CN115626057A - Limping control method for rotation fault of electric automobile controller - Google Patents
Limping control method for rotation fault of electric automobile controller Download PDFInfo
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- CN115626057A CN115626057A CN202211213339.0A CN202211213339A CN115626057A CN 115626057 A CN115626057 A CN 115626057A CN 202211213339 A CN202211213339 A CN 202211213339A CN 115626057 A CN115626057 A CN 115626057A
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- 238000000034 method Methods 0.000 title claims abstract description 28
- 206010017577 Gait disturbance Diseases 0.000 title claims abstract description 12
- 238000011217 control strategy Methods 0.000 claims abstract description 16
- 230000005284 excitation Effects 0.000 claims description 4
- 238000005516 engineering process Methods 0.000 abstract description 4
- 238000010586 diagram Methods 0.000 description 5
- 230000007547 defect Effects 0.000 description 2
- 238000012986 modification Methods 0.000 description 2
- 230000004048 modification Effects 0.000 description 2
- 239000000243 solution Substances 0.000 description 2
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- 230000000694 effects Effects 0.000 description 1
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- 238000010248 power generation Methods 0.000 description 1
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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
- B60L3/00—Electric devices on electrically-propelled vehicles for safety purposes; Monitoring operating variables, e.g. speed, deceleration or energy consumption
- B60L3/0023—Detecting, eliminating, remedying or compensating for drive train abnormalities, e.g. failures within the drive train
- B60L3/0084—Detecting, eliminating, remedying or compensating for drive train abnormalities, e.g. failures within the drive train relating to control modules
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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
- 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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- Transportation (AREA)
- Mechanical Engineering (AREA)
- Control Of Motors That Do Not Use Commutators (AREA)
- Control Of Electric Motors In General (AREA)
Abstract
The invention discloses a limping control method for a rotary-change fault of an electric automobile controller, which comprises the following specific steps of acquiring fault log information in real time and detecting whether the fault occurs or not; judging whether the fault is a rotary transformer fault; selecting a rotary transformer fault strategy according to the fault type of the rotary transformer fault in the fault log information, wherein the fault type comprises a first type of fault and a second type of fault; when one type of fault occurs, reconstructing the rotation signal, simultaneously starting position and rotating speed signal observation, and switching the fault state between an ASC mode and an FW mode according to the observed rotating speed to realize magnetic field directional control and realize the whole vehicle limping control strategy; when the second type of fault occurs, the ASC mode is directly entered, and the limp running mode without position sensor control is restarted. According to the invention, by distinguishing the specific rotary-change fault types and utilizing a signal reconstruction technology, the damage caused by the control without a position sensor during the first-class fault can be avoided, the control strategy can be switched on line, and the limping control mode is entered after the vehicle is stopped and restarted.
Description
Technical Field
The invention relates to the technical field of new energy automobiles, in particular to a limping control method for a rotation fault of an electric automobile controller.
Background
A main drive motor on a new energy electric automobile provides power for the whole automobile, and belongs to key parts of the whole automobile. In motor control, a motor rotor position signal is needed, the signal generally acquires a position-related Sin/Cos signal through a rotary transformer, and then a micro-control chip performs soft decoding to acquire the actual rotor position of the motor. The position signal is crucial to motor control, and the position deviation can cause torque deviation, and can seriously cause torque reversal, and is very dangerous. Therefore, after the rotation-change fault is diagnosed, the whole vehicle is required to enter a limp mode, the damage is reduced by limiting the maximum torque and the maximum rotating speed, and the whole vehicle can be maintained to run to a maintenance station at a low speed.
The limp home control strategy commonly used at present is that a vehicle is stopped to enter a limp home mode after a rotary-change fault is detected, the maximum torque and the maximum vehicle speed are limited, and the vehicle can maintain basic operation through a position-sensor-free control technology. The problems with this solution are:
the control strategy without the position sensor needs to inject high-frequency signals into a low-speed area, so that obvious noise is caused, and the driving experience is influenced; in addition, the magnetic pole direction is easy to identify wrongly, and once the magnetic pole direction is wrong, the torque is reversed, so that the personal safety of a driver is influenced; meanwhile, the system generates extra high-frequency current due to the injection of the high-frequency signal, and the extra current can reduce the actual available effective current of the motor, so that the output torque of the motor is limited at low speed and the motor cannot run when encountering a steep slope. The other control strategy without the position sensor adopts an IF control mode in a low-speed area, but the mode also has the obvious defect that when the whole vehicle is easy to step out under the working conditions of pothole pavements and the like, the torque can violently vibrate after step out, and the personal safety is seriously influenced.
Disclosure of Invention
The invention aims to overcome the defects in the prior art, and in order to realize the purpose, a limp control method for the rotation fault of the electric automobile controller is adopted to solve the problems in the background technology.
A limping control method for a rotation fault of an electric automobile controller comprises the following specific steps:
acquiring fault log information in real time to detect whether a fault occurs or not;
if the fault occurs, judging whether the fault is a rotation fault, and if the fault is other faults, executing other fault strategies;
selecting a rotary transformer fault strategy according to the fault type of the rotary transformer fault in the fault log information, wherein the fault type comprises a first type of fault and a second type of fault;
reconstructing the rotation signal after one kind of faults occur, simultaneously starting position and rotation speed signal observation, and switching the fault state between an ASC mode and an FW mode according to the observed rotation speed to realize magnetic field directional control and realize the whole vehicle limping control strategy;
when the second type of fault occurs, the vehicle directly enters an ASC mode, and after the vehicle stops, the vehicle is restarted to enter a limp running mode without position sensor control.
As a further aspect of the invention: if the fault occurs, whether the fault is a rotation fault is judged, and if the fault is other faults, the specific steps of executing other fault strategies are as follows:
detecting whether a fault exists in real time in the running process of the vehicle, and if not, running normally;
if the fault occurs, judging whether the fault is a rotary transformer fault;
if not, executing other fault protection and limp control strategies;
if yes, further judging whether the fault is a type of fault.
As a further aspect of the invention: the specific method according to the fault type of the rotary transformer fault in the fault log information comprises the following steps:
judging the type of the rotary transformer fault, and judging the type of the rotary transformer fault when one amplitude of the rotary transformer SIN signal or the COS signal is higher than a threshold value H or lower than a threshold value L, and the amplitude range of the other signal is normal; otherwise, the failure is a type II failure.
As a further aspect of the invention: the fault is failure of any one signal in a rotary transformer feedback SIN signal or a COS signal; the two types of faults are rotation change excitation failure or simultaneous failure of an SIN signal and a COS signal.
As a further scheme of the invention: the specific steps of reconstructing the rotation signal after a type of fault occurs, simultaneously starting position and rotation speed signal observation, switching between an ASC mode and an FW mode of the fault state according to the observed rotation speed, and realizing the magnetic field directional control to realize the whole vehicle limping control strategy comprise:
when the rotary transformer fault is a type of fault, a signal reconstruction and rotating speed and position observation method is carried out, two paths of signals are reconstructed by using one path of signal of an SIN signal and a COS signal, the electrical angular frequency and the angle are obtained according to a phase locking method, and the angle is calculated to carry out magnetic field orientation control under the condition that one path of rotary transformer signal fails.
Compared with the prior art, the invention has the following technical effects:
by adopting the technical scheme, the specific rotary fault types are distinguished, and when the rotary fault is a type of fault, a signal reconstruction technology is utilized, so that the motor can still work under the condition of position sensor control, and the damage caused by the control without the position sensor can be avoided; when the rotary transformer fault is a type of fault, an online switching control strategy can be realized, and a limp control mode can be entered without restarting after parking; when the rotary transformer fault is a type of fault, the rotating speed of the motor can be prepared to be obtained through the reconstructed signal, the ASC/FW accurate switching can be realized, and the problems that the rotary transformer fault is always in an ASC mode under the traditional strategy, so that a low-speed area generates a large unexpected power generation torque and a large heat is generated to threaten the safety of a power module are avoided.
Drawings
The following detailed description of embodiments of the invention refers to the accompanying drawings in which:
fig. 1 is a schematic step diagram of a limp home control method according to an embodiment of the disclosure;
FIG. 2 is a flow chart of fault handling for an embodiment of the present disclosure;
FIG. 3 is a flow chart of a limp home strategy according to an embodiment of the disclosure;
FIG. 4 is a block diagram of signal reconstruction in accordance with an embodiment of the present disclosure;
fig. 5 is a phase lock block diagram of an embodiment of the present disclosure.
Detailed Description
The technical solutions in the embodiments of the present invention will be clearly and completely described below with reference to the drawings in the embodiments of the present invention, and it is obvious that the described embodiments are only a part of the embodiments of the present invention, and not all of the embodiments. All other embodiments, which can be derived by a person skilled in the art from the embodiments given herein without making any creative effort, shall fall within the protection scope of the present invention.
Referring to fig. 1, in an embodiment of the present invention, a limp home control method for a rotation failure of an electric vehicle controller includes:
s1, acquiring fault log information in real time to detect whether a fault occurs or not;
s2, if the fault occurs, judging whether the fault is a rotary transformer fault, if the fault is other faults, executing other fault strategies, and specifically comprising the following steps:
in the present embodiment, as shown in fig. 2, a failure processing flowchart is illustrated. Detecting whether the rotary transformer has a fault in real time in the running process of the vehicle, and if not, normally running;
if the fault occurs, judging whether the fault is a rotary-change fault, and as shown in fig. 3, illustrating a limp control strategy flow chart;
if not, executing other fault protection and limp home control strategies;
if yes, further judging whether the fault is a type of fault.
S3, selecting a rotary transformer fault strategy according to the fault type of the rotary transformer fault in the fault log information and the fault type, wherein the fault type comprises a first type of fault and a second type of fault;
in this embodiment, the specific method according to the fault type of the resolver fault in the fault log information includes:
judging the type of the rotary transformer fault, and judging the type of the rotary transformer fault when one amplitude of the rotary transformer SIN signal or the COS signal is higher than a threshold value H or lower than a threshold value L, and the amplitude range of the other signal is normal; otherwise, it is a type two fault.
S4, reconstructing the rotation signal after a type of fault occurs, simultaneously starting position and rotating speed signal observation, switching between an ASC mode and an FW mode according to the observed rotating speed to the fault state, and realizing the magnetic field directional control to realize the whole vehicle limping control strategy, wherein the specific steps comprise:
when the rotation-variation fault is a type of fault, signal reconstruction and rotation speed and position observation are performed, as shown in fig. 3, a signal reconstruction block diagram is shown, two paths of signals are reconstructed by using one path of signals of an SIN signal and a COS signal, then according to a flow block diagram, as shown in fig. 4, a phase-locking method is shown, an electrical angular frequency and an angle are obtained by using the phase-locking method, and under the condition that one path of rotation-variation signal fails, the angle is calculated to perform magnetic field orientation control.
In a specific embodiment, the signal reconstruction method may obtain another path of signal by shifting the phase of the SIN/COS signal by 90 °, or may adopt other technical means such as a single-phase-locked loop technique under a decoupling double-synchronization coordinate system;
the phase-locking method can also adopt other three-order PLL.
And S5, directly entering an ASC mode when the second type of faults occur, and restarting to enter a limp running mode without position sensor control after the vehicle stops.
In this embodiment, the type of fault is failure of any one of the rotary transformer feedback SIN signal or the COS signal; the two types of faults are rotation change excitation failure or simultaneous failure of an SIN signal and a COS signal.
Aiming at the problems of the traditional limping control strategy, the rotary fault type is subdivided into the following types: one type of fault and two types of faults, wherein one type of fault is: any signal of the rotary transformer feedback SIN/COS fails; the second type of failure is: spin-induced excitation failure or simultaneous SIN/COS signals.
Although embodiments of the present invention have been shown and described, it will be appreciated by those skilled in the art that various changes, modifications, substitutions and alterations can be made herein without departing from the principles and spirit of the invention, the scope of which is defined in the appended claims and their equivalents, and all such modifications are intended to be included within the scope of the invention.
Claims (5)
1. A limp home control method for a rotation failure of an electric automobile controller is characterized by comprising the following specific steps:
acquiring fault log information in real time to detect whether a fault occurs or not;
if the fault occurs, judging whether the fault is a rotation fault, and if the fault is other faults, executing other fault strategies;
selecting a rotary transformer fault strategy according to the fault type of the rotary transformer fault in the fault log information, wherein the fault type comprises a first type of fault and a second type of fault;
reconstructing the rotation signal after one kind of faults occur, simultaneously starting position and rotation speed signal observation, and switching the fault state between an ASC mode and an FW mode according to the observed rotation speed to realize magnetic field directional control and realize the whole vehicle limping control strategy;
when the second type of fault occurs, the vehicle directly enters an ASC mode, and after the vehicle stops, the vehicle is restarted to enter a limp running mode without position sensor control.
2. The limp home control method for the spin-on failure of the electric vehicle controller according to claim 1, wherein the specific steps of determining whether the fault is a spin-on failure if the fault occurs, and executing another fault strategy if the fault is another fault are as follows:
detecting whether a fault exists or not in real time in the running process of the vehicle, and if not, normally running;
if the fault occurs, judging whether the fault is a rotary transformer fault;
if not, executing other fault protection and limp home control strategies;
if yes, further judging whether the fault is a type of fault.
3. The limp home control method for the spin-on fault of the electric automobile controller according to claim 1, wherein the specific method according to the fault type of the spin-on fault in the fault log information is as follows:
judging the type of the rotary transformer fault, and judging the type of the fault when one amplitude of the rotary transformer SIN signal or COS signal is higher than a threshold value H or lower than a threshold value L, and the amplitude range of the other signal is normal; otherwise, the failure is a type II failure.
4. The limp home control method for the rotary-change fault of the electric automobile controller according to claim 1, wherein the fault is failure of any one of a rotary-change feedback SIN signal or a COS signal; the two faults are rotary transformer excitation failure or simultaneous failure of an SIN signal and a COS signal.
5. The limp home control method for the rotary-type fault of the electric automobile controller according to claim 1, wherein the specific steps of reconstructing a rotary-type signal after a type of fault occurs, starting position and rotating speed signal observation, switching a fault state between an ASC mode and an FW mode according to the observed rotating speed, and realizing magnetic field directional control to realize a whole vehicle limp home control strategy comprise:
when the rotary transformer fault is a type of fault, a signal reconstruction and rotating speed and position observation method is carried out, two paths of signals are reconstructed by using one path of signal of an SIN signal and a COS signal, the electrical angular frequency and the angle are obtained according to a phase locking method, and the angle is calculated to carry out magnetic field orientation control under the condition that one path of rotary transformer signal fails.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202211213339.0A CN115626057B (en) | 2022-09-30 | 2022-09-30 | Limp control method for rotary-change faults of electric vehicle controller |
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| Application Number | Priority Date | Filing Date | Title |
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| CN202211213339.0A CN115626057B (en) | 2022-09-30 | 2022-09-30 | Limp control method for rotary-change faults of electric vehicle controller |
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| CN115626057A true CN115626057A (en) | 2023-01-20 |
| CN115626057B CN115626057B (en) | 2024-07-12 |
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Citations (5)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US7002318B1 (en) * | 2004-09-23 | 2006-02-21 | General Motors Corporation | Position sensor fault tolerant control for automotive propulsion system |
| US20110089875A1 (en) * | 2009-10-20 | 2011-04-21 | Gm Global Technology Operations, Inc. | Limp home operational mode for an electric vehicle |
| CN205033966U (en) * | 2015-10-20 | 2016-02-17 | 卧龙电气集团股份有限公司 | Take normal processing apparatus's that makes a variation soon motor of electric vehicle |
| CN109560735A (en) * | 2018-12-03 | 2019-04-02 | 中冶南方（武汉）自动化有限公司 | Rotation failure limping control method for main driving permanent magnet synchronous motor for vehicle |
| CN112713844A (en) * | 2020-12-14 | 2021-04-27 | 苏州绿控传动科技股份有限公司 | Fault-tolerant control method for upper-mounted motor |
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2022
- 2022-09-30 CN CN202211213339.0A patent/CN115626057B/en active Active
Patent Citations (5)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US7002318B1 (en) * | 2004-09-23 | 2006-02-21 | General Motors Corporation | Position sensor fault tolerant control for automotive propulsion system |
| US20110089875A1 (en) * | 2009-10-20 | 2011-04-21 | Gm Global Technology Operations, Inc. | Limp home operational mode for an electric vehicle |
| CN205033966U (en) * | 2015-10-20 | 2016-02-17 | 卧龙电气集团股份有限公司 | Take normal processing apparatus's that makes a variation soon motor of electric vehicle |
| CN109560735A (en) * | 2018-12-03 | 2019-04-02 | 中冶南方（武汉）自动化有限公司 | Rotation failure limping control method for main driving permanent magnet synchronous motor for vehicle |
| CN112713844A (en) * | 2020-12-14 | 2021-04-27 | 苏州绿控传动科技股份有限公司 | Fault-tolerant control method for upper-mounted motor |
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| CN115626057B (en) | 2024-07-12 |
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