Intelligent motor system generating heat at constant offset torque in stationary vehicles

Abstract

A motor control system, vehicle, and method for generating motor heat while maintaining an offset motor torque during stationary vehicle operation is presented. A method of operating an AC motor includes a resident or remote vehicle controller receiving a mode request to operate the vehicle in a stationary mode and a temperature request including the AC motor to generate motor heat during the stationary mode of operation. The controller determines an offset motor torque to generate the motor heat while operating the vehicle in the stationary mode and maintain an output member of the AC motor at a selected position. Using a DQ transform model of the AC motor, the controller selects a plurality of dq current trajectories based on the offset motor torque, the dq current trajectories located in respective dq operating quadrants of the DQ transform model. The controller then commands a power inverter to deliver current to the AC motor based on the selected dq current trajectory.

Description

TECHNICAL FIELD

[0001] The present disclosure relates generally to traction motors of electrically driven vehicles. More particularly, aspects of the present disclosure relate to motor control systems for generating waste heat when outputting a desired motor torque. BACKGROUND

[0002] Currently produced motor vehicles, such as modern automobiles, are initially equipped with a powertrain that operates to propel the vehicle and to power the vehicle’s on-board electronics. In automotive applications, for example, a vehicle powertrain is generally represented by a prime mover that delivers drive torque through an automatic or manual-shift power transmission to the vehicle’s final drive system (e.g., a differential, axle, corner module, road wheel, etc.). Historically, automobiles have been powered by reciprocating-piston internal combustion engine (ICE) assemblies due to their ready availability and relatively inexpensive cost, light weight, and overall efficiency. Such engines include, by way of some non-limiting examples, compression ignition (CI) diesel engines, spark ignition (SI) gasoline engines, two-, four-, and six-stroke architectures, and rotary engines. Hybrid electric and pure electric vehicles (collectively, “electrically driven vehicles”), on the other hand, utilize alternative power sources to propel the vehicle and, as such, minimize or eliminate reliance on fossil-fuel-based engines for obtaining tractive power.

[0003] A pure electric vehicle (FEV), colloquially known as an “electric car,” is a type of electrically driven vehicle configuration that omits the internal combustion engine and attendant peripherals from the powertrain system altogether, instead relying on a rechargeable energy storage system (RESS) and a traction motor for vehicle propulsion. The engine assembly, fuel supply system, and exhaust system of an ICE-based vehicle are replaced by a single or multiple traction motors, a traction battery pack, and battery cooling and charging hardware in a battery-based FEV. In contrast, a hybrid electric vehicle (HEV) powertrain employs multiple sources of tractive power to propel the vehicle, most commonly a combination of an internal combustion engine assembly operating in conjunction with a battery-driven or fuel-cell-driven traction motor. Since a hybrid electrically driven vehicle is able to derive its power from sources other than an engine, the HEV engine can be turned off entirely or partially when the vehicle is propelled by the electric motor(s).

[0004] Active thermal management (ATM) systems for automotive powertrains employ a central vehicle controller or dedicated control module to regulate the operation of a cooling circuit that distributes coolant (typically oil, water, and / or antifreeze) through the powertrain's heat-generating components. For standard ICE applications, a coolant pump propels cooling fluid—commonly known as "engine coolant"—through coolant passages in the engine block, coolant channels in the transmission housing, and hoses to an air-cooled radiator. In earlier generations of hybrid and electric vehicles, the in-vehicle active thermal management system used multiple independently operating thermal subsystems to cool discrete sections of the powertrain. Some hybrid electric vehicle ATM architectures, for example, use dedicated coolant circuits for the engine and transmission, separate coolant circuits for the electric motors and power electronics modules, and another distinct coolant circuit to regulate the battery pack's operating temperature. Electric drive vehicle ATMs may also utilize heat-generating powertrain components to provide thermal energy for heating the passenger compartment, pre-regulating the engine, motors, or battery pack during cold start operations, or initiating battery pack recharging. Summary of the Invention

[0005] This paper presents an intelligent motor system and accompanying control logic for selectively generating motor waste heat while maintaining offset motor torque during stationary vehicle operation, methods for manufacturing such a system, methods for operating such a system, and a motor vehicle equipped with such a system. For example, a motor control algorithm with a constructible current trajectory is disclosed to operate the motor and power inverter as electrothermal generators during stationary vehicle operation while maintaining offset motor torque. Essentially, the motor control system generates excess heat for the stationary vehicle while simultaneously limiting the rotation of the motor output shaft. When the vehicle stops, the controlled offset torque counteracts unwanted jitter / oscillation at the motor shaft. The controlled current trajectory improves the current distribution across the inverter switches, thereby maximizing the amount of heat generated for a given inverter current. Inverter losses can be output as high-quality heat applied directly to the cooling fluid, while motor losses can be converted through the system heat exchanger. By optimizing the selected current level and PWM method and / or switching frequency (… F sw This can further improve the thermal quality during stationary vehicle operation.

[0006] At least some of the accompanying benefits of the disclosed concepts include motor control systems and algorithms that utilize electrified powertrain components, such as traction motors and power inverter modules (PIMs), as heat generators while operating at low noise, vibration, and harshness (NVH) levels in a stationary vehicle. This, in turn, allows for the replacement or miniaturization of rechargeable energy storage systems and / or active thermal management systems in vehicles, accompanied by reductions in vehicle weight and cost. Other accompanying benefits may include motor control systems and algorithms that achieve increased heat output generated by the motor and better heat distribution on the inverter switches. In addition to improved thermal management and savings in vehicle weight / cost, the disclosed concepts may contribute to increased range, fuel economy, and powertrain performance in electric vehicles.

[0007] This disclosure relates to motor control systems, system control logic, and closed-loop feedback control techniques for generating motor heat while maintaining a desired offset of motor torque during stationary vehicle operation. In an example, a method for operating a multiphase AC motor of a motor vehicle using a traction power inverter module is presented. This representative method, in any order and in any combination with any of the options and features disclosed above and below, includes: receiving a mode request from the driver, for example via a resident or remote vehicle controller, through a powertrain control module (PCM) or electronic brake control module (EBCM), for operating the motor vehicle in a stationary mode; receiving a temperature request, for example via a vehicle controller, from an electronic telematics unit controller (ETUC), the temperature request including corresponding motor waste heat to be generated by the AC motor during stationary vehicle operation; and determining the offset motor torque, for example via a vehicle controller, using a lookup table of motor calibration, to achieve the desired offset of motor torque during stationary vehicle operation. During vehicle operation, waste heat from the motor is generated while the output components of the AC motor (e.g., rotor shaft) are held at a selected output position; the DQ transformation model of the AC motor is determined from a cache memory, for example via the vehicle controller; a first dq current trajectory and a second dq current trajectory are selected based on the offset motor torque, for example via the vehicle controller, wherein each dq current trajectory is located in the corresponding dq operation quadrant of the DQ transformation model; and one or more command signals are transmitted to the PIM connected to the traction battery pack, for example via the vehicle controller, to transmit current to the AC motor based on the first dq current trajectory and the second dq current trajectory.

[0008] Additional aspects of this disclosure relate to intelligent motor vehicles that utilize selected electrified powertrain components as electrothermal heat generators for active thermal management during stationary vehicle operation. As used herein, the terms "vehicle" and "motor vehicle" are used interchangeably and synonymously to include any relevant vehicle platform, such as passenger vehicles (ICE, HEV, FEV, fuel cell, fully and partially autonomous, etc.), commercial vehicles, industrial vehicles, tracked vehicles, off-road and all-terrain vehicles (ATVs), motorcycles, farm equipment, boats, aircraft, etc. In examples, a motor vehicle includes a vehicle body having a passenger compartment, multiple drive wheels rotatably mounted to the vehicle body (e.g., via corner modules coupled to a monocoque or body-on-frame chassis), and other standard original equipment. For electric drive vehicle applications, one or more electric traction motors operate individually (e.g., for an FEV powertrain) or in combination with internal combustion engine components (e.g., for an HEV powertrain) to selectively drive one or more of the road wheels to propel the vehicle. The rechargeable traction battery pack is mounted on the vehicle body and is operable to use a traction power inverter module (TPIM) to power (multiple) traction motors.

[0009] Continuing the discussion of the previous example, the vehicle employs a vehicle controller and a power inverter to manage the operation of the motor and battery pack. The controller is programmed to receive a mode request to operate the vehicle in a stationary mode and simultaneously receive a temperature request, wherein a certain amount of motor waste heat is to be generated by the AC motor during stationary vehicle operation. An offset motor torque is obtained to generate the desired motor waste heat during stationary vehicle operation, while maintaining the motor's output components at a selected output position. Using the offset motor torque of the AC motor and a DQ transformation model, the controller selects at least two dq current trajectories, each located in a different dq operating quadrant of the DQ transformation model. Based at least in part on these selected dq current trajectories, the controller commands the PIM to transfer current to the AC motor, for example, causing the motor to generate waste heat for active thermal management, while the vehicle exhibits no perceptible movement.

[0010] This disclosure also relates to a computer-readable medium (CRM) for generating motor waste heat during stationary vehicle operation while maintaining a desired offset of motor torque. In an example, a non-transitory CRM stores instructions executable by one or more processors (such as a dedicated motor control module) of a vehicle controller. These instructions, when executed by the processor(s), cause the vehicle controller to perform operations including: receiving a mode request to operate the motor vehicle in a stationary mode; receiving a temperature request including generating motor waste heat by the AC motor during operation of the motor vehicle in a stationary mode; determining an offset of motor torque to generate motor waste heat during operation of the motor vehicle in a stationary mode and to hold the motor output member of the AC motor at a selected output position; determining a DQ transformation model of the AC motor; selecting a first dq current trajectory and a second dq current trajectory based on the offset motor torque, the first dq current trajectory and the second dq current trajectory being located in a first dq operating quadrant and a second dq operating quadrant of the DQ transformation model, respectively; and transmitting a command signal to the PIM to transmit current to the AC motor based on the first dq current trajectory and the second dq current trajectory.

[0011] For any disclosed system, method, and vehicle, selecting a dq current trajectory may include: determining the maximum current amplitude of the AC motor; and calculating the dq current trajectory as a projection onto the plane of the DQ transform model based on the maximum current amplitude. In this case, determining the maximum current amplitude may include: receiving operating temperature data of the AC motor and / or PIM; and predicting the maximum current amplitude based on the motor / PIM operating temperature data and a selected output location of the motor output component. Each dq current trajectory may be calculated separately. ,in n = 1, 2, 3 … N, and , , For this example, Tq β is the offset motor torque; β is the current angle between the electromagnetic rotor and stator components of the motor. I d It is the d-axis current; I q It is the q-axis current; PP It is the number of pole pairs in an AC motor; λ d It is the d-axis flux linkage; λ q It is the q-axis flux linkage; and I SS It is the current amplitude.

[0012] For any disclosed system, method, and vehicle, the vehicle controller can be programmed to: generate DQ reference coordinate system voltage command signals based on selected dq current trajectories; and transform these DQ reference coordinate system voltage command signals into multiphase voltage command signals. Based on these multiphase voltage command signals, the controller can obtain a set of pulse width modulation (PWM) control commands, which are included in the command signals(s) sent to the PIM. In this case, generating the DQ reference coordinate system voltage command signals may include: the controller determining a reference coordinate system feedback current signal based on a measured three-phase reference stator current fed back from the AC motor; and then calculating the dq current trajectory error as a mathematical sum of the dq current trajectory and the reference coordinate system feedback current signal. The DQ reference coordinate system voltage command signals are then calculated as a time function of the steady-state operation of the AC motor based on the dq current trajectory. Transforming the DQ reference coordinate system voltage command signals into multiphase voltage command signals may include an inverse transformation from a rotating orthogonal coordinate system of the DQ transformation model to a static three-phase reference coordinate system. As a further option, determining the PWM control command may include generating multiple switching vector signals based on a duty cycle associated with a predefined PWM period.

[0013] For any disclosed system, method, and vehicle, the command signals transmitted to the PIM(s) may include a PWM switching frequency obtained by oscillating back and forth between a first dq current trajectory and a second dq current trajectory, and between a first dq operating quadrant and a second dq operating quadrant of the DQ transform model. Optionally, the vehicle controller may be programmed to: receive measured three-phase reference stator currents fed back from the AC motor after transmitting the command signals to the PIM; and transform these three-phase reference stator currents into DQ reference coordinate system voltage command signals. Transforming the three-phase reference stator currents into DQ reference coordinate system voltage command signals may include an inverse transformation from a static three-phase reference coordinate system to a rotating orthogonal coordinate system of the DQ transform model.

[0014] For any disclosed system, method, and vehicle, the motor output component includes a rotor shaft drivably coupled to the rotor of the AC motor. In this case, the vehicle controller can be programmed to receive a selected output position from an electronic position sensor attached to the rotor shaft. As a further option, the vehicle controller can be programmed to determine the angular velocity of the AC motor output component as a time derivative of the selected output position. The angular velocity of the AC motor output component can be used by the command generation model and current regulator module of the motor control system to control the operation of the motor when the vehicle is not operating in a stationary mode.

[0015] This invention provides the following technical solutions:

[0016] 1. A method for operating an AC motor of a motor vehicle using a power inverter module (PIM), the method comprising:

[0017] The vehicle controller receives a mode request to operate the motor vehicle in a stationary mode.

[0018] The vehicle controller receives a temperature request, the temperature request including the requirement for the AC motor to generate motor waste heat during operation of the vehicle in the stationary mode;

[0019] The vehicle controller determines the offset motor torque to generate waste heat from the motor during operation of the vehicle in the stationary mode and to hold the motor output component of the AC motor at a selected output position.

[0020] Determine the direct orthogonal (DQ) transformation model of the AC motor;

[0021] The vehicle controller selects a first dq current trajectory and a second dq current trajectory based on the offset motor torque. The first dq current trajectory and the second dq current trajectory are located in different first and second dq operating quadrants of the DQ transform model, respectively.

[0022] The vehicle controller transmits a command signal to the PIM to transmit current to the AC motor based on the first dq current trajectory and the second dq current trajectory.

[0023] 2. According to the method of Scheme 1, selecting the first dq current trajectory and the second dq current trajectory includes:

[0024] Determine the maximum current amplitude of the AC motor; and

[0025] Based on the maximum current amplitude, the first dq current trajectory and the second dq current trajectory are calculated as projections onto the plane of the DQ transform model.

[0026] 3. According to the method of Scheme 2, determining the maximum current amplitude includes:

[0027] Receive the operating temperature data of the AC motor and / or the PIM; and

[0028] The maximum current amplitude is predicted based on the operating temperature data and the selected output location.

[0029] 4. According to the method described in Scheme 2, wherein the first dq current trajectory and the second dq current trajectory are respectively calculated as follows: and ,in:

[0030]

[0031]

[0032]

[0033] in Tq β is the offset motor torque; β is the current angle; I d It is the d-axis current; I q It is the q-axis current; PP This is the number of pole pairs in the AC motor; λ d It is the d-axis flux linkage; λ q It is the q-axis flux linkage; and I SS It is the current amplitude.

[0034] 5. The method according to Scheme 1, further comprising:

[0035] A DQ reference coordinate system voltage command signal is generated based on the first dq current trajectory and the second dq current trajectory.

[0036] Transform the DQ reference coordinate system voltage command signal into a multiphase voltage command signal; and

[0037] A set of pulse width modulation (PWM) control commands is determined based on the multiphase voltage command signal.

[0038] The command signal includes the set of PWM control commands.

[0039] 6. According to the method described in Scheme 5, generating the DQ reference coordinate system voltage command signal includes:

[0040] The reference coordinate system feedback current signal is determined based on the measured three-phase reference stator current fed back from the AC motor.

[0041] The error of the dq current trajectory is calculated as the mathematical sum of the first dq current trajectory, the second dq current trajectory, and the feedback current signal from the reference coordinate system; and

[0042] Based on the dq current trajectory error, the voltage command signal of the DQ reference coordinate system is calculated as a time function of the steady-state operation of the AC motor.

[0043] 7. The method according to Scheme 6, wherein transforming the DQ reference coordinate system voltage command signal into a multiphase voltage command signal includes an inverse transformation from the rotating orthogonal coordinate system of the DQ transformation model to the static three-phase reference coordinate system.

[0044] 8. The method according to Scheme 6, wherein determining the set of PWM control commands includes: generating a plurality of switching vector signals based on a duty cycle associated with a predefined PWM period.

[0045] 9. The method according to Scheme 1, wherein the command signal includes a pulse width modulation (PWM) switching frequency, the PWM switching frequency being obtained by oscillating back and forth between the first dq current trajectory and the second dq current trajectory and between the first dq operating quadrant and the second dq operating quadrant of the DQ transform model.

[0046] 10. The method according to Scheme 1, further comprising:

[0047] After transmitting the command signal to the PIM, the measured three-phase reference stator current fed back from the AC motor is received; and

[0048] The three-phase reference stator current is transformed into a voltage command signal in the DQ reference coordinate system.

[0049] 11. The method according to Scheme 10, wherein transforming the three-phase reference stator current into the voltage command signal of the DQ reference coordinate system includes an inverse transformation from the static three-phase reference coordinate system to the rotating orthogonal coordinate system of the DQ transformation model.

[0050] 12. The method according to claim 1, wherein the motor output component includes a rotor shaft, the method further comprising: receiving the selected output position from an electronic position sensor attached to the rotor shaft via the vehicle controller.

[0051] 13. The method according to Scheme 12 further includes: determining the angular velocity of the AC motor as the derivative of the selected output position with respect to time.

[0052] 14. A non-transitory computer read medium storing instructions executable by one or more processors of a vehicle controller of a motor vehicle, the motor vehicle including an AC motor connected to a power inverter module (PIM), the instructions, when executed, causing the vehicle controller to perform operations including:

[0053] Receive a mode request to operate the motor vehicle in a stationary mode;

[0054] Receive a temperature request, the temperature request including the requirement for the AC motor to generate motor waste heat during operation of the motor vehicle in the stationary mode;

[0055] Determine the offset motor torque to generate waste heat from the motor during operation of the vehicle in the stationary mode and to hold the motor output member of the AC motor at a selected output position;

[0056] Determine the direct orthogonal (DQ) transformation model of the AC motor;

[0057] The first dq current trajectory and the second dq current trajectory are selected based on the offset motor torque, the first dq current trajectory and the second dq current trajectory being located in the first dq operation quadrant and the second dq operation quadrant of the DQ transform model, respectively; and

[0058] The PIM transmits a command signal to transmit current to the AC motor based on the first dq current trajectory and the second dq current trajectory.

[0059] 15. A motor vehicle comprising:

[0060] Vehicle body;

[0061] Multiple road wheels are attached to the vehicle body;

[0062] An alternating current (AC) motor is attached to the vehicle body and operable to drive one or more of the road wheels, thereby propelling the motor vehicle.

[0063] A battery pack, which is attached to the vehicle body and is operable to power the AC motor;

[0064] A power inverter module (PIM) that electrically connects the battery pack to the AC motor and is operable to convert direct current (DC) power to alternating current (AC) power; and

[0065] The vehicle controller is programmed as follows:

[0066] Receive a mode request to operate the motor vehicle in a stationary mode;

[0067] Receive a temperature request, the temperature request including the requirement for the AC motor to generate motor waste heat during operation of the motor vehicle in the stationary mode;

[0068] Determine the offset motor torque to generate waste heat from the motor during operation of the vehicle in the stationary mode and to hold the motor output member of the AC motor at a selected output position;

[0069] Determine the direct orthogonal (DQ) transformation model of the AC motor;

[0070] The first dq current trajectory and the second dq current trajectory are selected based on the offset motor torque, wherein the first dq current trajectory and the second dq current trajectory are respectively located in different first dq operation quadrants and second dq operation quadrants of the DQ transform model; and

[0071] The PIM transmits a command signal to transmit current to the AC motor based on the first dq current trajectory and the second dq current trajectory.

[0072] 16. The motor vehicle according to Scheme 15, wherein selecting the first dq current trajectory and the second dq current trajectory includes:

[0073] Determine the maximum current amplitude of the AC motor; and

[0074] Based on the maximum current amplitude, the first dq current trajectory and the second dq current trajectory are calculated as projections onto the plane of the DQ transform model.

[0075] 17. The motor vehicle according to claim 16, wherein determining the maximum current amplitude includes:

[0076] Receive the operating temperature data of the AC motor and / or the PIM; and

[0077] The maximum current amplitude is predicted based on the operating temperature data and the selected output location.

[0078] 18. The motor vehicle according to claim 15, wherein the vehicle controller is further programmed to:

[0079] A DQ reference coordinate system voltage command signal is generated based on the first dq current trajectory and the second dq current trajectory.

[0080] Transform the DQ reference coordinate system voltage command signal into a multiphase voltage command signal; and

[0081] A set of pulse width modulation (PWM) control commands is determined based on the multiphase voltage command signal.

[0082] The command signal includes the set of PWM control commands.

[0083] 19. The motor vehicle according to claim 15, wherein the command signal includes a pulse width modulation (PWM) switching frequency to oscillate back and forth between the first dq current trajectory and the second dq current trajectory and between the first dq operating quadrant and the second dq operating quadrant of the DQ transform model.

[0084] 20. The motor vehicle according to claim 15, wherein the vehicle controller is further programmed to:

[0085] After transmitting the command signal to the PIM, the measured three-phase reference stator current fed back from the AC motor is received; and

[0086] The three-phase reference stator current is transformed into a voltage command signal in the DQ reference coordinate system.

[0087] The foregoing summary is not intended to represent every embodiment or aspect of this disclosure. Rather, the foregoing summary merely provides illustrative examples of some of the novel concepts and features set forth herein. The foregoing features and advantages, as well as other features and accompanying advantages, will readily become apparent from the following detailed description of illustrated examples and representative modes for carrying out this disclosure when understood in conjunction with the accompanying drawings and appended claims. Furthermore, this disclosure expressly includes any and all combinations and sub-combinations of the elements and features presented above and below. Attached Figure Description

[0088] Figure 1 It is a partial schematic, side view illustration of a representative motor vehicle for intelligent motor control and active thermal management during stationary vehicle operation, based on various aspects of the disclosed concept. The motor vehicle has an electrified powertrain, a traction battery pack, and a network of in-vehicle controllers, sensors, and communication devices.

[0089] Figure 2 It is plotted based on the representative DQ reference coordinate system of various aspects of this disclosure, which mathematically models the input current of the multiphase traction motor.

[0090] Figure 3 The diagram shows... Figure 2 Three representative time-domain plots of the DQ reference coordinate system, showing the current vector along the d-axis. I d and q-axis current vector I q Oscillates between the two motor quadrants and the current amplitude I SS The motor torque offset remains constant during each transition in the dq plane while maintaining a current level below the maximum current amplitude of the motor.

[0091] Figure 4 The diagram illustrates, based on various aspects of the disclosed concept, a representative motor control system for selective generation and offset of motor waste heat during stationary vehicle operation, and motor torque control.

[0092] Figure 5 It is a schematic diagram. Figure 4 Representative static mode I dq A block diagram of the generation module.

[0093] Figure 6 The diagram illustrates a flowchart of a representative motor control algorithm for operating an electric traction motor as a heat generator for active thermal management of a parked vehicle, based on various aspects of the disclosed concept. This motor control algorithm may correspond to instructions stored in a memory executable by a resident or remote controller, control logic circuit, programmable control unit, or other integrated circuit (IC) device or network of devices.

[0094] This disclosure is readily adaptable to various modifications and alternatives, and some representative embodiments have been illustrated by way of example in the accompanying drawings and will be described in detail herein. However, it should be understood that the novel aspects of this disclosure are not limited to the specific forms illustrated in the drawings enumerated above. Rather, this disclosure will cover all modifications, equivalents, combinations, sub-combinations, arrangements, groupings, and alternatives that fall within the scope of this disclosure as covered, for example, by the appended claims. Detailed Implementation

[0095] This disclosure allows for numerous different embodiments. Representative embodiments of this disclosure are shown in the accompanying drawings and will be described in detail herein. It should be understood that these embodiments are provided as examples illustrating the principles disclosed and are not intended to limit the broad aspects of this disclosure. To a certain extent, elements and limitations described, such as in the abstract, introduction, summary, and detailed description sections, but not expressly set forth in the claims, should not be individually or collectively incorporated into the claims by implication, inference, or otherwise.

[0096] For the purposes of this specific embodiment, unless explicitly waived, the following shall apply: the singular includes the plural and vice versa; the words “and” and “or” shall both be conjunction and disjunctive; the words “any” and “all” shall both mean “any and all”; and the words “including,” “contains,” “comprises,” “having,” etc., shall each mean “including but not limited to.” Furthermore, for example, approximate words such as “about,” “almost,” “substantially,” “approximately,” etc., may each be used herein in the sense of “for,” “close to,” or “almost close to,” or “within 0% to 5%,” or “within acceptable manufacturing tolerances,” or any logical combination thereof. Finally, directional adjectives and adverbs (such as front, rear, inside, outside, starboard, port, vertical, horizontal, up, down, front, rear, left, right, etc.) may be relative to a motor vehicle, such as the forward driving direction of the vehicle when it is operatively oriented on a level driving surface.

[0097] Referring now to the accompanying drawings, in which similar reference numerals are used throughout several views to indicate similar features. Figure 1 A representative vehicle is shown, generally designated 10 and depicted for the purposes of discussion as a sedan-type electric passenger vehicle. The illustrated vehicle (also referred to herein as a "motor vehicle" or simply "vehicle") is merely an exemplary application by which the novel aspects of this disclosure can be practiced. Similarly, incorporating this concept into an FEV powertrain should be understood as a non-limiting implementation of the disclosed features. Thus, it will be understood that aspects and features of this disclosure can be applied to other powertrain architectures, incorporated into any logically related type of motor vehicle, and equally for both automotive and non-automotive applications. Furthermore, only selected components of the motor vehicle and motor control system are shown and described in additional detail herein. Nevertheless, the vehicles and systems discussed below may include numerous additional and alternative features, as well as other available peripheral components, for implementing the various methods and functions of this disclosure.

[0098] Figure 1 The representative vehicle 10 is initially equipped with a vehicle telecommunications and information unit, namely a telematics unit 14, which wirelessly communicates with remotely located or “non-vehicle” cloud computing host service 24 (e.g., OnStar®) via, for example, cellular towers, base stations, mobile switching centers, satellite services, etc. Figure 1 Other vehicle hardware components 16 typically shown as examples include, by way of non-limiting means, electronic video display devices 18, microphones 28, audio speakers 30, and a variety of user input controls 32 (e.g., buttons, knobs, pedals, switches, touchpads, joysticks, touchscreens, etc.). These vehicle hardware components 16 partially function as human-machine interfaces (HMIs), enabling users to communicate with the telematics unit 14 and other components resident in and remote from the vehicle 10. The microphone 28 provides the vehicle occupants with a means of inputting verbal or other auditory commands; the vehicle 10 may be equipped with an embedded voice processing unit utilizing audio filtering, editing, and analysis modules. Conversely, the speaker 30 provides auditory output to the vehicle occupants and may be a separate speaker dedicated to use with the telematics unit 14 or may be part of an audio system 22. The audio system 22 is operatively connected to a network connection interface 34 and an audio bus 20 to receive analog information via one or more speaker components, thereby presenting it as sound.

[0099] The telematics unit 14 is communicatively connected to a network interface 34, suitable examples of which include a twisted-pair / fiber Ethernet switch, a parallel / serial communication bus, a local area network (LAN) interface, a controller area network (CAN) interface, etc. Other suitable communication interfaces may include communication interfaces conforming to ISO, SAE, and / or IEEE standards and specifications. The network interface 34 enables the vehicle hardware components 16 to send and receive signals to each other and with various systems and subsystems, both on-board and off-board of the vehicle body 12. This allows the vehicle 10 to perform a wide variety of vehicle functions, such as modulating powertrain output, controlling the operation of the vehicle's transmission, activating friction and regenerative braking systems, controlling vehicle steering, regulating the charging and discharging of the vehicle's (multiple) battery packs, and other automated functions. For example, the telematics unit 14 receives signals and data from / transmits signals and data to the following: powertrain control module (PCM) 52, advanced driver assistance system (ADAS) module 54, electronic battery control module (EBCM) 56, steering control module (SCM) 58, brake system control module (BSCM) 60, and various other vehicle ECUs, such as transmission control module (TCM), engine control module (ECM), sensor system interface module (SSIM), etc.

[0100] Continue to refer to Figure 1 The telematics unit 14 is an in-vehicle computing device that is both independent and provides services through communication with other networked devices. The telematics unit 14 typically comprises one or more processors 40, each of which may be a discrete microprocessor, an application-specific integrated circuit (ASIC), or a dedicated control module. The vehicle 10 may provide centralized vehicle control via a central processing unit (CPU) 36, which is operatively coupled to a real-time clock (RTC) 42 and one or more electronic memory devices 38, each of which may be in the form of a CD-ROM, disk, IC device, flash memory, semiconductor memory (e.g., various types of RAM or ROM), etc.

[0101] Remote vehicle communication capabilities with a remote, non-vehicle device can be provided via one or more of a cellular chipset / component, a navigation and positioning chipset / component (e.g., a Global Positioning System (GPS) transceiver), or a wireless modem (all of which are collectively indicated by 44). Short-range wireless connectivity can be provided via a short-range wireless communication device 46 (e.g., a Bluetooth® unit or a Near Field Communication (NFC) transceiver), a Dedicated Short Range Communication (DSRC) component 48, and / or dual antennas 50. It should be understood that vehicle 10 may be implemented without one or more of the components listed above, or alternatively, may include additional components and functions required for a particular end use. The communication devices described above can provide the exchange of data as part of periodic broadcasts in vehicle-to-vehicle (V2V) communication systems or vehicle-to-everything (V2X) communication systems (e.g., vehicle-to-infrastructure (V2I), vehicle-to-pedestrian (V2P), vehicle-to-device (V2D), etc.).

[0102] CPU 36 receives sensor data from one or more sensing devices that employ technologies such as optical detection, radar, laser, ultrasonic, optical, infrared, or other suitable techniques, including short-range communication technologies (e.g., DSRC) or ultra-wideband (UWB) radio technologies, for example, to perform automated vehicle operation or vehicle navigation services. According to the illustrated example, vehicle 10 may be equipped with one or more digital cameras 62, one or more ranging sensors 64, one or more vehicle speed sensors 66, one or more vehicle dynamic sensors 68, and any necessary filtering, classification, fusion, and analysis hardware and software for processing the raw sensor data. The type, location, number, and interoperability of the distributed array of in-vehicle sensors can be individually or collectively adapted to a given vehicle platform to achieve the desired level of autonomous vehicle operation.

[0103] To propel the motor vehicle 10, the electrified powertrain is operable to generate traction torque and deliver it to one or more of the vehicle's drive wheels 26. The powertrain typically... Figure 1The term "rechargeable energy storage system" (RESS) refers to a chassis-mounted traction battery pack 70 operatively connected to an electric traction motor 78. The traction battery pack 70 typically comprises one or more battery modules 72, each having a stack of battery cells 74, such as pouch, can, or prismatic lithium-ion, lithium-polymer, or nickel-metal hydride battery cells. One or more motors, such as traction motor / generator (M) units, draw power from and optionally deliver power to the battery pack 70. A power inverter module (PIM) 80 electrically connects the battery pack 70 to the motor / generator unit(s) and modulates the current transfer therebetween. The disclosed concept is similarly applicable to HEV- and ICE-based powertrains.

[0104] The battery pack 70 can be configured such that module management, cell sensing, and module-to-module or module-to-host communication functions are directly integrated into each battery module 72 and wirelessly executed via a wirelessly enabled cell monitoring unit (CMU) 76. The CMU 76 can be a microcontroller-based, printed circuit board (PCB) mounted sensor array. Each CMU 76 may have a GPS transceiver and RF capability and may be packaged on or within the battery module housing. The battery modules, cell 74, CMU 76, housing, coolant lines, busbars, etc., collectively define the battery module assembly.

[0105] In motor vehicles (such as, Figure 1 During operation of the electric drive vehicle 10), controller-based management of the multiphase AC motor (such as the electric traction motor 78) can implement direct orthogonal (DQ) transformation (abc-dq), an example of which is shown in Figure 2 The value is indicated by 100 to simplify the analysis and control of the multiphase circuit connecting the stator and rotor. A direct orthogonal model can be used to mathematically describe the characteristics of the induction motor in both the stationary and synchronous reference coordinate systems. Three AC quantities are involved—stator current. and rotor current —Transformed into two DC quantities— and This transformation facilitates calculations and associated control in a two-dimensional dq reference coordinate system. The reference coordinate system of the AC waveforms is rotated using this transformation, making them equivalent to DC signals. A motor current space vector can be defined in the dq reference coordinate system 100, which has orthogonal components along the horizontal direct axis (d-axis) 101 and the vertical orthogonal axis (q-axis) 103, such that the field flux is aligned along the d-axis and the torque component is aligned along the q-axis. After the calculations are performed, an inverse transformation (dq-abc) is executed to obtain control commands for operating the motor by the power inverter module. The flux command is used to determine the DC control portion in the dq reference coordinate system, and the torque command corresponds to the orthogonal current control portion in the dq reference coordinate system. Then, before performing the inverse transformation, simplified calculations can be performed on these DC quantities to recover the actual three-phase AC results.

[0106] For stationary vehicle operation, the current vector in the DQ reference coordinate system ( I dq ) can be along Figure 2 The offset motor torque 105 line moves in the following sequence: from the dq current trajectory A to B to C to D to E to F and then to G, and then from G to F to E to D to C to B and back to A. As another option, ( I dq The current vector can reside at point A for a first predefined time period, rapidly transition to point E, reside at point E for a second predefined time period, and then rapidly transition back to point A. This vector can oscillate between points A and E (two different current amplitudes) while stably maintaining an offset motor torque of 105. The offset motor torque ( Tq off The offset torque can be a constructible value, which depends, for example, on the desired NVH level / limits, motor / drive unit operating parameters / limits, vehicle topology, etc. Typically, the offset torque is a relatively small value compared to the maximum torque capability of the AC motor (e.g., ; ).

[0107] Current value of each dq current trajectory ( I dq d-axis current value ( I d ) and q-axis current value ( I q ) are projections of the DQ transform model onto the plane, and they can be calculated as follows: ( n = 1, 2, 3 …), where:

[0108]

[0109]

[0110]

[0111] Here, Tq β is the offset motor torque; β is the current angle; I d It is the d-axis current; I q It is the q-axis current; PP It is the number of pole pairs in an AC motor; λ d It is the d-axis flux linkage; λ q It is the q-axis flux linkage; and I SS This refers to the current amplitude. Additional information regarding the dq reference coordinate system used for modeling and controlling AC motors can be found, for example, in U.S. Patent Application No. 17 / 512,074 A1 entitled “Method and Apparatus for Operating an Electric Drive Unit” by Vinod C. Peddi et al., which is incorporated herein by reference in its entirety and for all purposes.

[0112] Figure 3 Presenting a reflection of the use of multiphase AC motors Figure 2 The three representative time-domain plots of the operation performed by the DQ reference coordinate system plotting 100 are: the plot of the electromagnetic motor torque output 104 (Newton-meter (Nm)) versus time (t), the plot of the input motor current amplitude 106 (Ampere (A)) versus time (t), and the plot of the DQ reference coordinate system current vector ( I dq A plot of 108 (Amperes (A)) versus time (t). The first time-domain plot of the motor torque output 104 graphically illustrates the desired offset of the motor torque 105, which remains substantially constant during the duration of stationary vehicle operation, while achieving the desired waste heat output by the AC motor. When juxtaposed with the time-domain plots of the input motor current 106 and the DQ reference coordinate system current 108, it can be seen that the desired offset of the motor torque 105 remains stable, while the motor current amplitude (t) I SS )107 undergoes only slight changes during transitions between quadrants of the reference coordinate system, and does not exceed the maximum current amplitude. I SS-热量 ).at the same time,( I dq The current vector is shown as the q-axis current vector plotted in the DQ reference coordinate system (100). I q )109 and d-axis current vector (I d The intervals between 111 and its associated motor quadrants Q1 and Q2 ( Figure 2 It oscillates back and forth between ) I. dq The current vector can be maintained at a first value for a first duration (e.g., at point A, for about 1.0-2.0 seconds), change rapidly (e.g., from point A to point E, within about 3.5 milliseconds), and be maintained at a second value for a second duration (e.g., at point E, for about 1.5-2.5 seconds).

[0113] Next turn Figure 4 A representative motor control system 200 is illustrated, which provides active thermal management for controlled waste heat generation by selected components of the electrified powertrain 201 during stationary vehicle operation. According to the illustrated example, the motor control system 200 may be embodied as a dedicated motor controller or control module, a network of controllers / modules, or programmed to a centralized vehicle controller (such as...). Figure 1 Interrelated software modules within CPU 36. As mentioned above... Figure 1 As stated in the discussion, Figure 4 The electrified powertrain 201 may employ one or more multiphase AC motors or motor generator units (MGUs) 278 (such as electric traction motors 78), which are electrically connected to a rechargeable energy storage system (such as a traction battery pack 70) via one or more traction power inverter modules (TPIMs) 280 (such as power inverters 80). For hybrid electric applications, the AC motors 278 may be operated selectively individually and in cooperation with internal combustion engine (ICE) components (not shown).

[0114] Using field-oriented control (FOC) type variable frequency drive (VFD) stator current control, for example, Figure 4 The motor control system 200 controls the AC motor 278 via TPIM 280. As shown, TPIM 280 is connected to the three-phase (abc) windings of the motor, so that by adjusting the current command to TPIM 280, the DC voltage output from the RESS ( V DC (For example, the DC voltage across the high-voltage (HV) DC bus 277) is converted to AC voltage. V AC While applicable to a wide variety of motor architectures operating in a wide range of multiphase configurations, the disclosed features are particularly well-suited for applications where the AC motor 278 is a three-phase, permanent magnet (PM) synchronous motor.

[0115] For a three-phase PM motor configuration, the AC motor 278 can be connected to the TPIM 280 via three inverter poles 281; in doing so, the motor 278 is based on the three-phase current received from the TPIM 280 ( I abc The signal is used to generate mechanical power as the product of torque and speed. An electronic output position sensor 282 coupled to shaft 279 can be used to monitor the real-time angular position ϴ of the motor output component (such as rotor shaft 279). e Additionally, the derivative module 212 (which may have the properties of a virtual software observer) can calculate the angular position (ϴ) of the motor output component. e The time derivative is used to obtain the real-time angular velocity fed to the command generation module 214. ω e ).to this end, Figure 4 The motor control system 200 may include a stationary mode Idq generation module 202, a current regulator module 204, a rotating orthogonal (dq) reference coordinate system to static three-phase (abc) reference coordinate system (dq→abc) transformation module 206, a pulse width modulation (PWM) generation module 208, a static three-phase (abc) reference coordinate system to rotating orthogonal (dq) reference coordinate system (abc→dq) transformation module 210, a derivative function (d / dt) module 212, and a command generation module 214.

[0116] Figure 4 The command generation module 214 receives a wide variety of inputs from various resident and / or remote systems and subsystems to implement motor control during dynamic vehicle operation. According to the illustrated example, the command generation module 214 receives and processes at least a torque command signal (…). Tq cmd DC input voltage V dc ) and motor output angular velocity (ω) e These can be supplemented with other system parameters. Using these inputs, the command generation module 214 generates the d-axis and q-axis current trajectory coordinates—in Figure 4 The command in the middle represents the current trajectory command in the synchronous DQ reference coordinate system. I dq-Cmd These current trajectory coordinates will cause the AC motor 278 to move at the desired angular velocity (ω). e ) generates the command torque ( Tq cmd In addition, the DQ reference coordinate system current trajectory command ( I dq-cmdThis effectively enables the AC motor 278 to generate motor heat, which can be used for active thermal management and / or selective heating of the passenger compartment. Any such heat generation depends on mode control signals from the vehicle mode management module. S MC The vehicle mode management module can receive mode requests and heat level requests from vehicle occupants or the vehicle controller / module. The command generation module 214 can use these inputs to map torque command signals and mode control signals to a synchronous reference coordinate system current trajectory to achieve desired torque and heat targets.

[0117] The abc to dq transformation utilizes the stator current measured in the three-phase stationary reference coordinate system, fed back from AC motor 278. I abc The static three-phase (abc→dq) reference coordinate system transformation module uses these three-phase static reference coordinate system stator currents ( I abc To perform the abc to dq reference coordinate system transformation, in order to transform the stator current in the three-phase stationary reference coordinate system ( I abc Transformed into a synchronous reference coordinate system feedback current signal ( I dq The process of converting from a stationary to a synchronous system—from a two-axis orthogonal stationary reference coordinate system to a three-phase stationary reference coordinate system—can employ Parker transform, Clarke transform, Parker and Clarke transform, or similar suitable techniques to transform a set of dq0 rotating reference coordinate system signals into three-phase signals.

[0118] Using closed-loop feedback control, the summation node 275 will calculate the dq current trajectory error ( I dq-err The current is fed to the current regulator module 204. The dq current trajectory error ( I dq-err ) can be calculated as the current trajectory in the synchronous DQ reference coordinate system ( I dq-cmd ) signal (output from generation module 202 or 214) and synchronous DQ reference coordinate system feedback current ( I dq The mathematical difference between the signals (output from the static three-phase reference coordinate system module) is used to generate the synchronous DQ reference coordinate system voltage command. V dq-cmd ) signal. Synchronize DQ reference coordinate system voltage command ( V dq-cmdThe current command is a DC command with a constant value that varies over time for steady-state operation. Since the current command is a DC signal in a synchronous reference coordinate system, it is easier to model and analyze compared to a current command in an AC stationary reference coordinate system. The DC current-to-voltage conversion process performed by the current regulator module 204 can be implemented using a proportional-integral (PI) controller, an operational amplifier-based converter, or other suitable similar techniques.

[0119] Continue to refer to Figure 4 The rotation orthogonal (dq) reference coordinate system transformation module receives the synchronous reference coordinate system voltage command signal from the current regulator module 204. V dq-cmd ), and based on these signals, generate stationary multiphase reference coordinate system voltage commands ( V abc-cmd The phase voltage signals (also known as "phase voltage signals" or "phase voltage command signals") are sent to the PWM generation module 208. The dq to abc transformation can be performed using the inverse Parker transformation, inverse Clarke transformation, inverse Parker and Clarke transformation, or other available and appropriate transformation techniques.

[0120] The PWM generation module 208 is communicatively connected to the TPIM 280 and is operable to control the phase voltage command output by the current regulator module 204. V abc-cmd Pulse width modulation of a signal. A set of switching vector signals ( S abc The PWM generation module 208 generates the waveforms based on duty cycles, which are internally generated by the PWM generation module 208 to have a specific duty cycle during each PWM cycle. The PWM generation module 208 generates the waveforms based on the duty cycle and the DC input voltage. V dc To modify the phase voltage command ( V abc-cmd ) signal to generate switch vector signal ( S abc The switching vector signal is then provided to the TPIM 280. Specific modulation algorithms implemented in the PWM generation module 208 may include continuous PWM (CPWM) techniques (e.g., space vector PWM (SVPWM) techniques), discontinuous PWM (DPWM) techniques, and other available signal modulation algorithms to create a signal based on the DC input voltage (CPWM). V dc The AC waveform of the AC motor 278 is driven at different angular velocities. For at least some applications, it may be desirable to use CPWM technology, which has higher switching losses and therefore greater heat generation compared to DPWM.

[0121] The switching frequency implemented in the PWM generation module 208 can be fixed or variable depending on various control objectives and efficiency tradeoffs. For example, a higher switching frequency may result in higher switching losses and therefore greater heat generation in the IGBTs or other power switches of the TPIM 280. While minimizing switching losses may generally be desirable, for example, during normal dynamic vehicle operation, a higher switching frequency may be advantageously employed when heat generation is a desired control objective (e.g., during stationary vehicle operation with active heating). In this regard, baseline operation of the TPIM 280 via the PWM generation module 208 can be performed using DPWM at a relatively low switching frequency (e.g., 10-12 kHz), especially when overall efficiency is a control objective. However, when additional heat generation is a desired objective, higher switching frequencies (e.g., 20 kHz or higher) and alternative PWM modulation techniques, such as SVPWM, may be employed.

[0122] Switching vector signal ( S abc The switching vector signal controls the switching state of the switches in the TPIM 280 to generate a corresponding phase voltage at each phase winding of the AC motor 278. S abc This can be represented as a PWM waveform with a predefined duty cycle during each PWM cycle, which is determined by the duty cycle waveform generated internally at the PWM generation module 208. The AC motor 278 receives the three-phase voltage signal generated by the TPIM 280 and, at the commanded torque ( Tq cmd The machine output is generated under these conditions.

[0123] Figure 4 Static mode I dq The generation module 202 receives a wide variety of inputs from various vehicle systems and subsystems to implement motor control during static vehicle operation (e.g., activation events, parking vehicle charging, traffic sign / signal light stoppage, etc.). As a non-limiting example, the intelligent motor control system 200 may receive mode requests for operating the master vehicle in a stationary mode from a human or controller-based driver via: an electronic shifter (e.g., a PRNDL knob), a powertrain control module (PCM), and / or an electronic brake control module (EBCM). When the vehicle is stationary and heat is requested, Stationary Mode I... dq Generation module 202 can be used; control switch 273 responds by not occupying command generation module 214 and simultaneously using static mode I. dq Module 202 is generated, which will be discussed below. Figure 5 and Figure 6This will be explained in further detail in the discussion. Meanwhile, static mode I... dq The generation module 202 can specify the PWM type and PWM switching frequency. F SW Chaokong 225 ( Figure 5 The signal is transmitted to the PWM generation module 208.

[0124] Based on the example shown, static mode I dq The generation module 202 receives and processes the motor offset torque command. Tq cmd DC input voltage V dc ), hot input command (T) in-cmd ) and motor output angular position (ϴ) e These can be supplemented with other system parameters. Using these inputs, the generation module 202 identifies the synchronous DQ reference coordinate system current trajectory command with corresponding arrays of d-axis and q-axis current trajectory coordinates. I dq-Cmd These current trajectory coordinates will cause the AC motor 278 to produce the requested offset torque. Tq off-cmd ), while maintaining the desired angular position (ϴ) e In addition, the DQ reference coordinate system current trajectory command ( I dq-cmd This effectively enables the AC motor 278 to generate motor heat, which can be used for active thermal management and / or selective heating of the passenger compartment when the vehicle is not moving. The generation module 202 can use these inputs to map torque command signals and mode control signals to a synchronous reference coordinate system current trajectory to achieve desired torque and thermal targets.

[0125] Next turn Figure 5 ,when Figure 4 Static mode I dqWhen the generation module 202 is used during stationary vehicle operation, it receives a heat input signal (U) via the heat input processing module 220. This heat input signal indicates a temperature measurement for selected in-vehicle devices monitored using sensors or observers, providing closed-loop feedback control to adjust the current amplitude and PWM type / switching frequency. The processing of the heat input signal can be based on in-system temperature sensors or virtual estimators of the real-time temperature of active components (such as IGBT / diodes of the inverter and stator and rotor of the motor) and / or passive components (such as buses, DC bus capacitors, etc.). The heat input signal differs from the heat request signal output by the supervisory controller, which allows the system to engage with and supply heat to the host vehicle set to a stationary mode. The processed heat request (T) is passed to the current limit determination module 222. Using the processed heat request (T) and the angular position (εe) of the motor output components… e The current limit determination module 222 dynamically estimates the predicted current limit, for example, based on knowledge of the temperature rating of the active / passive device.

[0126] The current limit determination module 222 will determine the current amplitude ( I ss The output is sent to the initial index mapping module 224. Figure 5 Implementation of the initial index mapping module 224 Figure 1 The current trajectory in the dq reference coordinate system 100 is used to obtain the start and end indices. The initial index mapping module 224 can be programmed into a lookup table and indexed. Figure 5 In China, this is collectively referred to as 221. For example, Figure 1 Point A corresponds to external current limiting loop 113; in this case, index value 223 can be 1. The system can gradually "walk" along the trajectory to point G, which is also on external current limiting loop 113 and can be the last index corresponding to the offset motor torque 105. The entire trajectory can be retrieved from the lookup table by incrementing or decrementing a counter. Figure 1 With each current trajectory of each offset torque programmed into a lookup table (LuT) and indexed, the increment / decrement counter module 226 increments or decrements the index to traverse the current trajectory and outputs the corresponding index specifier.

[0127] Static Mode I dq The generation module 202 uses this index specifier to then identify the synchronous DQ reference coordinate system current trajectory command. I dq-Cmd d-axis current command ( I d-Cmd ) value and q-axis current command ( I q-Cmd ) value. In Figure 5In this context, a set of d-axis current Id values ​​and a set of q-axis current Iq values ​​can be stored separately as pre-programmed lookup tables 228 and 230, where indexed commands capture the current trajectory. The d-axis current command ( I d-Cmd ) can be retrieved as The q-axis current command ( I q-Cmd ) can be retrieved as .

[0128] As a further option, Static Mode I dq The generation module 202 can adopt PWM type and F SW Determine module 232, the PWM type and F SW The determination module receives the current amplitude output from the current limit determination module 222. I ss The optimal PWM type and PWM switching frequency are determined based on the current amplitude to generate motor waste heat while maintaining the offset motor torque during stationary vehicle operation. Based on the thermal information processed by the thermal input processing module 220 and the available current for the device, the desired PWM type and desired PWM switching frequency can be dynamically adjusted. As a non-limiting example, when the selected heat-generating device is relatively cold and the current limit is high, the system can employ a higher switching frequency (e.g., F0). SW = ~20 kHz to 30 kHz) and SVPWM type modulation. When the selected heat-generating device is hot, the current limit can be adjusted while reducing the switching frequency (e.g., F = ~20 kHz to 30 kHz). SW = ~ 10kHz) and operate using DPWM.

[0129] Next reference Figure 6 The flowchart, generally described in 300, illustrates various aspects of this disclosure for driving electric traction motors (such as, Figure 1 Electric traction motor 78 and Figure 4 The motor 278) operates as a heat generator to heat parked vehicles (such as, Figure 1 Improved methods or control strategies for active thermal management of vehicles (10). Figure 6 Some or all of the operations illustrated and further described in detail below may represent algorithms corresponding to processor-executable instructions stored, for example, in main, secondary, or remote memory (e.g., ...). Figure 1The functions described above and below are performed in the memory device 38 and, for example, by an electronic controller, processing unit, logic circuit, or other module or device or module / device (e.g., CPU 36 and / or host computing service 24) via a network to perform any or all of the functions associated with the disclosed concept described above and below. It should be appreciated that the execution order of the illustrated operation blocks may be changed, additional operation blocks may be added, and some of the described operations may be modified, combined, or eliminated.

[0130] Method 300 begins at a start terminal block 301, where memory-stored processor-executable instructions are used by the programmable controller or control module, or a similarly suitable processor, to invoke an initialization procedure for the motor control protocol. This routine can be executed in real-time, near real-time, continuously, systematically, intermittently, and / or at regular intervals (e.g., every 10 or 100 milliseconds during normal and continuous operation of the vehicle 10). Alternatively, terminal block 301 can initialize in response to user command prompts, resident vehicle controller prompts, or broadcast prompts received from a "non-vehicle" centralized vehicle service system (e.g., host computing service 24). Upon completion... Figure 6 When performing control operations as presented, method 300 may proceed to stop (STOP) terminal block 311 and temporarily terminate, or alternatively, may cycle back to terminal block 301 and run continuously in a loop.

[0131] Method 300 proceeds from START terminal block 301 to system input procedure block 303 to process a set of system inputs. These system inputs may include those described above. Figures 1-5 Any related options described. In a more specific but non-limiting example, method 300 may handle hot inputs (e.g., hot input commands (T)). in-cmd ), torque offset request (e.g., motor offset torque command ()), Tq cmd ), stationary vehicle operation mode request (e.g., mode control signal ( S MC ), desired rotor position (e.g., motor output angular position (ϴ)). e () or any combination of selected inputs. Using these processed inputs, Figure 6 Method 300 estimates the predicted current limit at current limit determination block 305, which is operationally similar to Figure 5 Current limit determination module 222.

[0132] When determining the current limit, method 300 determines the optimal PWM type and PWM switching frequency, such as by the PWM type and F. SW Determine the indication given by block 307. From this point on, in stationary I...dq The command generates the current vector in the DQ reference coordinate system at block 309. I dq A set of d-axis and q-axis current values. PWM type and F SW Determine block 307 and stationary I dq Command generation block 309 can be operated similarly to PWM type and F type respectively. SW Determine module 232 and static mode I dq Generate module 202.

[0133] Some of the accompanying advantages of the disclosed concept include a constructable current trajectory in the dq plane that enables the AC motor to operate with offset torque during stationary vehicle operation and provides better thermal distribution across the inverter switching device. The constructable current amplitude in each motor quadrant provides improved heat generation and thermal distribution for the electrothermal generator. Furthermore, the time-varying constructable current limit enables rapid heat generation in the electrified powertrain. The current limit, depending on the rotor position, provides improved thermal distribution across the inverter device. Additionally, the constructable torque offset helps hold the motor shaft in a predefined position to increase NVH mitigation. Finally, the adjustable PWM type and adjustable PWM switching frequency can help optimize heat generation, for example, for active thermal management.

[0134] In some embodiments, aspects of this disclosure may be implemented via computer-executable instructions (such as program modules), generally referred to as a software application or application executed by any of the controllers or variations thereof described herein. In non-limiting examples, the software may include routines, programs, objects, components, and data structures that perform specific tasks or implement specific data types. The software may form interfaces to allow a computer to respond to input sources. The software may also cooperate with other code segments to initiate various tasks in response to data received from a receiving data source. The software may be stored on any of a variety of memory media, such as CD-ROMs, disks, and semiconductor memories (e.g., various types of RAM or ROM).

[0135] Furthermore, various computer system and network configurations, including multiprocessor systems, microprocessor-based or programmable consumer electronics devices, minicomputers, mainframes, etc., can be utilized to implement aspects of this disclosure. Additionally, aspects of this disclosure can be implemented in distributed computing environments where tasks are performed by resident and remote processing devices linked via communication networks. In distributed computing environments, program modules can reside in both local and remote computer storage media, including memory storage devices. Therefore, aspects of this disclosure can be implemented in computer systems or other processing systems along with various hardware, software, or combinations thereof.

[0136] Any of the methods described herein may include machine-readable instructions for execution by: (a) a processor, (b) a controller, and / or (c) any other suitable processing device. Any algorithm, software, control logic, protocol, or method disclosed herein may be embodied as software stored on a tangible medium such as: for example, flash memory, solid-state drive (SSD) memory, hard disk drive (HDD) memory, CD-ROM, digital versatile optical disc (DVD), or other memory devices. Complete algorithms, control logic, protocols, or methods and / or portions thereof may alternatively be executed by a device other than a controller and / or embodied in firmware or dedicated hardware (e.g., implemented by application-specific integrated circuits (ASICs), programmable logic devices (PLDs), field-programmable logic devices (FPLDs), discrete logic, etc.). Furthermore, while specific algorithms may be described with reference to the flowcharts and / or workflow diagrams depicted herein, many other methods may alternatively be used to implement the example machine-readable instructions.

[0137] Various aspects of this disclosure have been described in detail with reference to the illustrated embodiments; however, those skilled in the art will recognize that many modifications can be made thereto without departing from the scope of this disclosure. This disclosure is not limited to the precise construction and composition disclosed herein; any and all modifications, alterations, and variations apparent from the foregoing description are within the scope of this disclosure as defined by the appended claims. Furthermore, this concept expressly includes any and all combinations and sub-combinations of the foregoing elements and features.

Claims

1. A method for operating an AC motor of a motor vehicle using a power inverter module, the method comprising: The vehicle controller receives a mode request to operate the motor vehicle in a stationary mode. The vehicle controller receives a temperature request, the temperature request including the requirement for the AC motor to generate motor waste heat during operation of the vehicle in the stationary mode; The vehicle controller determines the offset motor torque to generate waste heat from the motor during operation of the vehicle in the stationary mode and to hold the motor output member of the AC motor at a selected output position. Determine the direct orthogonal transformation model of the AC motor; The vehicle controller selects a first dq current trajectory and a second dq current trajectory based on the offset motor torque. The first dq current trajectory and the second dq current trajectory are located in different first dq operation quadrants and second dq operation quadrants of the direct orthogonal transformation model, respectively. as well as The vehicle controller transmits command signals to the power inverter module to transmit current to the AC motor based on the first dq current trajectory and the second dq current trajectory.

2. The method according to claim 1, wherein, Selecting the first dq current trajectory and the second dq current trajectory includes: Determine the maximum current amplitude of the AC motor; and Based on the maximum current amplitude, the first dq current trajectory and the second dq current trajectory are calculated as projections in the plane of the direct orthogonal transformation model.

3. The method according to claim 2, wherein, Determining the maximum current amplitude includes: Receive operating temperature data of the AC motor and / or the power inverter module; and The maximum current amplitude is predicted based on the operating temperature data and the selected output location.

4. The method according to claim 2, wherein, The first dq current trajectory I dq1 and the second dq current trajectory I dq2 They were calculated as and ,in: in Tq β is the offset motor torque; β is the current angle; I d It is the d-axis current; I q It is the q-axis current; PP This is the number of pole pairs in the AC motor; λ d It is the d-axis flux linkage; λ q It is the q-axis flux linkage; and I SS It is the current amplitude.

5. The method of claim 1, further comprising: A direct orthogonal reference coordinate system voltage command signal is generated based on the first dq current trajectory and the second dq current trajectory. The voltage command signal of the direct orthogonal reference coordinate system is transformed into a multiphase voltage command signal; as well as A set of pulse width modulation control commands is determined based on the multiphase voltage command signal. The command signals transmitted to the power inverter module include the set of pulse width modulation control commands.

6. The method according to claim 5, wherein, Generating the voltage command signal for the direct orthogonal reference coordinate system includes: The reference coordinate system feedback current signal is determined based on the measured three-phase reference stator current fed back from the AC motor. The error of the dq current trajectory is calculated as the mathematical sum of the first dq current trajectory, the second dq current trajectory, and the feedback current signal from the reference coordinate system; and Based on the dq current trajectory error, the voltage command signal of the direct orthogonal reference coordinate system is calculated as a time function of the steady-state operation of the AC motor.

7. The method according to claim 6, wherein, Transforming the direct orthogonal reference coordinate system voltage command signal into a multiphase voltage command signal includes the inverse transformation from the rotating orthogonal coordinate system of the direct orthogonal transformation model to the static three-phase reference coordinate system.

8. The method according to claim 6, wherein, Determining the set of pulse width modulation control commands includes generating multiple switching vector signals based on a duty cycle associated with a predefined pulse width modulation period.

9. The method according to claim 1, wherein, The command signal includes a pulse width modulation switching frequency, which is obtained by oscillating back and forth between the first dq current trajectory and the second dq current trajectory, and between the first dq operation quadrant and the second dq operation quadrant of the direct orthogonal transformation model.

10. The method of claim 1, further comprising: After the command signal is transmitted to the power inverter module, the measured three-phase reference stator current fed back from the AC motor is received. as well as The three-phase reference stator current is transformed into a voltage command signal in a direct orthogonal reference coordinate system.

11. The method according to claim 10, wherein, Transforming the three-phase reference stator current into the voltage command signal of the direct orthogonal reference coordinate system includes the inverse transformation from the static three-phase reference coordinate system to the rotating orthogonal coordinate system of the direct orthogonal transformation model.

12. The method according to claim 1, wherein, The motor output component includes a rotor shaft, and the method further includes receiving the selected output position from an electronic position sensor attached to the rotor shaft via the vehicle controller.

13. The method of claim 12, further comprising: The angular velocity of the AC motor is determined as the derivative of the selected output position with respect to time.

14. A non-transitory computer-readable medium storing instructions executable by one or more processors of a vehicle controller of a motor vehicle, the motor vehicle including an AC motor connected to a power inverter module, the instructions, when executed, causing the vehicle controller to perform operations including: Receive a mode request to operate the motor vehicle in a stationary mode; Receive a temperature request, the temperature request including the requirement for the AC motor to generate motor waste heat during operation of the motor vehicle in the stationary mode; Determine the offset motor torque to generate waste heat from the motor during operation of the vehicle in the stationary mode and to hold the motor output member of the AC motor at a selected output position; Determine the direct orthogonal transformation model of the AC motor; The first dq current trajectory and the second dq current trajectory are selected based on the offset motor torque, and the first dq current trajectory and the second dq current trajectory are respectively located in the first dq operation quadrant and the second dq operation quadrant of the direct orthogonal transformation model; as well as Command signals are transmitted to the power inverter module to transmit current to the AC motor based on the first dq current trajectory and the second dq current trajectory.

15. A motor vehicle comprising: Vehicle body; Multiple road wheels are attached to the vehicle body; An alternating motor, which is attached to the vehicle body and operable to drive one or more of the road wheels, thereby propelling the motor vehicle; A battery pack, which is attached to the vehicle body and is operable to power the AC motor; A power inverter module that electrically connects the battery pack to the AC motor and is operable to convert direct current (DC) power to alternating current (AC) power; as well as The vehicle controller is programmed as follows: Receive a mode request to operate the motor vehicle in a stationary mode; Receive a temperature request, the temperature request including the requirement for the AC motor to generate motor waste heat during operation of the motor vehicle in the stationary mode; Determine the offset motor torque to generate waste heat from the motor during operation of the vehicle in the stationary mode and to hold the motor output member of the AC motor at a selected output position; Determine the direct orthogonal transformation model of the AC motor; The first dq current trajectory and the second dq current trajectory are selected based on the offset motor torque, and the first dq current trajectory and the second dq current trajectory are respectively located in different first dq operation quadrants and second dq operation quadrants of the direct orthogonal transformation model; as well as Command signals are transmitted to the power inverter module to transmit current to the AC motor based on the first dq current trajectory and the second dq current trajectory.

16. The motor vehicle according to claim 15, wherein, Selecting the first dq current trajectory and the second dq current trajectory includes: Determine the maximum current amplitude of the AC motor; and Based on the maximum current amplitude, the first dq current trajectory and the second dq current trajectory are calculated as projections in the plane of the direct orthogonal transformation model.

17. The motor vehicle according to claim 16, wherein, Determining the maximum current amplitude includes: Receive operating temperature data of the AC motor and / or the power inverter module; and The maximum current amplitude is predicted based on the operating temperature data and the selected output location.

18. The motor vehicle according to claim 15, wherein, The vehicle controller is further programmed to: A direct orthogonal reference coordinate system voltage command signal is generated based on the first dq current trajectory and the second dq current trajectory. The voltage command signal of the direct orthogonal reference coordinate system is transformed into a multiphase voltage command signal; as well as A set of pulse width modulation control commands is determined based on the multiphase voltage command signal. The command signal includes the set of pulse width modulation control commands.

19. The motor vehicle according to claim 15, wherein, The command signal includes a pulse width modulated switching frequency to oscillate back and forth between the first dq current trajectory and the second dq current trajectory, and between the first dq operating quadrant and the second dq operating quadrant of the direct orthogonal transform model.

20. The motor vehicle according to claim 15, wherein, The vehicle controller is further programmed to: After transmitting the command signal to the power inverter module, the measured three-phase reference stator current fed back from the AC motor is received; and The three-phase reference stator current is transformed into a voltage command signal in a direct orthogonal reference coordinate system.

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