Motor control method and device of air compressor, vehicle and storage medium

Abstract

The invention provides a motor control method and device of an air compressor, a vehicle and a storage medium, and the method is applied to the field of vehicles. The method comprises the steps that the current temperature of a motor is calculated based on the obtained direct-current voltage value of an air compressor controller at the target moment, the obtained water temperature value of a cooling water inlet of the air compressor controller, the obtained alternating current of the motor and the obtained rotating speed of the motor; and if the current temperature is greater than the allowable temperature of the motor, acquiring the current operation condition of the motor, and controlling the motor to operate in a power-reducing manner or stop operating according to a preset power-reducing strategy according to the current operation condition. According to the method, installation of a temperature sensor and lead-out wire harnesses and connectors is omitted, the temperature of the motor is calculated, a calculation result is transmitted to an FCU through a communication bus, and meanwhile a corresponding protection mechanism is executed according to a comparison result of the current temperature of the motor and the allowable temperature of the motor.

Description

Technical Field

[0001] This application relates to the field of vehicles, and more specifically, to a motor control method, apparatus, vehicle, and storage medium for an air compressor in the field of vehicles. Background Technology

[0002] In hydrogen fuel cell vehicles, the air compressor provides compressed air to the cathode of the fuel cell stack. Its high-speed motor is usually driven by SiC power devices, with an operating voltage of up to 250–750V and a switching frequency of 75–120kHz. To prevent the motor stator coil from overheating and causing insulation failure.

[0003] In related technologies, temperature sensors such as Pt100 are commonly embedded in the coil end, and the temperature signal is transmitted to the air compressor controller through a low-voltage wiring harness.

[0004] However, in high-frequency and high-voltage environments, sensor signal lines are susceptible to electromagnetic interference, which can lead to communication abnormalities in the compressor controller or fuel cell control unit, affecting the safety of the entire vehicle. At the same time, additional wiring harnesses and connectors increase costs and potential points of failure, and reduce system integration, which urgently need to be addressed. Summary of the Invention

[0005] This application provides a motor control method, device, vehicle, and storage medium for an air compressor. The method eliminates the need to install temperature sensors and lead-out wiring harnesses and connectors. It calculates the motor temperature and transmits the calculation results to the FCU (Fuel-cell Control Unit) via a communication bus. At the same time, it executes corresponding protection mechanisms based on the comparison between the current motor temperature and the allowable motor temperature.

[0006] In a first aspect, a motor control method for an air compressor is provided. The method includes: acquiring the DC voltage value of the air compressor controller, the water temperature value of the cooling water inlet of the air compressor controller, the AC current of the motor, and the motor speed at a target time; calculating the current temperature of the motor based on the DC voltage value of the air compressor controller, the water temperature value of the cooling water inlet of the air compressor controller, the AC current of the motor, and the motor speed; if the current temperature is greater than the allowable temperature of the motor, acquiring the current operating condition of the motor, and controlling the motor to reduce power or stop operation according to a preset power reduction strategy based on the current operating condition.

[0007] The above technical solution eliminates the need to install temperature sensors, wiring harnesses, and connectors. It calculates the motor temperature and transmits the calculation results to the FCU via a communication bus. Simultaneously, it executes corresponding protection mechanisms based on the comparison between the current motor temperature and the allowable motor temperature.

[0008] In conjunction with the first aspect, in some possible implementations, controlling the motor to operate at reduced power or stop operation according to a preset power reduction strategy based on the current operating condition includes: controlling the motor to operate at reduced power according to the preset power reduction strategy when the current operating condition is a first operating condition; or controlling the motor to stop operation when the current operating condition is a second operating condition; wherein the motor overheating situation under the first operating condition is lower than the motor overheating situation under the second operating condition.

[0009] The above technical solutions prevent serious faults such as carbonization of enameled wire, inter-turn short circuits, and leakage fires by intervening in time before the motor temperature reaches the insulation failure threshold. High-precision active protection prevents motor overheating damage and ensures the high-voltage safety of the entire vehicle.

[0010] In conjunction with the first aspect and the above implementation methods, in some possible implementation methods, the step of calculating the current temperature of the motor based on the DC voltage value of the air compressor controller, the cooling water inlet temperature value of the air compressor controller, the AC current of the motor, and the motor speed includes: obtaining a first coefficient for motor power loss caused by DC voltage change, a second coefficient for motor power loss caused by AC current change, and a third coefficient for compressor heat generation caused by motor speed change at the target time; calculating the transient motor temperature of the air compressor controller based on the first coefficient, the second coefficient, and the third coefficient, according to the DC voltage value of the air compressor controller, the cooling water inlet temperature value of the air compressor controller, the AC current of the motor, and the motor speed; and correcting the transient motor temperature of the air compressor controller to obtain the current temperature of the motor.

[0011] By introducing the above technical solution and the fitting coefficient of the temperature rise curve, the transient motor temperature is dynamically compensated, so that the error between the current temperature of the motor and the measured value is controlled within ±2℃, which significantly improves the accuracy of temperature calculation. At the same time, the corrected current temperature can truly reflect the heat accumulation result, ensuring that derating or shutdown is triggered before real danger occurs, thus ensuring motor safety.

[0012] Combining the first aspect and the above implementation methods, in some possible implementations, the transient motor temperature is: ; in, The DC voltage of the air compressor controller at the target time. Let be the alternating current of the motor at the target time. Let the motor speed be at the target time. The target time is the cooling water inlet temperature of the air compressor controller. This is the first coefficient for the power loss of the motor caused by changes in DC voltage. This is the second coefficient representing the power loss of the motor due to changes in the AC current. This is the third coefficient that affects the heat generated by the compressor due to changes in motor speed.

[0013] Based on the above technical solutions, and taking into account physical modeling logic, real-time control requirements, and engineering feasibility, transient motor temperature, as a key intermediate step in the entire motor temperature calculation, is a necessary intermediate variable for achieving high-precision, high-response, and high-reliability sensorless temperature estimation.

[0014] In combination with the first aspect and the above implementation methods, in some possible implementation methods, the step of correcting the transient motor temperature of the air compressor controller to obtain the current temperature of the motor includes: obtaining the duration of motor operation under the target operating condition; and correcting the transient motor temperature based on the duration of motor operation, the transient motor temperature, and the temperature rise curve fitting coefficient to obtain the current temperature of the motor.

[0015] By introducing the above technical solution and the fitting coefficient of the temperature rise curve, the transient motor temperature is dynamically compensated, so that the error between the current temperature of the motor and the measured value is controlled within ±2℃, which significantly improves the accuracy of temperature calculation. At the same time, the corrected current temperature can truly reflect the heat accumulation result, ensuring that derating or shutdown is triggered before real danger occurs, thus ensuring motor safety.

[0016] Combining the first aspect and the above implementation methods, in some possible implementations, the current temperature of the motor is: ; in, Let A, B, and C be the duration of motor operation under the target conditions, and let A, B, and C be the fitting coefficients for the temperature rise curve. To match the continuous running time of the motor The corresponding temperature rise curve.

[0017] By introducing the above technical solution and the fitting coefficient of the temperature rise curve, the transient motor temperature is dynamically compensated, so that the error between the current temperature of the motor and the measured value is controlled within ±2℃, which significantly improves the accuracy of temperature calculation. At the same time, the corrected current temperature can truly reflect the heat accumulation result, ensuring that derating or shutdown is triggered before real danger occurs, thus ensuring motor safety.

[0018] In combination with the first aspect and the above implementation methods, in some possible implementation methods, after the current temperature is greater than the allowable temperature of the motor, the method further includes: if the current temperature is less than or equal to the allowable temperature of the motor, generating a normal temperature signal for the motor and sending the normal temperature signal to the fuel cell control unit, while controlling the air compressor to operate normally, and continuing to execute the steps of acquiring the DC voltage value of the air compressor controller, the cooling water inlet temperature value of the air compressor controller, the AC current of the motor, and the speed of the motor at the target time.

[0019] By employing the above technical solutions, and under the premise of confirming that the motor temperature is safe, continuous air supply is ensured to keep the fuel cell stack always within the optimal air stoichiometric ratio range, thereby maintaining high efficiency and long service life.

[0020] Secondly, a motor control device for an air compressor is provided, the device comprising: The acquisition module is used to acquire the DC voltage value of the air compressor controller, the cooling water inlet temperature value of the air compressor controller, the AC current of the motor, and the motor speed at the target time. The calculation module is used to calculate the current temperature of the motor based on the DC voltage value of the air compressor controller, the cooling water inlet temperature value of the air compressor controller, the AC current of the motor, and the speed of the motor. The control module is used to obtain the current operating condition of the motor if the current temperature is greater than the allowable temperature of the motor, and control the motor to reduce power or stop operating according to the current operating condition.

[0021] In conjunction with the second aspect, in some possible implementations, the control module includes: The first control unit is used to control the motor to reduce power according to a preset power reduction strategy when the current operating condition is the first operating condition. Alternatively, the second control unit is configured to control the motor to stop operating when the current operating condition is the second operating condition; The motor overheating situation under the first operating condition is lower than that under the second operating condition.

[0022] In combination with the second aspect and the above implementation methods, in some possible implementations, the computing module includes: The acquisition unit is used to acquire, at the target time, a first coefficient of motor power loss caused by DC voltage change, a second coefficient of motor power loss caused by AC current change, and a third coefficient of compressor heat generation caused by motor speed change. The calculation unit is used to calculate the transient motor temperature of the air compressor controller based on the first coefficient, the second coefficient, and the third coefficient, according to the DC voltage value of the air compressor controller, the cooling water inlet temperature value of the air compressor controller, the AC current of the motor, and the speed of the motor. The correction unit is used to correct the transient motor temperature of the air compressor controller to obtain the current temperature of the motor.

[0023] Combining the second aspect and the above implementation methods, in some possible implementations, the transient motor temperature is: ; in, The DC voltage of the air compressor controller at the target time. Let be the alternating current of the motor at the target time. Let the motor speed be at the target time. The target time is the cooling water inlet temperature of the air compressor controller. This is the first coefficient for the power loss of the motor caused by changes in DC voltage. This is the second coefficient representing the power loss of the motor due to changes in the AC current. This is the third coefficient that affects the heat generated by the compressor due to changes in motor speed.

[0024] In combination with the second aspect and the above implementation methods, in some possible implementations, the correction unit includes: The acquisition sub-unit is used to obtain the duration of motor operation under the target working condition; The correction subunit is used to correct the transient motor temperature based on the motor running duration, the transient motor temperature, and the temperature rise curve fitting coefficient to obtain the current temperature of the motor.

[0025] Combining the second aspect and the above implementation methods, in some possible implementations, the current temperature of the motor is: ; in, Let A, B, and C be the duration of motor operation under the target conditions, and let A, B, and C be the fitting coefficients for the temperature rise curve. To match the continuous running time of the motor The corresponding temperature rise curve.

[0026] In conjunction with the second aspect and the above implementation methods, in some possible implementations, after the current temperature exceeds the allowable temperature of the motor, the control module further includes: The third control unit is used to generate a normal temperature signal for the motor if the current temperature is less than or equal to the allowable temperature of the motor, and send the normal temperature signal to the fuel cell control unit. At the same time, it controls the air compressor to operate normally and continues to execute the steps of acquiring the DC voltage value of the air compressor controller, the water temperature value of the cooling water inlet of the air compressor controller, the AC current of the motor, and the speed of the motor at the target time.

[0027] Thirdly, a vehicle is provided, comprising: a memory, a processor, and a computer program stored in the memory and executable on the processor, the processor executing the program to implement the motor control method for an air compressor as described in the above embodiments.

[0028] Fourthly, a computer program product is provided, comprising: computer program code, which, when run on a computer, causes the computer to perform the methods described in the first aspect or any possible implementation thereof.

[0029] Fifthly, a computer-readable storage medium is provided that stores computer program code, which, when executed on a computer, causes the computer to perform the methods described in the first aspect or any possible implementation thereof. Attached Figure Description

[0030] Figure 1 This is a schematic diagram of a fuel cell air compressor motor temperature monitoring circuit according to an embodiment of this application; Figure 2 A schematic flowchart illustrating the motor control method for an air compressor provided in an embodiment of this application; Figure 3 This is a flowchart of a fuel cell air compressor motor temperature monitoring and control method according to an embodiment of this application; Figure 4 This is a flowchart illustrating the real-time motor temperature calculation of an air compressor controller according to an embodiment of this application. Figure 5 A block diagram of the motor control device for an air compressor provided in an embodiment of this application; Figure 6 This is a schematic diagram of the vehicle structure according to an embodiment of this application. Detailed Implementation

[0031] The technical solutions in this application will be clearly and thoroughly described below with reference to the accompanying drawings. In the description of the embodiments of this application, unless otherwise stated, " / " means "or," for example, A / B can mean A or B. "And / or" in the text is merely a description of the relationship between related objects, indicating that three relationships can exist. For example, A and / or B can represent: A existing alone, A and B existing simultaneously, and B existing alone. Furthermore, in the description of the embodiments of this application, "multiple" refers to two or more than two.

[0032] Hereinafter, the terms "first" and "second" are used for descriptive purposes only and should not be construed as implying or suggesting relative importance or implicitly indicating the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include one or more of that feature.

[0033] With the rapid development of alternative clean fuel vehicles, hydrogen fuel cell vehicles have become an important branch. Hydrogen fuel cells are electrochemical devices that use hydrogen and oxygen (oxygen in the air) as fuel to directly convert chemical energy into electrical energy. The power generation efficiency can reach 55% or more. The main emissions are pure water produced by the reaction and nitrogen in the air that has not participated in the reaction. They have a fast start-up speed, so they are very suitable for use in automobiles as a clean and zero-emission mobile power source.

[0034] A complete power generation and distribution system consists of a fuel cell stack, a Balance of Plant (BOP), a Power Control Unit (PCU), a battery, and other components. The BOP includes a fuel cell air compressor that provides fresh compressed air to the stack, a hydrogen circulation pump that provides hydrogen circulation, a water pump that provides cooling water circulation, and a cooling fan. These components are typically driven by high-voltage controllers. The power input to each controller is high-voltage DC power connected in parallel with the battery to the DC bus grid, and the power output is high-voltage AC power connected to the motors of each component.

[0035] The DC bus voltage range for fuel cell passenger vehicles is generally 250-450V, while that for fuel cell commercial vehicles is generally 450-750V. The fuel cell air compressor, also known as an air compressor unit, is driven by a high-speed motor mounted on its main body. This motor drives a coaxial centrifugal impeller to compress air and deliver it to the cathode inlet of the fuel cell stack, providing fresh air for fuel cell power generation. Generally, the high-speed motor, centrifugal impeller, and other housings and accessories are assembled together to form the air compressor assembly (commonly known in the industry as the air compressor pump head). The air compressor controller is typically physically separate from the air compressor assembly and installed separately on the fuel cell system, or integrated with the air compressor assembly. Separately installed air compressor controllers can be integrated into the PCU or use an external structure. To prevent leakage safety issues caused by the high-speed motor, especially the high-voltage coils in the stator, exceeding the allowable temperature during operation and damaging the insulation and high-voltage withstand capability of the enameled wire and other materials due to high temperatures, it is necessary to monitor the temperature of the motor stator coils and set thresholds for protective control.

[0036] In related technologies, the motor temperature monitoring and control technology solution for fuel cell air compressors mainly includes: (1) A Pt100 or Pt1000 resistance temperature sensor is embedded in the high-voltage coil end of the high-speed motor stator (or other locations where key motor temperature points need to be monitored), and then physically connected to the temperature signal acquisition circuit inside the air compressor controller via the low-voltage terminal and wiring harness of the motor high-voltage AC interface or via a separate signal connector in the form of wires, and finally the motor temperature information is transmitted via CAN (Controller Area Code). Network (Controller Area Network Bus) communication bus transmits to FCU. When the motor temperature exceeds the set allowable temperature threshold, the air compressor controller will reduce the output power or stop the air compressor and transmit the motor over-temperature error status to FCU through the communication bus. The pre-embedded thermal resistance temperature sensor generally adopts an exposed temperature sensing head, or metal armor is used to reduce the electromagnetic interference caused by the radiation of the motor coil to the temperature sensing head; (2) The motor temperature sensor harness and the high voltage interlock signal harness are output in a centralized manner. In the junction box or motor housing of the high-speed motor of the air compressor, the Pt100 or Pt1000 thermal resistance temperature sensor and the high voltage interlock contact of the high voltage AC interface of the motor are connected to an additional separate low voltage connector, and then connected to the air compressor controller through an independent low voltage harness. Finally, the high voltage interlock signal is connected in series to the high voltage interlock monitoring circuit of the BMS (Battery Management System), and the motor temperature signal is connected to the temperature signal acquisition circuit of the air compressor controller. The same threshold protection mechanism and temperature sensing head are used as in Article 1; (3) Only the Pt100 or Pt1000 thermal resistance temperature sensor signal is output separately and connected to the air compressor controller through an independent low-voltage connector and wiring harness. The measurement circuit and threshold protection mechanism are the same as in (1) and the same temperature sensing head is used. However, the above methods have some defects, mainly manifested as follows: (1) Due to the high-voltage high-frequency radiation emission and / or electromagnetic induction effect around the measuring point, as well as the low-voltage wire harness and low-voltage terminal of the temperature sensor located inside the high-voltage AC interface, the radiated and / or conducted interference along the way when connected to the temperature signal acquisition circuit inside the air compressor controller, the air compressor controller and FCU are affected by EMI (Electromagnetic Interference), which in turn causes communication failure and affects the stability and safety of the vehicle; (2) Using an additional independent low-voltage wire harness to connect the motor temperature signal to the air compressor controller temperature measurement circuit requires additional low-voltage wire harnesses and connectors, which increases the cost and reduces the connection reliability of the system. At the same time, it does not fundamentally solve the EMI interference problem caused by the high-energy radiation emission and / or electromagnetic induction effect of the high-speed motor in the temperature sensor probe part, while increasing the material cost and reducing the connection reliability and integration of the fuel cell system.

[0037] Therefore, based on the aforementioned problems, this application embodiment eliminates the connection of the motor temperature sensor and the physical wiring harness and connectors to the low-voltage signal circuit. This solves the EMI problem of electromagnetic interference introduced into the low-voltage circuit, while simultaneously enabling the motor temperature signal to be transmitted to the FCU via the communication bus, maintaining the function of air compressor motor temperature monitoring. Furthermore, it reduces costs, improves the connection reliability and integration of the fuel cell system, and will be described below in conjunction with specific implementation methods.

[0038] Specifically, before explaining the motor control method for the air compressor provided in the embodiments of this application, the structure of the fuel cell system 10 and the temperature detection circuit of the fuel cell air compressor motor involved in the embodiments of this application will be explained first, such as... Figure 1 As shown, thick solid lines represent power connections (where thick solid lines with rounded heads represent high-voltage DC bus connections; here, and in the embodiments of the application, "high voltage" at the power connection refers to high voltage), and dashed lines with arrows represent the transmission of control or drive signals (where unidirectional arrows point to the signal receiving end, and double arrows represent CAN communication signals); the fuel cell system 10 (also known as a fuel cell power generation system or fuel cell engine) is arranged in a mobile or fixed device or apparatus. A complete fuel cell system 10 should also have functional units such as a cathode air system, an anode gas system, a hydrothermal management system, an electrical system, and a control system. These will not be described in detail in the embodiments of this application. The following will provide a detailed description of each component of the fuel cell system 10 in the air compressor motor temperature detection circuit.

[0039] The fuel cell system 10 mainly includes a fuel cell stack 20, a power control unit PCU 21, an air compressor controller 22, a high-voltage battery 23, other electrical equipment 24, an air compressor high-voltage AC wiring harness 25, an air compressor 26, and a fuel cell control unit FCU 27.

[0040] Among them, the fuel cell stack 20 is a device that performs an electrochemical reaction between cathode gas and anode gas to generate electricity. It is composed of multiple single-cell channels stacked with a certain process, and the electricity generated is usually direct current.

[0041] The power control unit PCU 21 converts the low and unstable DC power output from the fuel cell stack 20 into a stable voltage value and outputs it to the DC bus 211 for use by electrical equipment.

[0042] The air compressor controller 22 (also known as the air compressor motor controller) is a power electronic control unit consisting of a microprocessor, memory, sensor signal (Pt100 or Pt1000 RTD temperature sensor, current, voltage, etc.) processing circuit, high-power semiconductor component SiC silicon carbide components or modules, SiC drive circuit, CAN communication circuit, and other input / output ports. It converts the high-voltage DC power output from the power control unit PCU 21 into high-voltage, high-frequency AC power via the high-power semiconductor component SiC silicon carbide 227, thereby driving the air compressor motor 262 to rotate. It also adjusts the speed and power of the air compressor motor 262 according to the communication commands from the fuel cell control unit FCU 27, and sends the operating status to the fuel cell control unit FCU 27 in real time. The air compressor controller 22 can measure the DC voltage V 221 and water temperature T. w 222. Motor AC current I; 223. Motor speed ω; 224. High-voltage AC connector at the controller end; 225. AC current sensor; 226. SiC silicon carbide; 227. A voltage sensor measures the voltage between the positive and negative terminals of the high-voltage DC circuit. The output signal is processed by the electronic circuit and sent to the microprocessor of the air compressor controller 22 for calculation to obtain the DC voltage V; 221. A water temperature sensor is installed at the cooling water inlet of the cooling water channel inside the controller. After the temperature sensor's electronic circuit signal is processed, it is sent to the microprocessor of the air compressor controller 22 for calculation to obtain the water temperature T. w 222; The AC current sensor 226 is connected in series between the SiC silicon carbide 227 and the high-voltage AC connector 225 at the controller end. Generally, there are two AC current sensors to measure the AC current of two phases of the three phases UVW. After the current signal is processed by the electronic circuit, it is sent to the microprocessor of the air compressor controller to calculate the AC current I 223. At the same time, the air compressor controller processor uses the high-precision motor position observation method of permanent magnet synchronous motor to observe the current signal and obtain the motor speed ω 224.

[0043] The high-voltage battery 23 is connected in parallel to the DC bus 211 to provide the peak power required for vehicle acceleration and hill climbing and to compensate for the slow dynamic response of the fuel cell stack. At the same time, it can recover the braking energy of the electrical equipment on the DC bus 211, act as a "buffer" on the DC bus 211, and provide power to the auxiliary system when the vehicle starts (before the stack enters the power generation state).

[0044] Other electrical equipment 24, and other components connected in parallel to the DC bus 211, such as hydrogen circulation pumps, high-pressure fans, etc.

[0045] The high-voltage AC wiring harness 25 of the air compressor uses a high-voltage cable to physically connect the high-voltage AC connector 225 at the controller end and the high-voltage AC connector 261 at the air compressor end. It is used to transmit the high-voltage high-frequency AC power generated by the air compressor controller 22 to the air compressor motor 262, including three phases UVW.

[0046] Air compressor 26, driven by a high-speed motor to rotate the compressor impeller, compresses fresh air (mainly fresh air but not limited to air) and sends it as cathode gas to the cathode of the fuel cell stack for electrochemical reaction. Air compressor 26 can be a single-stage compressor, two-stage compressor, multi-stage compressor, or a turboexpander with tail gas energy recovery from the fuel cell stack. It adopts air bearings or other types of bearings. Air compressor 26 has a high-voltage AC connector 261 at the air compressor end and an air compressor motor 262. A complete air compressor 26 also has a compressor, a turbine (if tail gas energy recovery is adopted), a bearing rotor, a housing, and other accessories, which will not be described in this patent. These components are physically assembled into a complete machine. The air compressor motor 262 consists of a stator and a rotor. The stator mainly includes silicon steel sheets and high-voltage coils. To prevent leakage safety issues caused by the high-voltage coils in the stator exceeding the allowable temperature of the motor during operation, and by high temperature damaging the insulation and high voltage resistance of the enameled wire and other materials, it is necessary to monitor the temperature of the motor stator coils and set a threshold for protection control. In related technologies, temperature sensors are used for temperature monitoring. The temperature sensors are pre-embedded at the end of the high-voltage coils (or other locations where the critical temperature points of the motor need to be monitored).

[0047] The fuel cell control unit (FCU) 27, an electronic control unit consisting of a microprocessor, memory, several drive units, and input / output ports, is responsible for the functional control of the fuel cell system 10 and other subsystems not mentioned in the embodiments of this application. The FCU 27 reads the status feedback signals from sensors and actuators (such as valves) in the fuel cell system 10 and other subsystems not mentioned in the embodiments of this application, including temperature, pressure, and flow rates, and drives the valves in the fuel cell system 10 to adjust their openings to regulate power generation. The FCU 27 sends speed control commands to the air compressor controller 22 via the CAN communication bus 271 to adjust the speed of the air compressor motor, enabling the air compressor 26 to provide the required compressed air to the fuel cell stack 20. Simultaneously, it reads the DC voltage V221 and water temperature T fed back by the air compressor controller 22 via the CAN communication bus 271. w 222. Motor AC current I 223. Motor speed ω 224. Signal.

[0048] Therefore, in order to address the radiation emission and / or electromagnetic induction effects around the temperature sensor measuring point at the end of the high-voltage coil of the air compressor motor, as well as the electromagnetic interference generated by radiation and / or conduction along the wiring harness in the low-voltage circuit of the air compressor controller, the motor temperature is not measured using a physical temperature sensor. Instead, the motor temperature T is generated by a calculation strategy in the air compressor controller software. motor The system monitors the motor temperature and sets a threshold to implement protective control. When the motor temperature exceeds the set allowable motor temperature, the air compressor controller will reduce the output power or stop the air compressor and transmit the motor over-temperature error status to the FCU via the CAN communication bus. The following will be described in detail with reference to specific embodiments.

[0049] Figure 2 This is a schematic flowchart of a motor control method for an air compressor provided in an embodiment of this application.

[0050] For example, such as Figure 2 As shown, the method includes: In step S201, the DC voltage value of the air compressor controller, the water temperature value of the cooling water inlet of the air compressor controller, the AC current of the motor, and the speed of the motor are obtained at the target time.

[0051] Specifically, such as Figure 3 and Figure 4 As shown, the embodiments of this application, when controlling the motor of the air compressor, mainly include a fuel cell air compressor motor temperature monitoring and control method and a real-time motor temperature calculation method for the air compressor controller. The programs of the fuel cell air compressor motor temperature monitoring and control method and the real-time motor temperature calculation method for the air compressor controller are embedded in the air compressor controller 22 and start executing simultaneously when the fuel cell power generation system starts. They can also be executed simultaneously with the main program after a reset and initialization due to certain reasons. The real-time motor temperature calculation method of the air compressor controller 22 is a subroutine of the fuel cell air compressor motor temperature monitoring and control method.

[0052] Specifically, such as Figure 3 As shown, the air compressor temperature monitoring and control process begins. First, the air compressor controller 22 is initialized. After the air compressor controller 22 completes initialization, it calls... Figure 4 The air compressor controller 22 performs real-time motor temperature calculation and obtains the current motor temperature T. motor Then, the current temperature of the motor is transmitted to the FCU via the CAN communication bus, such as... Figure 4 As shown, the real-time motor temperature calculation process of the air compressor controller 22 is as follows: obtain the DC voltage value measured by the air compressor controller 22 at the target time, that is, at a certain moment in the transient state. The water temperature at the cooling water inlet of the air compressor controller 22 AC current of the motor and motor speed Then, based on the DC voltage value measured by the air compressor controller 22 at the target time... The water temperature at the cooling water inlet of the air compressor controller 22 AC current of the motor and motor speed Calculate the transient motor temperature of the air compressor controller .

[0053] It should be noted that, based on a comprehensive consideration of physical modeling logic, real-time control requirements, and engineering feasibility, transient motor temperature... As a key intermediate step in the entire motor temperature calculation, it is a necessary intermediate variable to achieve high-precision, high-response, and high-reliability sensorless temperature estimation. Therefore, the current temperature calculation of the motor needs to establish a complete chain from electrical input, instantaneous heat source, and temperature rise response.

[0054] In step S202, the current temperature of the motor is calculated based on the DC voltage value of the air compressor controller, the water temperature value of the cooling water inlet of the air compressor controller, the AC current of the motor, and the speed of the motor.

[0055] Optionally, in one embodiment of this application, calculating the current temperature of the motor based on the DC voltage value of the air compressor controller, the water temperature value of the cooling water inlet of the air compressor controller, the AC current of the motor, and the motor speed includes: obtaining a first coefficient for motor power loss caused by DC voltage change, a second coefficient for motor power loss caused by AC current change, and a third coefficient for compressor heat generation caused by motor speed change at a target time; calculating the transient motor temperature of the air compressor controller based on the first, second, and third coefficients, according to the DC voltage value of the air compressor controller, the water temperature value of the cooling water inlet of the air compressor controller, the AC current of the motor, and the motor speed; and correcting the transient motor temperature of the air compressor controller to obtain the current temperature of the motor.

[0056] Specifically, after obtaining the DC voltage value measured by the air compressor controller 22 The water temperature at the cooling water inlet of the air compressor controller 22 AC current of the motor and motor speed Next, it is necessary to obtain the correlation coefficients for each parameter, mainly including the first coefficient for motor power loss caused by DC voltage changes. The second coefficient caused by changes in the alternating current of the motor resulting in motor power loss. And the third coefficient for the heat generated by the compressor due to changes in motor speed. Then based on the DC voltage value Cooling water inlet temperature value AC current of the motor and motor speed and the first coefficient Second coefficient and the third coefficient Calculate transient motor temperature Its expression is: ; in, The DC voltage of the air compressor controller at the target time. Let be the alternating current of the motor at the target time. Let the motor speed be at the target time. The target time is the cooling water inlet temperature of the air compressor controller. This is the first coefficient for the power loss of the motor caused by changes in DC voltage. This is the second coefficient representing the power loss of the motor due to changes in the AC current. This is the third coefficient that affects the heat generated by the compressor due to changes in motor speed.

[0057] It should be noted that the air compressor 26 is driven by the air compressor controller 22 and starts and stops simultaneously. During operation, both share the same cooling water supply (typically a 50% water / 50% ethylene glycol mixture) for heat dissipation. The heat dissipation from the air compressor 26 to the cooling water mainly consists of power losses during operation and a small amount of heat transfer from the compressor itself. Therefore, the water temperature T measured by the water temperature sensor installed at the cooling water inlet within the controller can be used. w As a calculation of motor temperature T motor The benchmark is that the power loss of the air compressor 26 during operation is calculated using DC voltage V and AC current I as parameters, and the heat transfer of the air compressor can be calculated using motor speed ω as a parameter.

[0058] Optionally, in one embodiment of this application, the current temperature of the motor is obtained by correcting the transient motor temperature of the air compressor controller, including: obtaining the duration of motor operation under the target operating condition; and correcting the transient motor temperature based on the duration of motor operation, transient motor temperature, and temperature rise curve fitting coefficient to obtain the current temperature of the motor.

[0059] Specifically, considering that the heating and cooling of the motor temperature requires a time process, the operating time t of the motor at the working point is incorporated into the temperature monitoring and control of the air compressor. Therefore, based on the motor operating time t and the transient motor temperature... The temperature rise curve fitting coefficients (A, B, C) are used to correct the transient motor temperature on the time axis, thereby obtaining the current temperature T of the motor after it reaches a steady state. motor This is used to provide accurate threshold protection for the motor, preventing premature or erroneous triggering of the protection mechanism and thus affecting system operating efficiency. The current temperature T of the motor is... motor The expression is: ; in, Let A, B, and C be the duration of motor operation under the target conditions, and let A, B, and C be the fitting coefficients for the temperature rise curve. To match the continuous running time of the motor The corresponding temperature rise curve.

[0060] It should be noted that the temperature rise curve is related to the motor's structural design. In this embodiment, the example is a polynomial function curve, where A, B, and C are the coefficients of each term. The temperature rise curve can also be logarithmic or other function curves, and can be obtained by measuring the entire temperature rise until it reaches a steady state. The current temperature T of the motor obtained by this calculation method... motor After comparing the measured motor temperature with the actual temperature, the error was within 2℃. The air compressor controller 22 executed the corresponding air compressor protection mechanism according to the set threshold, and at the same time, it transmitted the calculated current motor temperature T in real time through the CAN communication bus. motor The temperature is transmitted to the FCU via a communication bus. Based on the air compressor temperature monitoring and control strategy, the same function as motor temperature monitoring using a physical temperature sensor can be achieved.

[0061] Therefore, by introducing the operating duration t and the temperature rise curve fitting coefficient, the transient motor temperature can be analyzed. Perform dynamic compensation to adjust the current temperature T of the motor. motor The error between the measured value and the actual value is controlled within ±2℃, significantly improving the accuracy of temperature calculation, while the corrected current temperature T motor It can accurately reflect the results of heat accumulation, ensuring that derating or shutdown is triggered before real danger occurs, thus protecting motor safety.

[0062] In step S203, if the current temperature is greater than the allowable temperature of the motor, the current operating condition of the motor is obtained, and the motor is controlled to reduce power or stop operating according to the preset power reduction strategy based on the current operating condition.

[0063] Optionally, in one embodiment of this application, controlling the motor to reduce power or stop operation according to a preset power reduction strategy based on the current operating condition includes: controlling the motor to reduce power according to the preset power reduction strategy when the current operating condition is a first operating condition; or controlling the motor to stop operation when the current operating condition is a second operating condition; wherein the motor overheating situation under the first operating condition is lower than the motor overheating situation under the second operating condition.

[0064] The preset power reduction strategy can be set by those skilled in the art based on the actual motor power requirements, or it can be set based on the safety performance of the air compressor motor; no specific limitations are made here.

[0065] Specifically, such as Figure 3 As shown, the current temperature T of the motor is calculated. motor Further, the current temperature T of the motor motor With respect to the allowable temperature T of the motor limit By comparing the values, the current temperature T of the motor can be determined. motor Is it greater than the allowable temperature T of the motor? limit If the current temperature T of the motor motor Greater than the allowable temperature T of the motor limit The current operating condition of the motor is obtained. The current operating condition can include a first operating condition and a second operating condition. The first operating condition can be a condition where the motor is slightly overheated or the temperature rise rate is slow, and the second operating condition can be a condition where the temperature is rising continuously or has seriously exceeded the limit. For example, the current temperature T of the motor is... motor Motor allowable temperature T limit +10℃. Under the first operating condition, the motor can be controlled to reduce power according to a preset power reduction strategy, such as reducing the speed command or current limit, to suppress the temperature rise. Under the second operating condition, it indicates that the motor temperature is continuously rising or has seriously exceeded the limit, posing a risk of thermal breakdown and permanent damage to the insulation material. Therefore, the SiC drive signal needs to be cut off immediately to stop the motor. At the same time, to ensure the safety of the entire vehicle, the air compressor controller 22, while performing protection, also needs to send a motor over-temperature error fault code and upload the current motor temperature T to the fuel cell control unit (FCU) via the CAN bus. motor The system will also report the type of protection action. Upon receiving this information, the fuel cell control unit (FCU) can adjust the stack power requirements, initiate system load reduction or safety shutdown procedures, and display messages such as "Air compressor overheating, please check" on the instrument panel.

[0066] Therefore, by intervening in time before the motor temperature reaches the insulation failure threshold, serious faults such as carbonization of enameled wire, inter-turn short circuit, leakage and fire can be prevented. High-precision active protection can prevent motor overheating and damage, and ensure the high voltage safety of the whole vehicle.

[0067] Optionally, in one embodiment of this application, after the current temperature is greater than the allowable temperature of the motor, the method further includes: if the current temperature is less than or equal to the allowable temperature of the motor, generating a normal temperature signal for the motor and sending the normal temperature signal to the fuel cell control unit, while controlling the air compressor to operate normally, and continuing to execute the steps of obtaining the DC voltage value of the air compressor controller, the cooling water inlet temperature value of the air compressor controller, the AC current of the motor, and the speed of the motor at the target time.

[0068] Specifically, such as Figure 3 As shown, if the current temperature T of the motor motor Less than or equal to the allowable temperature T of the motor limit This indicates the current temperature T of the motor. motor Within the safe temperature threshold, there is no risk of thermal breakdown of the insulation material or permanent damage to the equipment. Therefore, a normal temperature signal for the motor can be generated and sent to the fuel cell control unit (FCU) via the CAN bus. At the same time, the air compressor is controlled to operate normally, and the steps of acquiring the DC voltage value of the air compressor controller, the cooling water inlet temperature value of the air compressor controller, the AC current of the motor, and the speed of the motor at the target time are continued.

[0069] It should be noted that the allowable temperature T of the motor limit This is the upper limit of the permissible materials used in motors, T limit The temperature setting needs to be adjusted according to different motor materials, motor structure design, cooling environment and specific operating conditions. For example, it can be set to 180°C. Of course, those skilled in the art can also set it to other temperatures according to the characteristics of the system. No specific limitation is made here.

[0070] Alternatively, the air compressor controller 22 can also be physically located inside the power control unit PCU 21, still using the same motor temperature monitoring and control method and the controller's real-time motor temperature calculation process.

[0071] In summary, based on the description of the above embodiments, this application can achieve the following beneficial effects: (1) The current temperature of the motor is calculated by the DC voltage value, the water temperature of the cooling water inlet, the AC current of the motor and the speed of the motor. This replaces the use of physical temperature sensors for measurement and connector and wiring harness transmission in related technologies, avoids communication failures caused by EMI problems, thereby improving the stability and safety of the fuel cell system and the vehicle. At the same time, it effectively reduces the electromagnetic interference of the high frequency of the air compressor motor to the low voltage signal and communication circuit, and improves the EMC (Electromagnetic Compatibility) level and stability of the air compressor controller and the fuel cell system. (2) The motor temperature monitoring and control method does not require a motor temperature sensor or an additional independent low-voltage motor temperature harness. It solves the electromagnetic interference problem, reduces material costs, improves the system's connection reliability and integration, and eliminates the need for a separate temperature signal connector and harness, thus reducing costs and improving the system's connection reliability. (3) Calculate the motor temperature at a certain moment during the transient state. The calculation model takes into full account the main heat loss during operation and the small amount of heat transfer from the air compressor. The factors substituted into the calculation model are more comprehensive and the results are more accurate. (4) Different DC voltages have a significant impact on motor temperature during actual operation of air compressors. Under the same motor current, the higher the DC voltage, the higher the motor temperature. The power consumption loss in the motor temperature calculation method introduces the influence factor of DC voltage V. The calculation model incorporates more comprehensive factors and yields more accurate results. (5) In the calculation method of motor temperature, considering that the heating and cooling of motor temperature requires a time process, the calculation method includes the operating time t at the operating point, and corrects the motor temperature on the time axis to obtain the motor temperature after the motor has been running for a duration t. The motor temperature obtained by this calculation method, when compared with the actual measured motor temperature, has an error of less than 2℃. (6) The fuel cell air compressor product to which the control method of this application is applied has been successfully mass-produced and has significant market benefits.

[0072] In summary, the motor control method for an air compressor according to the embodiments of this application calculates the current temperature of the motor based on the DC voltage value of the air compressor controller at the target time, the cooling water inlet temperature value of the air compressor controller, the AC current of the motor, and the motor speed. If the current temperature is higher than the allowable temperature of the motor, the current operating condition of the motor is obtained, and the motor is controlled to reduce power or stop operation according to a preset power reduction strategy based on the current operating condition. This method eliminates the need for temperature sensors and their wiring harnesses and connectors. It calculates the motor temperature and transmits the calculation results to the FCU via a communication bus. Simultaneously, it executes corresponding protection mechanisms based on the comparison between the current motor temperature and the allowable motor temperature.

[0073] Figure 5 This is a schematic diagram of the structure of a motor control device for an air compressor provided in an embodiment of this application.

[0074] For example, such as Figure 5 As shown, the device 50 may include: an acquisition module 500, a calculation module 600, and a control module 700.

[0075] The acquisition module 500 is used to acquire the DC voltage value of the air compressor controller, the water temperature value of the cooling water inlet of the air compressor controller, the AC current of the motor, and the speed of the motor at the target time. The calculation module 600 is used to calculate the current temperature of the motor based on the DC voltage value of the air compressor controller, the water temperature value of the cooling water inlet of the air compressor controller, the AC current of the motor, and the speed of the motor. The control module 700 is used to obtain the current operating condition of the motor if the current temperature is higher than the allowable temperature of the motor, and control the motor to reduce power or stop operation according to the preset power reduction strategy based on the current operating condition.

[0076] Optionally, in one embodiment of this application, the control module 700 includes: The first control unit is used to control the motor to reduce power according to a preset power reduction strategy when the current operating condition is the first operating condition. Alternatively, the second control unit is used to control the motor to stop running when the current operating condition is the second operating condition; The motor overheating situation under the first operating condition is lower than that under the second operating condition.

[0077] Optionally, in one embodiment of this application, the computing module 600 includes: The acquisition unit is used to acquire, at the target time, a first coefficient of motor power loss caused by DC voltage change, a second coefficient of motor power loss caused by AC current change, and a third coefficient of compressor heat generation caused by motor speed change. The calculation unit is used to calculate the transient motor temperature of the air compressor controller based on the first coefficient, the second coefficient, and the third coefficient, according to the DC voltage value of the air compressor controller, the cooling water inlet temperature value of the air compressor controller, the AC current of the motor, and the motor speed. The correction unit is used to correct the transient motor temperature of the air compressor controller to obtain the current motor temperature.

[0078] Optionally, in one embodiment of this application, the transient motor temperature is: ; in, The DC voltage of the air compressor controller at the target time. Let be the alternating current of the motor at the target time. Let the motor speed be at the target time. The target time is the cooling water inlet temperature of the air compressor controller. This is the first coefficient for the power loss of the motor caused by changes in DC voltage. This is the second coefficient representing the power loss of the motor due to changes in the AC current. This is the third coefficient that affects the heat generated by the compressor due to changes in motor speed.

[0079] Optionally, in one embodiment of this application, the correction unit includes: The acquisition sub-unit is used to obtain the duration of motor operation under the target working condition; The correction subunit is used to correct the transient motor temperature based on the motor running duration, transient motor temperature, and temperature rise curve fitting coefficient to obtain the current motor temperature.

[0080] Optionally, in one embodiment of this application, the current temperature of the motor is: ; in, Let A, B, and C be the duration of motor operation under the target conditions, and let A, B, and C be the fitting coefficients for the temperature rise curve. To match the continuous running time of the motor The corresponding temperature rise curve.

[0081] Optionally, in one embodiment of this application, after the current temperature exceeds the allowable temperature of the motor, the control module 700 further includes: The third control unit is used to generate a normal temperature signal for the motor if the current temperature is less than or equal to the allowable temperature of the motor, and send the normal temperature signal to the fuel cell control unit. At the same time, it controls the air compressor to operate normally and continues to execute the steps of acquiring the DC voltage value of the air compressor controller, the water temperature value of the cooling water inlet of the air compressor controller, the AC current of the motor, and the speed of the motor at the target time.

[0082] In summary, the motor control device for the air compressor according to the embodiments of this application calculates the current temperature of the motor based on the DC voltage value of the air compressor controller at the target time, the cooling water inlet temperature value of the air compressor controller, the AC current of the motor, and the motor speed. If the current temperature is higher than the allowable temperature of the motor, the current operating condition of the motor is obtained, and the motor is controlled to reduce power or stop operation according to a preset power reduction strategy based on the current operating condition. This method eliminates the need for temperature sensors and their wiring harnesses and connectors. It calculates the motor temperature and transmits the calculation results to the FCU via a communication bus. Simultaneously, it executes corresponding protection mechanisms based on the comparison between the current motor temperature and the allowable motor temperature.

[0083] Figure 6 This is a schematic diagram of the structure of a vehicle provided in an embodiment of this application.

[0084] It should be understood that the methods described above can be applied to... Figure 6 In the vehicle with the structure shown.

[0085] Furthermore, embodiments of this application also protect an apparatus that may include a memory and a processor, wherein the memory stores executable program code, and the processor is used to call and execute the executable program code to perform the video recording method provided in embodiments of this application.

[0086] Furthermore, the device also includes a communication interface 603 for communication between the memory 601 and the processor 602.

[0087] This embodiment can divide the device into functional modules based on the above method example. For example, each module can correspond to a separate function, or two or more functions can be integrated into one processing module. The integrated module can be implemented in hardware. It should be noted that the module division in this embodiment is illustrative and only represents one logical functional division. In actual implementation, there may be other division methods.

[0088] It should be noted that all relevant content of each step involved in the above method embodiments can be referenced from the functional description of the corresponding functional module, and will not be repeated here.

[0089] It should be understood that the apparatus provided in this embodiment is used to perform the video recording method described above, and therefore can achieve the same effect as the above implementation method.

[0090] When using an integrated unit, the device may include a processing module and a storage module. When the device is applied to a vehicle, the processing module can be used to control and manage the vehicle's movements. The storage module can be used to support the vehicle in executing program code, etc.

[0091] The processing module may be a processor 602 or a controller, which may implement or execute various exemplary logic blocks, modules, and circuits as disclosed herein. The processor 602 may also be a combination of computing functions, such as a combination of one or more microprocessors, a combination of digital signal processing (DSP) and microprocessors, etc., and the storage module may be a memory 601.

[0092] In addition, the device provided in the embodiments of this application may specifically be a chip, component or module. The chip may include a connected processor 602 and a memory 601. The memory 601 is used to store instructions. When the processor calls and executes the instructions, the chip can execute the video recording method provided in the above embodiments.

[0093] This embodiment also provides a computer-readable storage medium storing computer program code. When the computer program code is run on a computer, the computer executes the above-described related method steps to implement a video recording method provided in the above embodiment.

[0094] This embodiment also provides a computer program product that, when run on a computer, causes the computer to perform the aforementioned steps to implement a video recording method provided in the above embodiment.

[0095] In this embodiment, the device, computer-readable storage medium, computer program product, or chip are all used to execute the corresponding methods provided above. Therefore, the beneficial effects they can achieve can be referred to the beneficial effects in the corresponding methods provided above, and will not be repeated here.

[0096] Through the above description of the embodiments, those skilled in the art will understand that, for the sake of convenience and brevity, only the division of the above functional modules is used as an example. In actual applications, the above functions can be assigned to different functional modules as needed, that is, the internal structure of the device can be divided into different functional modules to complete all or part of the functions described above.

[0097] In the embodiments provided in this application, it should be understood that the disclosed apparatus and methods can be implemented in other ways. For example, the apparatus embodiments described above are merely illustrative; for instance, the division of modules or units is only a logical functional division, and in actual implementation, there may be other division methods. For example, multiple units or components may be combined or integrated into another device, or some features may be ignored or not executed. Furthermore, the coupling or direct coupling or communication connection shown or discussed may be through some interfaces; the indirect coupling or communication connection between devices or units may be electrical, mechanical, or other forms.

[0098] The above description is merely a specific embodiment of this application, but the scope of protection of this application is not limited thereto. Any variations or substitutions that can be easily conceived by those skilled in the art within the scope of the technology disclosed in this application should be included within the scope of protection of this application. Therefore, the scope of protection of this application should be determined by the scope of the claims.

Claims

1. A method for controlling the motor of an air compressor, characterized in that, The method includes: Obtain the DC voltage value of the air compressor controller, the cooling water inlet temperature value of the air compressor controller, the AC current of the motor, and the motor speed at the target time. The current temperature of the motor is calculated based on the DC voltage value of the air compressor controller, the water temperature value of the cooling water inlet of the air compressor controller, the AC current of the motor, and the speed of the motor. If the current temperature is greater than the allowable temperature of the motor, the current operating condition of the motor is obtained, and the motor is controlled to reduce power or stop operating according to the preset power reduction strategy based on the current operating condition.

2. The method according to claim 1, characterized in that, The step of controlling the motor to reduce power or stop operation according to a preset power reduction strategy based on the current operating conditions includes: When the current operating condition is the first operating condition, the motor is controlled to reduce power according to a preset power reduction strategy; Alternatively, if the current operating condition is the second operating condition, control the motor to stop running; The motor overheating situation under the first operating condition is lower than that under the second operating condition.

3. The method according to claim 1, characterized in that, The calculation of the current temperature of the motor based on the DC voltage value of the air compressor controller, the cooling water inlet temperature value of the air compressor controller, the AC current of the motor, and the motor speed includes: At the target time, obtain the first coefficient of motor power loss caused by DC voltage change, the second coefficient of motor power loss caused by AC current change, and the third coefficient of compressor heat generation caused by motor speed change; Based on the first coefficient, the second coefficient, and the third coefficient, the transient motor temperature of the air compressor controller is calculated according to the DC voltage value of the air compressor controller, the cooling water inlet temperature value of the air compressor controller, the AC current of the motor, and the speed of the motor. The current temperature of the motor is obtained by correcting the transient motor temperature of the air compressor controller.

4. The method according to claim 3, characterized in that, The transient motor temperature is: ； in, The DC voltage of the air compressor controller at the target time. Let be the AC current of the motor at the target time. Let be the motor speed at the target time. The target time is the cooling water inlet temperature of the air compressor controller. This is the first coefficient for the power loss of the motor caused by changes in DC voltage. This is the second coefficient representing the power loss of the motor due to changes in the AC current. This is the third coefficient that affects the heat generated by the compressor due to changes in motor speed.

5. The method according to claim 3, characterized in that, The step of correcting the transient motor temperature of the air compressor controller to obtain the current temperature of the motor includes: Obtain the duration of motor operation under the target operating condition; The transient motor temperature is corrected based on the motor's operating duration, the transient motor temperature, and the temperature rise curve fitting coefficient to obtain the motor's current temperature.

6. The method according to claim 5, characterized in that, The current temperature of the motor is: ； in, Let A, B, and C be the duration of motor operation under the target conditions, and let A, B, and C be the fitting coefficients for the temperature rise curve. To match the continuous running time of the motor The corresponding temperature rise curve.

7. The method according to claim 1, characterized in that, After the current temperature exceeds the allowable temperature of the motor, the following is also included: If the current temperature is less than or equal to the allowable temperature of the motor, a normal temperature signal for the motor is generated and sent to the fuel cell control unit. At the same time, the air compressor is controlled to operate normally, and the steps of obtaining the DC voltage value of the air compressor controller, the cooling water inlet temperature value of the air compressor controller, the AC current of the motor, and the speed of the motor at the target time are continued.

8. A motor control device for an air compressor, characterized in that, The device includes: The acquisition module is used to acquire the DC voltage value of the air compressor controller, the cooling water inlet temperature value of the air compressor controller, the AC current of the motor, and the motor speed at the target time. The calculation module is used to calculate the current temperature of the motor based on the DC voltage value of the air compressor controller, the cooling water inlet temperature value of the air compressor controller, the AC current of the motor, and the speed of the motor. The control module is used to obtain the current operating condition of the motor if the current temperature is greater than the allowable temperature of the motor, and control the motor to reduce power or stop operating according to the current operating condition.

9. A vehicle, characterized in that, The vehicle includes: a memory, a processor, and a computer program stored in the memory and executable on the processor, the processor executing the program to implement the motor control method for an air compressor as described in any one of claims 1-8.

10. A computer-readable storage medium, characterized in that, The computer-readable storage medium stores a computer program that, when executed, implements the method as described in any one of claims 1 to 7.

Images