A power domain controller and multi-information torque control method for new energy vehicles

Abstract

This invention discloses a multi-information torque control method and a power domain controller for new energy vehicles. The controller includes a vehicle control unit (VCU), a battery management system (BMS), a motor control unit (MCU), and a charging and distribution control module, all integrated within an electronic module device. The control method uses the power domain controller as the control unit for the core algorithm, interacting with other signals via bus and Ethernet. The control method includes: driving mode recognition, driver torque demand, battery output capacity, motor output capacity, vehicle energy management, other boundary constraints, and calculation of the vehicle's driving torque. By integrating various controller components, this invention optimizes the powertrain architecture, reduces the complexity of the CAN bus, and lowers the coupling relationships between various subsystems in the powertrain system. Furthermore, the multi-information torque control calculations based on the power domain controller improve the real-time performance, accuracy, and collaborative efficiency of the powertrain control.

Description

Technical Field

[0001] This invention relates to the field of new energy vehicle technology, and more specifically, to the field of power domain control and torque control. Background Technology

[0002] In recent years, the new energy vehicle industry has entered a stage of accelerated development, with electrification, intelligence, and connectivity gradually becoming widespread. Traditional automotive electronic and electrical architectures are mostly distributed, with various ECU units in the vehicle connected together via CAN or LIN buses. The total number has rapidly increased to dozens or even hundreds, making the entire system increasingly complex. The computing and electronic capabilities involved have exploded, making it difficult to meet the complex electronic control system requirements of new energy vehicles.

[0003] To address these issues, a domain-centralized architecture centered around a domain controller is gradually replacing the traditional distributed architecture built on independent ECUs. Through power domain integration technology, centralized and refined torque output calculations can be achieved, reducing energy consumption. Under this new domain-controlled architecture, various functional modules are integrated, reducing the number of components and resulting in faster response times. Summary of the Invention

[0004] To address the aforementioned technical problems, the main objective of this invention is to provide a power domain controller and a multi-information torque control method for new energy vehicles, which avoids the complexity of traditional distributed electronic architectures. The multi-information torque control based on the power domain controller improves the accuracy and stable coordination performance of power control.

[0005] To achieve the above objectives, the technical solution adopted by the present invention is as follows:

[0006] According to a first aspect of this application, a power domain controller for new energy vehicles is provided, comprising a BMS battery management module, a VCU vehicle control module, an MCU motor control module, and a charging and distribution control module.

[0007] The BMS battery management module is responsible for acquiring battery data, monitoring the operating status of each battery in the battery energy storage unit, generating relevant information, and ensuring the safe operation of the battery.

[0008] The VCU vehicle control module is responsible for receiving and processing the communication and collaborative work between various systems and subsystems of the vehicle, and can calculate the required torque of the whole vehicle.

[0009] The MCU motor control module is responsible for receiving torque commands from the VCU and generating motor control signals to cause the motor to output a specified speed and torque.

[0010] The charging and power distribution control module includes sub-modules such as the OBC on-board charger, PDU high-voltage power distribution unit, and DC / DC converter. This module is responsible for controlling the charging process of the vehicle battery pack and the auxiliary power distribution of the vehicle's high and low voltage systems.

[0011] The aforementioned power domain controller for new energy vehicles includes a CANFD bus communication protocol and I / O solid line interfaces for receiving signal input and outputting signals. It is connected to a central gateway via Ethernet to achieve multi-domain interactive control.

[0012] The power domain controller for new energy vehicles includes a hardware layer, an abstraction layer, and an application layer; the BMS battery management module, VCU vehicle control module, MCU motor control module, and the charging and distribution control module belong to the application layer, the CANFD bus communication protocol belongs to the abstraction layer, and the I / O interface belongs to the hardware layer.

[0013] According to a second aspect of this application, a multi-information torque control method for new energy vehicles is provided: the method is based on a power domain controller to realize functions including driving mode recognition, driver demand torque, battery output capability, motor output capability, vehicle energy management, other boundary constraints, and the output vehicle drive torque.

[0014] The driving mode recognition involves the power domain controller executing either a power mode or an economy mode based on the vehicle's current state. Different modes employ different torque control methods.

[0015]

[0016] Where M d M1 is the driving mode, M2 is the economy mode, and v t For vehicle speed threshold, The pedal position change rate threshold is used, and the State of Charge (SOC) is the battery state of charge value. Vehicle speed and pedal position change rate directly reflect the driver's acceleration intention, while the battery state of charge (SOC) value directly affects the overall vehicle power performance.

[0017] The driver's required torque refers to the demand for driving force, which requires information such as pedal opening, pedal opening change rate, and current vehicle speed. The calculation formula is as follows:

[0018] T m =f·T max (1)

[0019] Where T m The torque demanded by the driver is represented by f, and the actual load rate obtained from the table is represented by T. max This indicates the maximum torque that the drive motor can provide under the current conditions.

[0020] The battery output capacity is determined by several current operating status parameters of the battery pack, such as State of Charge (SOC), battery temperature, battery allowable power calculated by the Battery Management System (BMS), current battery voltage, and allowable battery current. The battery output power includes maximum output power and maximum charging power (i.e., minimum output power). The calculation formula is as follows:

[0021] P1=nλ1I max1 V (2)

[0022] P2=nλ2I max2 V (3)

[0023] Where P1 and P2 are the maximum allowable discharge power and maximum charging power of the battery, respectively; n is the total number of battery cells; λ1 and λ2 are the allowable discharge coefficient and charging coefficient of the battery under the current vehicle condition, respectively; I max1 I max2 These are the maximum allowable discharge current and the maximum allowable charging current, respectively, and V is the average cell voltage of the battery.

[0024] The motor output capability is expressed as a calculation of the torque the motor can output, divided into two parts: the maximum output torque and the maximum braking torque (i.e., the minimum torque). This is determined by current motor status information, such as the stator and rotor temperatures, the actual motor speed, etc., which corrects the maximum and minimum allowable power and torque calculated by the motor controller MCU. The calculation of the maximum torque considers the limitations of three factors: the motor's maximum power, the motor temperature, and the torque signal from the MCU. The calculation formula is:

[0025] T max1 =ηP max 9550 / n (4)

[0026] Where T max1 P is the maximum allowable motor output torque under the current battery output power. max η is the maximum power that the battery can provide, η is the motor efficiency, and n is the actual speed of the motor.

[0027] T max2 =T q t c1 t c2 (5)

[0028] Where T max2 T represents the maximum permissible output torque of the motor at the current temperature. q t represents the peak torque at the current motor speed. c1 The motor temperature correction factor is 1, t c2 The correction factor for the second motor is 0-1, which is obtained by looking up tables for the stator temperature and rotor temperature, respectively.

[0029] The maximum allowable motor torque T calculated by the MCU max3 Obtained through CANFD communication parsing.

[0030] The vehicle energy management system primarily focuses on the allocation and aggregation of energy from energy-consuming components throughout the vehicle, such as DC-DC converters and PTC converters. Under different conditions, it calculates the maximum and minimum torque that the powertrain can provide to the motor.

[0031] The other boundary constraints primarily consider the rate of change of actual torque, since torque changes are gradual and cumulative. The relationship between the upper and lower limits is as follows:

[0032]

[0033] If T accelerates t -T t-1 >ΔT1, then T t =T t-1 +ΔT1; If T is decelerated during deceleration t-1 -T t >ΔT2, then T t =T t-1 -ΔT2.

[0034] Where T t-1 T represents the actual output torque value of the motor at the previous moment. t The target torque value at the next moment, ΔT i This indicates the limit value for the rate of change of torque.

[0035] The vehicle drive torque refers to the target torque of the vehicle obtained by summarizing the above information and calculating various capability limitations.

[0036] According to a third aspect of the present invention, a computing electronic device is provided, comprising a processor and a memory storing a computer program, wherein the processor, when executing the computer program, implements the above-described multi-information torque control method.

[0037] In summary, the beneficial effects of the power domain controller and multi-information torque control method for new energy vehicles of the present invention are as follows:

[0038] This application discloses a power domain controller and a multi-information torque control method for new energy vehicles. The domain controller includes a BMS battery management module, a VCU vehicle control module, an MCU motor control module, and a charging and distribution control module, all integrated within an electronic device. By integrating various controller components and replacing the traditional distributed electronic architecture, the complexity of the CAN bus is reduced, and the coupling relationship between various subsystems in the power system is lowered, thereby improving the real-time performance, accuracy, and collaborative efficiency of the power system control. Furthermore, based on this power domain controller, a multi-information torque control method is designed, resulting in higher overall system efficiency. Attached Figure Description

[0039] Figure 1 This application provides a power domain controller for new energy vehicles;

[0040] Figure 2 A schematic diagram of the multi-information torque control method provided in this application. Detailed Implementation

[0041] The present invention will be further described below with reference to the accompanying drawings.

[0042] The main objective of this invention is to provide a power domain controller and a multi-information torque control method for new energy vehicles. The power domain controller is an intelligent powertrain management device that acts as the control unit for the core algorithm, performing multi-information torque control calculations. This invention avoids the complexity of traditional distributed electronic architectures, and the multi-information torque control based on the power domain controller improves the accuracy and stable coordination of power control.

[0043] To achieve the above objectives, the technical solution adopted by the present invention is as follows:

[0044] A power domain controller for new energy vehicles is provided, comprising a BMS battery management module, a VCU vehicle control module, an MCU motor control module, and a charging and power distribution control module.

[0045] The BMS battery management module is responsible for monitoring the operating status of each battery in the battery energy storage unit, generating relevant information, and ensuring the safe operation of the battery.

[0046] The VCU vehicle control module is responsible for receiving and processing the communication and collaborative work between various systems and subsystems of the vehicle, and can calculate the required torque of the whole vehicle.

[0047] The MCU motor control module is responsible for receiving torque commands from the VCU and generating motor control signals to cause the motor to output a specified speed and torque.

[0048] The charging and power distribution control module includes sub-modules such as the OBC on-board charger, PDU high-voltage power distribution unit, and DC / DC converter. This module is responsible for controlling the charging process of the vehicle battery pack and the auxiliary power distribution of the vehicle's high and low voltage systems.

[0049] The aforementioned power domain controller for new energy vehicles includes a CANFD bus communication protocol and I / O solid line interfaces for receiving signal input and outputting signals. It is connected to a central gateway via Ethernet to achieve multi-domain interactive control.

[0050] The power domain controller for new energy vehicles includes a hardware layer, an abstraction layer, and an application layer; the BMS battery management module, VCU vehicle control module, MCU motor control module, and the charging and distribution control module belong to the application layer, the CANFD bus communication protocol belongs to the abstraction layer, and the I / O interface belongs to the hardware layer.

[0051] According to a second aspect of this application, a multi-information torque control method for new energy vehicles is provided: the method is based on a power domain controller to realize functions including driving mode recognition, driver demand torque, battery output capability, motor output capability, vehicle energy management, other boundary constraints, and the output vehicle drive torque.

[0052] The driving mode recognition involves the power domain controller executing either a power mode or an economy mode based on the vehicle's current state. Different modes employ different torque control methods.

[0053]

[0054] Where M d M1 is the driving mode, M2 is the economy mode, and v t For vehicle speed threshold, The pedal position change rate threshold is used, and the State of Charge (SOC) is the battery state of charge value. Vehicle speed and pedal position change rate directly reflect the driver's acceleration intention, while the battery state of charge (SOC) value directly affects the overall vehicle power performance.

[0055] The driver's required torque refers to the demand for driving force, which requires information such as pedal opening, pedal opening change rate, and current vehicle speed. The calculation formula is as follows:

[0056] T m =f·T max (1)

[0057] Where T m The torque demanded by the driver is represented by f, and the actual load rate obtained from the table is represented by T. max This indicates the maximum torque that the drive motor can provide under the current conditions.

[0058] The battery output capacity is determined by several current operating status parameters of the battery pack, such as State of Charge (SOC), battery temperature, battery allowable power calculated by the Battery Management System (BMS), current battery voltage, and allowable battery current. The battery output power includes maximum output power and maximum charging power (i.e., minimum output power). The calculation formula is as follows:

[0059] P1=nλ1I max1 V (2)

[0060] P2=nλ2I max2 V (3)

[0061] Where P1 and P2 are the maximum allowable discharge power and maximum charging power of the battery, respectively; n is the total number of battery cells; λ1 and λ2 are the allowable discharge coefficient and charging coefficient of the battery under the current vehicle condition, respectively; I max1 I max2 These are the maximum allowable discharge current and the maximum allowable charging current, respectively, and V is the average cell voltage of the battery.

[0062] The motor output capability is expressed as a calculation of the torque the motor can output, divided into two parts: the maximum output torque and the maximum braking torque (i.e., the minimum torque). This is determined by current motor status information, such as the stator and rotor temperatures, the actual motor speed, etc., which corrects the maximum and minimum allowable power and torque calculated by the motor controller MCU. The calculation of the maximum torque considers the limitations of three factors: the motor's maximum power, the motor temperature, and the torque signal from the MCU. The calculation formula is:

[0063] T max1 =ηP max 9550 / n (4)

[0064] Where T max1 P is the maximum allowable motor output torque under the current battery output power. max η is the maximum power that the battery can provide, η is the motor efficiency, and n is the actual speed of the motor.

[0065] T max2 =T q t c1 t c2 (5)

[0066] Where T max2 T represents the maximum permissible output torque of the motor at the current temperature. q t represents the peak torque at the current motor speed. c1 The motor temperature correction factor is 1, t c2 The correction factor for the second motor is 0-1, which is obtained by looking up tables for the stator temperature and rotor temperature, respectively.

[0067] The maximum allowable motor torque T calculated by the MCU max3 Obtained through CANFD communication parsing.

[0068] The vehicle energy management system primarily focuses on the allocation and aggregation of energy from energy-consuming components throughout the vehicle, such as DC-DC converters and PTC converters. Under different conditions, it calculates the maximum and minimum torque that the powertrain can provide to the motor.

[0069] The other boundary constraints primarily consider the rate of change of actual torque, since torque changes are gradual and cumulative. The relationship between the upper and lower limits is as follows:

[0070]

[0071] If T accelerates t -T t-1 >ΔT1, then T t =T t-1 +ΔT1; If T is decelerated during deceleration t-1 -T t >ΔT2, then T t =T t-1 -ΔT2.

[0072] Where T t-1 T represents the actual output torque value of the motor at the previous moment. t The target torque value at the next moment, ΔT i This indicates the limit value for the rate of change of torque.

[0073] The vehicle drive torque refers to the target torque of the vehicle obtained by summarizing the above information and calculating various capability limitations.

[0074] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of this application and are not intended to limit them. Although this application has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some or all of the technical features therein. Such modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the scope of the technical solutions of the embodiments of this application.

Claims

1. A multi-information torque control method for new energy vehicles, characterized in that: The control method is based on a power domain controller, which comprises a BMS battery management module, a VCU vehicle control module, an MCU motor control module, and a charging and distribution control module, all integrated in an electronic module device. The controller receives signal input and outputs signals through the CANFD bus communication protocol and I / O solid line interface, and is connected to the central gateway through Ethernet to realize multi-domain interactive control; The control method includes a driving mode recognition function, as well as driver demand torque, battery output capacity, motor output capacity, vehicle energy management, other boundary constraints, and the output vehicle drive torque. In the driving mode recognition function, the power domain controller executes either the power mode or the economy mode according to the current state of the vehicle, and different torque control methods are executed in different modes. The other boundary constraints consider the rate of change of the actual torque, and the relationship between the upper and lower limits of the rate of change of the actual torque is as follows: If T accelerates t -T t-1 >ΔT1, then T t =T t-1 +ΔT1; If T is decelerated during deceleration t-1 -T t >ΔT2, then T t =T t-1 -ΔT2; Where T t-1 T represents the actual output torque value of the motor at the previous moment. t The target torque value at the next moment, ΔT i This indicates the limit value for the rate of change of torque; The vehicle drive torque refers to the target torque of the vehicle obtained by summarizing the above information and calculating various capability limitations.

2. The multi-information torque control method for new energy vehicles according to claim 1, characterized in that, include: The BMS battery management module is used to acquire battery data, monitor the operating status of each battery in the battery energy storage unit, generate relevant information, and ensure the safe operation of the battery. The VCU vehicle control module is used to receive and process the communication and collaborative work between various systems and subsystems of the vehicle, and to calculate the required torque of the whole vehicle. The MCU motor control module is used to receive torque commands from the VCU, generate motor control signals, and cause the motor to output a specified speed and torque. The charging and power distribution control module includes sub-modules such as OBC on-board charger, PDU high-voltage power distribution and DC / DC converter. The charging and power distribution control module is used to control the charging process of the vehicle battery pack and the auxiliary power distribution of the vehicle's high and low voltage systems.

3. The multi-information torque control method for new energy vehicles according to claim 1, characterized in that: Where M d M1 is the driving mode, M2 is the economy mode, and v t For vehicle speed threshold, The threshold for the rate of change of pedal position is denoted as , and SOC is the state of charge of the battery. Vehicle speed and the rate of change of pedal position directly reflect the driver's acceleration intention, while the state of charge (SOC) value directly affects the overall vehicle power performance.

4. The multi-information torque control method for new energy vehicles according to claim 1, characterized in that: The driver's required torque refers to the demand for driving force, which requires information such as pedal opening, pedal opening change rate, and current vehicle speed. The calculation formula is as follows: T m =f·T max Where T m This represents the driver's required torque, f represents the actual load rate obtained from the table, and the two driving modes correspond to the two load rates; T max This indicates the maximum torque that the drive motor can provide under the current conditions.

5. The multi-information torque control method for new energy vehicles according to claim 1, characterized in that: The battery output capability is determined by the current operating status information of the battery pack. The battery output power includes the maximum output power and the maximum charging power, and the calculation formula is as follows: P1=nλ1I max1 V P2=nλ2I max2 V Where P1 and P2 are the maximum allowable discharge power and maximum charging power of the battery, respectively; n is the total number of battery cells; λ1 and λ2 are the allowable discharge coefficient and charging coefficient of the battery under the current vehicle condition, respectively; I max1 , I max2 These are the maximum allowable discharge current and the maximum allowable charging current, respectively, and V is the average cell voltage of the battery.

6. The multi-information torque control method for new energy vehicles according to claim 1, characterized in that: The motor output capability is expressed as a calculation of the torque the motor can output, which is divided into two parts: the maximum output torque and the maximum braking torque. The calculation of the maximum torque takes into account the limitations of three factors: the maximum power of the motor, the motor temperature, and the torque of the MCU signal. The calculation formula is as follows: T max1 =ηP max 9550 / n Where T max1 P is the maximum allowable motor output torque under the current battery output power. max η is the maximum power that the battery can provide, η is the motor efficiency, and n is the actual motor speed. T max2 =T q t c1 t c2 Where T max2 T represents the maximum permissible output torque of the motor at the current temperature. q t represents the peak torque at the current motor speed. c1 t is the temperature correction factor for the first motor. c2 This is the correction factor for the second motor speed; Maximum permissible motor torque T max3 Obtained through CANFD communication parsing.

7. The multi-information torque control method for new energy vehicles according to claim 1, characterized in that: The vehicle energy management system allocates and summarizes energy for the energy-consuming components of the vehicle, and calculates the maximum and minimum torque that the power system can provide to the motor under different conditions.

8. A computing electronic device, characterized in that, The computing electronic device includes a processor and a memory storing a computer program, which, when executed, implements the multi-information torque control method according to any one of claims 1 to 7.

Images