System and method for dynamically adjusting license power of motor of pure electric vehicle
By dynamically adjusting the limited power of the motor system, the problem of battery overcharging and over-discharging in pure electric vehicles is solved, the power and economy under various working conditions are achieved, and the battery safety and service life are ensured.
Patent Information
- Application Number
- CN202511108781.0
- Authority / Receiving Office
- CN · China
- Patent Type
- Applications(China)
- Current Assignee / Owner
- Filing Date
- 2025-08-08
- Publication Date
- 2025-10-03
AI Technical Summary
Existing technologies fail to effectively prevent battery overcharging and over-discharging in pure electric vehicles, and their power and economy are insufficient under different operating conditions. In particular, the actual power of the battery is prone to exceed the permitted range during rapid acceleration and deceleration.
By introducing a power acquisition module, a threshold setting module, and a power regulation module, the pre-permitted power and actual power of the motor system are obtained in real time, and the limited power of the motor system is dynamically adjusted, including the first limited power and the second limited power. The inertia control component and the dynamic offset Offset are used to ensure that the actual power of the motor system is within the permitted range.
It effectively avoids battery overcharging and over-discharging, ensures the vehicle's power and economy under various working conditions, prevents the actual power of the motor system from exceeding the permitted range, and improves battery life and vehicle safety.
Smart Images
Figure CN120735607A_ABST
Abstract
Description
Technical Field
[0001] The present invention relates to the field of energy management of new energy vehicles, and in particular to a system and method for dynamically adjusting the permitted power of a motor of a pure electric vehicle. Background Art
[0002] During pure electric vehicle operation, not only is power generated but energy is also recovered, involving the conversion of electrical and mechanical energy. During this process, the battery undergoes both charging and discharging. Due to factors such as transmission system communication latency, electrical signal sampling accuracy, and rapid real-time power changes, the actual battery power can exceed the permitted power, leading to overcharging and over-discharging, which can affect the vehicle's service life and safety. Therefore, preventing battery overcharging and over-discharging during operation has always been a key issue in powertrain integrated control.
[0003] The existing technology has the following deficiencies: Existing technologies only consider the power transfer between the motor system and the battery system, and lack countermeasures for the energy distribution differences of the vehicle's high-voltage electrical components under different operating conditions; The existing technology does not fully consider the changing trend of the power span within the sampling period at different motor speeds, and uses a fixed supplement to carry out power regulation, thereby losing the vehicle's power under low-speed conditions. Summary of the Invention
[0004] The purpose of the present invention is to provide, on the one hand, a system for dynamically adjusting the permitted power of a pure electric vehicle motor, and on the other hand, a method for dynamically adjusting the permitted power of a pure electric vehicle motor. The system and method can ensure that the actual power of the power battery of the vehicle is maintained below the permitted power of the battery under driving conditions (including rapid acceleration and deceleration), effectively avoiding overcharging and over-discharging problems of the battery during driving, and ensuring the vehicle's power and economy as much as possible.
[0005] To achieve this purpose, the present invention provides a system for dynamically adjusting the permitted power of a pure electric vehicle motor, which includes: The power acquisition module is used to obtain the pre-approved power and actual power of the motor system in real time; The power threshold setting module is used to obtain a motor characteristic component of the motor system according to the actual power of the motor system, and obtain a first limited power of the motor system according to the motor characteristic component and the pre-approved power value of the motor system; and obtain an inertia control component of the motor system according to the first limited power of the motor system, the motor characteristic component and the actual power of the motor system, and obtain a second limited power of the motor system according to the first limited power of the motor system and the inertia control component of the motor system; The power regulation module is used to compare the actual power of the motor system with the first limited power of the motor system and the second limited power of the motor system, and use the first limited power of the motor system or the second limited power of the motor system as the power control amount of the motor system according to the comparison result, and adjust the actual power of the motor system according to the power control amount of the motor system to prevent the actual power of the motor system from exceeding the pre-approved power value of the motor system.
[0006] Furthermore, the method for obtaining the pre-approved power and actual power of the motor system in real time includes: the pre-approved power of the motor system is calculated from the actual power of the vehicle-mounted high-voltage power system, and the actual power of the motor system is obtained by real-time collection and calculation through current sensors and voltage sensors.
[0007] Furthermore, the method for obtaining the motor characteristic component of the motor system according to the actual power of the motor system includes: obtaining the motor characteristic component of the motor system by calibration according to the actual power of the motor system.
[0008] Furthermore, the method for obtaining the first limited power of the motor system according to the motor characteristic component and the pre-permitted power value of the motor system includes: taking the difference between the pre-permitted power value of the motor system and the motor characteristic component as the first limited power of the motor system.
[0009] Furthermore, the method for obtaining the inertia control component of the motor system based on the first limited power of the motor system, the motor characteristic component and the actual power of the motor system includes: when the actual power of the motor system exceeds the first limited power of the motor system, the timer is triggered, and the timer is incremented according to a calculation cycle until the actual power of the motor system drops below the first limited power of the motor system; when the actual power of the motor system is lower than the limit value, the timer is decremented according to the calculation cycle ratio until it reaches 0, and the inertia control component is obtained by calibration according to the timing cycle of the timer and the motor characteristic component.
[0010] Furthermore, the method of obtaining the second limited power of the motor system according to the first limited power of the motor system and the inertia control component of the motor system includes: taking the difference between the first limited power of the motor system and the inertia control component as the second limited power of the motor system.
[0011] Furthermore, the method of comparing the actual power of the motor system with the first limited power of the motor system and the second limited power of the motor system, and using the first limited power of the motor system or the second limited power of the motor system as the power control amount of the motor system according to the comparison result includes: when the actual power value of the motor system does not exceed the first limited power value of the motor system, using the first limited power value of the motor system as the power control amount of the motor system; when the actual power value of the motor system exceeds the first limited power value of the motor system, using the second limited power value of the motor system as the power control amount of the motor system.
[0012] Furthermore, when the second limited power value of the motor system is used as the power control amount of the motor system, the motor system automatically adjusts the torque output according to the power control amount of the motor system, so that the actual power of the motor system is lower than the first limited power value of the motor system.
[0013] Furthermore, a method for dynamically adjusting the permitted power of a pure electric vehicle motor based on the system includes: Obtain the pre-approved power of the motor system and the actual power of the motor system in real time; Obtaining a motor characteristic component of the motor system according to the actual power of the motor system, and obtaining a first limited power of the motor system according to the motor characteristic component and a pre-approved power value of the motor system; and obtaining an inertia control component of the motor system according to the first limited power of the motor system and the actual power of the motor system, and obtaining a second limited power of the motor system according to the first limited power of the motor system and the inertia control component of the motor system; The actual power of the motor system is compared with the first limited power of the motor system and the second limited power of the motor system. According to the comparison result, the first limited power of the motor system or the second limited power of the motor system is used as the power control amount of the motor system. The actual power of the motor system is adjusted according to the power control amount of the motor system to prevent the actual power of the motor from exceeding the pre-permitted power value of the motor system.
[0014] Beneficial effects of the present invention: The present invention introduces the priority of the high-voltage system's required power and a dynamic offset Offset to perform multi-level adjustment on the actual power of the motor system, effectively preventing the actual power of the motor system from exceeding the permitted power of the motor system, and ensuring that the actual power of the battery under driving conditions (including rapid acceleration and deceleration) remains below the permitted power of the battery, effectively avoiding overcharging and over-discharging problems of the battery during driving, and ensuring the vehicle's power and economy as much as possible. BRIEF DESCRIPTION OF THE DRAWINGS
[0015] Figure 1 Schematic diagram of the method for dynamically adjusting the permitted power of a motor according to the present invention; FIG2 is a schematic diagram of the flow chart of the model of the present invention, showing the energy flow priority in the driving state and the recovery state; Figure 3 It is a schematic diagram of motor characteristic components; Figure 4 Comparison chart of dynamic effects of motor power limitation Figure 5 It is a structural schematic diagram of the present invention. DETAILED DESCRIPTION
[0016] In order to make the purpose, technical solutions and advantages of the embodiments of the present invention clearer, the technical solutions in the embodiments of the present invention will be clearly and completely described below in conjunction with the drawings in the embodiments of the present invention. Obviously, the described embodiments are part of the embodiments of the present invention, not all of the embodiments. Therefore, the following detailed description of the embodiments of the present invention provided in the drawings is not intended to limit the scope of the invention claimed for protection, but merely represents selected embodiments of the present invention. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without making creative work are within the scope of protection of the present invention.
[0017] The present invention will be further described in detail below with reference to the accompanying drawings and specific embodiments: Example 1 like Figure 5 As shown, a system for dynamically adjusting the permitted power of a motor of a pure electric vehicle comprises: The power acquisition module is used to obtain the motor system pre-approved power and the actual power of the motor system in real time; The power threshold setting module is used to obtain a motor characteristic component of the motor system according to the actual power of the motor system, and obtain a first limited power of the motor system according to the motor characteristic component and the pre-approved power value of the motor system; and obtain an inertia control component of the motor system according to the first limited power of the motor system, the motor characteristic component and the actual power of the motor system, and obtain a second limited power of the motor system according to the first limited power of the motor system and the inertia control component of the motor system; The power regulation module is used to compare the actual power of the motor system with the first limited power of the motor system and the second limited power of the motor system, and use the first limited power of the motor system or the second limited power of the motor system as the power control amount of the motor system according to the comparison result, and adjust the actual power of the motor system according to the power control amount of the motor system to prevent the actual power of the motor system from exceeding the pre-approved power value of the motor system.
[0018] The operation of pure electric vehicles involves managing energy flows, and preventing overcharging or over-discharging of energy sources (batteries) remains a technical challenge for engineers. Existing technologies, designed to prevent excessive battery power, lack consideration of the power regulation strategy for the electric motor system during the recovery phase of pure electric vehicles. Furthermore, they lack consideration of the energy allocation priorities of high-voltage electrical components across the vehicle under different operating conditions. This creates the risk of excessive power due to other high-voltage components operating simultaneously in the driving phase, as well as insufficient economic efficiency during the recovery phase. Furthermore, existing technologies use the rate of change of motor speed as the control input for motor system power regulation, which exhibits a certain lag compared to electrical signals.
[0019] Figure 1This is a schematic diagram of the method for dynamically adjusting the motor's permitted power. The steps involved in dynamic motor power adjustment include: the power domain controller determines the motor system's permitted power priority based on the vehicle's operating condition (power drive or energy recovery), calculates the motor system's pre-permitted power value, and determines the motor characteristic component of the dynamic offset based on the motor's operating state. The inertia control component of the dynamic offset is determined based on the motor's actual power feedback, ultimately determining the motor system's permitted power value for subsequent calculation of the system's requested torque. The motor system's permitted power priority is set based on the battery system's power requirements for the vehicle's high-voltage systems, with the power battery prioritizing the power requirements of the high-priority vehicle high-voltage systems.
[0020] The priority setting is shown in Figure 2. Figure 2a This diagram illustrates the energy flow priorities (power priorities) of the motor system when in operation. Power priority is the order in which the power battery prioritizes power supply needs for various high-voltage components. The DCDC represents the DC-DC converter, the AirPTC represents the air conditioning system heating element, the Comp represents the air conditioning compressor, the MCU represents the motor controller, the PackPTC represents the battery pack heating element, and the Pack represents the power battery pack. The high-voltage systems that have the greatest impact on the permitted drive power of the motor system when in operation include the power distribution system (including the DCDC), the cooling system (including the AirPTC and Comp), and the motor system (including the MCU and motor). The power distribution system has the highest power priority for proper controller operation; the cooling system has the second highest power priority for driver visibility (defrosting and defogging); and the motor system has the third highest power priority for user driving needs (i.e., the permitted power priority of the motor system is third).
[0021] Figure 2b Figure 3 is a schematic diagram of the energy flow priority (power priority) of the motor system in the energy recovery state. Unlike the energy flow priority of the motor system in the driving state, the high-voltage systems that have the greatest impact on the permitted driving power of the motor system in the energy recovery state include the power distribution system (the power distribution system includes DCDC), the cooling system (the cooling system includes AirPTC, Comp), and the heating system (the heating system includes PackPTC). At this time, the motor system has the lowest priority (i.e., the permitted power priority of the motor system is fourth) to improve economy.
[0022] In some technical solutions, the method for obtaining the pre-approved power of the motor system and the actual power of the motor system in real time includes: the pre-approved power of the motor system is calculated from the actual power of the on-board high-voltage power system, and the actual power of the motor system is obtained by real-time collection and calculation through current sensors and voltage sensors.
[0023] The actual power of the vehicle's high-voltage power system and the actual power of the motor system are automatically obtained by the vehicle controller through network communication (Ethernet, CAN, LIN, etc.).
[0024] The motor system has two operating modes: power drive or energy recovery. When the motor system is in these two modes, there are differences in the energy allocation priorities of the vehicle's high-voltage electrical devices. This results in different pre-permitted powers for the motor system in these two modes. The pre-permitted power of the motor system is divided into the motor system's permitted drive power value and the motor system's permitted recovery power value. The actual power value of the motor system is divided into the motor system's actual drive power and the motor system's actual recovery power, which are used to distinguish the pre-permitted power value and actual power of the motor system in these two modes. The motor system's actual drive power and the motor system's actual recovery power are both collected and calculated in real time using current sensors and voltage sensors. The pre-permitted power of the motor system is a power control threshold for the motor system, set based on the permitted power of the battery system and the power priority of the vehicle's high-voltage electrical system.
[0025] The pre-permitted driving power and the pre-permitted recovery power of the motor system are the permissible power values of the motor system under an ideal state of the motor system, and the actual power of the motor system is the actual power during the dynamic operation of the motor system.
[0026] In some embodiments, the on-board high-voltage power system includes a power distribution system, a motor system, a cooling system, and a heating system. The motor system's pre-approved driving power = the battery system's permitted discharge power - the power distribution system's actual power - the cooling system's actual power; the motor system's pre-approved recovery power = the battery system's permitted charging power - the power distribution system's actual power - the cooling system's actual power - the heating system's actual power. The motor system's actual driving power and actual recovery power are collected by voltage sensors and current sensors and transmitted to the vehicle controller via network communication (Ethernet, CAN, LIN, etc.).
[0027] In some technical solutions, the method of obtaining the motor characteristic component of the motor system according to the actual power of the motor system includes: obtaining the motor characteristic component of the motor system by calibration according to the actual power of the motor system.
[0028] The motor characteristic component is a power compensation value that is dynamically adjusted according to the actual motor power. The motor characteristic component is dynamically adjusted according to the actual motor power to match the motor power-speed nonlinear characteristic curve, predict the change trend of the motor power, and pre-set a power safety threshold to prevent the motor system power from exceeding the limit. It is used to eliminate fluctuations caused by power mutations during motor operation.
[0029] Figure 3This is a schematic diagram of the motor characteristic components. According to the characteristics of the motor characteristic curve, the power is low but changes rapidly in the front section (the speed and torque increase at the same time), and the power is high but basically stable in the back section (the speed increases and the torque decreases), the motor characteristic components are set to gradually increase in the front section, reach the maximum value at the power inflection point, and remain stable in the back section, which is consistent with the trend of the motor power curve. The motor characteristic components are positive in the driving state and negative in the recovery state.
[0030] In some embodiments, the method for obtaining the motor characteristic component according to the actual power calibration of the motor system includes: under the driving condition of the vehicle, under rapid acceleration and rapid deceleration conditions, because the speed of the vehicle suddenly changes, the power of the motor system will fluctuate, and the power of the motor system of the vehicle will frequently exceed the pre-permitted power of the motor system during rapid acceleration and rapid deceleration. Under rapid acceleration and rapid deceleration driving conditions, the vehicle controller automatically refreshes the motor characteristic component power value according to the actual power of the motor system and stores the correspondence between the motor characteristic component value and the actual power of the motor system. The purpose is to set a first limit power as a defense line for the pre-permitted power limit of the motor system under the pre-permitted power limit of the motor system.
[0031] In some technical solutions, a method for obtaining a first motor system power limit based on a motor characteristic component and a pre-approved motor system power value includes: using the difference between the pre-approved motor system power value and the motor characteristic component as the first motor system power limit. The first power limit serves as a first power limit to control the actual power of the motor system.
[0032] In some technical solutions, a method for obtaining an inertia control component of a motor system based on a first power limit of the motor system, a motor characteristic component, and an actual power of the motor system includes: triggering a timer when the actual power of the motor system exceeds the first power limit of the motor system, and the timer increments according to a calculation cycle until the actual power of the motor system drops below the first power limit of the motor system; when the actual power of the motor system is lower than the limit value, the timer decrements according to a calculation cycle ratio until it reaches 0, and calibrates the inertia control component according to the timing cycle of the timer and the motor characteristic component.
[0033] Because the vehicle's speed cannot change suddenly, the motor's power value has a certain inertia characteristic. The inertia control component is a power offset value set to eliminate the influence of inertia characteristics. The inertia control component is used to prevent the actual power of the motor system from exceeding the first limit of the motor system and rising further due to factors such as system dynamic inertia (such as communication delay and sampling error).
[0034] The inertia control component is a dynamic compensation value set for the dynamic inertia of the motor. The inertia control component is linearly proportional to the motor characteristic component. This linear proportional relationship is related to the length of time that the actual power of the motor system exceeds the first limit power of the motor system. When the actual power of the motor system exceeds the limit, the timer of the motor controller is triggered and increases according to the calculation cycle until the actual power of the motor system no longer exceeds the limit; when the actual power of the motor system is lower than the limit value, the timer decreases according to the calculation cycle ratio until it reaches 0, and the count increase ratio is greater than the count decrease ratio. In particular, the inertia control component is positive in the driving state and negative in the recovery state.
[0035] In some embodiments, a method for calibrating an inertia control component based on a timing period of a timer and a motor characteristic component includes: when the actual power of the motor system exceeds a first power limit of the motor system, under rapid acceleration and rapid deceleration conditions, the motor characteristic component of the motor system can be obtained based on the actual power value of the motor system, and the inertia component power value is set as a percentage of the motor characteristic component power value based on the motor characteristic component and the counting period of the timer to obtain a correspondence between the timer, the motor characteristic component, and the inertia control component.
[0036] In some technical solutions, a method for obtaining a second limited power of the motor system based on the first limited power of the motor system and the inertia control component of the motor system includes: using a difference between the first limited power of the motor system and the inertia control component as the second limited power of the motor system.
[0037] In some technical solutions, the actual power of the motor system is compared with the first limited power of the motor system and the second limited power of the motor system, and the method of using the first limited power of the motor system or the second limited power of the motor system as the power control amount of the motor system according to the comparison result includes: when the actual power value of the motor system does not exceed the first limited power value of the motor system, the first limited power value of the motor system is used as the power control amount of the motor system; when the actual power value of the motor system exceeds the first limited power value of the motor system, the second limited power value of the motor system is used as the power control amount of the motor system.
[0038] In some embodiments, the first or second power limit of the motor system in the motor system driving mode is calculated as follows: the battery system's permitted discharge power minus the actual power of the power distribution system minus the actual power of the cooling system minus the dynamic offset Offset. In the motor system recovery mode, the first or second power limit of the motor system is calculated as follows: the battery system's permitted charging power minus the actual power of the power distribution system minus the actual power of the cooling system minus the actual power of the heating system minus the dynamic offset Offset. The dynamic offset Offset is the sum of the motor characteristic component and the inertia control component. The battery system's permitted discharge power is the power battery's permitted discharge power output by the BMS controller based on battery SOC, temperature, and other conditions.
[0039] In some technical solutions, when the second limited power value of the motor system is used as the power control value of the motor system, the motor system automatically adjusts the torque output according to the power control value of the motor system so that the actual power of the motor system is lower than the first limited power value of the motor system.
[0040] like Figure 4 As shown, the pre-permitted power of the motor system is the threshold of the permissible power of the motor system calculated based on the actual power demand of the high-voltage system of the whole vehicle. In order to ensure that the actual power of the motor system does not exceed the pre-permitted power of the motor system, the first limit power of the motor system and the second limit power of the motor system are set. When the actual power of the motor exceeds the first limit power of the motor system, the second limit power based on the inertia control component intervenes in the power over-limit protection to reduce the actual power of the motor system.
[0041] The first power limit actively reduces the power upper limit under driving conditions based on the motor speed and power characteristics to suppress the risk of over-limit of the motor system. Under recovery conditions, the power margin is increased to suppress overcharging and prevent overcharging of the power battery. When the actual power of the motor system exceeds the first power limit of the motor system, the second power limit adjusts the actual power of the motor system based on the inertia control component, and responds to the dynamic delay of the motor system in real time to avoid the actual power of the motor system exceeding the first limit due to communication lag or mechanical inertia. The actual power of the motor system continues to increase until it exceeds the permitted recovery power of the motor system. The second power limit suppresses the power increase of the motor system based on the inertia component triggered by the deviation duration with the characteristics of fast counting increase and slow counting decrease, preventing the actual power of the motor system from continuing to increase until it exceeds the pre-permitted recovery power of the motor system.
[0042] In some embodiments, the vehicle controller obtains the motor characteristic component corresponding to the actual power of the current motor system based on the correspondence between the actual power of the current motor system and the actual power of the motor system and the motor characteristic component. The vehicle controller calculates a first limiting power value based on the actual power of the current motor system and the motor characteristic component corresponding to the actual power of the current motor system. The first limiting power value is first used as the motor system power control quantity. When the actual power of the motor system exceeds the first limiting power value, the vehicle controller obtains the inertia control component of the actual power of the current motor system based on the correspondence between the actual power of the current motor system and the timer, the motor characteristic component, and the inertia control component. The vehicle controller calculates a second limiting power value based on the actual power of the current motor system and the inertia control component corresponding to the actual power of the current motor system. The second limiting power value is used as the motor system power control quantity. The motor controller calculates the corresponding motor torque based on the second limiting power value issued by the vehicle controller and controls the motor to operate according to the calculated torque, thereby reducing the actual power of the motor system and preventing the actual power of the motor system from exceeding the pre-approved power of the motor system.
[0043] A preferred embodiment: In power drive mode, a pure electric vehicle accelerates sharply to overtake on a highway, and the vehicle controller obtains: the battery system's permitted discharge power is 150 kW, the power distribution system's actual power is 5 kW, the cooling system's actual power is 8 kW, and the motor system's actual power is 120 kW.
[0044] The motor system's pre-approved drive power is calculated using the following formula: Pre-approved drive power = Battery system's permissible discharge power - Power distribution system's actual power - Cooling system's actual power = 150 kW - 5 kW - 8 kW = 137 kW. The vehicle controller uses the table to calculate the corresponding motor characteristic component of 2 kW based on the actual motor system power of 120 kW. This positive motor characteristic component in power drive mode is used to proactively reduce the pre-approved drive power.
[0045] First limit power = battery system permitted discharge power - distribution system actual power - cooling system actual power motor characteristic component = 150 kW - 5 kW - 8 kW - 2 kW = 135 kW When the actual power of the motor system (120 kW) is less than the first limit power (135 kW), the motor system power regulation is not triggered, and the inertia control component is 0.
[0046] During an overtaking maneuver, if the driver deeply presses the accelerator, causing the motor power to suddenly rise to 136 kW (>135 kW), the motor controller's timer is triggered. After the power exceeds the limit, the timer starts counting up in 10ms cycles. If the limit is exceeded for 20ms, the timer counts to 2. The ratio of the inertia control component to the motor characteristic component is set to 0.1. The inertia control component = 2kW × 2 × 0.1 = 0.4 kW. The dynamic offset Offset = Motor characteristic component + Inertia control component = 2 kW + 0.4 kW = 2.4 kW. The second power limit = First power limit - Inertia control component = Battery system allowable discharge power - Power distribution system actual power - Cooling system actual power - Offset = 150 kW - 5 kW - 8 kW - 2.4 kW = 134.6 kW. The motor controller uses the second power limit (134.6 kW) as the new power control variable and calculates the motor's target torque based on this new power control variable. This target torque is then used to reduce the actual motor system power. When the actual motor system power drops from 136 kW to below the first power limit of 135 kW, the timer decrements until it reaches zero, clearing the inertia control component.
[0047] In energy recovery mode, a pure electric vehicle brakes to recover energy on a long downhill section. The vehicle controller obtains: The battery system's permitted charging power is -80 kW (a negative value indicates energy recovery), the power distribution system's actual power is 4 kW, the cooling system's actual power is 6 kW, the heating system's actual power is 3 kW, and the motor system's actual regenerative power is -65 kW (a negative value indicates energy recovery). The vehicle controller uses the motor system's actual power of -80 kW to look up the table and finds the corresponding motor characteristic component to be -4 kW. The motor system's pre-permitted regenerative power is calculated using the formula: battery system permitted charging power - power distribution system's actual power - cooling system's actual power - heating system's actual power = -80 kW - 4 kW - 6 kW - 3 kW = -93 kW. Based on the motor system's actual regenerative power of -65 kW, the corresponding calibrated motor characteristic component is calibrated to -4 kW (the negative motor characteristic component is used to increase the regenerative power margin).
[0048] The first limit power is calculated as follows: battery system permitted charging power - power distribution system actual power - cooling system actual power - heating system actual power = -80 kW - 4 kW - 6 kW - 3 kW - (-4 kW) = -89 kW (the battery system permitted regenerative power is represented by a negative value during the calculation). When the actual motor regenerative power is -65 kW (absolute value 65 kW < 89 kW), motor system power regulation is not triggered, and the inertia control component is 0.
[0049] When the vehicle encounters a steep slope and the driver applies the brakes deeply, the motor's regenerative power suddenly increases to -90 kW (absolute value: 90 kW > 89 kW), triggering a timer. After exceeding the power limit, the timer increments in 10ms cycles, with a cumulative overrun duration of 30ms (count = 3). Under energy regeneration conditions, the proportional coefficient between the inertia control component and the motor characteristic component is set to 0.15. The inertia control component = (-4 kW) × 3 × 0.15 = -1.8 kW. The dynamic offset Offset = Motor characteristic component + Inertia control component = (-4 kW) + (-1.8 kW) = -5.8 kW. Second power limit = First power limit - Inertia control component = Battery permitted charging power - Power distribution system actual power - Cooling system actual power - Heating system actual power - Dynamic offset Offset = -80 kW - 4 kW - 6 kW - 3 kW - (-5.8 kW) = -87.2 kW. Since Offset is a negative value, the second power limit is equivalent to further lowering the upper limit of the regenerative power.
[0050] The motor controller uses the second power limit (-87.2 kW) as the new power control variable and calculates the motor's target torque based on this new power control variable. This target torque is then used to reduce the motor system's actual power. When the absolute value of the motor system's actual regenerative power, 90 kW, falls below the absolute value of the first power limit, 89 kW, the timer decrements until it reaches 0, clearing the inertia control component.
[0051] Example 2 The method for dynamically adjusting the permitted power of a pure electric vehicle motor based on the system includes: Obtain the pre-approved power of the motor system and the actual power of the motor system in real time; Obtaining a motor characteristic component of the motor system according to the actual power of the motor system, and obtaining a first limited power of the motor system according to the motor characteristic component and a pre-approved power value of the motor system; and obtaining an inertia control component of the motor system according to the first limited power of the motor system and the actual power of the motor system, and obtaining a second limited power of the motor system according to the first limited power of the motor system and the inertia control component of the motor system; The actual power of the motor system is compared with the first limited power of the motor system and the second limited power of the motor system. According to the comparison result, the first limited power of the motor system or the second limited power of the motor system is used as the power control amount of the motor system. The actual power of the motor system is adjusted according to the power control amount of the motor system to prevent the actual power of the motor from exceeding the pre-permitted power value of the motor system.
[0052] Example 3 The present invention also includes a computer program product, including a computer program / instruction, which, when executed by a processor, implements the steps of the above-mentioned method for dynamically adjusting the permissible power of the motor of a pure electric vehicle.
[0053] The contents not described in detail in this specification belong to the prior art known to professional and technical personnel in this field.
Claims
1. A dynamic adjustment system for the permitted power of a pure electric vehicle motor, characterized in that: It includes: The power acquisition module is used to obtain the motor system pre-approved power and the actual power of the motor system in real time; The power threshold setting module is used to obtain a motor characteristic component of the motor system according to the actual power of the motor system, and obtain a first limited power of the motor system according to the motor characteristic component and the pre-approved power value of the motor system; and obtain an inertia control component of the motor system according to the first limited power of the motor system, the motor characteristic component and the actual power of the motor system, and obtain a second limited power of the motor system according to the first limited power of the motor system and the inertia control component of the motor system; The power regulation module is used to compare the actual power of the motor system with the first limited power of the motor system and the second limited power of the motor system, and use the first limited power of the motor system or the second limited power of the motor system as the power control amount of the motor system according to the comparison result, and adjust the actual power of the motor system according to the power control amount of the motor system to prevent the actual power of the motor system from exceeding the pre-approved power value of the motor system.
2. The system for dynamically adjusting the permitted power of a pure electric vehicle motor according to claim 1, characterized in that: The method for obtaining the motor system's pre-approved power and the motor system's actual power in real time includes: the motor system's pre-approved power is calculated from the actual power of the vehicle's high-voltage power system, and the motor system's actual power is obtained by real-time collection and calculation through current sensors and voltage sensors.
3. The system for dynamically adjusting the permitted power of a pure electric vehicle motor according to claim 1, characterized in that: The method for obtaining the motor characteristic component of the motor system according to the actual power of the motor system includes: obtaining the motor characteristic component of the motor system by calibration according to the actual power of the motor system.
4. The system for dynamically adjusting the permitted power of a pure electric vehicle motor according to claim 1, characterized in that: The method for obtaining the first limited power of the motor system according to the motor characteristic component and the pre-permitted power value of the motor system includes: taking the difference between the pre-permitted power value of the motor system and the motor characteristic component as the first limited power of the motor system.
5. The system for dynamically adjusting the permitted power of a pure electric vehicle motor according to claim 1, characterized in that: The method for obtaining the inertia control component of the motor system based on the first limited power of the motor system, the motor characteristic component and the actual power of the motor system includes: triggering a timer when the actual power of the motor system exceeds the first limited power of the motor system, and the timer increments according to a calculation cycle until the actual power of the motor system decreases below the first limited power of the motor system; when the actual power of the motor system is lower than the limit value, the timer decrements according to a calculation cycle ratio until it reaches 0, and calibrates according to the timing cycle of the timer and the motor characteristic component to obtain the inertia control component.
6. A system for dynamically adjusting the permitted power of a pure electric vehicle motor according to claim 1, 2 or 4, characterized in that: The method for obtaining the second limited power of the motor system according to the first limited power of the motor system and the inertia control component of the motor system includes: taking the difference between the first limited power of the motor system and the inertia control component as the second limited power of the motor system.
7. The system for dynamically adjusting the permitted power of a pure electric vehicle motor according to claim 1, characterized in that: The method of comparing the actual power of the motor system with the first limited power of the motor system and the second limited power of the motor system, and using the first limited power of the motor system or the second limited power of the motor system as the power control amount of the motor system according to the comparison result includes: when the actual power value of the motor system does not exceed the first limited power value of the motor system, using the first limited power value of the motor system as the power control amount of the motor system; when the actual power value of the motor system exceeds the first limited power value of the motor system, using the second limited power value of the motor system as the power control amount of the motor system.
8. The system for dynamically adjusting the permitted power of a pure electric vehicle motor according to claim 7, characterized in that: When the second limited power value of the motor system is used as the power control amount of the motor system, the motor system automatically adjusts the torque output according to the power control amount of the motor system, so that the actual power of the motor system is lower than the first limited power value of the motor system.
9. A method for dynamically adjusting the permitted power of a pure electric vehicle motor based on the system for dynamically adjusting the permitted power of a pure electric vehicle motor according to claims 1 to 8, characterized in that: It includes: Obtain the pre-approved power of the motor system and the actual power of the motor system in real time; Obtaining a motor characteristic component of the motor system according to the actual power of the motor system, and obtaining a first limited power of the motor system according to the motor characteristic component and a pre-approved power value of the motor system; and obtaining an inertia control component of the motor system according to the first limited power of the motor system and the actual power of the motor system, and obtaining a second limited power of the motor system according to the first limited power of the motor system and the inertia control component of the motor system; The actual power of the motor system is compared with the first limited power of the motor system and the second limited power of the motor system. According to the comparison result, the first limited power of the motor system or the second limited power of the motor system is used as the power control amount of the motor system. The actual power of the motor system is adjusted according to the power control amount of the motor system to prevent the actual power of the motor from exceeding the pre-permitted power value of the motor system.
10. A computer program product comprising a computer program, characterized in that When the computer program is executed by a processor, the steps of the method according to claim 9 are implemented.