Electric drive system fault self-recovery control method, controller thereof and new energy vehicle

Abstract

The invention provides an electric drive system fault self-recovery control method, a controller thereof and a new energy vehicle, and solves the technical problem that in the prior art, a motor has initial counter electromotive force after quitting off pipe closing protection, so that abnormal torque sudden change of the motor occurs, and the whole vehicle shakes. According to the fault self-recovery control method for the electric drive system, when the protection strategy of the motor is shutdown protection and the fault is eliminated, the actual working parameters of the motor are obtained, the working state of the motor is changed from the shutdown protection state to the conduction state to output the torque, and the actual output torque of the motor is controlled to change to the target output torque in a gradient mode; therefore, the output torque of the motor is smoothly transited to the target output torque, the pause feeling of the whole vehicle is reduced, and the driving experience is improved.

Description

Technical Field

[0001] The present application relates to the technical field of electric vehicles, and specifically to a method for controlling fault self-recovery of an electric drive system and a controller thereof, as well as new energy vehicles. Background Art

[0002] In the field of new energy vehicles, to ensure reliable and safe operation, vehicle component and sensor faults are typically classified and handled accordingly, with corresponding safety protection strategies developed based on the fault severity. For example, if a motor controller experiences a level 1 fault (corresponding to a severe shutdown fault), the motor controller will typically shut down directly for protection or initiate ASC (Active Short Circuit) protection.

[0003] However, when the motor enters the shutdown protection mode, it will continue to run due to inertia and generate initial back electromotive force. When the fault is quickly eliminated and it is necessary to exit the shutdown protection mode, the huge voltage mutation will cause the motor to shake due to the torque mutation, seriously affecting the driving experience. Summary of the Invention

[0004] In view of this, the present application provides an electric drive system fault self-recovery control method and its controller, and a new energy vehicle. When the motor protection strategy is shutdown protection and the fault is cleared, the actual operating parameters of the motor are obtained, all transistors and / or all power devices in the control circuit are turned on, and the actual output torque of the motor is controlled to change in a gradient to the target output torque, so that the output torque of the motor smoothly transitions to the target output torque, thereby reducing the sense of frustration of the entire vehicle and improving the driving experience.

[0005] To achieve the above objectives, the present application provides the following technical solutions: a method for controlling fault self-recovery of an electric drive system, the method being applicable to new energy vehicles, the new energy vehicles comprising a power supply, a control circuit, a motor, and a controller, wherein the power supply provides electrical energy to the motor through the control circuit, the controller is connected to the control circuit and the motor, and the control circuit comprises a plurality of transistors and / or a plurality of power devices; wherein the method comprises:

[0006] When the protection strategy of the motor is shutdown protection and the fault is cleared, obtaining the actual operating parameters of the motor;

[0007] All transistors and / or all power devices in the control circuit are controlled to be turned on, and the actual output torque of the motor is controlled to change gradually to the target output torque.

[0008] In one embodiment of the present application, controlling all transistors and / or all power devices in the control circuit to be turned on includes:

[0009] Calculating a quadrature-axis voltage value of the motor according to a current angular velocity of the motor and a permanent magnet flux linkage of the motor;

[0010] Determining that the direct-axis voltage is a first preset voltage value;

[0011] Calculating a duty cycle using the first preset voltage value and the quadrature-axis voltage value;

[0012] All transistors and / or all power devices in the control circuit are controlled to be turned on with the duty cycle.

[0013] In one embodiment of the present application, the first preset voltage value is zero.

[0014] In one embodiment of the present application, the shutdown protection strategy is to control multiple transistors and / or multiple power devices to be cut off, and control the output torque of the motor to be a preset output torque;

[0015] The step of controlling the actual output torque of the motor to change gradually to the target output torque includes:

[0016] Obtaining the target output torque sent by the vehicle controller when the fault is cleared;

[0017] When the target output torque is greater than the preset output torque, the actual output torque of the motor is controlled to change gradually to the target output torque starting from the preset output torque.

[0018] In one embodiment of the present application, the preset output torque is zero.

[0019] In one embodiment of the present application, the first gradient change values ​​between any two adjacent actual output torques are the same; or

[0020] The second gradient change value between two adjacent actual output torques changes in a gradient.

[0021] In one embodiment of the present application, when the protection strategy of the motor is shutdown protection and the fault is cleared, before obtaining the current operating parameters of the motor, the control method further includes:

[0022] A protection strategy for the motor is determined based on the motor speed when a vehicle failure occurs and the rated speed of the motor.

[0023] In one embodiment of the present application, a protection strategy for the motor is determined based on the motor speed at the time of a vehicle failure and the rated speed of the motor, including:

[0024] When the motor speed of the vehicle when a fault occurs is greater than the rated speed of the motor, determining that the protection strategy of the motor is active short-circuit protection;

[0025] When the motor speed of the vehicle when a fault occurs is less than or equal to the rated speed of the motor, the protection strategy of the motor is determined to be shutdown protection.

[0026] As a second aspect of the present application, the present application further provides an electric drive system fault self-recovery controller, comprising:

[0027] A data acquisition module, configured to acquire actual operating parameters of the motor when the motor protection strategy is shutdown protection and the fault is cleared;

[0028] The control module is used to control all transistors and / or all power devices in the control circuit to be turned on, and to control the actual output torque of the motor to change gradually to the target output torque.

[0029] As a third aspect of the present application, the present application further provides a new energy vehicle, comprising:

[0030] power supply;

[0031] a control circuit, the control circuit comprising a plurality of transistors and / or a plurality of power devices;

[0032] motors; and

[0033] The controller described above;

[0034] The power supply provides electrical energy to the motor through the control circuit, and the controller is connected to the control circuit, the power supply and the motor.

[0035] The present application provides a fault self-recovery control method for an electric drive system. When the protection strategy of the motor is shutdown protection and the fault is cleared, the actual operating parameters of the motor are obtained, all transistors and / or all power devices in the control circuit are turned on, and the actual output torque of the motor is controlled to change in a gradient to the target output torque, so that the output torque of the motor smoothly transitions to the target output torque, thereby reducing the frustration of the entire vehicle and improving the driving experience. BRIEF DESCRIPTION OF THE DRAWINGS

[0036] In order to more clearly illustrate the embodiments of the present application or the technical solutions in the prior art, the following briefly introduces the drawings required for use in the embodiments or the description of the prior art. Obviously, the drawings described below are merely embodiments of the present application. For ordinary technicians in this field, other drawings can be obtained based on the provided drawings without any creative work.

[0037] Figure 1 This is a working block diagram of a new energy vehicle provided in an embodiment of the present application.

[0038] Figure 2A flowchart of a method for self-recovery of an electric drive system fault provided in one embodiment of the present application.

[0039] Figure 3 A flowchart of a method for self-recovery of an electric drive system fault provided in another embodiment of the present application.

[0040] Figure 4 A flowchart of a method for self-recovery of an electric drive system fault provided in another embodiment of the present application.

[0041] Figure 5 A flowchart of a method for self-recovery of an electric drive system fault provided in another embodiment of the present application.

[0042] Figure 6 A flowchart of a method for self-recovery of an electric drive system fault provided in another embodiment of the present application.

[0043] Figure 7 This is a working block diagram of an electric drive system fault self-recovery controller provided in an embodiment of the present application. DETAILED DESCRIPTION

[0044] The technical solution of the embodiment of the present application is applicable to the application scenarios of new energy vehicles, which can be passenger cars or commercial vehicles.

[0045] Figure 1 The figure shows a working block diagram of a new energy vehicle provided by this application, such as Figure 1 As shown, the new energy vehicle includes: a power supply, a control circuit, a motor and a controller, wherein the power supply provides electrical energy to the motor through the control circuit, the controller is connected to the control circuit and the motor, and the control circuit includes multiple transistors and / or multiple power devices.

[0046] In the field of new energy vehicles, in order to ensure the reliable and safe operation of new energy vehicles, the faults of various vehicle components and sensors are generally handled in a graded manner, and corresponding safety protection strategies are formulated according to different levels of faults. For example, when a level 1 fault occurs in the motor controller (corresponding to a serious shutdown fault), the motor controller will usually directly shut down for protection or enter ASC (Active Short Circuit) protection. After the motor enters the shutdown protection mode, the motor will continue to operate due to inertia and generate initial back electromotive force. When the fault is quickly eliminated and it is necessary to exit the shutdown protection mode, the huge voltage mutation will cause the motor to vibrate due to the torque mutation, causing the entire vehicle to shake, seriously affecting the driving experience.

[0047] Therefore, the inventors proposed during the research process:

[0048] The calculation formulas for the direct-axis voltage and the quadrature-axis voltage in the rotating coordinate system are shown in Formula 1 below:

[0049]

[0050] In formula 1, i d is the direct axis current, i q is the quadrature axis current; ω e is the rotor electrical angular velocity, R s is the stator resistance, L d is the direct-axis inductance, L q is the quadrature-axis inductance, ψ f is the permanent magnet flux, ω e ψ f is the back electromotive force term.

[0051] When the motor enters the closed-circuit protection state and before the open-circuit state, the motor's direct-axis voltage and quadrature-axis voltage are expressed as follows:

[0052]

[0053] Among them, in formula 2, u d is the direct axis voltage of the motor, u q is the quadrature axis voltage of the motor, ω e is the rotor electrical angular velocity, ψ f is the permanent magnet flux, ω e ψ f is the back electromotive force term.

[0054] The specific calculation process of Formula 2 is as follows:

[0055] After the motor enters the shutdown protection, when the motor speed is lower than the rated speed, i d =0,i q =0,u d =0,uq=ω e ψ f .

[0056] However, the first modulation value output by the current loop is the direct-axis voltage u d0 And the quadrature axis voltage u q0 As shown in the following formula 3:

[0057]

[0058] Among them, in formula 3, i d is the direct axis current, i q is the quadrature axis current, id ref is the direct axis demand current, iq ref is the quadrature axis demand current, K id is the integral coefficient of the direct-axis PI controller, K iqis the integral coefficient of the quadrature axis PI controller, K pd is the proportional coefficient of the direct-axis PI controller, K pq is the proportional coefficient of the quadrature-axis PI controller.

[0059] If during the control process, the motor is controlled to output zero torque, when the speed is lower than the rated speed, after the fault is cleared, when the tube is opened, i d =0,i q =0, if the required torque TorqueReq = 0, then id ref =0,iq ref =0, so u d0 =0,u q0 =0.

[0060] That is to say, u q0 Not equal to u q The cross-axis voltage of the motor is different before and after the tube is opened, which causes speed fluctuations and vehicle shaking, affecting the driving experience.

[0061] In this application, the protection strategy of the motor is off-tube protection, and after the fault is eliminated, all transistors and / or all power devices in the control circuit are controlled to be turned on, so that the working state of the motor changes from off-tube protection to open-tube output torque, and the actual feedback voltage of the control current loop is controlled as shown in Formula 2. At this time, the current direct-axis voltage and the current quadrature-axis voltage of the motor can be determined based on Formula 2, and then the actual output torque of the motor is controlled to change in a gradient to the target output torque, so that the output torque of the motor smoothly transitions to the target output torque, thereby reducing the frustration of the entire vehicle and improving the driving experience.

[0062] The following will be combined with the drawings in the embodiments of this application to clearly and completely describe the technical solutions in the embodiments of this application. Obviously, the embodiments described are only part of the embodiments of this application, not all of the embodiments. Based on the embodiments in this application, all other embodiments obtained by ordinary technicians in this field without making creative efforts are within the scope of protection of this application.

[0063] Exemplary Methods

[0064] As a first aspect of the present application, the present application provides a method for controlling a fault self-recovery of an electric drive system. Figure 2 FIG. 1 is a flow chart of a method for controlling a fault self-recovery of an electric drive system according to an embodiment of the present application. Figure 2 A method for controlling a fault self-recovery of an electric drive system includes the following steps:

[0065] S10: When the motor protection strategy is shutdown protection and the fault is cleared, the actual operating parameters of the motor are obtained.

[0066] Specifically, the fault classification of each vehicle component and sensor and the safety protection strategy for each fault level are pre-set. When a vehicle fault occurs, the current fault level of the vehicle can be obtained, and the safety protection strategy corresponding to the fault level can be implemented. For example, the first level fault is the most serious fault level of the vehicle fault, which usually causes the vehicle to be unable to drive or there are major safety hazards, such as excessive motor speed or other abnormalities, failure of the switch tube of the circuit in the motor controller, failure of the power battery, etc. When the vehicle control unit (VCU) obtains that the vehicle fault level is the most serious fault level, it controls the implementation of a predetermined protection strategy, such as shutdown protection or ASC (Active Short Circuit) protection.

[0067] Among them, the shutdown protection is to turn off (cut off) all transistors and all power devices, such as transistors such as IGBTs (Insulated Gate Bipolar Transistors) and power devices such as SiC (Silicon Carbide Power Devices).

[0068] ASC protection is: the three upper tubes or the three lower tubes of the motor controller are turned on at the same time, so that the three-phase winding of the motor is short-circuited, forming a low-impedance loop. By short-circuiting, the energy generated by the motor is quickly consumed in the winding resistance, preventing energy from being fed back to the power supply side or damaging other components.

[0069] When a serious vehicle fault occurs, the vehicle control system, including the vehicle controller or other related electronic controllers, records the fault level and the corresponding shutdown or ASC protection strategy in a database. Therefore, when the vehicle controller implements shutdown or ASC protection for the motor, the specific motor protection strategy can be retrieved from the database. This recording method facilitates rapid fault diagnosis, repair, and subsequent data analysis.

[0070] When a serious vehicle fault occurs and the vehicle controller adopts the shutdown protection strategy, which shuts down all transistors and power devices, the actual motor operating parameters can be obtained after the fault is eliminated. Specifically, the actual motor operating parameters may include the actual current and actual voltage of the motor. The actual current may include the actual direct-axis current and the actual quadrature-axis current, and the actual voltage may include the actual direct-axis voltage and the actual quadrature-axis voltage. The direct axis is the motor's D-axis, and the quadrature axis is the motor's Q-axis.

[0071] S20: Control all transistors and / or all power devices in the control circuit to be turned on, and control the actual output torque of the motor to change gradually to the target output torque.

[0072] Specifically, all transistors and / or all power devices in the control circuit are turned on. This may be all transistors, all power devices, or both, and the specific number can be determined based on actual needs. All transistors and / or all power devices in the control circuit are operated, causing the motor to change from a closed state to an open state to output torque. The actual output torque of the motor then changes gradually to a target output torque.

[0073] Specifically, the actual output torque of the motor is the output torque of the motor when the fault is cleared, and the target output torque of the motor is the required torque sent by the vehicle controller when the fault is cleared.

[0074] The electric drive system fault self-recovery control method provided in the present application, when the motor protection strategy is off-tube protection and the fault is cleared, the motor state changes from off-tube state to on-tube state to output torque, obtains the actual working parameters of the motor, controls all transistors and / or all power devices in the control circuit to be turned on, and controls the actual output torque of the motor to change in a gradient to the target output torque, so that the output torque of the motor smoothly transitions to the target output torque, reduces the frustration of the whole vehicle, and improves the driving experience.

[0075] In one embodiment of the present application, Figure 3 As shown, in S20, all transistors and / or all power devices in the control circuit are controlled to be turned on. Specifically, the steps may include:

[0076] S21: Calculate the quadrature-axis voltage value of the motor according to the current angular velocity of the motor and the permanent magnet flux of the motor.

[0077] According to the above, when the motor is stabilized after the tube is shut down for protection, the quadrature-axis voltage of the motor can be calculated according to the following formula 2, that is, the quadrature-axis voltage of the motor is the product of the current angular velocity of the motor and the magnetic flux of the permanent magnet of the motor. When the motor is opened, the quadrature-axis voltage value of the motor is controlled to be consistent with the quadrature-axis voltage value of the motor after the motor is stabilized after the tube is shut down for protection, so as to compensate for the generated back electromotive force and ensure that the motor starts again smoothly.

[0078]

[0079] Among them, in formula 2, u d is the direct axis voltage of the motor, u q is the quadrature axis voltage of the motor, ω e is the rotor electrical angular velocity, ψ f is the permanent magnet flux, ω e ψ f is the back electromotive force term.

[0080] S22: Determine that the direct-axis voltage is a first preset voltage value.

[0081] When the motor is shut down and protected, i d =0,i q =0, so u d =0, that is, the first preset voltage value is zero. When the motor is turned on, the direct-axis voltage of the motor is controlled to be consistent with the direct-axis voltage value of the motor after the motor is turned off for protection and stabilized, ensuring smooth restart of the motor.

[0082] S23: Calculating a duty cycle using the first preset voltage value and the quadrature-axis voltage value;

[0083] Motor direct axis voltage u d and the quadrature axis voltage u of the motor q Typically expressed as the actual voltage across the motor windings, this is achieved in PWM (Pulse Width Modulation Control) through the duty cycle, which is the ratio of the high-level (on-state) time of a pulse signal to the total cycle duration. By adjusting the duty cycle, the on-time of the power device can be controlled, thereby regulating the circuit's output power.

[0084] Assume that the maximum voltage on the motor winding is V max , then the relationship between the motor's direct-axis voltage and quadrature-axis voltage and duty cycle can be expressed as:

[0085] u d =D d *V max

[0086] u q =D q *V max

[0087] Among them, D d is the duty cycle of the direct axis, D q is the duty cycle of the quadrature axis. According to the above relationship, the duty cycles of the direct axis and quadrature axis can be calculated:

[0088] D d =u d / V max

[0089] D q =u q / V max

[0090] S24: Control all transistors and / or all power devices in the control circuit to be turned on with a duty cycle.

[0091] When the duty ratio of the direct axis and the quadrature axis is determined, all transistors and / or all power devices in the control circuit can be controlled to be turned on according to the duty ratio so that the direct axis voltage u d and the quadrature axis voltage u of the motor q Reaching the preset value enables the motor to output actual torque.

[0092] In one embodiment of the present application, the shutdown protection strategy is to control multiple transistors and / or multiple power devices to be cut off, and control the output torque of the motor to be a preset output torque. Figure 4 As shown, in S20, the actual output torque of the motor is controlled to change gradually to the target output torque. The specific steps may include:

[0093] S25: Obtain the target output torque sent by the vehicle controller when the fault is cleared;

[0094] If the fault recovers quickly, the driver's foot may still be on the accelerator or brake pedal when the fault is cleared. At this point, the accelerator pedal position sensor (APPS) or brake pedal position sensor (BPS) sends a signal to the vehicle controller (VCU), indicating that the driver wants to accelerate or decelerate. The VCU, after receiving the signal from the APS or BPS, combines it with the vehicle's dynamics model to calculate the driver's desired torque (target output torque) and sends it to the motor controller via the VCU.

[0095] S26: When the target output torque is greater than the preset output torque, the actual output torque of the motor is controlled to change gradually to the target output torque starting from the preset output torque.

[0096] Specifically, a preset output torque can be pre-set, preferably, the preset output torque is zero. When the fault is cleared, the target output torque sent by the vehicle controller is obtained, and the relationship between the target output torque and the preset output torque is determined. When the target output torque is greater than the preset output torque, that is, the target output torque is greater than zero, the actual output torque of the motor is controlled to change gradually from the preset output torque to the target output torque, that is, the actual output torque of the motor is controlled to start from zero and smoothly transition to the target output torque. When the target output torque is equal to the preset output torque, that is, the target output torque is equal to zero, the actual output torque of the motor is directly controlled to be the target output torque.

[0097] This embodiment controls the actual output torque of the motor to change gradually from the preset output torque to the target output torque, thereby avoiding the vehicle controller sending the motor controller to directly execute a large torque, causing vehicle shaking and affecting the driving experience.

[0098] In one embodiment of the present application, in the process of controlling the actual output torque of the motor to change gradually from the preset output torque to the target output torque, preferably, the first gradient change value between any two adjacent actual output torques is the same, or the second gradient change value between two adjacent actual output torques changes gradually.

[0099] Specifically, the actual output torque can be controlled to change gradually from the preset output torque to the target output torque based on the first gradient change value, that is, the difference between the latter actual output torque and the previous actual output torque of two adjacent actual output torques is the first gradient change value. For example, the preset output torque M0=0, the target output torque (required torque) is M n , the first gradient change value is a, then the actual output torque gradient changes to 0, a, 2a, 3a...M n .

[0100] Or the difference between the intermediate actual output torque and the previous actual output torque is M1, the difference between the next actual output torque and the intermediate actual output torque is M2, and the difference between M2 and M1 changes in a gradient. It can be understood that the second gradient change value between two adjacent actual output torques is not the same value. The second gradient change value is only defined as the difference between two adjacent actual output torques. For example, the preset output torque M0 = 0, the target output torque (required torque) is M n , the actual output torque gradient changes to 0, a1, a2, a3...M n , where (a2-a1)-(a1-0)=(a3-a2)-(a2-a1).

[0101] Optionally, based on the first cycle, the actual output torque can be controlled to change gradually from the preset output torque to the target output torque, that is, the time for controlling the actual output torque each time is uniform. The specific process can be referred to the above content and will not be described in detail here.

[0102] In one embodiment of the present application, Figure 5 As shown, when the motor protection strategy is shutdown protection and the fault is cleared, before obtaining the current operating parameters of the motor, the above-mentioned electric drive system fault self-recovery control method further includes:

[0103] S01: Determine a motor protection strategy based on the motor speed when the vehicle fails and the rated speed of the motor.

[0104] Specifically, the motor speed when the vehicle fails is obtained. The motor speed can be detected by a speed sensor. The vehicle controller obtains the signal sent by the speed sensor and compares it with the rated speed of the motor to obtain the current fault level of the vehicle and determine the motor safety protection strategy corresponding to the fault level.

[0105] In one embodiment of the present application, Figure 6 As shown, in S01, a motor protection strategy is determined based on the motor speed when the vehicle fails and the rated speed of the motor. The specific steps may include:

[0106] S011: When the motor speed when the vehicle fails is greater than the rated speed of the motor, determining that the protection strategy of the motor is active short-circuit protection.

[0107] Obtain the motor speed when the vehicle breaks down, and determine whether the motor speed when the vehicle breaks down is greater than the rated speed of the motor. When the motor speed when the vehicle breaks down is greater than the rated speed of the motor, determine that the motor protection strategy is active short-circuit protection. Entering active short-circuit protection will generate braking torque, and fault self-recovery cannot be performed. Execute the simultaneous conduction of the upper three tubes or the lower three tubes of the motor controller to short-circuit the three-phase winding of the motor, forming a low-impedance circuit. Through the short-circuit method, the energy generated by the motor is quickly consumed in the winding resistance to prevent energy from being fed back to the power supply side or damaging other components.

[0108] S012: When the motor speed at the time of the vehicle failure is less than or equal to the rated speed of the motor, determining that the motor protection strategy is shutdown protection.

[0109] When the motor speed is less than or equal to the rated speed of the motor when a vehicle malfunctions, the motor protection strategy is determined to be shutdown protection, and all transistors and / or all power devices in the execution control circuit are cut off, so that all transistors and / or all power devices are disconnected from working to prevent device damage, system failure, and even safety accidents.

[0110] Optionally, when the motor speed is greater than the rated speed of the motor when a vehicle fails, the motor protection strategy is determined to be active short-circuit protection. As the motor speed gradually decreases, when the motor speed drops to less than or equal to the rated speed of the motor, the motor protection strategy can be changed from active short-circuit protection to shut-off protection, and the operating fault is self-recovered, which greatly improves the driving safety of the entire vehicle. The specific contents of active short-circuit protection and shut-off protection in this part are the same as above and will not be described in detail here.

[0111] Exemplary Controller

[0112] As a second aspect of the present application, the present application also provides an electric drive system fault self-recovery controller, Figure 7FIG. 1 is a working block diagram of a fault self-recovery controller for an electric drive system provided by an embodiment of the present application. Figure 7 As shown, the fault self-recovery controller 700 includes:

[0113] The data acquisition module 701 is used to acquire actual operating parameters of the motor when the motor protection strategy is shutdown protection and the fault is cleared.

[0114] Specifically, the data acquisition module 701 is used to execute the above-mentioned electric drive system fault self-recovery control method, in S10, when the motor protection strategy is shutdown protection and the fault is cleared, to obtain the actual working parameters of the motor.

[0115] The control module 702 is used to control all transistors and / or all power devices in the control circuit to be turned on, and control the actual output torque of the motor to change gradually to the target output torque.

[0116] Specifically, the control module 702 is used to execute the above-mentioned electric drive system fault self-recovery control method, in which all transistors and / or all power devices in the control circuit are controlled to be turned on in S20, and the actual output torque of the motor is controlled to change gradually to the target output torque.

[0117] The fault self-recovery controller provided in the present application obtains the actual operating parameters of the motor when the motor protection strategy is shutdown protection and the fault is cleared, controls all transistors and / or all power devices in the circuit to be turned on, and controls the actual output torque of the motor to change in a gradient to the target output torque, so that the output torque of the motor smoothly transitions to the target output torque, thereby reducing the sense of frustration of the entire vehicle and improving the driving experience.

[0118] In addition, the electric drive system fault self-recovery controller provided in this embodiment is based on the same application concept as the electric drive system fault self-recovery control method provided in the above embodiments of this application, and can execute the electric drive system fault self-recovery control method provided in any of the above embodiments of this application, and has the corresponding functional units and beneficial effects of executing the electric drive system fault self-recovery control method. For technical details not fully described in this embodiment, please refer to the specific processing content of the electric drive system fault self-recovery control method provided in the above embodiments of this application, and will not be repeated here.

[0119] The methods of this application can be implemented in whole or in part using software, hardware, firmware, or any combination thereof. When implemented using software, they can be implemented in whole or in part in the form of a computer program product. The computer program product includes one or more computer programs or instructions that, when loaded and executed on a computer, fully or partially execute the processes or functions of this application. The computer can be a general-purpose computer, a special-purpose computer, a computer network, a network device, a user device, a core network device, an OAM, or other programmable device.

[0120] The computer program product may be written in any combination of one or more programming languages ​​to implement the program code for performing the operations of the embodiments of the present application, including object-oriented programming languages ​​such as Java, C++, and conventional procedural programming languages ​​such as "C" or similar programming languages. The program code may be executed entirely on the user's computing device, partially on the user's computing device, as a standalone software package, partially on the user's computing device and partially on a remote computing device, or entirely on a remote computing device or server.

[0121] A computer program or instruction can be stored in a computer-readable storage medium or transferred from one computer-readable storage medium to another. For example, a computer program or instruction can be transferred from one website, computer, server, or data center to another website, computer, server, or data center via wired or wireless means. A computer-readable storage medium can be any available medium that can be accessed by a computer, or a data storage device such as a server or data center that integrates one or more available media. Available media can be magnetic media, such as floppy disks, hard disks, or magnetic tapes; optical media, such as digital video disks; or semiconductor media, such as solid-state drives. The computer-readable storage medium can be volatile or non-volatile, or can include both volatile and non-volatile types of storage media.

[0122] In addition, an embodiment of the present application may also be a storage medium having a computer program stored thereon, and the computer program is used by a processor to execute the steps of the electric drive system fault self-recovery control method described in any of the above embodiments of this specification:

[0123] For the sake of simplicity, the aforementioned method embodiments are described as a series of action combinations. However, those skilled in the art should be aware that this application is not limited by the order of the actions described, because according to this application, certain steps can be performed in other orders or simultaneously. Secondly, those skilled in the art should also be aware that the embodiments described in this specification are all preferred embodiments, and the actions and modules involved are not necessarily required by this application.

[0124] It should be noted that the various embodiments in this specification are described in a progressive manner, with each embodiment focusing on the differences from other embodiments. Similarities between the various embodiments can be referred to in conjunction with each other. For device embodiments, since they are generally similar to method embodiments, their description is relatively simple, and for relevant details, reference can be made to the description of the method embodiments.

[0125] The steps in the methods of the various embodiments of the present application can be adjusted in order, combined, or deleted according to actual needs, and the technical features recorded in the various embodiments can be replaced or combined. The devices in the various embodiments of the present application can be combined, divided, or deleted according to actual needs.

[0126] Professionals may further appreciate that the units and algorithm steps of each example described in conjunction with the embodiments disclosed herein can be implemented in electronic hardware, computer software, or a combination of the two. In order to clearly illustrate the interchangeability of hardware and software, the above description has generally described the components and steps of each example according to their functions. Whether these functions are performed in hardware or software depends on the specific application and design constraints of the technical solution. Professionals and technicians may use different methods to implement the described functions for each specific application, but such implementation should not be considered beyond the scope of this application.

[0127] The steps of the methods or algorithms described in conjunction with the embodiments disclosed herein may be implemented directly using hardware, software units executed by a processor, or a combination of the two. The software units may be placed in random access memory (RAM), internal memory, read-only memory (ROM), electrically programmable ROM, electrically erasable programmable ROM, registers, hard disk, removable disk, CD-ROM, or any other form of storage medium known in the art.

[0128] Finally, it should be noted that, in this document, relational terms such as first and second, etc., are used only to distinguish one entity or operation from another entity or operation, and do not necessarily require or imply any actual relationship or order between these entities or operations. Moreover, the terms "comprises," "comprising," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or device comprising a series of elements includes not only those elements, but also other elements not explicitly listed, or elements inherent to such process, method, article, or device. In the absence of further limitations, an element defined by the phrase "comprising a ..." does not exclude the presence of additional identical elements in the process, method, article, or device comprising the element.

[0129] The above description of the disclosed embodiments will enable those skilled in the art to implement or use the present application. Various modifications to these embodiments will be apparent to those skilled in the art, and the general principles defined herein may be implemented in other embodiments without departing from the spirit or scope of the present application. Therefore, the present application is not limited to the embodiments shown herein, but is to be construed in the widest manner consistent with the principles and novel features disclosed herein.

Claims

1. A method for controlling fault self-recovery of an electric drive system, characterized in that: The control method is applicable to a new energy vehicle, which includes a power supply, a control circuit, a motor, and a controller, wherein the power supply provides electrical energy to the motor through the control circuit, the controller is connected to the control circuit and the motor, and the control circuit includes multiple transistors and / or multiple power devices; Wherein, the control method includes: When the protection strategy of the motor is shutdown protection and the fault is cleared, obtaining the actual operating parameters of the motor; All transistors and / or all power devices in the control circuit are controlled to be turned on, and the actual output torque of the motor is controlled to change gradually to the target output torque.

2. The control method according to claim 1, characterized in that: Controlling all transistors and / or all power devices in the control circuit to be turned on includes: Calculating a quadrature-axis voltage value of the motor according to a current angular velocity of the motor and a permanent magnet flux linkage of the motor; Determining that the direct-axis voltage is a first preset voltage value; Calculating a duty cycle using the first preset voltage value and the quadrature-axis voltage value; All transistors and / or all power devices in the control circuit are controlled to be turned on with the duty cycle.

3. The control method according to claim 2, characterized in that: The first preset voltage value is zero.

4. The control method according to claim 1, wherein: The shutdown protection strategy is to control multiple transistors and / or multiple power devices to be cut off, and control the output torque of the motor to be a preset output torque; The step of controlling the actual output torque of the motor to change gradually to the target output torque includes: Obtaining the target output torque sent by the vehicle controller when the fault is cleared; When the target output torque is greater than the preset output torque, the actual output torque of the motor is controlled to change gradually to the target output torque starting from the preset output torque.

5. The control method according to claim 4, characterized in that: The preset output torque is zero.

6. The control method according to claim 3, characterized in that: The first gradient change values ​​between any two adjacent actual output torques are the same; or The second gradient change value between two adjacent actual output torques changes in a gradient.

7. The control method according to claim 1, characterized in that: When the protection strategy of the motor is shutdown protection and the fault is cleared, before obtaining the current operating parameters of the motor, the control method further includes: A protection strategy for the motor is determined based on the motor speed when a vehicle failure occurs and the rated speed of the motor.

8. The control method according to claim 7, characterized in that: Determining a protection strategy for the motor based on the motor speed at the time of the vehicle failure and the rated speed of the motor, including: When the motor speed of the vehicle when a fault occurs is greater than the rated speed of the motor, determining that the protection strategy of the motor is active short-circuit protection; When the motor speed of the vehicle when a fault occurs is less than or equal to the rated speed of the motor, the protection strategy of the motor is determined to be shutdown protection.

9. A fault recovery controller for an electric drive system, characterized in that: include: A data acquisition module, configured to acquire actual operating parameters of the motor when the motor protection strategy is shutdown protection and the fault is cleared; The control module is used to control all transistors and / or all power devices in the control circuit to be turned on, and to control the actual output torque of the motor to change gradually to the target output torque.

10. A new energy vehicle, characterized in that: include: power supply; a control circuit, the control circuit comprising a plurality of transistors and / or a plurality of power devices; Motor; as well as The controller according to claim 9; The power supply provides electrical energy to the motor through the control circuit, and the controller is connected to the control circuit, the power supply and the motor.

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