱动系统的当前发热功率；
    根据整车所需加热功率和所述当前发热功率确定电流调节幅值；
    获取所述电机的三相电流值和位置值，根据所述三相电流值和所述位置值获得在所述车辆当前运行工况点下电机的当前直轴电流值和当前交轴电流值；
    控制当前直轴电流值以预设变换频率以及电流调节幅值振荡作为目标直轴电流值；
    根据所述目标直轴电流值和所述电机轴端扭矩获得目标交轴电流值；
    根据所述目标直轴电流值和所述目标交轴电流值以及所述当前直轴电流值和所述当前交轴电流值获得电机驱动信号；
    将所述电机驱动信号发送给所述电机控制器，以控制所述电机运行。
  2. 根据权利要求1所述的车辆电驱动系统控制方法，其特征在于，所述控制当前直轴电流值以预设变换频率以及电流调节幅值振荡作为目标直轴电流值，包括：
    根据所述电流调节幅值获得第一直轴电流值和第二直轴电流值，所述目标直轴电流值以当前直轴电流为基准值，所述第一直轴电流值为波峰，所述第二直轴电流值为波谷，并按照预设变换频率周期性变化，其中，所述第一直轴电流值为所述当前直轴电流值与所述电流调节幅值的和值，所述第二直轴电流值为所述当前直轴电流值与所述电流调节幅值的差值。
  3. 根据权利要求1或2所述的车辆电驱动系统控制方法，其特征在于，所述根据整车所需加热功率和所述当前发热功率确定电流调节幅值，包括：
    计算所述整车所需加热功率与所述当前发热功率的功率差值；
    根据所述功率差值获得所述电流调节幅值，且当所述功率差值越大时，所述电流调节幅值越大。
  4. 根据权利要求1-3中任一项所述的车辆电驱动系统控制方法，其特征在于，所述电机控制器包括功率开关器件，当所述目标直轴电流值大于限值时，所述功率开关器件的载频在预定范围内随机波动。
  5. 根据权利要求1-4中任一项所述的车辆电驱动系统控制方法，其特征在于，所述目标直轴电流值和所述目标交轴电流值满足以下公式：
    Figure PCTCN2021124702-appb-100001
    其中，T e为电机轴端扭矩，N P为电机转子磁极对数，L d为直轴电感值，L q为交轴电感值，i d为目标直轴电流值，
    Figure PCTCN2021124702-appb-100002
    为磁链值，i q为目标交轴电流值。
  6. 根据权利要求1-5中任一项所述的车辆电驱动系统控制方法，其特征在于，所述方法还包括：
    确定所述整车所需加热功率发生变化；
    根据变化后的整车所需加热功率，调整所述电流调节幅值或者调整所述预设变换频率。
  7. 根据权利要求1-6中任一项所述的车辆电驱动系统控制方法，其特征在于，所述根据所述三相电流值和所述位置值获得在所述车辆当前运行工况点下电机的当前直轴电流值和当前交轴电流值，包括：
    通过Clark变换将所述三相电流值转换为两相静止电流值；
    通过Park变换将所述两相静止电流值转换为两相旋转电流值，其中，所述两相旋转电流值包括所述当前交轴电流值和所述当前直轴电流值。
  8. 根据权利要求1-7中任一项所述的车辆电驱动系统控制方法，其特征在于，所述根据所述目标直轴电流值和所述目标交轴电流值以及所述当前直轴电流值和所述当前交轴电流值获得电机驱动信号，包括：
    将所述目标直轴电流值与所述当前直轴电流值进行求差运算以获得直轴电流差值，以及将所述目标交轴电流值与所述当前交轴电流值进行求差运算以获得交轴电流差值；
    根据所述直轴电流差值和所述交轴电流差值进行电流闭环调节，以获得直轴电压值和交轴电压值；
    通过TPark变换将所述直轴电压值和所述交轴电压值转换为两相静止电压值；
    获取所述电驱动系统的母线电压值；
    根据所述母线电压值和所述两相静止电压值进行脉宽调制以获得所述电机驱动信号。
  9. 一种电驱动系统，其特征在于，包括：
    电机和电机控制器；
    电流传感器，用于采集所述电机的三相电流值；
    位置传感器，用于采集所述电机的位置值；
    处理器，所述处理器与所述电机控制器、所述电流传感器和所述位置传感器分别连接，所述处理器用于执行权利要求1-8中任一项所述的车辆电驱动系统控制方法。
  10. 一种车辆，其特征在于，包括：
    加热需求系统和整车控制器，所述整车控制器用于在确定所述加热需求系统有加热需求时发送整车加热需求信号；
    权利要求9所述的电驱动系统，所述电驱动系统与所述整车控制器连接，所述电驱动系统与所述加热需求系统形成导热回路。
  11. 根据权利要求10所述的车辆，其特征在于，所述加热需求系统包括动力电池。
  12. 根据权利要求10或11所述的车辆，其特征在于，所述加热需求系统包括整车驾乘乘员舱和空调系统。
PCT/CN2021/124702 2021-03-31 2021-10-19 车辆电驱动系统控制方法、电驱动系统和车辆 WO2022205836A1 (zh)

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