CN107472025A - 新能源汽车电机扭矩输出方法 - Google Patents
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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
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L15/00—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles
- B60L15/20—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L58/00—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles
- B60L58/10—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries
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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
- 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
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- Y02T10/60—Other road transportation technologies with climate change mitigation effect
- Y02T10/70—Energy storage systems for electromobility, e.g. batteries
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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
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- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/60—Other road transportation technologies with climate change mitigation effect
- Y02T10/72—Electric energy management in electromobility
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- Electric Propulsion And Braking For Vehicles (AREA)
Abstract
本发明提供了新能源汽车电机扭矩输出方法,其包括以下步骤:判断volt大于volt_med是否为真,若为真则低压电池电压无需充电;volt大于volt_med为假则设置P_dcdc=P1;获取P_m1=P_max‑P_fan‑P_dcdc;整车控制器比较P_m1与P_m2的大小,根据结果为P_m取值;最终获得T_max;获取得到电驱请求扭矩T_ref;将电驱请求扭矩T_ref传送给电机控制器完成对电机的控制。本发明通过合理调整电机的功率达到最优的动力性功率分配,本发明无需额外的硬件及传感器可以直接在电池功率恒定的情况下,保证车辆的动力性能。
Description
技术领域
本发明涉及到新能源汽车技术领域,特别是一种新能源汽车电机扭矩输出方法。
背景技术
电动汽车的动力性指标主要由最高车速、加速能力和最大爬坡度来表示,是汽车使用性能中最基本的和最重要的性能。设计电动汽车时动力电池最大输出功率一定,现有电动汽车汽车在开空调制冷或制热时往往动力性衰减严重,引起加速能力差,爬坡吃力,高速时更为明显。
发明内容
本发明提供了新能源汽车电机扭矩输出方法,其包括以下步骤:
S1:整车控制器采集低压电池的电压值volt,低压电池的额定电压值为volt_med,判断volt大于volt_med是否为真,若为真则低压电池电压无需充电;
S2:为满足车辆最优动力性,保证驱动电机输出最大功率,设定电动汽车的直流电压转换器dc-dc的需求输出功率P_dcdc为0,即P_dcdc=0,若volt大于volt_med为假则设置直流电压转换器dc-dc的需求输出功率为自身额定需求功率P1,即P_dcdc=P1;
S3:整车控制器通过CAN总线从电池管理***BMS处获得动力电池最大允许输出功率P_max,P_max减去步骤S2中获取的P_dcdc与空调实时输出功率P_fan得到驱动电机允许的最大功率P_m1,即P_m1=P_max-P_fan-P_dcdc;
S4:在进行步骤S3的同时,整车控制器通过CAN总线从电机控制器获得电机外特性曲线能够输出的最大功率P_m2,整车控制器比较P_m1与P_m2的大小,如果P_m1大于P_m2则设置电驱动最大请求功率P_m的值取P_m2,否则设置P_m的值取P_m1;
S5:由电机转速与功率关系公式P_m=T_max*speed/9550得到T_max,其中T_max为需要获取的整车控制器对电机控制器的最大允许请求扭矩,speed为电机转速;
S6:整车控制器采集油门信号得到油门百分比P_percent,P_percent与S5中得到的T_max相乘得到电驱请求扭矩T_ref,即T-ref=T_max*P_percent;
S7:整车控制器通过CAN总线将电驱请求扭矩T_ref传送给电机控制器,电机控制器得到最佳扭矩输出完成对电机的控制。
本发明具有以下有益效果:
本发明将电动汽车动力电池输出功率分为空调、低压电池充电、驱动电机三大类,在需要加速时驱动电机的功率需求优先级高于低压电池充电和空调,通过合理调整电机的功率达到最优的动力性功率分配,本发明无需额外的硬件及传感器可以直接在电池功率恒定的情况下,保证车辆的动力性能。
当然,实施本发明的任一产品并不一定需要同时达到以上所述的所有优点。
附图说明
为了更清楚地说明本发明实施例的技术方案,下面将对实施例描述所需要使用的附图作简单地介绍,显而易见地,下面描述中的附图仅仅是本发明的一些实施例,对于本领域普通技术人员来讲,在不付出创造性劳动的前提下,还可以根据这些附图获得其他的附图。
图1为本发明实施例提供的步骤S1至S2流程示意图;
图2为本发明实施例提供的步骤S3至S7流程示意图。
具体实施方式
下面将结合本发明实施例中的附图,对本发明实施例中的技术方案进行清楚、完整地描述,显然,所描述的实施例仅仅是本发明一部分实施例,而不是全部的实施例。基于本发明中的实施例,本领域普通技术人员在没有作出创造性劳动前提下所获得的所有其它实施例,都属于本发明保护的范围。
本发明实施例提供了一种电动汽车最优动力性功率分配方法,其包括以下步骤:
本发明实施例提供了一种新能源汽车电机扭矩输出方法,其包括以下步骤:
如图1所示为本发明实施例提供的步骤S1、S2的流程示意图,具体流程为:S1:整车控制器采集低压电池的电压值volt,低压电池的额定电压值为volt_med,判断volt大于volt_med是否为真,若为真则低压电池电压无需充电;
S2:为满足车辆最优动力性,保证驱动电机输出最大功率,设定电动汽车的直流电压转换器dc-dc的需求输出功率P_dcdc为0,即P_dcdc=0,若volt大于volt_med为假则设置直流电压转换器dc-dc的需求输出功率为自身额定需求功率P1,即P_dcdc=P1;
如图2所示为本发明实施例提供的步骤S3至S7的流程示意图,具体流程为:S3:整车控制器通过CAN总线从电池管理***BMS处获得动力电池最大允许输出功率P_max,P_max减去步骤S2中获取的P_dcdc与空调实时输出功率P_fan得到驱动电机允许的最大功率P_m1,即P_m1=P_max-P_fan-P_dcdc;
S4:在进行步骤S3的同时,整车控制器通过CAN总线从电机控制器获得电机外特性曲线能够输出的最大功率P_m2,整车控制器比较P_m1与P_m2的大小,如果P_m1大于P_m2则设置电驱动最大请求功率P_m的值取P_m2,否则设置P_m的值取P_m1;
S5:由电机转速与功率关系公式P_m=T_max*speed/9550得到T_max,其中T_max为需要获取的整车控制器对电机控制器的最大允许请求扭矩,speed为电机转速;
S6:整车控制器采集油门信号得到油门百分比P_percent,P_percent与S5中得到的T_max相乘得到电驱请求扭矩T_ref,即T-ref=T_max*P_percent;
S7:整车控制器通过CAN总线将电驱请求扭矩T_ref传送给电机控制器,电机控制器得到最佳扭矩输出完成对电机的控制。
本发明将电动汽车动力电池输出功率分为低压电池充电、驱动电机二大类,在需要加速时驱动电机的功率需求优先级高于低压电池充电和空调,通过合理调整电机的功率达到最优的动力性功率分配,本发明无需额外的硬件及传感器可以直接在电池功率恒定的情况下,保证车辆的动力性能。
以上公开的本发明优选实施例只是用于帮助阐述本发明。优选实施例并没有详尽叙述所有的细节,也不限制该发明仅为所述的具体实施方式。显然,根据本说明书的内容,可作很多的修改和变化。本说明书选取并具体描述这些实施例,是为了更好地解释本发明的原理和实际应用,从而使所属技术领域技术人员能很好地理解和利用本发明。本发明仅受权利要求书及其全部范围和等效物的限制。
Claims (1)
1.新能源汽车电机扭矩输出方法,其特征在于,包括以下步骤:
S1:整车控制器采集低压电池的电压值volt,低压电池的额定电压值为volt_med,判断volt大于volt_med是否为真,若为真则低压电池电压无需充电;
S2:为满足车辆最优动力性,保证驱动电机输出最大功率,设定电动汽车的直流电压转换器dc-dc的需求输出功率P_dcdc为0,即P_dcdc=0,若volt大于volt_med为假则设置直流电压转换器dc-dc的需求输出功率为自身额定需求功率P1,即P_dcdc=P1;
S3:整车控制器通过CAN总线从电池管理***BMS处获得动力电池最大允许输出功率P_max,P_max减去步骤S2中获取的P_dcdc与空调实时输出功率P_fan得到驱动电机允许的最大功率P_m1,即P_m1=P_max-P_fan-P_dcdc;
S4:在进行步骤S3的同时,整车控制器通过CAN总线从电机控制器获得电机外特性曲线能够输出的最大功率P_m2,整车控制器比较P_m1与P_m2的大小,如果P_m1大于P_m2则设置电驱动最大请求功率P_m的值取P_m2,否则设置P_m的值取P_m1;
S5:由电机转速与功率关系公式P_m=T_max*speed/9550得到T_max,其中T_max为需要获取的整车控制器对电机控制器的最大允许请求扭矩,speed为电机转速;
S6:整车控制器采集油门信号得到油门百分比P_percent,P_percent与S5中得到的T_max相乘得到电驱请求扭矩T_ref,即T-ref=T_max*P_percent;
S7:整车控制器通过CAN总线将电驱请求扭矩T_ref传送给电机控制器,电机控制器得到最佳扭矩输出完成对电机的控制。
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CN110341479A (zh) * | 2018-04-08 | 2019-10-18 | 上海汽车集团股份有限公司 | 电动汽车的控制方法及控制装置 |
CN113968136A (zh) * | 2021-10-29 | 2022-01-25 | 华人运通(江苏)技术有限公司 | 一种电动汽车的低压能量控制方法、***、设备及介质 |
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CN106427657A (zh) * | 2016-12-07 | 2017-02-22 | 东南(福建)汽车工业有限公司 | 一种电动汽车的能量流控制方法 |
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CN106427657A (zh) * | 2016-12-07 | 2017-02-22 | 东南(福建)汽车工业有限公司 | 一种电动汽车的能量流控制方法 |
Cited By (3)
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CN110341479A (zh) * | 2018-04-08 | 2019-10-18 | 上海汽车集团股份有限公司 | 电动汽车的控制方法及控制装置 |
CN113968136A (zh) * | 2021-10-29 | 2022-01-25 | 华人运通(江苏)技术有限公司 | 一种电动汽车的低压能量控制方法、***、设备及介质 |
CN113968136B (zh) * | 2021-10-29 | 2023-11-10 | 华人运通(江苏)技术有限公司 | 一种电动汽车的低压能量控制方法、***、设备及介质 |
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