A temperature management method and device for a two-wheeled electric vehicle controller

Abstract

This application discloses a temperature management method and device for a two-wheeled electric vehicle controller, relating to the field of temperature protection technology. The method includes: acquiring multiple operating data streams; calculating the actual power loss of the controller's power devices based on peak phase current; correcting the NTC temperature to a first predicted junction temperature of the power devices based on the actual power loss using a preset thermal coupling model; obtaining a second predicted junction temperature corresponding to the predicted time window based on the first predicted junction temperature, a preset prediction time window, and the average power loss and effective heat capacity of the power devices; and performing temperature protection on the controller based on the second predicted junction temperature. This application accurately restores the current true junction temperature of the power devices and predictively extrapolates future junction temperature changes, achieving early intervention in predictive temperature management, effectively eliminating the lag risk of over-temperature protection, and significantly improving the reliability of safety protection for power devices.

Description

Technical Field

[0001] This application relates to the field of temperature protection technology, and in particular to a temperature management method and device for a two-wheeled electric vehicle controller. Background Technology

[0002] In recent years, two-wheeled electric vehicles have become one of the mainstream means of transportation for short-distance travel due to their advantages such as convenience, environmental friendliness, and economy, and their market share has continued to rise. As the brain and power hub of the entire vehicle, the controller of a two-wheeled electric vehicle generates huge heat losses during the conversion of large phase current output by its internal power devices (such as MOSFET power chips). If heat dissipation is not timely or effective temperature management is lacking, the power devices will overheat, leading to serious safety accidents such as thermal breakdown, burnout, or even the entire vehicle catching fire.

[0003] In current technology, the common temperature management scheme for two-wheeled electric vehicle controllers is a combination of hardware temperature measurement and simple threshold comparison. Specifically, one or more negative temperature coefficient thermistors (NTCs) are usually mounted on the printed circuit board (PCB) of the two-wheeled electric vehicle controller or close to the heat sink of the power device. During the operation of the two-wheeled electric vehicle, the NTC temperature is collected in real time. When the collected NTC temperature reaches a fixed threshold, the hardware over-temperature protection is directly triggered, causing the two-wheeled electric vehicle to slow down for natural heat dissipation.

[0004] Therefore, current temperature management technology relies on the collected NTC temperature, which cannot accurately reflect the actual junction temperature inside the power device. Furthermore, it is a reactive mechanism that is prone to serious lag in over-temperature protection, resulting in low reliability of safety protection for power devices. Summary of the Invention

[0005] To address the aforementioned issues, this application provides a temperature management method and apparatus for a two-wheeled electric vehicle controller. This method accurately restores the current true junction temperature of the power devices and predictively extrapolates future junction temperature changes, enabling proactive predictive temperature management. This effectively eliminates the lag risk of over-temperature protection and significantly improves the reliability of safety protection for the power devices.

[0006] The embodiments of this application disclose the following technical solutions: In a first aspect, embodiments of this application provide a temperature management method for a two-wheeled electric vehicle controller, comprising: Acquire multiple operating data streams; wherein, the multiple operating data streams include: negative temperature coefficient thermistor (NTC) temperature and peak phase current; Based on the peak phase current, calculate the actual power loss of the controller's power devices; Based on the actual power loss, the NTC temperature is corrected to the first predicted junction temperature of the power device using a preset thermal coupling model; wherein, the first predicted junction temperature is the predicted junction temperature of the power device at the current moment, and the thermal coupling model represents that the first predicted junction temperature is obtained based on the NTC temperature, combined with the target temperature difference, the actual power loss, the equivalent thermal resistance from the junction to the casing, and the delay response compensation term. Based on the first predicted junction temperature, the preset prediction time window, and the average power loss and effective heat capacity of the power device, a second predicted junction temperature corresponding to the prediction time window is obtained; wherein, the second predicted junction temperature is the predicted junction temperature of the power device after the prediction time window has passed at the current time. Based on the second predicted junction temperature, the controller is subjected to temperature protection.

[0007] In one possible implementation, the step of correcting the NTC temperature to the first predicted junction temperature of the power device based on the actual power loss using a preset thermal coupling model includes: A first temperature difference is obtained based on the actual power loss and the equivalent thermal resistance from the junction to the casing; wherein the first temperature difference is the product of the actual power loss and the equivalent thermal resistance from the junction to the casing. By using a preset thermal coupling model, the NTC temperature, the target temperature difference, the temperature difference between the junction and the casing, and the delay response compensation term are superimposed to obtain the first predicted junction temperature of the power device.

[0008] In one possible implementation, the delay response compensation term includes: a first delay compensation term and a second delay compensation term; wherein, the first delay compensation term is the product of the derivative of NTC temperature with respect to time and the thermal response time constant corresponding to the negative temperature coefficient thermistor, and the derivative of NTC temperature with respect to time is obtained by differential calculation based on historically acquired NTC temperature, currently acquired NTC temperature and time interval; wherein, the second delay compensation term is the product of a second temperature difference and a preset delay compensation coefficient, and the second temperature difference is the product of the difference between real-time power loss and average power loss, the equivalent thermal resistance from the junction to the casing, and a preset empirical coefficient.

[0009] In one possible implementation, the multiplexing data further includes: the actual ambient temperature; the target temperature difference is the difference between the surface temperature of the power device's casing and the NTC temperature, and the target temperature difference is obtained as follows: Based on the actual ambient temperature, the preset base temperature difference is adjusted using a preset adjustment function to obtain the target temperature difference; wherein, the preset adjustment function indicates that the actual ambient temperature and the target temperature difference are positively correlated, and the preset base temperature difference is the difference between the surface temperature of the power device casing and the NTC temperature set at the preset ambient temperature.

[0010] In one possible implementation, obtaining the second predicted junction temperature corresponding to the predicted time window based on the first predicted junction temperature, a preset prediction time window, and the average power loss and effective heat capacity of the power device includes: Based on the average power loss of the power device and a preset prediction time window, the predicted heat generated by the power device within the prediction time window is determined; wherein, the predicted heat generated is the product of the average power loss and the prediction time window; Based on the predicted heat generation and the effective heat capacity of the power device, the predicted temperature rise of the power device within the predicted time window is obtained; wherein, the predicted temperature rise is the ratio between the predicted heat generation and the effective heat capacity. The first predicted junction temperature is added to the predicted temperature rise to obtain the second predicted junction temperature corresponding to the predicted time window.

[0011] In one possible implementation, the multi-channel operating data further includes: the driving status data of the two-wheeled electric vehicle, and the temperature protection of the controller based on the second predicted junction temperature includes: Based on the driving status data of the two-wheeled electric vehicle, determine whether the two-wheeled electric vehicle is in a climbing condition. When the two-wheeled electric vehicle is in a non-climbing condition, the controller is temperature protected based on the second predicted junction temperature and a first temperature threshold corresponding to the non-climbing condition. When the two-wheeled electric vehicle is in a climbing condition, the controller is protected by a second temperature threshold corresponding to the climbing condition, based on the second predicted junction temperature; wherein the second temperature threshold is greater than the first temperature threshold.

[0012] In one possible implementation, the first temperature threshold includes: a first protection threshold, a second protection threshold, and a third protection threshold that increase sequentially; the step of providing temperature protection to the controller based on the second predicted junction temperature and using the first temperature threshold corresponding to the non-climbing condition when the two-wheeled electric vehicle is in a non-climbing operating condition includes: When the two-wheeled electric vehicle is in a non-climbing condition, if the second predicted junction temperature is greater than or equal to the first protection threshold and the second predicted junction temperature is less than the second protection threshold, the controller will perform a first-level power reduction and current limiting. If the second predicted junction temperature is greater than or equal to the second protection threshold, and the second predicted junction temperature is less than the third protection threshold, the controller performs a second-amplitude power reduction current limiting; wherein the second amplitude is greater than the first amplitude. If the second predicted junction temperature is greater than or equal to the third protection threshold, the controller is controlled to stop outputting.

[0013] In one possible implementation, the second temperature threshold includes: a fourth protection threshold, a fifth protection threshold, and a sixth protection threshold that increase sequentially; wherein the fourth protection threshold is greater than the first protection threshold, the fifth protection threshold is greater than the second protection threshold, and the sixth protection threshold is greater than the third protection threshold; when the two-wheeled electric vehicle is in a climbing condition, based on the second predicted junction temperature, temperature protection is provided to the controller using the second temperature threshold corresponding to the climbing condition, including: When the two-wheeled electric vehicle is in a climbing condition, if the second predicted junction temperature is greater than or equal to the fourth protection threshold and the second predicted junction temperature is less than the fifth protection threshold, the controller performs a third level of power reduction and current limiting; wherein the third level is less than the first level. If the second predicted junction temperature is greater than or equal to the fifth protection threshold, and the second predicted junction temperature is less than the sixth protection threshold, the power reduction current limiting of the controller is delayed for a fourth magnitude; wherein the fourth magnitude is less than the second magnitude, and the fourth magnitude is greater than the third magnitude; If the second predicted junction temperature is greater than or equal to the sixth protection threshold, the controller is controlled to output intermittently, and the peak phase current output by the controller is limited to not exceeding the preset base sustaining phase current, so that the two-wheeled electric vehicle enters limp mode.

[0014] In one possible implementation, the method further includes: The instrument panel of the two-wheeled electric vehicle displays prompts corresponding to temperature protection actions; the temperature protection actions include: power reduction and current limiting, stopping output, and intermittent output.

[0015] Secondly, embodiments of this application provide a temperature management device for a two-wheeled electric vehicle controller, comprising: The data acquisition module is used to acquire multiple operating data from the controller; wherein, the multiple operating data includes: the temperature of the negative temperature coefficient thermistor (NTC) and the peak phase current; A power calculation module is used to calculate the actual power loss of the power devices of the controller based on the peak phase current. The first prediction module is used to correct the NTC temperature to the first predicted junction temperature of the controller based on the actual power loss and through a preset thermal coupling model; wherein, the first predicted junction temperature is the predicted junction temperature of the power device at the current moment, and the thermal coupling model represents that the first predicted junction temperature is obtained based on the NTC temperature, combined with the target temperature difference, the actual power loss, the equivalent thermal resistance from the junction to the casing, and the delay response compensation term. The second prediction module is used to obtain a second predicted junction temperature corresponding to the prediction time window based on the first predicted junction temperature, a preset prediction time window, and the average power loss and effective heat capacity of the power device; wherein, the second predicted junction temperature is the predicted junction temperature of the power device after the prediction time window has passed at the current time. A temperature protection module is used to provide temperature protection for the controller based on the second predicted junction temperature.

[0016] Beneficial effects: First, the actual power loss of the power device is accurately calculated based on the peak phase current. Then, the NTC acquisition temperature is corrected by a preset thermal coupling model to obtain the first predicted junction temperature of the power device, accurately restoring the current true junction temperature state of the power device. Based on this, the second predicted junction temperature at future moments is deduced by combining the average power loss, effective heat capacity and preset prediction time window. Finally, temperature protection is executed based on the forward-looking junction temperature prediction results, thereby realizing predictive temperature management with early intervention. This effectively eliminates the lag risk of traditional solutions relying on measured temperature to trigger protection, and significantly improves the reliability of safety protection for power devices. Attached Figure Description

[0017] To more clearly illustrate the technical solutions in the embodiments of this application or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0018] Figure 1 A schematic flowchart illustrating a temperature management method for a two-wheeled electric vehicle controller provided in an embodiment of this application; Figure 2 A schematic diagram of the second predicted junction temperature calculation provided in an embodiment of this application; Figure 3 A schematic diagram illustrating the temperature protection method corresponding to non-climbing conditions provided in the embodiments of this application; Figure 4A schematic diagram of a temperature protection method corresponding to climbing conditions provided in an embodiment of this application; Figure 5 This is a schematic diagram of the structure of a temperature management device for a two-wheeled electric vehicle controller provided in an embodiment of this application. Detailed Implementation

[0019] As described earlier, the power devices inside the controller of a two-wheeled electric vehicle generate significant heat loss during the conversion of large-phase current output. Furthermore, the junction temperature of the power devices is a core parameter that determines the performance limits and lifespan of the controller. Excessively high junction temperatures will accelerate device aging, shorten insulation life, and in severe cases, lead to thermal breakdown and permanent controller failure. On the other hand, overly conservative temperature protection will limit the controller's power output and prevent the devices from reaching their full performance potential.

[0020] In current technology, there is a type of temperature management scheme for two-wheeled electric vehicle controllers that is a passive power reduction scheme. Specifically, it does not set up dedicated temperature detection and protection logic, but relies entirely on the positive temperature coefficient physical characteristics of the power device itself to achieve temperature control. When the temperature of the power device rises, its conduction resistance increases accordingly, and the output phase current naturally decreases under the same voltage conditions, thereby passively reducing the output power and suppressing the temperature rise. However, the temperature management process of this type of scheme is completely uncontrollable, and it cannot accurately guarantee the safety boundary of the device, nor can it guarantee the stability of the power output.

[0021] Consequently, the most common temperature management solution has emerged, which combines hardware temperature measurement with simple threshold comparison. Specifically, NTCs are mounted near the controller PCB and power devices. The temperature of the NTCs is collected and indirectly represents the junction temperature of the power devices. A fixed temperature threshold is preset. When the collected NTC temperature exceeds the fixed temperature threshold, a protection action of reducing power or cutting off power output is directly executed to forcibly limit heat generation.

[0022] However, the collected NTC temperature (i.e., the temperature measured by the NTC) cannot reflect the true junction temperature inside the power device, resulting in significant temperature errors and severe response delays. Physically, due to the inherent equivalent thermal resistance and thermal response time delay during heat conduction from the junction region (heat source center) inside the power device to the NTC sensor on the external PCB board or heat dissipation accessory, when a two-wheeled electric vehicle faces transient large phase current surges such as rapid acceleration, heavy loads, or hill climbing, the internal junction temperature often instantly spikes to a dangerous critical point, while the temperature collected by the external NTC remains within a safe range.

[0023] Furthermore, current temperature management solutions are reactive mechanisms that rely solely on fixed temperature thresholds as triggering conditions. They lack the ability to predict future temperature trends, and the NTC temperature cannot reflect the actual junction temperature inside the power device. This reactive mechanism can easily lead to a significant delay in actual over-temperature protection actions. Often, irreversible thermal damage has already occurred inside the power device when protection is triggered, resulting in extremely low reliability of safety protection for the power device.

[0024] This application provides a temperature management method for a two-wheeled electric vehicle controller, comprising: acquiring multiple operating data streams; calculating the actual power loss of the controller's power devices based on peak phase current; correcting the NTC temperature to a first predicted junction temperature of the power devices based on the actual power loss using a preset thermal coupling model; obtaining a second predicted junction temperature corresponding to the predicted time window based on the first predicted junction temperature, a preset prediction time window, and the average power loss and effective heat capacity of the power devices; and performing temperature protection on the controller based on the second predicted junction temperature. This application accurately restores the current true junction temperature of the power devices and predictively extrapolates future junction temperature changes, achieving early intervention in predictive temperature management, effectively eliminating the lag risk of over-temperature protection, and significantly improving the reliability of safety protection for power devices.

[0025] To enable those skilled in the art to better understand the present application, the technical solutions in the embodiments of the present application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present application, and not all embodiments. Based on the embodiments in the present application, all other embodiments obtained by those of ordinary skill in the art without creative effort are within the scope of protection of the present application.

[0026] The collection and processing of relevant data (including but not limited to experimental data, test data, simulation data, user data, etc.) involved in this application shall strictly comply with the requirements of national laws and regulations when applied in the following embodiments, obtain the informed consent or separate consent of the subject obtaining the data information, and carry out data use and processing within the scope of laws and regulations and the authorization of the subject.

[0027] Method Implementation Examples: The following is combined Figures 1-4 This application provides a detailed description of a temperature management method for a two-wheeled electric vehicle controller, as provided in the embodiments of this application.

[0028] like Figure 1 As shown in the figure, the temperature management method for a two-wheeled electric vehicle controller provided in this application includes the following steps: S101, Obtain multi-channel running data.

[0029] Among them, multi-channel operation data refers to multi-dimensional operation data related to the thermal state of power devices, vehicle operating conditions, and external environment, which are collected in real time through various sensors and sampling circuits deployed inside or outside the controller.

[0030] Among them, the multi-channel operating data includes at least: the temperature of the negative temperature coefficient thermistor (NTC) and the peak phase current.

[0031] A negative temperature coefficient thermistor (NTC) is a type of semiconductor thermistor whose resistance decreases non-linearly with increasing temperature. NTC temperature refers to the real-time temperature value at the installation location, calculated by measuring the resistance of the NTC.

[0032] Phase current refers to the instantaneous phase current flowing through each phase winding of the three-phase winding of the brushless motor in a two-wheeled electric vehicle. Peak phase current refers to the maximum instantaneous value that the phase current can reach within one PWM (Pulse Width Modulation) cycle or electrical cycle, representing the upper limit of the instantaneous phase current output by the controller at the current moment.

[0033] In one possible implementation, the multiplexing data also includes: the actual ambient temperature.

[0034] The actual ambient temperature refers to the air temperature of the external atmosphere where the two-wheeled electric vehicle controller is located, that is, the natural ambient temperature outside the controller housing, which is the core data affecting the controller's heat dissipation efficiency.

[0035] In one possible implementation, the multi-channel operational data also includes: driving status data of the two-wheeled electric vehicle. Driving status data refers to multi-dimensional parameters characterizing the current dynamic level, driving motion state, and vehicle posture of the two-wheeled electric vehicle. For example, operational status data may include: throttle opening, driving speed, output phase current, remaining battery power, gyroscope pitch angle, etc.

[0036] S102. Based on the peak phase current, calculate the actual power loss of the controller's power devices.

[0037] In this context, power devices refer to the core power electronic semiconductor switching components in the controller of a two-wheeled electric vehicle, used to realize high-power electrical energy conversion, control, and transmission. They are the physical hub connecting the power battery (power source) and the drive motor (load). For example, power devices can be metal-oxide-semiconductor field-effect transistors (MOSFETs), insulated-gate bipolar transistors (IGBTs), silicon carbide (SiC) transistors, or gallium nitride (GaN) transistors, etc.

[0038] The actual power loss refers to the electrical power that the power device fails to convert into mechanical energy of the motor during operation and is instead dissipated as heat. This is the direct physical heat source that causes the junction temperature of the power device to rise.

[0039] Specifically, the actual power loss of a power device is the sum of its conduction loss and switching loss, i.e., actual power loss = conduction loss + switching loss. Conduction loss refers to the power loss generated when the power device is in a stable conducting state, caused by the current flowing through the internal resistance of the device. Switching loss refers to the power loss generated during the dynamic switching process of the power device, where the voltage across the device and the current flowing through it overlap.

[0040] Specifically, based on the peak phase current, the effective value of the phase current is calculated; based on the effective value of the phase current, the conduction loss power and switching loss power of the power device are calculated, thereby obtaining the actual power loss of the power device.

[0041] The effective value of phase current refers to a physical quantity defined from the perspective of the equivalent thermal effect of phase current. It refers to the value of the DC phase current when the heat generated by the alternating phase current within a complete electrical cycle is equal to the heat generated by a DC phase current. Specifically, the effective value of phase current = peak phase current / √2 ≈ peak phase current × 0.707.

[0042] For the conduction loss power of a power device, when the device is fully turned on, the conduction loss power is the product of the square of the effective value of the phase current and the on-resistance of the power device. For example, assuming the on-resistance of the power device is 4mΩ (a standard setting for power devices, derived from the official datasheet published by the power device manufacturer), and the effective value of the phase current is 10A, then the conduction loss power of this power device = 10mΩ. 2 ×0.004=0.4W.

[0043] It should be noted that the on-resistance of power devices changes with the actual ambient temperature, which is also recorded in the official datasheets published by the power device manufacturers. When the acquired multi-channel operating data includes the actual ambient temperature, the on-resistance of the power device can be determined from the official datasheet based on the actual ambient temperature.

[0044] For the switching power loss of a power device, under the standard bus voltage setting, the switching power loss is the product of the standard total energy consumption per switching cycle and the switching frequency. For example, assuming the power device operates under the standard bus voltage setting, the standard total energy consumption per switching cycle is 0.4 mJ (the standard setting for the power device, derived from the official datasheet published by the power device manufacturer), and the switching frequency is 10 kHz (a parameter configured by the controller itself, i.e., the inherent control parameter for generating the PWM drive signal), then the switching power loss of this power device = 0.0004 × 10000 = 4 W.

[0045] To make it easier to understand, the following example illustrates how to obtain the actual power loss of a power device.

[0046] Assuming the controller specifications are a bus voltage of 48V, a rated phase current of 30A, and a 6-transistor three-phase full-bridge MOSFET architecture (three high-bridge MOSFETs and three low-bridge MOSFETs), with one high-bridge MOSFET and one low-bridge MOSFET driving one phase, the six MOSFETs drive a three-phase (U, V, W phases) brushless motor. The official datasheet from the power device manufacturer states that each MOSFET has an on-resistance of 4mΩ, a total switching power consumption of 0.5mJ, and the inherent control parameters of the PWM drive signal generated by the controller are: a PWM switching frequency of 15kHz and a duty cycle of 0.7. Furthermore, the effective phase current is calculated to be 25A based on the obtained peak phase current, and the controller operates at a bus voltage of 48V.

[0047] The conduction loss power of each high-bridge MOSFET is 25. 2 ×0.004×(1-0.7)=0.75W; Conduction loss power of each lower-bridge MOSFET = 252×0.004×0.7=1.75W, Conduction loss power of each phase MOSFET = 2.5W, Conduction loss power of power device = 2.5×3=7.5W. Switching loss power of power device = 0.0005×15000×(48 / 48)=7.5W. Actual power loss of power device = 7.5+7.5=15W.

[0048] S103. Based on the actual power loss, the NTC temperature is corrected to the first predicted junction temperature of the power device through a preset thermal coupling model.

[0049] The first predicted junction temperature is the predicted junction temperature of the power device at the current moment. Specifically, the first predicted junction temperature refers to the predicted temperature of the junction region inside the power device at the current moment after eliminating physical conduction delay; it is a real-time calculation of the actual junction temperature inside the power device.

[0050] The thermal coupling model characterizes the first predicted junction temperature based on the NTC temperature, combined with the target temperature difference, actual power loss, equivalent thermal resistance from the junction to the case, and a delay response compensation term. Specifically, the thermal coupling model is a mathematical model established in advance through implementation calibration. It indicates that the first predicted junction temperature is obtained by superimposing the target temperature difference, actual power loss, the equivalent thermal resistance from the junction to the case, and a delay response compensation term onto the obtained external NTC temperature of the power device.

[0051] The target temperature difference refers to the inherent temperature difference between the casing temperature of the power device and the NTC temperature, reflecting the temperature rise of the junction relative to the NTC measuring point during heat conduction.

[0052] The equivalent thermal resistance from junction to case refers to the inherent thermal resistance of heat conduction from the junction of a power device to its package. It is typically expressed in °C / W. Specifically, the equivalent thermal resistance from junction to case is determined by the inherent characteristics of the power device (such as chip size, packaging process, and packaging materials), and is considered an inherent parameter of the power device.

[0053] The delayed response compensation term refers to the amount of compensation and correction that causes the temperature measurement result to lag behind the actual junction temperature change due to the delay caused by the NTC's own heat capacity and heat conduction path.

[0054] In one possible implementation, a first temperature difference is obtained based on the actual power loss and the equivalent thermal resistance from the junction to the casing. The NTC temperature, the target temperature difference, the temperature difference from the junction to the casing, and the delay response compensation term are superimposed through a preset thermal coupling model to obtain the first predicted junction temperature of the power device.

[0055] The first temperature difference is the product of the actual power loss and the equivalent thermal resistance from the junction to the casing.

[0056] In a two-wheeled electric vehicle controller, the heat conduction path from the power device to the NTC is as follows: the heat source is the junction region inside the power device (i.e., the junction region of the semiconductor chip). Heat is first conducted from the junction region to the device's casing. After reaching the casing, the heat is conducted to the PCB through the solder joints between the device pins and the PCB pads, then diffuses laterally through the PCB to the NTC's mounting location, and finally, the NTC senses the NTC's temperature. Furthermore, the heat conduction process is similar to phase current flowing through a series resistor. Each time heat passes through a physical medium (such as the packaging material, solder, or PCB), a certain temperature drop (i.e., temperature gradient) occurs due to the inherent equivalent thermal resistance of that medium. Moreover, heat conduction is not instantaneous but involves a significant response delay.

[0057] Therefore, in order to derive the first predicted junction temperature from the source by working backward from the NTC temperature at the very end, segmented reverse compensation must be performed along the heat conduction path: The first temperature difference refers to the heat conduction path from the junction to the case. This temperature difference is directly determined by the actual power loss and the equivalent thermal resistance from the junction to the case. The first temperature difference characterizes the temperature difference between the power device's junction and its case. For the heat conduction path from the case to the NTC, the target temperature difference characterizes the temperature difference between the power device's case temperature and the NTC temperature. A delay response compensation term is further introduced to correct the dynamic measurement lag error caused when heat has not been fully transferred to the NTC. Therefore, the NTC temperature is superimposed with the delay response compensation term to correct the NTC temperature to a real-time NTC temperature that eliminates the heat conduction time lag error. Then, the real-time NTC temperature is superimposed with the target temperature difference to obtain the predicted case temperature of the power device. Finally, the predicted case temperature of the power device is superimposed with the first temperature difference to obtain the first predicted junction temperature, thus achieving the correction of the NTC temperature to the first predicted junction temperature of the power device.

[0058] In this embodiment, a preset thermal coupling model is used to reverse-engineer the actual physical heat conduction path of NTC-casing-junction region. At the same time, dual compensation for conduction cooling and conduction delay is performed to eliminate the temperature measurement error caused by heat conduction time lag. Furthermore, the casing temperature and junction temperature are calculated step by step along the heat conduction path, completely eliminating the spatiotemporal distortion error inherent in traditional NTC surface temperature measurement, and obtaining the first predicted junction temperature of the power device. This ensures the accuracy of junction temperature prediction and achieves accurate prediction of the first predicted junction temperature of the power device with low or even zero delay.

[0059] To facilitate understanding, the following example, based on formula (1), will illustrate the preset thermal coupling model.

[0060] Tj ( t )= Tntc +Δ T G + P_loss ( t )× R_jh +Δ T comp (1)

[0061] in, Tj ( t The first predicted junction temperature is the current time. t Predicted junction temperature of power devices Tntc For NTC temperature, Δ T G The target temperature difference value. P_loss ( t () represents the actual power loss. R_jh Δ is the equivalent thermal resistance from the junction to the casing. T comp This is a compensation item for delayed response.

[0062] For example, suppose Tntc =60℃, Δ T G =5℃, P_loss =15W , R_jh =0.14°C / W, Δ T comp =3℃, then the first predicted junction temperature Tj ( t =60+5+15×0.14+3=70.1℃.

[0063] In one possible implementation, the delay response compensation term includes: a first delay compensation term and a second delay compensation term.

[0064] The first delay compensation term is the product of the NTC temperature derivative with respect to time and the thermal response time constant corresponding to the negative temperature coefficient thermistor. The NTC temperature derivative with respect to time is calculated by difference based on historically acquired NTC temperatures, currently acquired NTC temperatures, and time intervals. The thermal response time constant corresponding to the negative temperature coefficient thermistor is a fixed parameter of the NTC itself.

[0065] For the derivative of NTC temperature with respect to time, since it is not possible to directly calculate the continuous derivative in the underlying microprocessor of the two-wheeled electric vehicle, the derivative of NTC temperature with respect to time is obtained by subtracting the currently acquired NTC temperature from the historically acquired NTC temperature and taking the time interval between the two.

[0066] The thermal response time constant is the NTC temperature response speed, used to quantify the degree of lag in the NTC temperature response to the external heat source.

[0067] Specifically, because the NTC itself, its external package, thermal grease, and other media have heat capacity (absorbing heat takes time), when the ambient temperature rises, the NTC reading always lags behind the actual temperature reaching its surface. The faster the temperature rises, the greater this delay becomes. In this embodiment, a first delay compensation term is used to correct the NTC's own measurement delay.

[0068] To facilitate understanding, the first delay compensation term will be introduced below with an example based on formula (2).

[0069] (2)

[0070] Where, Δ T comp1 As the first delay compensation item, τntc The thermal response time constant corresponding to a negative temperature coefficient thermistor. This is the derivative of NTC temperature with respect to time.

[0071] For example, if the NTC thermal response time constant τntc = 5s and the NTC temperature derivative with respect to time = 1℃ / s, then the first delay compensation term Δ T comp1 =5×1=5℃.

[0072] The second delay compensation term is the product of the second temperature difference and a preset delay compensation coefficient. The second temperature difference is the product of the difference between the real-time power loss and the average power loss, the equivalent thermal resistance from the junction to the casing, and a preset empirical coefficient.

[0073] The average power loss is the average value of the real-time power loss of the power device within a preset historical sliding event window, representing the average heat generation level of the power device over a period of time.

[0074] The preset empirical coefficient is a dimensionless coefficient that is pre-calibrated by the overall heating time delay, so that the theoretically calculated dynamic additional temperature rise matches the actual dynamic temperature rise of the heat transfer path from the junction to the shell. The value range is usually 0~1.

[0075] Specifically, due to the thermal inertia of the heat conduction path from the junction to the casing, when the power loss fluctuates rapidly, the junction temperature of the power device changes instantaneously with the power loss. However, the casing has a larger heat capacity and its temperature change lags behind. That is, because the heat has not yet had time to be conducted to the casing, the local transient temperature of the junction will be much higher than the theoretical temperature calculated based on the average power. In the embodiments of this application, a second delay compensation term is used to correct the dynamic delay between the actual transient junction temperature and the external NTC temperature.

[0076] To facilitate understanding, the second delay compensation term will be introduced below with an example based on formula (3).

[0077] Δ T comp2 =( P_loss ( t )- P_loss_avg )× R_jh × γ (3)

[0078] Where, Δ T comp2 This is the second delay compensation item. P_loss ( t () represents the actual power loss of the power device. P_loss_ avg This represents the average power loss of the power device. R_jhThis is the equivalent thermal resistance from the junction to the casing. γ These are preset empirical coefficients.

[0079] For example, P_loss ( t )=15W, P_loss_avg =12W, R_jh =0.8℃ / W, γ =0.5, then the second delay compensation term Δ Tcomp 2 = (15-12) × 0.8 × 0.5 = 1.2℃.

[0080] Correspondingly, the preset thermal coupling model in this application embodiment is specifically shown in formula (4): (4) in, Tj ( t The first predicted junction temperature is the current time. t Predicted junction temperature of power devices Tntc For NTC temperature, Δ T G The target temperature difference value. P_loss ( t () represents the actual power loss. R_jh This is the equivalent thermal resistance from the junction to the casing. τntc The thermal response time constant corresponding to a negative temperature coefficient thermistor. This is the derivative of NTC temperature with respect to time. P_ loss_avg This represents the average power loss of the power device. γ These are preset empirical coefficients.

[0081] In this embodiment, the delay caused by the measurement delay of the NTC itself is corrected by the first delay compensation term, and the delay caused by the heat conduction path from the junction to the shell is corrected by the second delay compensation term. This completely breaks through the dual physical barriers of time lag and spatial obstruction inherent in traditional temperature measurement schemes, improves the accuracy of predicting the true junction temperature of power devices, and thus achieves zero-delay, high-precision prediction of the junction temperature of power devices, thereby improving the effectiveness of temperature management.

[0082] In one possible implementation, the multi-channel operating data also includes: the actual ambient temperature. The target temperature difference is the difference between the power device's casing surface temperature and the NTC temperature, which is typically a fixed value. To improve the accuracy of junction temperature prediction, it can be adjusted based on the actual ambient temperature. Specifically, the target ambient temperature difference is obtained as follows: Based on the actual ambient temperature, the preset base temperature difference is adjusted using a preset adjustment function to obtain the target temperature difference.

[0083] The preset adjustment function indicates a positive correlation between the actual ambient temperature and the target temperature difference. That is, the higher the actual ambient temperature, the greater the target temperature difference, and vice versa.

[0084] Specifically, when the actual ambient temperature is high, the temperature difference between the inside and outside air of the controller is extremely small. As a result, the convective heat dissipation efficiency inside the controller decreases significantly. Since the heat cannot be dissipated to the surrounding air quickly, the heat will accumulate more severely near the power device casing. This local high-density heat accumulation makes the local temperature gradient near the power device casing extremely steep, which further widens the temperature difference between the casing surface temperature and the NTC temperature at a certain distance.

[0085] The preset base temperature difference is the difference between the surface temperature of the power device casing and the NTC temperature, set at a preset ambient temperature.

[0086] For example, with a preset ambient temperature of 25°C, when the actual ambient temperature is 45°C, the increased thermal resistance of the dielectric and poorer convective heat dissipation lead to severe localized heat accumulation on the casing. In this case, a positive correlation preset adjustment function corrects the target temperature difference upwards to 13°C. Without this positive correlation correction, the system would still calculate based on 10°C, resulting in a lower predicted junction temperature. In harsh high-temperature environments, this could easily lead to underreporting of overheating and burn out the power transistor.

[0087] In this embodiment, a preset adjustment function positively correlated with the actual ambient temperature is introduced to dynamically adjust the base temperature difference and obtain the target temperature difference. This accurately compensates for the dielectric thermal resistance drift and convection heat dissipation efficiency attenuation caused by the ambient temperature, thereby further improving the accuracy of predicting the junction temperature of power devices.

[0088] S104. Based on the first predicted junction temperature, the preset prediction time window, and the average power loss and effective heat capacity of the power device, the second predicted junction temperature corresponding to the prediction time window is obtained.

[0089] The second predicted junction temperature is the predicted junction temperature of the power device after the current time has passed through the prediction time window. That is, starting from the current time, after passing through the preset prediction time window, the forward-looking predicted junction temperature of the power device is the prediction result of the junction temperature of the power device at a future time.

[0090] The preset prediction time window refers to the pre-set look-ahead prediction duration for junction temperature, which is the time interval from the current moment to the target prediction moment, measured in seconds (s). The preset prediction time window is a balance between prediction lead and prediction accuracy: the longer the window, the more sufficient the protection time, but the greater the prediction error; the shorter the window, the higher the accuracy, but the insufficient prediction lead.

[0091] The effective heat capacity of a power device refers to the equivalent physical parameter of the heat storage capacity of the junction region and adjacent thermal structures (chip substrate, solder layer, inner lead frame layer) of the power device chip, measured in J / ℃. Physically, it is defined as the amount of heat required to raise the junction temperature by 1℃. In the dynamic change of junction temperature, the effective heat capacity directly determines the rate of temperature rise under constant losses.

[0092] In one possible implementation, there are multiple preset prediction time windows. For each prediction time window, a second predicted junction temperature corresponding to that prediction time window is obtained. For example, assuming there are two preset prediction time windows, two second predicted junction temperatures are obtained, each corresponding to one of the two prediction time windows.

[0093] Furthermore, in order to cover overheating risk scenarios of varying urgency, three preset prediction time windows can be set: a short prediction time window, a medium prediction time window, and a long prediction time window. For each prediction time window, the corresponding second predicted junction temperature is calculated to form a multi-timescale junction temperature prediction result.

[0094] Among them, the short forecast time window has the shortest duration, typically ranging from 1 to 5 seconds, and is used to predict the risk of a near-instantaneous temperature surge; the medium forecast time window has a moderate duration, typically ranging from 5 to 30 seconds, and is used to predict short-term temperature rise trends; the long forecast time window has the longest duration, typically ranging from 30 to 120 seconds, and is used to predict medium- and long-term temperature rise trends.

[0095] To make it easier to understand, the following will be combined with... Figure 2 This section details how to obtain the second predicted junction temperature.

[0096] S201. Based on the average power loss of the power device and the preset prediction time window, determine the predicted heat generated by the power device within the prediction time window.

[0097] The predicted heat generation refers to the total accumulated heat energy generated within a preset prediction time window, assuming that the power device continues to generate heat at the current average power loss. The unit is joules (J).

[0098] Specifically, the predicted heat generation is the product of the average power loss and the prediction time window. That is, the predicted heat generation... Q_pred = P_loss_avg ×△ t , P_loss_avg The average power loss is Δt, which is the preset prediction time window.

[0099] For example, assuming the average power loss is 12W and the prediction time window is 3s, the predicted heat generated is 12×3=36J.

[0100] S202. Based on the predicted heat generation and the effective heat capacity of the power device, the predicted temperature rise of the power device within the predicted time window is obtained.

[0101] The predicted temperature rise refers to the theoretical increase in junction temperature after all predicted heat is absorbed by the junction within the predicted time window, expressed in °C.

[0102] Specifically, the predicted temperature rise is the ratio between the predicted heat generated and the effective heat capacity. That is, the predicted temperature rise Δ... T_pred = Q_pred / C_eff , Q_pred To predict the heat generated, C_eff This represents the effective heat capacity of the power device.

[0103] For example, assuming the predicted heat generation is 36J, the effective heat capacity of the power device is 6J / ℃, and the predicted temperature rise is 36 / 6=6℃.

[0104] S203. Add the first predicted junction temperature to the predicted temperature rise to obtain the second predicted junction temperature corresponding to the predicted time window.

[0105] Specifically, the second predicted junction temperature = the first predicted junction temperature + the predicted temperature rise. For example, assuming the first predicted junction temperature is 118℃ and the predicted temperature rise is 6℃, then the second predicted junction temperature corresponding to the predicted time window is 118 + 6 = 124℃.

[0106] Depend on Figure 2 The flowchart for calculating the second predicted junction temperature shown shows that the second predicted junction temperature corresponding to the prediction time window is obtained by the following formula (5): Tj ( t +△ t )= Tj ( t )+( P_loss_avg ×△ t ) / C_eff (5) Among them, △ t To predict the time window, Tj ( t +△ t () represents the second predicted junction temperature corresponding to the predicted time window. Tj ( t () represents the first predicted junction temperature of the power device. P_loss_avg This represents the average power loss of the power device. C_eff This represents the effective heat capacity of the power device.

[0107] The above combination Figure 2The following section details how the second predicted junction temperature is obtained in the embodiments of this application. Figure 1 This application provides a detailed description of a temperature management method for a two-wheeled electric vehicle controller, as provided in the embodiments of this application.

[0108] S105. Based on the second predicted junction temperature, perform temperature protection on the controller.

[0109] Specifically, by using the second predicted junction temperature within a preset time window, the controller's temperature protection can be proactively implemented. This allows for the early identification of impending over-temperature risks, enabling temperature protection operations to be performed in advance within a safe time window before the danger occurs. Furthermore, it provides a response mechanism for various temperature protection operations, achieving predictive temperature management with early intervention and avoiding the delayed over-temperature protection risks caused by the passive response mechanism in current technologies.

[0110] In one possible implementation, the multi-channel operating data further includes: driving status data of the two-wheeled electric vehicle; determining whether the two-wheeled electric vehicle is in a climbing condition based on the driving status data; when the two-wheeled electric vehicle is not in a climbing condition, providing temperature protection for the controller based on a second predicted junction temperature and a first temperature threshold corresponding to the non-climbing condition; when the two-wheeled electric vehicle is in a climbing condition, providing temperature protection for the controller based on a second predicted junction temperature and a second temperature threshold corresponding to the climbing condition; wherein the second temperature threshold is greater than the first temperature threshold.

[0111] The driving status data includes all data used to determine the operating condition of the two-wheeled electric vehicle. Specifically, the driving status data includes: throttle opening, driving speed, phase current, battery level, gyroscope pitch angle, navigation slope indicator, etc.

[0112] The hill-climbing condition refers to the condition in which a two-wheeled electric vehicle is traveling uphill. Typical characteristics include high motor output torque, consistently high phase current, and relatively low motor speed. Hill-climbing conditions are usually limited in duration and represent short-term, high-intensity operation. Power devices are allowed to briefly approach their rated temperature limits without affecting long-term reliability.

[0113] Specifically, the electric vehicle is determined to be in a climbing condition when the vehicle battery is not low, the throttle opening is at its maximum value, and the driving speed is below a preset speed threshold. Alternatively, the electric vehicle is determined to be in a climbing condition when the phase current is greater than a preset proportion of the rated phase current value and the duration is greater than a preset duration (e.g., 5 seconds). Alternatively, the electric vehicle is determined to be in a climbing condition when the gyroscope pitch angle is greater than a preset angle; or, the navigation slope indicator is used to determine whether the electric vehicle is in a climbing condition. It should be noted that any one of the above identification methods can be used to identify the climbing condition, or a combination of two or more of the above methods can be used.

[0114] Correspondingly, the determination of exiting the climbing mode follows the reverse determination logic that matches the entry conditions. When the corresponding climbing determination conditions are no longer met and the preset anti-shake duration is maintained, the vehicle can be determined to exit the climbing mode and switch back to the non-climbing protection logic: If entry is determined by electric drive operating characteristics, the climbing mode is determined to exit when the throttle opening drops below the maximum value, the driving speed rises above the preset vehicle speed threshold, or the phase current drops below the preset ratio of the rated phase current and remains below the preset duration; if entry is determined by gyroscope attitude, the climbing mode is determined to exit when the vehicle pitch angle drops below the preset angle and remains stable; if entry is determined by navigation slope information, the climbing mode is determined to exit when the vehicle leaves the section marked with the slope; when multiple methods are used for comprehensive determination, the mode switching is only completed after all triggered climbing determination conditions are not met and the preset anti-shake duration is maintained, in order to avoid frequent changes in mode caused by road bumps and instantaneous load fluctuations, and to ensure the stability of the temperature protection strategy.

[0115] The first temperature threshold corresponds to the over-temperature protection trigger threshold under non-climbing conditions and serves as the basis for judging the second predicted junction temperature. The second temperature threshold corresponds to the over-temperature protection trigger threshold under climbing conditions. The second temperature threshold is higher than the first temperature threshold. Under the premise of not exceeding the maximum allowable junction temperature of the power device and not causing permanent damage to the device, the temperature protection trigger conditions are appropriately relaxed to extend the full power output time under climbing scenarios and ensure the riding power experience.

[0116] To make it easier to understand, the following will be combined with... Figure 3 and Figure 4 The temperature protection implementation methods for non-climbing and climbing operating conditions are introduced respectively.

[0117] like Figure 3 As shown, when the two-wheeled electric vehicle is not in a climbing condition, the first temperature threshold includes: a first protection threshold, a second protection threshold, and a third protection threshold, which increase sequentially, i.e., the first protection threshold < the second protection threshold < the third protection threshold. For example, the first protection threshold T_th1 = maximum junction temperature T_jmax × 85%, the second protection threshold T_th2 = maximum junction temperature T_jmax × 90%, and the third protection threshold T_th3 = maximum junction temperature T_jmax × 95%.

[0118] like Figure 3 As shown, if the second predicted junction temperature is greater than or equal to the first protection threshold and the second predicted junction temperature is less than the second protection threshold, the controller performs a first-amplitude power reduction current limit.

[0119] When the first protection threshold is less than or equal to the second predicted junction temperature and less than the second protection threshold, it indicates that this stage is the temperature rise warning stage. A small-amplitude current limiting strategy is adopted, that is, the upper limit of the output phase current is reduced slightly. While suppressing the temperature rise rate, the riding power is preserved to the maximum extent, so as to avoid the user experiencing obvious power loss.

[0120] Specifically, the power reduction and current limiting operation adopts a smooth transition method, and the power reduction curve of the smooth transition is shown in formula (6): I_out = I_max ×(1- k 1×sigmoid(( Tj ( t +△ t )- T_th 1) / τ_s )) (6) in, I_out This refers to the maximum allowable phase current after power reduction and current limiting. I_max This is the rated maximum phase current without power reduction; Tj ( t +△ t () represents the second predicted junction temperature; T_th 1 represents the first protection threshold; τ_s This is the preset smoothing coefficient; k 1 represents the power reduction amplitude coefficient for the first amplitude (0 < 1). k 1 < 1).

[0121] The power reduction and current limiting operation adopts a smooth transition method, which can avoid the jerking of the vehicle body caused by the sudden change in power, improve the riding smoothness and handling experience, reduce the instantaneous electrical stress and thermal cycling shock on the power devices, delay device aging and extend service life, and at the same time avoid the protection action from frequently switching in and out when the temperature fluctuates slightly near the threshold, effectively reducing the risk of system oscillation and improving operational stability.

[0122] like Figure 3 As shown, if the second predicted junction temperature is greater than or equal to the second protection threshold and less than the third protection threshold, the controller performs a second-amplitude power reduction current limiting. The second amplitude is greater than the first amplitude.

[0123] When the second protection threshold ≤ the second predicted junction temperature < the third protection threshold, it indicates that this stage is the temperature rise control stage. A medium-amplitude current limiting strategy is adopted to significantly reduce output power and device losses, quickly curb the rising junction temperature trend, and balance device thermal safety and basic riding power requirements.

[0124] like Figure 3 As shown, if the second predicted junction temperature is greater than or equal to the third protection threshold, the controller stops outputting.

[0125] When the third protection threshold is less than or equal to the second predicted junction temperature, this indicates that the stage is the limit protection stage. By cutting off the power output, the heat source is completely blocked, preventing the junction temperature of the power devices from exceeding the rated limit and causing permanent damage, thus ensuring the safety of the controller hardware. Since it is not a climbing operation, the power output can be cut off directly, eliminating the safety risks such as vehicle rolling backward or loss of control caused by a sudden power interruption during climbing. In non-climbing scenarios, the vehicle is mostly cruising on flat roads or riding downhill. After cutting off the power output, the vehicle can rely on inertia to smoothly coast and decelerate, with a controllable impact on the riding experience. It prioritizes the thermal safety of the power devices without introducing additional safety hazards, avoiding permanent damage to the devices due to continuous exceeding of the junction temperature limit.

[0126] It should be noted that if there are multiple preset time windows, the temperature protection threshold judgment will be performed independently for the second predicted junction temperature corresponding to each predicted time window.

[0127] like Figure 4 As shown, when a two-wheeled electric vehicle is climbing a hill, the second temperature threshold includes: a fourth protection threshold, a fifth protection threshold, and a sixth protection threshold, which increase sequentially, i.e., the fourth protection threshold < the fifth protection threshold < the sixth protection threshold. Furthermore, the fourth protection threshold is greater than the first protection threshold, the fifth protection threshold is greater than the second protection threshold, and the sixth protection threshold is greater than the third protection threshold.

[0128] For example: the fourth protection threshold T_th4 = maximum junction temperature T_jmax × 90%, the fifth protection threshold T_th5 = maximum junction temperature T_jmax × 95%, and the sixth protection threshold T_th6 = maximum junction temperature T_jmax × 100%.

[0129] Specifically, the second temperature threshold for ramping conditions is higher than the first temperature threshold for the corresponding non-ramping conditions. Ramping conditions are usually limited in duration, and power devices can withstand higher junction temperatures for short periods without exceeding rated limits or causing permanent damage. By raising the overall protection trigger threshold, the duration of full-power output in ramping scenarios can be effectively extended, avoiding the problem of insufficient ramping power caused by premature current limiting in traditional fixed threshold solutions.

[0130] like Figure 4 As shown, if the second predicted junction temperature is greater than or equal to the fourth protection threshold and less than the fifth protection threshold, the controller performs a third level of power reduction and current limiting; wherein the third level is less than the first level. For example, the first level is 20%~30%, while the third level is reduced to 10%~15%.

[0131] When the fourth protection threshold is less than or equal to the second predicted junction temperature and less than the fifth protection threshold, a milder, smaller current limiting strategy is adopted, which only slightly narrows the upper limit of the output current. This suppresses the rate of temperature rise while maximizing the retention of the output torque required for climbing, thus avoiding premature power attenuation that could affect the climbing ability.

[0132] like Figure 4 As shown, if the second predicted junction temperature is greater than or equal to the fifth protection threshold and the second predicted junction temperature is less than the sixth protection threshold, the power reduction current limiting of the controller is delayed for the fourth amplitude; wherein the fourth amplitude is less than the second amplitude and the fourth amplitude is greater than the third amplitude.

[0133] When the fifth protection threshold is less than or equal to the second predicted junction temperature and less than the sixth protection threshold, the controller is subjected to a fourth level of power reduction and current limiting after a preset delay. This only slightly narrows the upper limit of the output current. The added delay judgment stage can filter out the brief temperature surge caused by instantaneous load fluctuations during the climbing process, thus avoiding false triggering of protection actions. At the same time, a moderate to weak current limiting amplitude is adopted to maintain the basic climbing power while controlling the temperature rise, taking into account both the thermal safety of power devices and the riding experience.

[0134] like Figure 4 As shown, if the second predicted junction temperature is greater than or equal to the sixth protection threshold, the controller will output intermittently and limit the peak phase current output by the controller to no greater than the preset base sustaining phase current, so that the two-wheeled electric vehicle enters limp mode.

[0135] When the sixth protection threshold is less than or equal to the second predicted junction temperature, unlike the direct shutdown strategy in non-climbing conditions, the average power loss is reduced by intermittent output in climbing conditions to curb the junction temperature from rising further. At the same time, the basic sustaining current is retained to provide a minimum driving power, which can avoid the risk of the vehicle rolling backward and losing control of the rider due to complete power interruption. This ensures that the rider can complete the climb at a low speed or stop in a safe area, thus taking into account riding safety under the premise of extreme protection.

[0136] The above combination Figure 3 and Figure 4 The temperature protection implementation methods for non-climbing and climbing operating conditions are introduced separately. The following will continue to discuss these methods. Figure 1 This application provides a detailed description of a temperature management method for a two-wheeled electric vehicle controller, as provided in the embodiments of this application.

[0137] In one possible implementation, the instrument panel of the two-wheeled electric vehicle displays a prompt message corresponding to the temperature protection action; wherein the temperature protection action includes: power reduction and current limiting, stopping output, and intermittent output.

[0138] Specifically, leveraging the navigation projection function widely available on the dashboards of two-wheeled electric vehicles, the controller establishes a communication connection with the dashboard. Combining forward-looking slope information from the navigation route with real-time junction temperature status of power devices, it achieves tiered human-machine interactive early warnings. It displays prompts corresponding to temperature protection actions, such as icons corresponding to power reduction and current limiting, output stoppage, and intermittent output.

[0139] Furthermore, the instrument panel can display more human-machine interaction warning information. For example, when a slope of ≥8% is detected ahead and the continuous slope distance is ≥200m, and the current first predicted junction temperature is higher than 80% of the first protection threshold, the first level of power reduction and current limiting is triggered; when the vehicle is 500m away from the slope, a full-screen prompt "Uphill ahead, motor temperature is high, it is recommended to slow down in advance" is displayed on the instrument panel; during the uphill operation, the controller transmits the first predicted junction temperature to the instrument panel in real time, and a permanent temperature icon with a "temperature rise" label is displayed in the lower right corner of the navigation interface; during the uphill operation, when the fourth level of power reduction and current limiting is implemented, the controller sends a load reduction signal to the instrument panel, and the screen simultaneously displays the prompt "Power reduced, do not accelerate suddenly uphill". All prompts disappear automatically after the vehicle leaves the slope, realizing advance warning of temperature risk and synchronization of the status throughout the entire driving process.

[0140] This application provides a temperature management method for a two-wheeled electric vehicle controller, including: acquiring multiple operating data streams; calculating the actual power loss of the controller's power devices based on peak phase current; correcting the NTC temperature to a first predicted junction temperature of the power devices based on the actual power loss using a preset thermal coupling model; obtaining a second predicted junction temperature corresponding to the predicted time window based on the first predicted junction temperature, a preset prediction time window, and the average power loss and effective heat capacity of the power devices; and performing temperature protection on the controller based on the second predicted junction temperature. This application first accurately calculates the actual power loss of the power devices based on peak phase current, then corrects the NTC temperature using a preset thermal coupling model to obtain the first predicted junction temperature of the power devices, accurately restoring the current true junction temperature state of the power devices. Based on this, the second predicted junction temperature at a future time is deduced by combining the average power loss, effective heat capacity, and the preset prediction time window. Finally, temperature protection is executed based on the forward-looking junction temperature prediction result, thereby achieving predictive temperature management with early intervention. This effectively eliminates the lag risk of traditional solutions relying on measured temperature to trigger protection, significantly improving the reliability of safety protection for power devices.

[0141] Furthermore, by identifying two types of driving conditions—climbing and non-climbing—two independent three-level protection threshold systems are configured for each. In non-climbing conditions, a relatively conservative threshold is used to ensure the long-term reliability of the device. In climbing conditions, the overall protection threshold is raised and combined with progressive current limiting and limp mode. This avoids the accelerated aging of power devices due to long-term high temperatures in normal driving scenarios, and also solves the pain point of traditional fixed threshold solutions that prematurely limit current and affect traffic capacity when climbing. A better balance is achieved between device thermal safety and riding experience. At the same time, the power reduction and current limiting adopt a smooth transition execution method, which not only eliminates the safety hazards such as vehicle jerking and rolling backward when climbing caused by sudden power changes, but also reduces the instantaneous electrical stress and thermal cycling impact on the power devices, further extending the overall service life of the controller.

[0142] Device Example: The following is combined Figure 5 This application provides a detailed description of a temperature management device for a two-wheeled electric vehicle controller.

[0143] like Figure 5 As shown in the embodiment of this application, a temperature management device for a two-wheeled electric vehicle controller includes the following modules: The data acquisition module 501 is used to acquire multiple operating data from the controller; the multiple operating data includes: the temperature of the negative temperature coefficient thermistor (NTC) and the peak phase current; The power calculation module 502 is used to calculate the actual power loss of the controller's power devices based on the peak phase current. The first prediction module 503 is used to correct the NTC temperature to the first predicted junction temperature of the controller based on the actual power loss and through a preset thermal coupling model. The first predicted junction temperature is the predicted junction temperature of the power device at the current moment. The thermal coupling model represents the first predicted junction temperature as obtained based on the NTC temperature, combined with the target temperature difference, the actual power loss, the equivalent thermal resistance from the junction to the casing, and the delay response compensation term. The second prediction module 504 is used to obtain a second predicted junction temperature corresponding to the prediction time window based on the first predicted junction temperature, the preset prediction time window, and the average power loss and effective heat capacity of the power device; wherein, the second predicted junction temperature is the predicted junction temperature of the power device after the prediction time window has passed at the current moment. Temperature protection module 505 is used to provide temperature protection for the controller based on the second predicted junction temperature.

[0144] In one possible implementation, the first prediction module 503 is specifically used to obtain a first temperature difference based on the actual power loss and the equivalent thermal resistance from the junction to the casing; wherein the first temperature difference is the product of the actual power loss and the equivalent thermal resistance from the junction to the casing; and by using a preset thermal coupling model, the NTC temperature, the target temperature difference, the temperature difference from the junction to the casing, and the delay response compensation term are superimposed to obtain the first predicted junction temperature of the power device.

[0145] In one possible implementation, the delay response compensation term includes: a first delay compensation term and a second delay compensation term; wherein, the first delay compensation term is the product of the derivative of NTC temperature with respect to time and the thermal response time constant corresponding to the negative temperature coefficient thermistor, and the derivative of NTC temperature with respect to time is obtained by differential calculation based on historically acquired NTC temperature, currently acquired NTC temperature and time interval; wherein, the second delay compensation term is the product of a second temperature difference and a preset delay compensation coefficient, and the second temperature difference is the product of the difference between real-time power loss and average power loss, the equivalent thermal resistance from junction to casing, and a preset empirical coefficient.

[0146] In one possible implementation, the multiplexing data also includes: the actual ambient temperature; and the target temperature difference, which is the difference between the surface temperature of the power device's casing and the NTC temperature, obtained as follows: Based on the actual ambient temperature, the preset base temperature difference is adjusted through a preset adjustment function to obtain the target temperature difference. The preset adjustment function indicates that the actual ambient temperature and the target temperature difference are positively correlated. The preset base temperature difference is the difference between the surface temperature of the power device casing and the NTC temperature set at the preset ambient temperature.

[0147] In one possible implementation, the first prediction module 503 is specifically used for: Based on the average power loss of the power device and the preset prediction time window, the predicted heat generated by the power device within the prediction time window is determined; wherein, the predicted heat generated is the product of the average power loss and the prediction time window. Based on the predicted heat generation and the effective heat capacity of the power device, the predicted temperature rise of the power device within the predicted time window is obtained; where the predicted temperature rise is the ratio between the predicted heat generation and the effective heat capacity. The first predicted junction temperature is added to the predicted temperature rise to obtain the second predicted junction temperature corresponding to the predicted time window.

[0148] In one possible implementation, the multi-channel operating data also includes: driving status data of the two-wheeled electric vehicle; and a temperature protection module 505, including: a working condition identification module, a first temperature protection module, and a second temperature protection module. The working condition identification module is used to determine whether the two-wheeled electric vehicle is in a climbing condition based on the driving status data of the two-wheeled electric vehicle. The first temperature protection module is used to protect the controller from temperature when the two-wheeled electric vehicle is in a non-climbing condition, based on the second predicted junction temperature and through the first temperature threshold corresponding to the non-climbing condition. The second temperature protection module is used to protect the controller from temperature when the two-wheeled electric vehicle is in a climbing condition, based on the second predicted junction temperature and through a second temperature threshold corresponding to the climbing condition; wherein the second temperature threshold is greater than the first temperature threshold.

[0149] In one possible implementation, the first temperature threshold includes: a first protection threshold, a second protection threshold, and a third protection threshold that increase sequentially; the first temperature protection module is specifically used for: When the two-wheeled electric vehicle is in a non-climbing condition, if the second predicted junction temperature is greater than or equal to the first protection threshold and the second predicted junction temperature is less than the second protection threshold, the controller will perform a first-level power reduction and current limiting. If the second predicted junction temperature is greater than or equal to the second protection threshold and the second predicted junction temperature is less than the third protection threshold, the controller performs a second-amplitude power reduction current limiting; wherein the second amplitude is greater than the first amplitude. If the second predicted junction temperature is greater than or equal to the third protection threshold, the controller will stop outputting.

[0150] In one possible implementation, the second temperature threshold includes: a fourth protection threshold, a fifth protection threshold, and a sixth protection threshold that increase sequentially; wherein the fourth protection threshold is greater than the first protection threshold, the fifth protection threshold is greater than the second protection threshold, and the sixth protection threshold is greater than the third protection threshold; the second temperature protection module is specifically used for: When the two-wheeled electric vehicle is climbing, if the second predicted junction temperature is greater than or equal to the fourth protection threshold and the second predicted junction temperature is less than the fifth protection threshold, the controller will perform a third level of power reduction and current limiting; wherein the third level is less than the first level. If the second predicted junction temperature is greater than or equal to the fifth protection threshold and the second predicted junction temperature is less than the sixth protection threshold, the power reduction current limiting of the controller is delayed for the fourth amplitude; wherein the fourth amplitude is less than the second amplitude and the fourth amplitude is greater than the third amplitude. If the second predicted junction temperature is greater than or equal to the sixth protection threshold, the controller will output intermittently and limit the peak phase current output by the controller to no greater than the preset base sustaining phase current, so that the two-wheeled electric vehicle enters limp mode.

[0151] In one possible implementation, the device further includes: a prompt output module for displaying prompt information corresponding to the temperature protection action on the instrument panel of the two-wheeled electric vehicle; wherein the temperature protection action includes: power reduction and current limiting, stopping output, and intermittent output.

[0152] This application provides a temperature management device for a two-wheeled electric vehicle controller, comprising: a data acquisition module 501 for acquiring multiple operating data of the controller; a power calculation module 502 for calculating the actual power loss of the controller's power devices based on the peak phase current; a first prediction module 503 for correcting the NTC temperature to a first predicted junction temperature of the controller based on the actual power loss and using a preset thermal coupling model; a second prediction module 504 for obtaining a second predicted junction temperature corresponding to the prediction time window based on the first predicted junction temperature, a preset prediction time window, and the average power loss and effective heat capacity of the power devices; and a temperature protection module 505 for providing temperature protection for the controller based on the second predicted junction temperature. This application first calculates the actual power loss of the power device based on the peak phase current, and then corrects the NTC acquisition temperature through a preset thermal coupling model to obtain the first predicted junction temperature of the power device, accurately restoring the current true junction temperature state of the power device. Based on this, the second predicted junction temperature at a future time is deduced by combining the average power loss, effective heat capacity and preset prediction time window. Finally, temperature protection is executed based on the forward-looking junction temperature prediction result, thereby realizing predictive temperature management with early intervention, effectively eliminating the lag risk of traditional solutions relying on measured temperature to trigger protection, and significantly improving the reliability of safety protection for power devices.

[0153] In the embodiments of this application, the terms "first" and "second" (if they exist) are used only as name identifiers and do not represent the order of first and second.

[0154] It should be noted that the various embodiments in this specification are described in a progressive manner, with each embodiment focusing on the differences from other embodiments. Similar or identical parts between embodiments can be referred to interchangeably. Regarding the methods disclosed in the embodiments, since they correspond to the product embodiments disclosed in the embodiments, the description is relatively simple; relevant parts can be referred to in the description of the product embodiments.

[0155] The above description of the disclosed embodiments enables those skilled in the art to make or use this application. Various modifications to these embodiments will be readily apparent to those skilled in the art, and the general principles defined herein may be implemented in other embodiments without departing from the spirit or scope of this application. Therefore, this application is not to be limited to the embodiments shown herein, but is to be accorded the widest scope consistent with the principles and novel features disclosed herein.

Claims

1. A temperature management method for a two-wheeled electric vehicle controller, characterized in that, include: Acquire multiple operating data streams; wherein, the multiple operating data streams include: negative temperature coefficient thermistor (NTC) temperature and peak phase current; Based on the peak phase current, calculate the actual power loss of the controller's power devices; Based on the actual power loss, the NTC temperature is corrected to the first predicted junction temperature of the power device using a preset thermal coupling model; wherein, the first predicted junction temperature is the predicted junction temperature of the power device at the current moment, and the thermal coupling model represents that the first predicted junction temperature is obtained based on the NTC temperature, combined with the target temperature difference, the actual power loss, the equivalent thermal resistance from the junction to the casing, and the delay response compensation term. Based on the first predicted junction temperature, the preset prediction time window, and the average power loss and effective heat capacity of the power device, a second predicted junction temperature corresponding to the prediction time window is obtained; wherein, the second predicted junction temperature is the predicted junction temperature of the power device after the prediction time window has passed at the current time. Based on the second predicted junction temperature, the controller is subjected to temperature protection.

2. The method according to claim 1, characterized in that, The step of correcting the NTC temperature to the first predicted junction temperature of the power device based on the actual power loss and using a preset thermal coupling model includes: A first temperature difference is obtained based on the actual power loss and the equivalent thermal resistance from the junction to the casing; wherein the first temperature difference is the product of the actual power loss and the equivalent thermal resistance from the junction to the casing. By using a preset thermal coupling model, the NTC temperature, the target temperature difference, the temperature difference between the junction and the casing, and the delay response compensation term are superimposed to obtain the first predicted junction temperature of the power device.

3. The method according to claim 2, characterized in that, The delay response compensation term includes: a first delay compensation term and a second delay compensation term; wherein, the first delay compensation term is the product of the derivative of NTC temperature with respect to time and the thermal response time constant corresponding to the negative temperature coefficient thermistor, and the derivative of NTC temperature with respect to time is obtained by differential calculation based on historically acquired NTC temperature, currently acquired NTC temperature and time interval; wherein, the second delay compensation term is the product of a second temperature difference and a preset delay compensation coefficient, and the second temperature difference is the product of the difference between real-time power loss and average power loss, the equivalent thermal resistance from the junction to the casing, and a preset empirical coefficient.

4. The method according to claim 1, characterized in that, The multi-channel operating data also includes: the actual ambient temperature; the target temperature difference is the difference between the surface temperature of the power device's casing and the NTC temperature, and the target temperature difference is obtained in the following way: Based on the actual ambient temperature, the preset base temperature difference is adjusted using a preset adjustment function to obtain the target temperature difference; wherein, the preset adjustment function indicates that the actual ambient temperature and the target temperature difference are positively correlated, and the preset base temperature difference is the difference between the surface temperature of the power device casing and the NTC temperature set at the preset ambient temperature.

5. The method according to claim 1, characterized in that, The step of obtaining a second predicted junction temperature corresponding to the predicted time window based on the first predicted junction temperature, a preset prediction time window, and the average power loss and effective heat capacity of the power device includes: Based on the average power loss of the power device and a preset prediction time window, the predicted heat generated by the power device within the prediction time window is determined; wherein, the predicted heat generated is the product of the average power loss and the prediction time window; Based on the predicted heat generation and the effective heat capacity of the power device, the predicted temperature rise of the power device within the predicted time window is obtained; wherein, the predicted temperature rise is the ratio between the predicted heat generation and the effective heat capacity. The first predicted junction temperature is added to the predicted temperature rise to obtain the second predicted junction temperature corresponding to the predicted time window.

6. The method according to claim 1, characterized in that, The multi-channel operating data also includes: the driving status data of the two-wheeled electric vehicle, and the temperature protection of the controller based on the second predicted junction temperature includes: Based on the driving status data of the two-wheeled electric vehicle, determine whether the two-wheeled electric vehicle is in a climbing condition. When the two-wheeled electric vehicle is in a non-climbing condition, the controller is temperature protected based on the second predicted junction temperature and a first temperature threshold corresponding to the non-climbing condition. When the two-wheeled electric vehicle is in a climbing condition, the controller is protected by a second temperature threshold corresponding to the climbing condition, based on the second predicted junction temperature; wherein the second temperature threshold is greater than the first temperature threshold.

7. The method according to claim 6, characterized in that, The first temperature threshold includes: a first protection threshold, a second protection threshold, and a third protection threshold that increase sequentially; when the two-wheeled electric vehicle is in a non-climbing condition, based on the second predicted junction temperature, temperature protection is provided to the controller using the first temperature threshold corresponding to the non-climbing condition, including: When the two-wheeled electric vehicle is in a non-climbing condition, if the second predicted junction temperature is greater than or equal to the first protection threshold and the second predicted junction temperature is less than the second protection threshold, the controller will perform a first-level power reduction and current limiting. If the second predicted junction temperature is greater than or equal to the second protection threshold, and the second predicted junction temperature is less than the third protection threshold, the controller performs a second-amplitude power reduction current limiting; wherein the second amplitude is greater than the first amplitude. If the second predicted junction temperature is greater than or equal to the third protection threshold, the controller is controlled to stop outputting.

8. The method according to claim 7, characterized in that, The second temperature threshold includes: a fourth protection threshold, a fifth protection threshold, and a sixth protection threshold that increase sequentially; wherein the fourth protection threshold is greater than the first protection threshold, the fifth protection threshold is greater than the second protection threshold, and the sixth protection threshold is greater than the third protection threshold; when the two-wheeled electric vehicle is in a climbing condition, based on the second predicted junction temperature, temperature protection is provided to the controller through the second temperature threshold corresponding to the climbing condition, including: When the two-wheeled electric vehicle is in a climbing condition, if the second predicted junction temperature is greater than or equal to the fourth protection threshold and the second predicted junction temperature is less than the fifth protection threshold, the controller performs a third level of power reduction and current limiting; wherein the third level is less than the first level. If the second predicted junction temperature is greater than or equal to the fifth protection threshold, and the second predicted junction temperature is less than the sixth protection threshold, the power reduction current limiting of the controller is delayed for a fourth magnitude; wherein the fourth magnitude is less than the second magnitude, and the fourth magnitude is greater than the third magnitude; If the second predicted junction temperature is greater than or equal to the sixth protection threshold, the controller is controlled to output intermittently, and the peak phase current output by the controller is limited to not exceeding the preset base sustaining phase current, so that the two-wheeled electric vehicle enters limp mode.

9. The method according to claim 8, characterized in that, The method further includes: The instrument panel of the two-wheeled electric vehicle displays prompts corresponding to temperature protection actions; the temperature protection actions include: power reduction and current limiting, stopping output, and intermittent output.

10. A temperature management device for a two-wheeled electric vehicle controller, characterized in that, include: The data acquisition module is used to acquire multiple operating data from the controller; wherein, the multiple operating data includes: the temperature of the negative temperature coefficient thermistor (NTC) and the peak phase current; A power calculation module is used to calculate the actual power loss of the power devices of the controller based on the peak phase current. The first prediction module is used to correct the NTC temperature to the first predicted junction temperature of the controller based on the actual power loss and through a preset thermal coupling model; wherein, the first predicted junction temperature is the predicted junction temperature of the power device at the current moment, and the thermal coupling model represents that the first predicted junction temperature is obtained based on the NTC temperature, combined with the target temperature difference, the actual power loss, the equivalent thermal resistance from the junction to the casing, and the delay response compensation term. The second prediction module is used to obtain a second predicted junction temperature corresponding to the prediction time window based on the first predicted junction temperature, a preset prediction time window, and the average power loss and effective heat capacity of the power device; wherein, the second predicted junction temperature is the predicted junction temperature of the power device after the prediction time window has passed at the current time. A temperature protection module is used to provide temperature protection for the controller based on the second predicted junction temperature.

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