New energy automobile driving motor control system and method

Abstract

The invention discloses a new energy automobile driving motor control system and method, and belongs to the technical field of driving motors, the new energy automobile driving motor control system comprises a whole automobile controller, motor control modules and 36 independent groove control modules, the whole automobile controller and the motor control modules are installed on an automobile center console, and the independent groove control modules are connected with the motor control modules. And the coils are distributed in 36 coil slots of a stator iron core of the driving motor. The design of 36 independent groove control modules is equivalent to integration of 36 small motors, and vehicle starting can be guaranteed through 8-phase operation. The flexible and changeable low-rotating-speed large-torque direct drive design can cancel a gearbox, the design and the size of a single motor, a double motor, a wheel side motor and a hub motor are flexible and changeable, the comprehensive endurance improving effect is obvious, and the gearbox fault hidden danger is avoided.

Description

Technical Field

[0001] The present invention belongs to the technical field of drive motors, and specifically relates to a control system and method for a drive motor of a new energy vehicle. Background Art

[0002] New energy vehicles refer to vehicles that use onboard power as a power source, use motors to drive wheels, and comply with various requirements of road traffic and safety regulations. As their impact on the environment is relatively small compared to traditional vehicles, their prospects are widely optimistic. The power source provides electrical energy to the drive motor of electric vehicles, and the electric vehicle motor converts the electrical energy of the power source into mechanical energy, which is driven by the transmission device or directly drives the wheels and working devices. The drive motor system is one of the core components of electric vehicles and is the main actuator for vehicle driving. The drive motor system for new energy vehicles consists of a permanent magnet drive motor and a drive motor controller, and is connected to other systems of the vehicle through high and low voltage wiring harnesses and cooling pipes.

[0003] In the current electric drive control system of new energy vehicle drive motors, back electromotive force is a major pain point. If the design is biased towards low speed and high torque, the back electromotive force may be higher than the power supply voltage during high-speed operation, and the motor cannot operate. If the performance is biased towards high-speed operation when the magnetic circuit is designed, the current will be too large at low speeds of the motor, which may exceed the maximum limit that the battery can supply. Under real road conditions, the motor magnetic circuit design tends to be low-speed and high-torque, and high-speed operation uses weak magnetic technology to force operation by suppressing the back electromotive force with external current. This method affects speed, torque, and energy consumption, making the operation very inefficient at high speeds, less than 70%, which cannot meet the requirements.

[0004] In addition, the magnetic steel of automotive permanent magnet synchronous motors is mostly located inside the rotor. The internal structure of the motor is compact, and the rotor rotates at high speed during operation, which makes it difficult to cool the rotor. Therefore, the heat dissipation of the motor is also the main reason that affects the operation. Summary of the invention

[0005] The technical problem to be solved by the present invention is to overcome the shortcomings of the above-mentioned prior art and provide a new energy vehicle drive motor control system and method.

[0006] The technical solution adopted to solve the above technical problems is: A new energy vehicle drive motor control system, comprising a vehicle controller, a motor control module, and an independent slot control module. The vehicle controller and the motor control module are installed on the vehicle center console. The number of the independent slot control modules is 36 and distributed in the 36 coil slots of the stator core of the drive motor. The vehicle controller is used to collect instructions issued by the driver operating the vehicle and feed them back to the motor control module to adjust the output of the drive motor in real time; The motor control module is used to receive and respond to instructions issued by the vehicle controller and control the current of the automobile battery module to be dispersed to the copper wire windings in the coil slots corresponding to N independent slot control modules, where N is any value between 8 and 36.

[0007] Furthermore, it also includes a vehicle driving state module, and the vehicle driving state module is used to collect a vehicle driving state signal.

[0008] Furthermore, the driving status signal includes driving signals in idle, forward, reverse, parking, energy recovery and hill-holding states.

[0009] Furthermore, the vehicle driving state module includes a low-speed high-torque scheduling unit, a high-speed low-torque scheduling unit and a driving state determination unit. The low-speed high-torque scheduling unit is used to schedule a larger number of the independent slot control modules when the vehicle is in a low-speed and high-torque driving state. The high-speed low-torque scheduling unit is used to schedule a smaller number of the independent slot control modules when the vehicle is in a high-speed and low-torque driving state. The driving state determination unit is used to collect the vehicle's driving state signal and determine whether the vehicle is in a high-speed and low-torque driving state or a low-speed and high-torque driving state.

[0010] Furthermore, the independent slot control module includes an instruction receiving unit, a current dispersion unit and an independent slot feedback unit, the instruction receiving unit is used to receive the signal of the motor control module and feed it back to the current dispersion unit, the current dispersion unit is used to disperse the current of the automobile battery module to the copper wire winding of the coil slot, and the independent slot feedback unit is used to detect the working condition of the copper wire winding in the coil slot.

[0011] Furthermore, the independent slot feedback unit includes a slot temperature feedback component, a slot usage frequency feedback component and a fault alarm feedback component. The slot temperature feedback component is used to detect the temperature of the copper wire winding in the coil slot and feed back the temperature data to the motor control module. The slot usage frequency feedback component is used to collect signals based on the frequency of current passing through the copper wire winding in a single coil slot and feed back the signals to the motor control module. The fault alarm feedback component is used to feed back the fault signal of the copper wire winding in a single coil slot to the motor control module.

[0012] Furthermore, the battery cell temperature feedback component, the battery cell usage frequency feedback component and the fault alarm feedback component feed back signals to the motor control module based on a wireless transmission module.

[0013] Furthermore, it also includes a cooling module, which is used to cool the drive motor to reduce the temperature data collection error of the battery tank temperature feedback component.

[0014] Furthermore, the heat dissipation unit of the cooling module includes a motor rotor air cooling assembly, including an iron core and a rotating shaft of a driving motor, and a plurality of coil slots are provided on the end surface of the iron core, and further includes: A first end cover and a second end cover detachably connected to the two axial ends of the core, the core end surface is provided with a plurality of heat dissipation grooves, the heat dissipation grooves penetrate the two axial ends of the core, the first end cover end surface is provided with a first through hole for the shaft to pass freely, and the second end cover end surface is provided with a second through hole for the shaft to pass freely; A plurality of drainage parts are fixedly connected to the end surface of the first end cover on the side facing away from the iron core, a connecting cavity is opened inside the first end cover, a plurality of connecting ports are opened on the other end surface of the first end cover, the connecting ports are correspondingly connected to the heat dissipation grooves, an air inlet that passes through the connecting cavity is opened on the end surface of the first end cover, and an annular groove is opened on the end surface of the second end cover facing the iron core, and the annular groove is connected to the plurality of heat dissipation grooves.

[0015] A new energy vehicle drive motor control method is applied to the new energy vehicle drive motor control system as described above, comprising: The driver operates the car, the car issues operating instructions, and the vehicle controller generates a command signal; The motor control module receives the command signal from the vehicle controller and analyzes the signal; Based on the analysis results, the motor control module schedules the 36 independent slot control modules, enables N independent slot control modules to work, and disperses the current of the vehicle battery module to the copper wire windings of the N coil slots of the drive motor, so that the drive motor generates corresponding torque.

[0016] The beneficial effects of the present invention are as follows: The design of 36 independent slot control modules in the present invention is equivalent to the integration of 36 small motors, and 8-phase operation can ensure the vehicle starts. The flexible and changeable low-speed and high-torque direct drive design can eliminate the gearbox. Whether it is designed as a single motor, dual motors, wheel-side motors, or hub motors, the size is flexible and changeable, and the comprehensive endurance improvement effect is obvious. There is no hidden danger of gearbox failure. The 36 slots of the stator are all independently controlled by chips. When the motor runs at low speed, the 36 slots push and pull at the same time. When it runs at high speed, the CPU calculates the best working efficiency. It can be adjusted arbitrarily between 8-36 slots to achieve the optimal state of speed, torque, and energy consumption. Under the optimal high-speed state, only 8 slots are required to work, and the non-working slots do not consume power and do not generate back electromotive force. There is no need for weak magnetic control, thereby achieving the purpose of saving power and increasing endurance. Compared with traditional three-phase drive motors, the overall endurance is improved by 16%-50%; Because it is driven by independent slots, the inductive reactance is very low, so the operating base frequency is as high as 150K, which is beyond the audible range of human ears, and there will be no disturbing magnetic noise. Each drive slot pushes and pulls at the same time, and the volume is reduced by half compared with the three-phase permanent magnet motor with the same torque; The rotor is cooled by air to control the operating temperature of the drive motor within 60°C to ensure safe use. The motor current is distributed to 36 slots, and the driving current of each slot is 1 / 12 of that of a three-phase motor. There is no need to use imported high-power IGBTs. The motor does not need weak magnetic field when running at high speed, and the efficiency is improved by more than 15%. Because it is a unipolar drive, it is equivalent to 36 independent motors. Its working principle is similar to that of a stepper motor. If a few slots fail, the motor will run normally, but the torque will decrease. Each independent slot has independent current and temperature feedback. The advantage is that if a few coil slots are overheated, the current can be turned off independently. BRIEF DESCRIPTION OF THE DRAWINGS

[0017] Figure 1 It is a schematic diagram of the framework structure of a new energy vehicle drive motor control system in the present invention; Figure 2 It is a schematic diagram of the framework structure of the independent slot control module in the present invention; Figure 3 It is a schematic diagram of the framework structure of the independent slot feedback unit in the present invention; Figure 4 It is a schematic diagram of the framework structure of the vehicle driving status module in the present invention; Figure 5 It is a structural schematic diagram of the coordination between the motor stator core and the motor rotor; Figure 6 It is a structural schematic diagram of the motor rotor air cooling structure; Figure 7 yes Figure 6 Schematic diagram of the explosion decomposition of the structure; Figure 8 is an exploded schematic diagram of the first end cover and the annular buffer assembly; Fig. 9 is a schematic structural diagram of a first end cover; Reference numerals: 1. vehicle controller; 2. motor control module; 3. independent tank control module; 301. instruction receiving unit; 302. current dispersion unit; 303. independent tank feedback unit; 3031. battery tank temperature feedback component; 3032. battery tank usage frequency feedback component; 3033. fault alarm feedback component; 4. vehicle driving state module; 401. low speed high torque dispatching unit; 402. high speed low torque dispatching unit; 403. driving state determination unit; Cooling module; 501, iron core; 502, coil slot; 503, first end cover; 504, rotating shaft; 505, drainage part; 506, screw mounting hole; 507, heat dissipation slot; 508, spring; 509, through slot; 510, annular buffer pad; 511, screw mounting part; 512, second end cover; 513, annular slot; 514, second through hole; 515, air inlet; 516, first through hole; 517, communication port; 518, mounting slot; 519, communication cavity; Drive motor stator core. DETAILED DESCRIPTION

[0018] In order to make the purpose, technical solution and advantages of the present invention more clearly understood, the present invention is further described in detail below in conjunction with the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are only used to explain the present invention and are not intended to limit the present invention.

[0019] like Figure 1-Figure 5 As shown, this embodiment provides a new energy vehicle drive motor control system, including a vehicle controller 1, a motor control module 2, an independent slot control module 3, a vehicle driving state module 4 and a cooling module 5. The vehicle controller 1, the motor control module 2 and the vehicle driving state module 4 are installed on the vehicle center console. The number of independent slot control modules 3 is 36 and distributed in 36 coil slots of the drive motor stator core 6. The cooling module 5 is installed inside the drive motor. The vehicle controller 1 is used to collect instructions issued by the driver to operate the car, and feed them back to the motor control module 2 to adjust the output of the drive motor in real time; Among them, the motor control module 2 is used to receive and respond to the instructions issued by the vehicle controller 1 and control the current of the automobile battery module to be dispersed to the copper wire windings in the coil slots corresponding to N independent slot control modules 3, where N is any value between 8-36.

[0020] The independent slot control module 3 includes an instruction receiving unit 301, a current dispersion unit 302 and an independent slot feedback unit 303. The instruction receiving unit 301 is used to receive the signal of the motor control module 2 and feed it back to the current dispersion unit 302. The current dispersion unit 302 is used to disperse the current of the vehicle battery module to the copper wire winding of the coil slot. The independent slot feedback unit 303 is used to detect the working condition of the copper wire winding in the coil slot, such as the temperature, current, usage frequency and fault alarm of the copper wire winding. The independent slot feedback unit 303 includes a slot temperature feedback component 3031, a slot usage frequency feedback component 3032 and a fault alarm feedback component 3033. Component 3033, the battery slot temperature feedback component 3031 is used to detect the temperature of the copper wire winding in the coil slot and feed back the temperature data to the motor control module 2, the battery slot usage frequency feedback component 3032 is used to collect signals of the current passing frequency of the copper wire winding in a single coil slot, and feed it back to the motor control module 2, the fault alarm feedback component 3033 is used to feed back the fault signal of the copper wire winding in a single coil slot to the motor control module 2, the battery slot temperature feedback component 3031, the battery slot usage frequency feedback component 3032 and the fault alarm feedback component 3033 feed back signals to the motor control module 2 based on the wireless transmission module.

[0021] Among them, the vehicle driving state module 4 is used to collect the driving state signal of the vehicle, and the driving state signal includes the driving signal when idling, moving forward, reversing, parking, energy recovery and staying on the slope. The vehicle driving state module 4 includes a low-speed high-torque scheduling unit 401, a high-speed low-torque scheduling unit 402 and a driving state determination unit 403. The low-speed high-torque scheduling unit 401 is used to dispatch a large number of independent slot control modules 3 when the vehicle is in a low-speed and high-torque driving state. The high-speed low-torque scheduling unit 402 is used to dispatch a small number of independent slot control modules 3 when the vehicle is in a high-speed and low-torque driving state. The driving state determination unit 403 is used to collect the driving state signal of the vehicle and determine whether the vehicle is in a high-speed and low-torque driving state or a low-speed and high-torque driving state.

[0022] The cooling module 5 is used to cool the drive motor to reduce the temperature data acquisition error of the battery tank temperature feedback component 3031. The heat dissipation structure unit of the cooling module 5 includes a motor rotor air cooling component, see the attached Figure 5-9; It comprises an iron core 1 and a rotating shaft 4 of a driving motor, a plurality of coil slots 2 are provided on the end surface of the iron core 1, and the coil slots 2 are used for winding copper wire windings, a plurality of screw mounting portions 11 are provided on the two axial end surfaces of the iron core 1, and a first end cover 3 and a second end cover 12 are respectively sleeved on the two ends of the rotating shaft 4, a first through hole 16 is provided on the end surface of the first end cover 3 for the rotating shaft 4 to pass freely, a second through hole 14 is provided on the end surface of the second end cover 12 for the rotating shaft 4 to pass freely, a screw mounting hole 6 corresponding to the screw mounting portion 11 is provided on the end surface of the first end cover 3 and the second end cover 12, respectively, a screw is passed through the screw mounting hole 6 and is threadedly connected in the screw mounting portion 11, so that the first end cover 3 and the second end cover 12 can be assembled on the two ends of the iron core 1, and the coil slots 2 are located outside the side projection area of ​​the first end cover 3 and the second end cover 12; The end surface of the core 1 is provided with a plurality of heat dissipation grooves 7, which penetrate the two axial end surfaces of the core 1, and the plurality of heat dissipation grooves 7 are arranged in an axial array along the core 1. The end surface of the first end cover 3 on one side facing away from the core 1 is fixedly connected with a plurality of drainage portions 5, a connecting cavity 20 is provided inside the first end cover 3, and a plurality of connecting ports 17 are provided on the other side end surface of the first end cover 3, and the connecting ports 17 are correspondingly connected with the heat dissipation grooves 7. The end surface of the first end cover 3 is provided with an air inlet 15 which penetrates the connecting cavity 20, and the end surface of the second end cover 12 facing the core 1 is provided with an annular groove 13, and the annular groove 13 is connected with the plurality of heat dissipation grooves 7, one side of the drainage portion 5 is open, and the surface of the drainage portion 5 on the side facing away from the first end cover 3 is raised toward the axial outer side of the first end cover 3; An annular mounting groove 18 is provided on the end face of the first end cover 3 facing the iron core 1, and an annular buffer pad 10 is installed in the mounting groove 18. A through groove 9 corresponding to the connecting port 17 is provided on the end face of the annular buffer pad 10. A plurality of blind holes are provided on the end face of the first end cover 3, and the blind holes are connected with the screw mounting holes 6. A spring 8 is installed in the blind hole, and both ends of the spring 8 in the elastic force direction elastically press against the end face of the iron core 1 and the inner wall of the blind hole respectively. When the first end cover 3 is assembled to the end face of the iron core 1, the spring 8 is compressed to a certain extent, so that the spring 8 has a pre-pressure on the first end cover 3.

[0023] The heat dissipation working principle is as follows: When the rotating shaft 4 rotates, the first end cover 3 will rotate (refer to Figure 1 , the rotation direction of the rotating shaft 4 is counterclockwise), so that the air can enter the inner cavity of the drainage portion 5, and the air enters the air inlet 15, then enters the connecting cavity 20, and then enters the heat dissipation groove 7 on the end surface of the iron core 1 through the connecting port 17 and the through groove 9, and then the air enters the annular groove 13 of the second end cover 12. Since the annular groove 13 is connected with multiple heat dissipation grooves 7, the air can circulate in the multiple heat dissipation grooves 7, so that the air can dissipate heat inside the iron core 1; When the screw becomes loose, the elastic potential energy of the spring 8 is released, so that the first end cover 3 is tightened by the spring 8. As a result, when the first end cover 3 rotates synchronously with the rotating shaft 4, the vibration of the first end cover 3 can be buffered by the spring 8 to avoid generating large vibrations and noise.

[0024] This embodiment also discloses a new energy vehicle drive motor control method, including: When the driver operates the car, the vehicle controller 1 collects the driver's operation command signal, and the driving state determination unit 403 in the vehicle driving state module 4 collects the vehicle's driving state signal, and then determines whether the vehicle is in a high-speed low-torque driving state or a low-speed high-torque driving state. When the vehicle is in a high-speed low-torque driving state, the high-speed low-torque scheduling unit 402 generates a high-speed low-torque driving state signal and feeds it back to the motor control module 2, and the motor control module 2 controls the N independent slot control modules 3 to start; The independent slot feedback unit 303 in the independent slot control module 3 is working, and the battery slot temperature feedback component 3031, the battery slot usage frequency feedback component 3032 and the fault alarm feedback component 3033 in the independent slot feedback unit 303 collect the working condition information of the copper wire windings in the 36 coil slots, that is, determine the copper wire windings in normal working state and their number, which is not less than N. The instruction receiving unit 301 receives the control signal of the motor control module 2 and feeds it back to the current dispersion unit 302. The current dispersion unit 302 disperses the current of the automobile battery module to the copper wire windings in the N coil slots, so that the copper wire windings in the N coil slots work, so that the drive motor generates corresponding torque to meet the high-speed and low-torque usage conditions. The copper wire windings in the non-working coil slots do not consume power and do not generate back electromotive force, and there is no need to perform weak magnetic control, thereby achieving the purpose of saving power and increasing endurance. Compared with the traditional three-phase drive motor, the overall endurance is improved by 16%-50%.

[0025] Although this specification is described in accordance with the implementation methods, not every implementation method contains only one independent technical solution. This description is only for the sake of clarity. Those skilled in the art should regard the specification as a whole. The technical solutions in each embodiment can also be appropriately combined to form other implementation methods that can be understood by those skilled in the art. Therefore, the above description is only a preferred embodiment of the present application and is not intended to limit the scope of implementation of the present application; that is, all equivalent changes made according to the scope of the claims of the present application are within the protection scope of the claims of the present application.

Claims

1. A new energy vehicle drive motor control system, characterized in that: It comprises a vehicle controller (1), a motor control module (2), and an independent slot control module (3), wherein the vehicle controller (1) and the motor control module (2) are installed on a vehicle center console, and the independent slot control modules (3) are provided in 36 numbers and are distributed in 36 coil slots of a stator core (6) of a drive motor; The vehicle controller (1) is used to collect instructions issued by the driver when operating the vehicle, and feed them back to the motor control module (2) to adjust the output of the drive motor in real time; The motor control module (2) is used to receive and respond to instructions issued by the vehicle controller (1) and control the current of the vehicle battery module to be dispersed to the copper wire windings in the coil slots corresponding to N independent slot control modules (3), where N is any value between 8 and 36.

2. The new energy vehicle drive motor control system according to claim 1, characterized in that: It also comprises a vehicle driving state module (4), wherein the vehicle driving state module (4) is used to collect a vehicle driving state signal.

3. The new energy vehicle drive motor control system according to claim 2 is characterized in that: The driving state signals include driving signals in idle, forward, reverse, parking, energy recovery and hill-holding states.

4. The new energy vehicle drive motor control system according to claim 3 is characterized in that: The vehicle driving state module (4) comprises a low-speed high-torque dispatching unit (401), a high-speed low-torque dispatching unit (402) and a driving state determination unit (403); the low-speed high-torque dispatching unit (401) is used to dispatch a large number of independent slot control modules (3) when the vehicle is in a low-speed high-torque driving state; the high-speed low-torque dispatching unit (402) is used to dispatch a small number of independent slot control modules (3) when the vehicle is in a high-speed low-torque driving state; and the driving state determination unit (403) is used to collect a driving state signal of the vehicle and determine whether the vehicle is in a high-speed low-torque driving state or a low-speed high-torque driving state.

5. The new energy vehicle drive motor control system according to claim 1, characterized in that: The independent slot control module (3) comprises an instruction receiving unit (301), a current dispersing unit (302) and an independent slot feedback unit (303); the instruction receiving unit (301) is used to receive a signal from the motor control module (2) and feed it back to the current dispersing unit (302); the current dispersing unit (302) is used to disperse the current of the automobile battery module to the copper wire winding of the coil slot; and the independent slot feedback unit (303) is used to detect the working condition of the copper wire winding in the coil slot.

6. The new energy vehicle drive motor control system according to claim 5, characterized in that: The independent slot feedback unit (303) comprises a slot temperature feedback component (3031), a slot usage frequency feedback component (3032) and a fault alarm feedback component (3033); the slot temperature feedback component (3031) is used to detect the temperature of the copper wire winding in the coil slot and feed back the temperature data to the motor control module (2); the slot usage frequency feedback component (3032) is used to collect signals of the current flow frequency of the copper wire winding in a single coil slot and feed back the signals to the motor control module (2); and the fault alarm feedback component (3033) is used to feed back a fault signal of the copper wire winding in a single coil slot to the motor control module (2).

7. The new energy vehicle drive motor control system according to claim 6, characterized in that: The battery cell temperature feedback component (3031), the battery cell usage frequency feedback component (3032) and the fault alarm feedback component (3033) feed back signals to the motor control module (2) based on a wireless transmission module.

8. The new energy vehicle drive motor control system according to claim 6, characterized in that: It also includes a cooling module (5), which is used to cool the drive motor to reduce the temperature data acquisition error of the battery tank temperature feedback component (3031).

9. The new energy vehicle drive motor control system according to claim 8, characterized in that: The heat dissipation structural unit of the cooling module (5) comprises a motor rotor air cooling assembly, comprising an iron core (501) and a rotating shaft (504) of a driving motor, the end surface of the iron core (501) being provided with a plurality of coil slots (502), and further comprising: a first end cover (503) and a second end cover (512) detachably connected to the two axial ends of the iron core (501), the end surface of the iron core (501) being provided with a plurality of heat dissipation slots (507), the heat dissipation slots (507) penetrating the two axial end surfaces of the iron core (501), the end surface of the first end cover (503) being provided with a first through hole (516) for the rotating shaft (504) to pass freely, and the end surface of the second end cover (512) being provided with a second through hole (514) for the rotating shaft (504) to pass freely; A plurality of drainage portions (505) are fixedly connected to the end surface of the first end cover (503) on one side facing away from the iron core (501); a connecting cavity (519) is provided inside the first end cover (503); a plurality of connecting ports (517) are provided on the other side end surface of the first end cover (503); the connecting ports (517) are correspondingly connected to the heat dissipation grooves (507); an air inlet (515) is provided on the end surface of the first end cover (503) and is connected to the connecting cavity (519); and an annular groove (513) is provided on the end surface of the second end cover (512) facing the iron core (501); the annular groove (513) is connected to the plurality of heat dissipation grooves (507).

10. A new energy vehicle drive motor control method, applied to the new energy vehicle drive motor control system according to claim 1, characterized in that: include: The driver operates the vehicle, the vehicle issues an operation command, and the vehicle controller (1) generates a command signal; The motor control module (2) receives the command signal sent by the vehicle controller (1) and analyzes the signal; The motor control module (2) schedules the 36 independent slot control modules (3) based on the analysis results, so that the N independent slot control modules (3) work and the current of the vehicle battery module is dispersed to the copper wire windings of the N coil slots of the drive motor, so that the drive motor generates corresponding torque.

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