阅读说明：本技术 一种车辆电机的控制方法及装置 (Control method and device for vehicle motor ) 是由 王倩男 阿勒普·加纳 于 2019-11-01 设计创作，主要内容包括：本发明提供了一种车辆电机的控制方法及装置,包括：在接收到驻坡指令的情况下,降低电机的转速；若电机的转速小于预设转速,则获取转子的当前位置,转子的当前位置为当前转子相对于定子的电角度；将转子的当前位置输入预设的位置计算模型,获取位置计算模型输出的转子的目标位置；将转子由当前位置调整至目标位置。本发明中,可以在电机进入零转速模式的过程中,进一步对转子的位置进行调整,使得转子处于理想的堵转位置,转子位置若能处于理想的堵转位置,则可以均衡车辆的IGBT模块的发热量,从而能够延长车辆电机的堵转时间,提高车辆驻坡功能的持续时间。(The invention provides a control method and a device of a vehicle motor, comprising the following steps: reducing the rotating speed of the motor under the condition of receiving a slope stopping instruction; if the rotating speed of the motor is less than the preset rotating speed, the current position of the rotor is obtained, and the current position of the rotor is the electrical angle of the current rotor relative to the stator; inputting the current position of the rotor into a preset position calculation model, and acquiring the target position of the rotor output by the position calculation model; and adjusting the rotor from the current position to the target position. In the invention, the position of the rotor can be further adjusted in the process that the motor enters the zero-rotation-speed mode, so that the rotor is in an ideal locked-rotor position, and if the rotor position can be in the ideal locked-rotor position, the heat productivity of the IGBT module of the vehicle can be balanced, thereby prolonging the locked-rotor time of the motor of the vehicle and improving the duration time of the slope-parking function of the vehicle.)

1. A control method of a vehicle motor, characterized in that the method is applied to a vehicle including a motor including a rotor and a stator, the method comprising:

reducing the rotating speed of the motor under the condition of receiving a slope stopping instruction;

if the rotating speed of the motor is less than a preset rotating speed, acquiring the current position of the rotor, wherein the current position of the rotor is the current electrical angle of the rotor relative to the stator;

inputting the current position of the rotor into a preset position calculation model, and acquiring the target position of the rotor output by the position calculation model;

and adjusting the rotor to the target position from the current position.

2. The method of claim 1, wherein the step of reducing the speed of the motor in the event of a hill hold command comprises:

setting a rotating speed reference value to be zero and acquiring the rotating speed of the motor under the condition of receiving the slope stopping instruction;

inputting the rotating speed reference value and the rotating speed of the motor into a preset first proportional integral model to obtain an adjusting value output by the first proportional integral model; the first proportional integral model is used for calculating to obtain the regulating value for regulating the rotating speed of the motor to the rotating speed reference value according to the rotating speed of the motor and the rotating speed reference value;

and reducing the rotating speed of the motor according to the regulating value.

3. The method of claim 1, wherein the location calculation model further comprises: the step of inputting the current position of the rotor into a preset position calculation model and obtaining the target position of the rotor output by the position calculation model comprises the following steps:

inputting the current position of the rotor into the rotor position calculation model, and acquiring the reference position of the rotor output by the rotor position calculation model;

inputting the current position of the rotor and the difference value between the current position of the rotor and the reference position of the rotor into the second proportional-integral model to obtain the adjusting position of the rotor output by the second proportional-integral model, wherein the second proportional-integral model is used for calculating to obtain the adjusting position for adjusting the current position of the rotor to the reference position of the rotor according to the current position of the rotor and the difference value between the current position of the rotor and the reference position of the rotor;

and adding the adjusting position of the rotor and the current position of the rotor to obtain the target position of the rotor.

4. The method of claim 2, wherein the step of adjusting the rotor from the current position to the target position comprises:

acquiring a first current value of the motor, and converting the first current value through Clark to obtain a second current value;

according to the target position, the second current value is subjected to park transformation to obtain a third current value;

acquiring a first voltage value of the motor, and determining a fourth current value according to the first voltage value, the rotating speed of the motor and the regulating value;

inputting the third current value and the fourth current value into a third proportional-integral model to obtain a second voltage value output by the third proportional-integral model, wherein the third proportional-integral model is used for calculating to obtain the second voltage value for adjusting the rotor to the target position according to the third current value and the fourth current value;

according to the target position, the second voltage value is subjected to inverse park transformation to obtain a third voltage value;

and adjusting the rotor from the current position to the target position according to the third voltage value.

5. The method of claim 3, wherein the rotor position calculation model comprises:

the formula: theta₁Int (θ/60) × 60+30, where θ is the current position of the rotorTheta is arranged₁Int is a rounding function for the reference position of the rotor.

6. A control device of a vehicle motor, characterized by comprising:

the speed reduction module is used for reducing the rotating speed of the motor under the condition of receiving a slope stopping instruction;

the obtaining module is used for obtaining the current position of the rotor if the rotating speed of the motor is less than a preset rotating speed, wherein the current position of the rotor is the current electrical angle of the rotor relative to the stator;

the calculation module is used for inputting the current position of the rotor into a preset position calculation model and acquiring the target position of the rotor output by the position calculation model;

and the adjusting module is used for adjusting the rotor from the current position to the target position.

7. The apparatus of claim 6, wherein the de-speeding module comprises:

the setting submodule is used for setting a rotating speed reference value to be zero and acquiring the rotating speed of the motor under the condition of receiving the slope stopping instruction;

the first calculation submodule is used for inputting the rotating speed reference value and the rotating speed of the motor into a preset first proportional integral model and acquiring an adjusting value output by the first proportional integral model; the first proportional integral model is used for calculating to obtain the regulating value for regulating the rotating speed of the motor to the rotating speed reference value according to the rotating speed of the motor and the rotating speed reference value;

and the first processing submodule is used for reducing the rotating speed of the motor according to the regulating value.

8. The apparatus of claim 6, wherein the location calculation model further comprises: a rotor position calculation model and a second proportional-integral model, the calculation module comprising:

the second calculation submodule is used for inputting the current position of the rotor into the rotor position calculation model and acquiring the reference position of the rotor output by the rotor position calculation model;

a third calculating submodule, configured to input the current position of the rotor and a difference between the current position of the rotor and the reference position of the rotor into the second proportional-integral model, and obtain an adjusted position of the rotor output by the second proportional-integral model, where the second proportional-integral model is configured to calculate, according to the current position of the rotor and the difference between the current position of the rotor and the reference position of the rotor, the adjusted position of the rotor at which the current position of the rotor is adjusted to the reference position of the rotor;

and the fourth calculation submodule is used for adding the adjusting position of the rotor and the current position of the rotor to obtain the target position of the rotor.

9. The apparatus of claim 7, wherein the adjustment module comprises:

the fifth calculation submodule is used for acquiring a first current value of the motor and converting the first current value through Clark to obtain a second current value;

the sixth calculation submodule is used for carrying out park transformation on the second current value according to the target position to obtain a third current value;

the seventh calculation submodule is used for acquiring a first voltage value of the motor and determining a fourth current value according to the first voltage value, the rotating speed of the motor and the regulating value;

the eighth calculation submodule is configured to input the third current value and the fourth current value into a third proportional-integral model, and obtain a second voltage value output by the third proportional-integral model, where the third proportional-integral model is configured to calculate, according to the third current value and the fourth current value, a second voltage value for adjusting the rotor to the target position;

the ninth calculation submodule is used for carrying out inverse park transformation on the second voltage value according to the target position to obtain a third voltage value;

and the second processing submodule is used for adjusting the rotor from the current position to the target position according to the third voltage value.

10. The apparatus of claim 8, wherein the rotor position calculation model comprises:

the formula: theta₁Int (θ/60) × 60+30, where θ is the current position of the rotor, and θ is the current position of the rotor₁Int is a rounding function for the reference position of the rotor.

Technical Field

The invention relates to the technical field of vehicle control, in particular to a control method and a control device for a vehicle motor.

Background

The new energy automobile is an automobile which adopts unconventional automobile fuel as a power source. The electric automobile is a new energy automobile which replaces an engine driving system of a traditional automobile with a motor driving system. At present, a common motor driving system mainly comprises a high-voltage battery, a motor controller and a permanent magnet synchronous motor.

In order to prevent the vehicle from sliding when the vehicle is started on a slope, the vehicle is provided with a slope-stopping function, and the slope-stopping function of the electric vehicle is mainly completed by a motor. In the process of slope parking, the motor can enter a locked-rotor state to prevent the electric automobile from sliding down the slope. The motor locked-rotor is a phenomenon that when the rotating speed of the motor is zero, the motor still outputs torque. Specifically, in the process of slope stopping, the motor driving system can control the motor to continuously output torque in order to ensure that the electric automobile does not slide on a slope, the gravitational potential energy of the electric automobile is overcome, and meanwhile the rotating speed of the motor is kept to be zero, so that a driver can conveniently start the electric automobile in time.

During the motor stalling, the rotor in the motor stops rotating due to the continuous power supply of the high-voltage battery. At the moment, the motor can generate a large locked-rotor current which can reach 7 times of the rated current at most, and the controller or the motor can be burnt out after a long time. Therefore, the locked-rotor time of the motor is short, the service time of the slope-stopping function of the electric automobile is short, and the user experience is influenced.

Disclosure of Invention

In view of the above, the present invention is directed to a method and a device for controlling a vehicle motor, so as to solve the problem of short usage time of a hill-holding function of an electric vehicle in the prior art.

In a first aspect, an embodiment of the present invention provides a control method for a vehicle motor, where the method includes:

reducing the rotating speed of the motor under the condition of receiving a slope stopping instruction;

if the rotating speed of the motor is less than a preset rotating speed, acquiring the current position of the rotor, wherein the current position of the rotor is the current electrical angle of the rotor relative to the stator;

inputting the current position of the rotor into a preset position calculation model, and acquiring the target position of the rotor output by the position calculation model;

and adjusting the rotor to the target position from the current position.

Further, the step of reducing the rotation speed of the motor when the hill-holding command is received includes:

setting a rotating speed reference value to be zero and acquiring the rotating speed of the motor under the condition of receiving the slope stopping instruction;

inputting the rotating speed reference value and the rotating speed of the motor into a preset first proportional integral model to obtain an adjusting value output by the first proportional integral model; the first proportional integral model is used for calculating to obtain the regulating value for regulating the rotating speed of the motor to the rotating speed reference value according to the rotating speed of the motor and the rotating speed reference value;

and reducing the rotating speed of the motor according to the regulating value.

Further, the position calculation model further includes: the step of inputting the current position of the rotor into a preset position calculation model and obtaining the target position of the rotor output by the position calculation model comprises the following steps:

inputting the current position of the rotor into the rotor position calculation model, and acquiring the reference position of the rotor output by the rotor position calculation model;

inputting the current position of the rotor and the difference value between the current position of the rotor and the reference position of the rotor into the second proportional-integral model to obtain the adjusting position of the rotor output by the second proportional-integral model, wherein the second proportional-integral model is used for calculating to obtain the adjusting position for adjusting the current position of the rotor to the reference position of the rotor according to the current position of the rotor and the difference value between the current position of the rotor and the reference position of the rotor;

and adding the adjusting position of the rotor and the current position of the rotor to obtain the target position of the rotor.

Further, the step of adjusting the rotor from the current position to the target position includes:

acquiring a first current value of the motor, and converting the first current value through Clark to obtain a second current value;

according to the target position, the second current value is subjected to park transformation to obtain a third current value;

acquiring a first voltage value of the motor, and determining a fourth current value according to the first voltage value, the rotating speed of the motor and the regulating value;

inputting the third current value and the fourth current value into a third proportional-integral model to obtain a second voltage value output by the third proportional-integral model, wherein the third proportional-integral model is used for calculating to obtain the second voltage value for adjusting the rotor to the target position according to the third current value and the fourth current value;

according to the target position, the second voltage value is subjected to inverse park transformation to obtain a third voltage value;

and adjusting the rotor from the current position to the target position according to the third voltage value.

Further, the rotor position calculation model includes:

formula theta₁Int (θ/60) × 60+30, where θ is the current position of the rotor, and θ is the current position of the rotor₁Int is a rounding function for the reference position of the rotor.

In a second aspect, an embodiment of the present invention provides a control apparatus for a vehicle motor, the apparatus including:

the speed reduction module is used for reducing the rotating speed of the motor under the condition of receiving a slope stopping instruction;

the obtaining module is used for obtaining the current position of the rotor if the rotating speed of the motor is less than a preset rotating speed, wherein the current position of the rotor is the current electrical angle of the rotor relative to the stator;

the calculation module is used for inputting the current position of the rotor into a preset position calculation model and acquiring the target position of the rotor output by the position calculation model;

and the adjusting module is used for adjusting the rotor from the current position to the target position.

Further, the speed reduction module comprises:

the setting submodule is used for setting a rotating speed reference value to be zero and acquiring the rotating speed of the motor under the condition of receiving the slope stopping instruction;

the first calculation submodule is used for inputting the rotating speed reference value and the rotating speed of the motor into a preset first proportional integral model and acquiring an adjusting value output by the first proportional integral model; the first proportional integral model is used for calculating to obtain the regulating value for regulating the rotating speed of the motor to the rotating speed reference value according to the rotating speed of the motor and the rotating speed reference value;

and the first processing submodule is used for reducing the rotating speed of the motor according to the regulating value.

Further, the position calculation model further includes: a rotor position calculation model and a second proportional-integral model, the calculation module comprising:

the second calculation submodule is used for inputting the current position of the rotor into the rotor position calculation model and acquiring the reference position of the rotor output by the rotor position calculation model;

a third calculating submodule, configured to input the current position of the rotor and a difference between the current position of the rotor and the reference position of the rotor into the second proportional-integral model, and obtain an adjusted position of the rotor output by the second proportional-integral model, where the second proportional-integral model is configured to calculate, according to the current position of the rotor and the difference between the current position of the rotor and the reference position of the rotor, the adjusted position of the rotor at which the current position of the rotor is adjusted to the reference position of the rotor;

and the fourth calculation submodule is used for adding the adjusting position of the rotor and the current position of the rotor to obtain the target position of the rotor.

Further, the adjusting module comprises:

the fifth calculation submodule is used for acquiring a first current value of the motor and converting the first current value through Clark to obtain a second current value;

the sixth calculation submodule is used for carrying out park transformation on the second current value according to the target position to obtain a third current value;

the seventh calculation submodule is used for acquiring a first voltage value of the motor and determining a fourth current value according to the first voltage value, the rotating speed of the motor and the regulating value;

the eighth calculation submodule is configured to input the third current value and the fourth current value into a third proportional-integral model, and obtain a second voltage value output by the third proportional-integral model, where the third proportional-integral model is configured to calculate, according to the third current value and the fourth current value, a second voltage value for adjusting the rotor to the target position;

the ninth calculation submodule is used for carrying out inverse park transformation on the second voltage value according to the target position to obtain a third voltage value;

and the second processing submodule is used for adjusting the rotor from the current position to the target position according to the third voltage value.

Further, the rotor position calculation model includes:

formula theta₁Int (θ/60) × 60+30, where θ is the current position of the rotor, and θ is the current position of the rotor₁Int is a rounding function for the reference position of the rotor.

The embodiment of the invention provides a control method and a device of a vehicle motor, comprising the following steps: reducing the rotating speed of the motor under the condition of receiving a slope stopping instruction; if the rotating speed of the motor is less than the preset rotating speed, the current position of the rotor is obtained, and the current position of the rotor is the electrical angle of the current rotor relative to the stator; inputting the current position of the rotor into a preset position calculation model, and acquiring the target position of the rotor output by the position calculation model; and adjusting the rotor from the current position to the target position. In the invention, the position of the rotor can be further adjusted in the process that the motor enters the zero-rotation-speed mode, so that the rotor is in an ideal locked-rotor position, and if the rotor position can be in the ideal locked-rotor position, the heat productivity of the IGBT module of the vehicle can be balanced, thereby prolonging the locked-rotor time of the motor of the vehicle and improving the duration time of the slope-parking function of the vehicle.

Drawings

Fig. 1 is a flowchart illustrating steps of a method for controlling a vehicle motor according to an embodiment of the present invention;

FIG. 2 is a flow chart illustrating steps of another method for controlling an electric machine of a vehicle according to an embodiment of the present invention;

fig. 3 is a system architecture diagram of a control method for a vehicle motor according to an embodiment of the present invention;

fig. 4 is a circuit diagram of a three-phase full-bridge inverter according to an embodiment of the invention;

fig. 5 is a space vector plan view of a three-phase full-bridge inverter according to an embodiment of the invention;

fig. 6 is a three-phase current waveform diagram of a three-phase full-bridge inverter according to an embodiment of the invention;

fig. 7 is a block diagram of a control device for a vehicle motor according to an embodiment of the present invention.

Detailed Description

Exemplary embodiments of the present invention will be described in more detail below with reference to the accompanying drawings. While exemplary embodiments of the invention are shown in the drawings, it should be understood that the invention can be embodied in various forms and should not be limited to the embodiments set forth herein. Rather, these embodiments are provided so that this disclosure will be thorough and complete, and will fully convey the scope of the invention to those skilled in the art.

Referring to fig. 1, a flowchart illustrating steps of a method for controlling a vehicle motor according to an embodiment of the present invention is shown.

And 101, reducing the rotating speed of the motor under the condition of receiving the hill-holding command.

The vehicle includes a motor including a rotor and a stator.

In the embodiment of the invention, in order to prevent the vehicle from sliding down a slope on a slope, the vehicle is generally provided with a slope parking function, the slope parking function of the vehicle can be completed by the motor, the rotating speed of the motor is almost zero in the process of vehicle slope parking, and the motor is almost in a locked-rotor state, so that the vehicle is prevented from sliding down the slope. And when the vehicle is parked on a slope, the motor is often required to output a large torque to maintain the locked-rotor current for a long time. Therefore, in the process of parking the vehicle on the slope, if the motor can be prevented from being in the peak current for a long time, the motor stalling time can be prolonged, the stay time of the vehicle on the slope is prolonged, and the user experience degree is improved.

In this step, a hill-holding instruction may be issued by the vehicle, specifically, when the vehicle is stopped on a slope, a relevant sensor of the vehicle may detect that the vehicle is stopped, and generate the hill-holding instruction to be sent to a controller of the vehicle, the controller further controls the motor to enter a zero rotation speed mode according to the hill-holding instruction, and after the motor enters the zero rotation speed mode, the motor starts to reduce the rotation speed.

And 102, if the rotating speed of the motor is less than a preset rotating speed, acquiring the current position of the rotor, wherein the current position of the rotor is the current electrical angle of the rotor relative to the stator.

In practical application, for a motor controller adopting three-phase full-bridge driving in a vehicle, the loss of the motor controller during working mainly comprises two losses: open-tube switching losses and inductive losses. The open-tube loss is positively correlated with the open-tube frequency of an Insulated Gate Bipolar Transistor (IGBT) module, so that the open-tube loss of the motor controller can be effectively reduced by reducing the open-tube frequency of the IGBT; the inductive losses are positively correlated with the magnitude of the current flowing through the IGBT. For the whole vehicle slope parking process, the locked-rotor time of the motor depends on the IGBT with the largest heating; in order to prolong the locked-rotor time, the IGBT open tube frequency can be reduced on one hand, and the IGBT current can be reduced on the other hand. The IGBT module of the vehicle is a modular semiconductor product formed by bridge-packaging an IGBT and a FWD (free wheeling diode) through a specific circuit. The packaged IGBT module can be directly applied to a vehicle to assist in achieving drive control of the vehicle.

According to the scheme provided by the embodiment of the invention, the position of the rotor can be further adjusted in the process that the motor is in the zero-rotation-speed mode on the basis of reducing the IGBT open tube frequency, so that the average current flowing through a single IGBT is reduced, and the purpose of prolonging the motor stalling time is achieved.

Specifically, in the process of vehicle hill-holding, if the rotor position of the motor can be in an ideal locked-rotor position, the heat productivity of the IGBT module of the vehicle can be balanced, so that the locked-rotor time of the vehicle motor can be prolonged, and the duration time of the vehicle hill-holding function is prolonged.

In the step, the rotating speed of the motor can be detected in real time in the process of reducing the rotating speed of the motor, and the current position of the rotor is obtained when the rotating speed of the motor is smaller than the preset rotating speed. Preferably, the preset rotation speed may be set to 2 revolutions per minute.

Specifically, when the rotation speed of the motor is less than the preset rotation speed, it may be determined that the motor enters a rotor position loop mode, and at this time, the current position of the rotor may be determined first, where the current position of the rotor is an electrical angle of the current rotor relative to the stator. Wherein the electrical angle of the rotor relative to the stator is the actual spatial geometry of the rotor relative to the stator.

In addition, when the rotating speed of the motor is detected to be greater than 4 revolutions per minute, the motor quits the position adjustment of the rotor, the motor enters the zero rotating speed control mode again, the rotating speed of the motor is adjusted to be less than 2 revolutions per minute, the position adjustment is carried out again, and finally the position of the rotor of the motor is stabilized at the target position.

The angle occupied by each pair of poles on the inner circle of the stator of the motor refers to the actual spatial geometry angle, which is called the mechanical angle. The mechanical angle occupied by a pair of poles is often defined as 360 electrical degrees in four and above pole machines because the induced potential changes in the windings are 360 degrees in one cycle. For a two-pole motor, the electrical angle and the mechanical angle occupied by the inner circle of the stator are equal and are both 360 degrees; in the p-pole motor, the total electrical angle of the inner circle of the stator is 360 degrees × p, but the mechanical angle is still 360 degrees. So the following relationship exists between the two: electrical angle is mechanical angle x pole pair number.

It should be noted that the position of the rotor can be read by a resolver mounted on the rotor.

Step 103, inputting the current position of the rotor into a preset position calculation model, and acquiring the target position of the rotor output by the position calculation model.

In the embodiment of the invention, the target position of the rotor is the ideal locked-rotor position of the rotor. Specifically, after the adjustment of the rotor position is enabled, the reference position of the position loop may be set according to the current position of the rotor, and the reference position closest to the rotor may be selected according to the current position of the rotor.

Specifically, assuming that the current position of the rotor is θ, the reference position θ is₁Int (θ/60) × 60+30, where Int is a rounding function. For example: int (3.26) ═ 3.

Further, when the reference position theta of the position loop is obtained₁Then, the current position of the rotor and the difference between the current position of the rotor and the reference position of the rotor may be input to a proportional integral controller (PI) of the vehicle to perform proportional integral calculation, so as to obtain the adjustment position of the rotor. According to the adjusting position, the motor controller can adjust the rotor of the motor from the current position to the target position.

A PI controller (proportional-integral) is a common feedback loop component in industrial control applications, consisting of a proportional unit P and an integral unit I. The basis of PI control is proportional control; integral control may eliminate steady state errors, but may increase overshoot; differential control can accelerate the response speed of the large inertia system and weaken the overshoot tendency.

And 104, adjusting the rotor from the current position to the target position.

In this step, the motor controller may adjust the rotor of the motor from the current position to the target position according to the adjustment position. Under the condition that the rotor of the motor is located at the target position, the heat productivity of the IGBT module of the vehicle can be balanced, so that the stalling time of the motor of the vehicle can be prolonged, and the duration time of the vehicle hill-holding function is prolonged.

In summary, the control method for the vehicle motor according to the embodiment of the present invention includes: reducing the rotating speed of the motor under the condition of receiving a slope stopping instruction; if the rotating speed of the motor is less than the preset rotating speed, the current position of the rotor is obtained, and the current position of the rotor is the electrical angle of the current rotor relative to the stator; inputting the current position of the rotor into a preset position calculation model, and acquiring the target position of the rotor output by the position calculation model; and adjusting the rotor from the current position to the target position. In the invention, the position of the rotor can be further adjusted in the process that the motor enters the zero-rotation-speed mode, so that the rotor is in an ideal locked-rotor position, and if the rotor position can be in the ideal locked-rotor position, the heat productivity of the IGBT module of the vehicle can be balanced, thereby prolonging the locked-rotor time of the motor of the vehicle and improving the duration time of the slope-parking function of the vehicle.

Referring to fig. 2, a flow chart illustrating steps of another method for controlling a vehicle motor according to an embodiment of the present invention is shown.

And step 201, setting a rotating speed reference value to be zero and acquiring the rotating speed of the motor under the condition of receiving the hill-holding instruction.

In the embodiment of the present invention, referring to fig. 3, a system architecture diagram of a control method for a vehicle motor according to an embodiment of the present invention is shown. Wherein, include: the device comprises a motor controller module 1, a vector control module 2, a reverse park (park) change module 3, an MTPA (maximum torque current ratio control) and MTPV (maximum torque voltage ratio control) module 4, a position adjusting module 5, a motor module 6, a motor rotating speed and rotor position signal detection module 7, a park (park) conversion module 8 and a Clark (Clark) conversion module 9. The motor module 6 may be a permanent magnet synchronous motor.

In this step, when the vehicle is on a hill, the motor controller module 1 may receive a corresponding hill-holding command, and may set the rotation speed reference value, which may also be referred to as the rotation speed loop reference value ω, to zero according to the hill-holding command_refAfter the speed reference is set to zero, the vehicle may stop moving forward, maintaining the current position.

Step 202, inputting the reference value of the rotating speed and the rotating speed of the motor into a preset first proportional integral model, and obtaining an adjusting value output by the first proportional integral model.

And the first proportional integral model is used for calculating the regulating value for regulating the rotating speed of the motor to the rotating speed reference value according to the rotating speed of the motor and the rotating speed reference value.

In this step, the reference value of the rotation speed and the rotation speed of the motor are input into a preset first proportional integral model, and proportional integral calculation is performed, so as to obtain an adjustment value output by the first proportional integral model, where the adjustment value may be an adjustment torque value, and the motor controller module 1 may adjust the rotation speed of the motor to the reference value of the rotation speed according to the adjustment value, that is, adjust the rotation speed of the motor to zero.

And step 203, reducing the rotating speed of the motor according to the adjusting value.

In this step, the motor controller module needs to adjust the motor speed by the torque value. Therefore, the motor controller module may adjust the rotation speed of the motor from the current rotation speed to zero according to the torque indicated by the adjustment value obtained in step 202, and the purpose of the adjustment is to finally adjust the rotation speed of the motor to zero, so that the vehicle stops moving and stops on a slope.

It should be noted that the process of the motor controller module decreasing the rotation speed of the motor according to the adjustment value is not an instantaneous process, and it takes a certain time.

And 204, if the rotating speed of the motor is less than a preset rotating speed, acquiring the current position of the rotor.

This step may specifically refer to step 102, which is not described herein again.

Step 205, inputting the current position of the rotor into the rotor position calculation model, and obtaining the reference position of the rotor output by the rotor position calculation model.

Optionally, the rotor position calculation model includes: the formula: theta₁Int (θ/60) × 60+30, where θ is the current position of the rotor, and θ is the current position of the rotor₁Int is a rounding function for the reference position of the rotor.

Specifically, referring to fig. 4 and 5, fig. 4 shows a circuit diagram of a three-phase full-bridge inverter according to an embodiment of the present invention. Fig. 5 shows a space vector plan view of a three-phase full-bridge inverter according to an embodiment of the present invention. Wherein fig. 4 corresponds to three bridge walls A, B, C, there are 8 switch states in total: u1(100), U2(110), U3(010), U4(011), U5(001), U6(101), U7(111) and U8(000), wherein U7(111) and U8(000) are zero vectors, and the rest are non-zero vectors. For an arbitrary voltage vector, the arbitrary voltage vector U_sThe vector is synthesized by two adjacent voltage vectors and a zero vector. Non-zero vector ratio determines the resultant voltage vector U_sIn the direction of (1), the zero vector ratio determines the resultant voltage vector U_sThe amplitude of (c). In addition, the ratio of the zero vector can be automatically determined by the torque required by the vehicle.

Referring to fig. 5, for the position angle is exactly at: voltage vector U of 0 °, 60 °, 120 ° …_sOnly corresponding U₁、U₂、U₃… are synthesized with the zero vector. For example: to synthesize a voltage vector having a rotor position angle of 60 DEG, only U₂And zero vector synthesis, at the moment, only V1, V3 and V2 of the IGBT are conducted, and the corresponding current flowing through the IGBT has the following relation: i is_V2＝2*I_V1＝2*I_V3When the current flowing through the IGBTV2 is twice as large as that flowing through the IGBTV1 or the IGBTV3 when the current is conducted, the heat generation amount of the IGBTV2 is larger than that of the IGBTV1/IGBTV3, and the temperature rise of the IGBTV2 is faster than that of the IGBTV1/IGBTV 3. So voltage vector U_sThe position angle of (1) is located at: at 0 °, 60 °, 120 ° …, one IGBT generates much more heat than the other two. At the moment, the heat productivity of the IGBT module of the vehicle is unbalanced, so that the average current flowing through a single IGBT is high, the stalling time of the motor is reduced, and the vehicle hill-holding time is reduced.

And for the position angle exactly at: voltage vector U of 30 °, 90 °, 150 ° …_sWill be composed of U₁ U₂、U₂ U₃、U₃U₄… are synthesized with the zero vector. For example, to synthesize a voltage vector of a rotor position angle of 30,two switch states U in one cycle₁(100)、U₂(110) The time of (A) is as follows: 1: 1; in a switching state U₁(100) In time, the IGBT is only turned on by V1, V6, and V2, and the relationship of the currents flowing through the IGBT is: i is_V1＝2*I_V6＝2*I_V2(ii) a In a switching state U₂(110) In time, the IGBT is only turned on by V1, V3, and V2, and the relationship of the currents flowing through the IGBT is: i is_V2＝2*I_V1＝2*I_V3；U₁(100) In the state, the IGBTV1 current amplitude is maximum and is in U₂(110) In this state, the IGBTV1 current magnitude is half that before, like IGBTV 2. At the moment, the heat productivity of the IGBT module of the vehicle is balanced, the average current flowing through a single IGBT is low, the locked rotor time of the motor is prolonged, and the vehicle hill-holding time is prolonged.

With further reference to fig. 6, fig. 6 shows a three-phase current waveform diagram of a three-phase full-bridge inverter according to an embodiment of the present invention. When the rotor position of the motor is at 0 degree, the phase A current is at the peak current; when the rotor position of the motor is at 60 degrees, the phase C current is at the peak current; when the rotor position of the motor is between 0 degrees and 60 degrees, none of the three-phase currents are at peak currents, and when the rotor position of the motor is at 30 degrees, the maximum of the three-phase currents is at a minimum.

Therefore, when the rotor position of the motor is at 30 degrees, 90 degrees, 150 degrees …, the peak current flowing through the single IGBT will be reduced in magnitude compared to other positions where the rotor of the motor is in a locked-rotor state for a longer period of time than other positions.

Based on the above conclusion, when the hill-holding state of the whole vehicle is detected, the motor enters the zero-rotation-speed mode, and in order to improve the time of the motor in the locked-rotor state when the whole vehicle is in the hill-holding state, the rotor of the motor may be adjusted to an ideal reference position, which may be the position where the rotor of the motor stays at … degrees of 30 degrees, 90 degrees and 150 degrees in fig. 5.

In this step, referring to fig. 3, when the rotation speed of the motor module 6 is less than the preset rotation speed, the current position θ of the rotor needs to be input to the position adjusting module 5, calculated by the rotor position calculation model in the input position adjusting module 5, and outputObtaining a reference position theta of the rotor₁。

Wherein the reference position theta₁This can be derived from the formula: theta₁Int (θ/60) × 60+30, where θ is the current position of the rotor, and θ is the current position of the rotor₁Int is a rounding function for the reference position of the rotor.

Step 206, inputting the current position of the rotor and the difference between the current position of the rotor and the reference position of the rotor into the second proportional-integral model, and obtaining the adjustment position of the rotor output by the second proportional-integral model.

In this step, the current position of the rotor with the rotating speed and the difference between the current position of the rotor and the reference position of the rotor are input into a preset second proportional-integral model, proportional-integral calculation is performed, an adjustment position can be obtained, and the motor controller module 1 can obtain the target position of the rotor of the motor according to the adjustment position.

And step 207, adding the adjusting position of the rotor and the current position of the rotor to obtain the target position of the rotor.

In this step, the target position of the rotor can be obtained by adding the adjusted position of the rotor to the current position of the rotor. In the process of vehicle hill-holding, if the rotor position of the motor can be in an ideal target position, the heat productivity of the IGBT module of the vehicle can be balanced, so that the stalling time of the vehicle motor can be prolonged, and the duration time of the vehicle hill-holding function is prolonged.

And 208, acquiring a first current value of the motor, and obtaining a second current value by converting the first current value through Clark.

In this step, referring to fig. 3, the motor controller module 1 may send a first current value of the motor to a Clark (Clark) module 9, and obtain a second current value after Clark calculation. The purpose of the clark calculation is to convert the three-phase current Ia Ib Ic in the stator into the field current in the rotor.

And 209, according to the target position, carrying out park transformation on the second current value to obtain a third current value.

In this step, referring to fig. 3, the motor controller module 1 may send the second current value of the motor to the park (park) module 8, and obtain the third current value after the park calculation. The purpose of the park calculation is to convert the three-phase currents Ia Ib Ic in the stator into torque currents in the rotor.

Step 210, obtaining a first voltage value of the motor, and determining a fourth current value according to the first voltage value, the rotating speed of the motor, and the adjustment value.

Specifically, referring to fig. 3, the rotation speed ω of the motor is determined according to the current rotation speed ω of the motor_rBus voltage U_dcAnd torque command T_refCan pass through MTPA&Looking up the table by the MTPV module 4 to obtain a fourth current value i_dref i_qref(ii) a The fourth current value corresponding to the current torque and the current speed can be obtained by looking up the table through the torque and the speed through a two-dimensional table in which the fourth current value is stored.

Step 211, inputting the third current value and the fourth current value into a third proportional-integral model, and obtaining a second voltage value output by the third proportional-integral model.

And the third proportional-integral model is used for calculating to obtain the second voltage value for adjusting the rotor to the target position according to the third current value and the fourth current value.

In this step, the third current value and the fourth current value are input into a third proportional-integral model, and after proportional-integral adjustment calculation, a second voltage value is output.

And 212, according to the target position, performing inverse park transformation on the second voltage value to obtain a third voltage value.

Further, the third voltage value can be obtained by inverse park transformation of the second voltage value.

Step 213, adjusting the rotor from the current position to the target position according to the third voltage value.

In this step, the third voltage value may be subjected to space vector transformation to obtain six Pulse Width Modulation (PWM) signals, and the PWM signals are input to the motor controller module 1 shown in fig. 3, so that the motor controller module 1 adjusts the rotor from the current position to the target position according to the PWM signals.

In summary, the control method and device for the vehicle motor provided by the embodiment of the invention include: reducing the rotating speed of the motor under the condition of receiving a slope stopping instruction; if the rotating speed of the motor is less than the preset rotating speed, the current position of the rotor is obtained, and the current position of the rotor is the electrical angle of the current rotor relative to the stator; inputting the current position of the rotor into a preset position calculation model, and acquiring the target position of the rotor output by the position calculation model; and adjusting the rotor from the current position to the target position. In the invention, the position of the rotor can be further adjusted in the process that the motor enters the zero-rotation-speed mode, so that the rotor is in an ideal locked-rotor position, and if the rotor position can be in the ideal locked-rotor position, the heat productivity of the IGBT module of the vehicle can be balanced, thereby prolonging the locked-rotor time of the motor of the vehicle and improving the duration time of the slope-parking function of the vehicle. Compared with other methods, the method provided by the embodiment of the invention has the advantages that the motor of the vehicle is finally in a complete blockage state during slope parking, the whole vehicle cannot slide down the slope after the slope parking is finished, the rotor can be completely blocked at the specified position through the position adjustment of the rotor, and the locked rotor time can be prolonged to the maximum extent.

On the basis of the above embodiment, the embodiment of the invention also provides a control device of the vehicle motor.

Referring to fig. 7, a block diagram of a control device 30 for a vehicle motor according to an embodiment of the present invention is shown, and may specifically include the following modules:

the speed reduction module 301 is used for reducing the rotating speed of the motor under the condition of receiving a slope stopping instruction;

optionally, the speed reduction module 301 includes:

the setting submodule is used for setting a rotating speed reference value to be zero and acquiring the rotating speed of the motor under the condition of receiving the slope stopping instruction;

the first calculation submodule is used for inputting the rotating speed reference value and the rotating speed of the motor into a preset first proportional integral model and acquiring an adjusting value output by the first proportional integral model; the first proportional integral model is used for calculating to obtain the regulating value for regulating the rotating speed of the motor to the rotating speed reference value according to the rotating speed of the motor and the rotating speed reference value;

and the first processing submodule is used for reducing the rotating speed of the motor according to the regulating value.

An obtaining module 302, configured to obtain a current position of the rotor if a rotation speed of the motor is less than a preset rotation speed, where the current position of the rotor is an electrical angle of the rotor relative to the stator;

a calculating module 303, configured to input the current position of the rotor into a preset position calculation model, and obtain a target position of the rotor output by the position calculation model;

optionally, the position calculation model further includes: a rotor position calculation model and a second proportional-integral model, the calculation module 303 comprising:

optionally, the rotor position calculation model includes:

the formula: theta₁Int (θ/60) × 60+30, where θ is the current position of the rotor, and θ is the current position of the rotor₁Int is a rounding function for the reference position of the rotor.

The second calculation submodule is used for inputting the current position of the rotor into the rotor position calculation model and acquiring the reference position of the rotor output by the rotor position calculation model;

a third calculating submodule, configured to input the current position of the rotor and a difference between the current position of the rotor and the reference position of the rotor into the second proportional-integral model, and obtain an adjusted position of the rotor output by the second proportional-integral model, where the second proportional-integral model is configured to calculate, according to the current position of the rotor and the difference between the current position of the rotor and the reference position of the rotor, the adjusted position of the rotor at which the current position of the rotor is adjusted to the reference position of the rotor;

and the fourth calculation submodule is used for adding the adjusting position of the rotor and the current position of the rotor to obtain the target position of the rotor.

An adjustment module 304, configured to adjust the rotor from the current position to the target position;

optionally, the adjusting module 304 includes:

the fifth calculation submodule is used for acquiring a first current value of the motor and converting the first current value through Clark to obtain a second current value;

the sixth calculation submodule is used for carrying out park transformation on the second current value according to the target position to obtain a third current value;

the seventh calculation submodule is used for acquiring a first voltage value of the motor and determining a fourth current value according to the first voltage value, the rotating speed of the motor and the regulating value;

the eighth calculation submodule is configured to input the third current value and the fourth current value into a third proportional-integral model, and obtain a second voltage value output by the third proportional-integral model, where the third proportional-integral model is configured to calculate, according to the third current value and the fourth current value, a second voltage value for adjusting the rotor to the target position;

the ninth calculation submodule is used for carrying out inverse park transformation on the second voltage value according to the target position to obtain a third voltage value;

and the second processing submodule is used for adjusting the rotor from the current position to the target position according to the third voltage value.

In summary, the control method and device for the vehicle motor provided by the embodiment of the invention include: reducing the rotating speed of the motor under the condition of receiving a slope stopping instruction; if the rotating speed of the motor is less than the preset rotating speed, the current position of the rotor is obtained, and the current position of the rotor is the electrical angle of the current rotor relative to the stator; inputting the current position of the rotor into a preset position calculation model, and acquiring the target position of the rotor output by the position calculation model; and adjusting the rotor from the current position to the target position. In the invention, the position of the rotor can be further adjusted in the process that the motor enters the zero-rotation-speed mode, so that the rotor is in an ideal locked-rotor position, and if the rotor position can be in the ideal locked-rotor position, the heat productivity of the IGBT module of the vehicle can be balanced, thereby prolonging the locked-rotor time of the motor of the vehicle and improving the duration time of the slope-parking function of the vehicle. Compared with other methods, the method provided by the embodiment of the invention has the advantages that the motor of the vehicle is finally in a complete blockage state during slope parking, the whole vehicle cannot slide down the slope after the slope parking is finished, the rotor can be completely blocked at the specified position through the position adjustment of the rotor, and the locked rotor time can be prolonged to the maximum extent.

It is clear to those skilled in the art that, for convenience and brevity of description, the specific working processes of the method, the apparatus and the unit described above may refer to the corresponding processes in the foregoing method embodiments, and are not described herein again.

The above description is only for the purpose of illustrating the preferred embodiments of the present invention and is not to be construed as limiting the invention, and any modifications, equivalents and improvements made within the spirit and principle of the present invention are intended to be included within the scope of the present invention.

The above description is only for the specific embodiments of the present invention, but the scope of the present invention is not limited thereto, and any person skilled in the art can easily conceive of the changes or substitutions within the technical scope of the present invention, and all the changes or substitutions should be covered within the scope of the present invention. Therefore, the protection scope of the present invention shall be subject to the protection scope of the claims.