Automatic control system of automobile electronic water pump

Abstract

The utility model relates to the technical field of water pumps, in particular to an automatic control system for an electronic water pump of an automobile, which comprises a main automobile controller, a power supply, the electronic water pump and a control assembly, the control assembly comprises a motor controller, an H-bridge driving bootstrap circuit, a brushless motor and an induction component, and the main automobile controller is connected with the motor controller. The H-bridge driving bootstrap circuit is connected with the motor controller, the brushless motor is connected with the H-bridge driving bootstrap circuit, the electronic water pump is connected with the brushless motor and the induction component, and the power supply is connected with the induction component. The sensing component obtains environment data of the electronic water pump control system, detects current values, collects three-phase current information, converts the three-phase current information into voltage signals, transmits the voltage signals to the motor controller, collects pump speed information of the electronic water pump and sends the actual working state to the motor controller, the motor controller sends the calibrated pump speed and current to the electronic water pump, and the cooling performance is ensured. The water pump rotating speed adjusting time is shortened, and the dynamic response overshoot is reduced.

Description

Technical Field

[0001] The utility model relates to the technical field of water pumps, in particular to an automatic control system for an automobile electronic water pump. Background Art

[0002] Electric water pumps are mainly used in the liquid cooling circuit of the drive system and the liquid cooling circuit of the power battery in electric vehicles. When the drive motor runs under heavy load, a lot of heat will be generated. The high-power device IGBT in the motor controller will also generate a lot of heat. Excessive temperature will cause the efficiency of the motor and electronic control to decrease. Temperature runaway will lead to serious consequences such as rapid burning. In order to ensure good lubrication in the reducer, the temperature of the lubricating oil must also be controlled by a heat exchanger. Therefore, the drive system is generally designed with a liquid cooling circuit, and the coolant temperature is generally required to be controlled within 90°C. The power battery of an electric vehicle will generate heat during charging and discharging, especially during fast charging and high-power discharge. Its optimal operating temperature is 15-35°C. Too low and too high temperatures will reduce the battery's charging and discharging performance and cycle life, and may also cause the power battery to spontaneously combust. Therefore, the power battery is designed with a liquid circulation thermal management system to achieve heating and cooling of the power battery.

[0003] For new energy vehicles to operate normally, they must be equipped with an excellent water pump control system. The water pump provides pressure for the circulation of cooling water, reduces the operating temperature of the vehicle engine, and keeps the vehicle in the best working condition.

[0004] The traditional water pump control system is driven by the engine. When the car is traveling at high speed, due to excessive load and low engine speed, the water pump control system may have low working efficiency, affecting the engine operating efficiency. There are also problems such as long dynamic response adjustment time and large overshoot of the water pump. Utility Model Content

[0005] The utility model aims to provide an automobile electronic water pump automatic control system, which solves the problems of long dynamic response adjustment time and large overshoot of the water pump in the traditional water pump control system.

[0006] To achieve the above-mentioned purpose, the utility model provides an automobile electronic water pump automatic control system, including a total vehicle controller, a power supply and an electronic water pump, and also includes a control component;

[0007] The control component includes a motor controller, an H-bridge drive bootstrap circuit, a brushless motor and an induction component. The main vehicle controller is connected to the motor controller, the H-bridge drive bootstrap circuit is connected to the motor controller, the brushless motor is connected to the H-bridge drive bootstrap circuit, the electronic water pump is respectively connected to the brushless motor and the induction component, and the power supply is connected to the induction component.

[0008] Wherein, the induction component includes a power supply protection circuit, an anti-reverse circuit and a sensor, the power supply protection circuit is connected to the power supply, the anti-reverse circuit is connected to the power supply protection circuit, and the sensor is respectively connected to the motor controller, the anti-reverse circuit and the electronic water pump.

[0009] Wherein, the control component further includes a rotor displacement detection circuit, and the rotor displacement detection circuit is connected to the brushless motor and the motor controller respectively.

[0010] Wherein, the motor controller includes a control chip and a drive chip, the control chip is connected to the drive chip, and the drive chip is connected to the H-bridge drive bootstrap circuit.

[0011] Wherein, the motor controller further includes a CAN transceiver, and the CAN transceiver is connected to the main vehicle controller and the control chip respectively.

[0012] Among them, the motor controller also includes a current detection circuit and a motor speed detection circuit, the current detection circuit is respectively connected to the H-bridge drive bootstrap circuit, the brushless motor and the control chip; the motor speed detection circuit is respectively connected to the brushless motor and the control chip.

[0013] Wherein, the motor controller further includes a power supply circuit, a switch circuit and a temperature sampling circuit, the power supply circuit is connected to the control chip, the switch circuit is connected to the control chip, and the temperature sampling circuit is connected to the control chip.

[0014] The utility model is an automotive electronic water pump automatic control system, wherein a CAN bus and a protection circuit are arranged between the motor controller and the master vehicle controller, the protection circuit suppresses external interference, the master vehicle controller sends warning information to other ECUs through the CAN bus to realize information transmission, the induction component obtains the environmental data of the electronic water pump control system, detects the current value and collects the three-phase current information, converts it into a voltage signal and transmits it to the motor controller and collects the pump speed information of the electronic water pump, sends the actual working state to the motor controller, and the motor controller sends the calibrated pump speed and current to the electronic water pump to ensure cooling performance. Intelligent control shortens the water pump speed adjustment time and reduces the dynamic response overshoot. BRIEF DESCRIPTION OF THE DRAWINGS

[0015] In order to more clearly illustrate the embodiments of the present application or the technical solutions in the prior art, the drawings required for use in the embodiments or the description of the prior art are briefly introduced below.

[0016] Figure 1 It is a structural block diagram of an automotive electronic water pump automatic control system according to the first embodiment of the utility model.

[0017] Figure 2 It is a schematic diagram of a PID control system according to the first embodiment of the present utility model.

[0018] Figure 3 This is a simulation analysis diagram of the Multisim water pump PWM duty cycle speed regulation circuit of the first embodiment of the utility model.

[0019] Figure 4 It is a Multisim water pump debugging circuit simulation analysis diagram of the first embodiment of the utility model.

[0020] Figure 5 It is a schematic diagram of the PWM driving mode of the brushless motor of the first embodiment of the utility model.

[0021] Figure 6 This is a PWM drive simulation signal diagram of the first embodiment of the utility model.

[0022] Figure 7 It is a structural block diagram of a motor controller according to the first embodiment of the utility model.

[0023] Figure 8 It is a step diagram of the automotive electronic water pump automatic control method according to the second embodiment of the utility model.

[0024] In the figure: 101-total vehicle controller, 102-power supply, 103-electronic water pump, 104-motor controller, 105-H-bridge drive bootstrap circuit, 106-brushless motor, 107-power supply protection circuit, 108-anti-reverse circuit, 109-sensor, 110-rotor displacement detection circuit, 111-control chip, 112-drive chip, 113-CAN transceiver, 114-current detection circuit, 115-motor speed detection circuit, 116-power supply circuit, 117-switch circuit, 118-temperature sampling circuit. DETAILED DESCRIPTION

[0025] Embodiments of the present invention are described in detail below, and examples of the embodiments are shown in the accompanying drawings. The embodiments described below with reference to the accompanying drawings are exemplary and are intended to be used to explain the present invention, but should not be understood as limiting the present invention.

[0026] The first embodiment of the present application is:

[0027] See also Figures 1 to 7 ,in, Figure 1 It is a structural block diagram of the automatic control system of the automotive electronic water pump 103 according to the first embodiment of the utility model. Figure 2 It is a schematic diagram of a PID control system according to the first embodiment of the present invention. Figure 3This is a simulation analysis diagram of the Multisim water pump PWM duty cycle speed regulation circuit of the first embodiment of the utility model. Figure 4 It is a Multisim water pump debugging circuit simulation analysis diagram of the first embodiment of the utility model. Figure 5 It is a schematic diagram of the PWM driving mode of the brushless motor 106 according to the first embodiment of the present invention. Figure 6 This is a PWM drive simulation signal diagram of the first embodiment of the utility model. Figure 7 It is a structural block diagram of the motor controller 104 of the first embodiment of the utility model. The utility model provides an automatic control system for an automotive electronic water pump 103: comprising a total vehicle controller 101, a power supply 102, an electronic water pump 103 and a control component, wherein the control component comprises a motor controller 104, an H-bridge drive bootstrap circuit 105, a brushless motor 106, an induction component, and a rotor displacement detection circuit 110, wherein the induction component comprises a power protection circuit 107, an anti-reverse circuit 108 and a sensor 109, and wherein the motor controller 104 comprises a control chip 111, a drive chip 112, a CAN transceiver 113, a current detection circuit 114, a motor speed detection circuit 115, a power circuit 116, a switch circuit 117 and a temperature sampling circuit 118.

[0028] According to this specific embodiment, the main vehicle controller 101 is connected to the motor controller 104, the H-bridge drive bootstrap circuit 105 is connected to the motor controller 104, the brushless motor 106 is connected to the H-bridge drive bootstrap circuit 105, the electronic water pump 103 is respectively connected to the brushless motor 106 and the induction component, and the power supply 102 is connected to the induction component.

[0029] The external interface includes the positive and negative electrodes of the power supply 102 and the communication line. The power supply 102 interface is 12V, and the communication line supports CAN and serial communication. The main vehicle controller 101 and the motor controller 104 communicate bidirectionally through these communication lines, sending and receiving motor operating condition signals and water pump control instructions, including information such as water pump current and speed. The main vehicle controller 101 sends warning information to other ECUs through the CAN bus to realize information transmission. A protection circuit is provided between the motor controller 104 and the bus controller 101, and the protection circuit suppresses external interference. The motor controller 104 uses an electrolytic capacitor to absorb high-voltage pulse signals, suppress voltage fluctuations, and protect the normal operation of the controller. The H-bridge drive bootstrap circuit 105 uses the IR2101S chip as a switch tube to improve the PWM signal and drive the brushless motor 106. The brushless motor 106 is embedded with the electronic water pump 103. The electronic water pump 103 and the brushless motor 106 are coaxial. When the motor rotor is driven to rotate, the water pump impeller rotates accordingly, sucks in coolant and then throws it out through centrifugal force. The stator armature of the brushless motor 106 is connected by using the U, V, and W three terminals. The rotation speed of the brushless motor 106 is changed by adjusting the phase voltage of the stator winding, thereby changing the pumping speed of the water pump.

[0030] The power protection circuit 107 is connected to the power supply 102 , the anti-reverse circuit 108 is connected to the power protection circuit 107 , and the sensor 109 is connected to the motor controller 104 , the anti-reverse circuit 108 and the electronic water pump 103 , respectively.

[0031] The power protection circuit 107 suppresses interference signals from the external interface. When the positive and negative poles of the power supply 102 are reversely connected, the anti-reverse circuit 108 prevents the current from entering the motor controller 104. The sensor 109 includes a temperature sensor, a current sensor, a speed sensor and a flow sensor, wherein the temperature sensor obtains the environmental data of the electronic water pump 103 control system, the current sensor detects the current value and collects the three-phase current information, obtains the rotor position signal, and uses the LM324 chip to convert the current signal into a voltage signal and transmit it to the motor controller 104. The speed sensor collects the pump speed information of the water pump and sends the actual working status to the motor controller 104. The motor controller 104 sends the calibrated pump speed and current to the electronic water pump 103 to ensure the cooling performance.

[0032] The temperature sensor monitors the temperature of the engine coolant in real time. When the temperature exceeds the normal range, a digital signal is transmitted to the motor controller 104 through A / D conversion. The motor controller 104 performs signal processing according to the program setting and issues instructions to control the fan and the electronic water pump 103 to return the temperature of the engine cooling water to the normal working range. The temperature sensor used is a digital temperature sensor with an SPI interface. The signal accuracy is high, the resolution can reach 0.1 degrees Celsius, and the response speed is fast. The temperature control function is mainly to control the coolant temperature. When the driver issues an engine ignition command, the water pump control system starts to work. At this time, the electronic water pump 103 does not run, which promotes the rapid increase of the engine temperature and shortens the warm-up time. When the temperature rises to the minimum limit value of the electronic water pump 103, the electronic water pump 103 runs at a lower fixed speed. When the temperature continues to rise and meets the system automatic control conditions, the working state of the electronic water pump 103 is switched to the adaptive (fuzzy control) mode. At this time, the electronic water pump 103 can decide the speed of the water pump according to the engine temperature, getting rid of the disadvantage that the speed of the traditional coolant pump is limited by the engine speed; when the driver drives the car for a long time in an intense driving condition, the engine temperature exceeds the adaptive mode control threshold. Under this condition, the working state of the electronic water pump 103 is switched to the high-speed mode, and the electronic water pump 103 runs at full speed. When the temperature drops to a reasonable range, it is switched to the circulation mode.

[0033] The flow sensor monitors the coolant flow, and the speed sensor monitors the pump speed to determine the coolant circuit patency and cooling water volume. The special situations that may occur in the electronic water pump 103 include stalling, idling, overcurrent and over-undervoltage. These situations are determined and prevented by measuring the current size and other protection mechanisms. (1) Stall protection: When stalling occurs, the motor is overloaded and the current flowing through the motor will increase sharply. The magnitude of the current is related to the given speed of the drive. The higher the given speed, the greater the overcurrent when stalling occurs. Therefore, by measuring the current size, it can be determined whether a stall fault occurs. (2) Idling protection: The idling of the water pump will have many adverse effects. This is because the amount of coolant in the water pump drops rapidly when the impeller is idling, and cavitation is very likely to occur, causing damage to the water pump's overcurrent components. At the same time, due to the lack of sufficient liquid lubrication, dry friction will occur in the mechanical seal or packing seal of the water pump, which will eventually cause rapid aging of the components. (3) Over-undervoltage protection: The over-undervoltage protection mechanism is designed to protect the equipment from damage caused by voltage fluctuations.

[0034] Secondly, the rotor displacement detection circuit 110 is respectively connected to the brushless motor 106 and the motor controller 104. The rotor displacement detection circuit 110 provides motor rotation commutation data, and the motor controller 104 completes control actions and logic judgments, and adjusts the PWM pulse width to output control instructions.

[0035] At the same time, the control chip 111 is connected to the driving chip 112 , and the driving chip 112 is connected to the H-bridge driving bootstrap circuit 105 .

[0036] The motor controller 104 selects PIC18F2480 and TB9061FNG as the control chip 111 and the driver chip 112, respectively. The processing frequency and anti-interference performance of the two chips meet the new energy vehicle-level use standards. The PIC18F2480 control chip 111 is used to collect the sensor 109 signal. The PIC18F2480 chip adopts an oscillator structure, built-in pre-driver, configured with a clock source and a frequency multiplier, provides a clock frequency of 30 to 40kHz, supports vector control, simulation, and online debugging, and the chip interface integrates flash memory, data memory, and program memory. It can store tens of thousands of single-word instructions, has a 10-bit analog-to-digital converter and a 16-bit register. The converter rate is as high as 100ks / s, which is used for programming the signal sampling period. The register generates a 10-bit resolution pulse width modulation PWM signal to provide support for data frame expansion.

[0037] In addition, the CAN transceiver 113 is connected to the bus controller 101 and the control chip 111 respectively. The current detection circuit 114 is connected to the H-bridge drive bootstrap circuit 105, the brushless motor 106 and the control chip 111 respectively; the motor speed detection circuit 115 is connected to the brushless motor 106 and the control chip 111 respectively. The power supply circuit 116 is connected to the control chip 111, the switch circuit 117 is connected to the control chip 111, and the temperature sampling circuit 118 is connected to the control chip 111.

[0038] The control chip 111 is peripherally designed with auxiliary circuits such as CAN bus communication circuit, temperature sampling circuit 118, switch circuit 117, power supply circuit 116, current detection circuit 114 and motor speed detection circuit 115. PCA82C250 transceiver is selected as the CAN transceiver 113 to increase the controllability of the brushless motor 106. The TB9061FNG driver chip 112 is used to control the commutation of the brushless motor 106. The chip is internally configured with three-channel rotor position detection comparators to convert the 12V working voltage into a 5V working voltage, compare the three-phase back electromotive force voltage changes, detect the rotor position, and provide overheating, overcurrent, and overvoltage protection functions. The driver chip 112 is internally configured with a buffer to receive a pulse width modulation PWM signal. The PWM wave passes through a logic processing circuit and a filter circuit to convert high and low level signals to change the rotation direction of the BLD-CM motor. The drive circuit has an on-resistance of 150mΩ, a maximum gate voltage of 25A, a maximum drain-source voltage of 40V, and a maximum continuous drain current of 100A, which meets the requirements of a water pump control system.

[0039] The proportional-integral-differential (PID) algorithm has been widely used in motor control due to its simple principle, easy parameter setting, mature and reliable technology and many other advantages. Figure 2 Its structure is mainly composed of proportional controller, integral controller and differential controller. The controlled object is controlled by linearly combining the proportional, integral and differential of the target error into a control quantity.

[0040] Multisim is a Windows-based simulation tool launched by National Instruments (NI) Co., Ltd., which is suitable for board-level analog / digital circuit board design. It includes graphical input of circuit schematics and circuit hardware description language input methods, and has rich simulation analysis capabilities.

[0041] The current control module achieves current regulation through hysteresis control. Hysteresis control is based on a comparator and is a control strategy that controls the output voltage or current through hysteresis. Circuit module simulation (such as Figure 3 , Figure 4 As shown in the figure, the input is the three-phase reference current and the three-phase actual current, and the output is the pulse width duty cycle signal. By setting and adjusting the appropriate loop width parameters, the actual current can continuously track the reference current and realize the current closed-loop control.

[0042] There are usually five types of PWM drive methods used to control the motor switch tube of the brushless DC motor

[44] , namely pwm-on method, on-pwm method, H_pwm-L_on method, H_on-L_pwm method and H_pwmL_pwm method. These drive methods vary according to the working mode of the switch tube in each 120-degree interval. In the first drive method, each switch tube uses PWM modulation in the first 60 degrees and is constantly on and off in the next 60 degrees. This method can achieve minimum pulsation of torque and current, such as Figure 5 The second method is to use constant on and off in the first 60 degrees and use PWM modulation in the last 60 degrees, as shown in (a). Figure 5 (b) In this way, the pulsation of torque and current is relatively large. The third and fourth driving methods use PWM modulation on the upper bridge arm and the lower bridge arm respectively, and the lower bridge arm and the upper bridge arm are constantly on and off, respectively. Figure 5 (c) and (d). The pulsation of the upper bridge commutation torque and non-commutation phase current of the third method is the smallest, while the pulsation of the lower bridge commutation torque and non-commutation phase current is large. The fourth method is similar to the second method. The pulsation of the upper bridge commutation torque and non-commutation phase current is large, while the pulsation of the lower bridge commutation torque and non-commutation phase current is the smallest. The fifth drive method uses PWM modulation in both the upper and lower bridge arms, as shown in Figure (e), but the pulsation of torque and current is the largest. This paper adopts the H_pwm-L_pwm method, and the simulation results (such as Figure 6 shown).

[0043] Using an automotive electronic water pump 103 automatic control system of this embodiment, when the engine is started, the sensor 109 obtains the engine temperature information of the engine control module on the PCAN through the CAN bus, and the motor controller 104 controls the brushless motor 106 to drive the electronic water pump 103 to rotate according to the formulated control strategy, so as to pressurize and circulate the coolant in the engine cooling system to achieve the purpose of heat dissipation of the engine; when the cooling system fails, it can realize automatic fault detection and alarm, protection and other actions. Among them, the brushless motor 106 is embedded with the electronic water pump 103, and the electronic water pump 103 and the brushless motor 106 are coaxial. When the motor rotor rotates, the water pump impeller rotates accordingly, sucks in the coolant and then throws it out through centrifugal force. The three terminals U, V, and W are used to connect the stator armature of the brushless motor 106, and the speed of the brushless motor 106 is changed by adjusting the phase voltage of the stator winding, thereby changing the pump speed of the electronic water pump 103. The intelligent control sends the calibrated pump speed and current to the electronic water pump 103, ensuring cooling performance, shortening the water pump speed adjustment time, and reducing the dynamic response overshoot.

[0044] The second embodiment of the present application is:

[0045] Based on the first embodiment, please refer to Figure 8 ,in, Figure 8 This is a step diagram of the automatic control method of the automotive electronic water pump 103 of the second embodiment of the utility model. The automatic control method of the automotive electronic water pump 103 of this embodiment includes the following steps:

[0046] S201: The sensor 109 monitors the temperature of the engine coolant in real time;

[0047] S202: When the temperature exceeds the normal range, a digital signal is transmitted to the motor controller 104;

[0048] S203: The motor controller 104 processes signals according to program settings and issues instructions to control the fan and the electronic water pump 103 to operate so that the temperature of the engine cooling water returns to a normal operating range.

[0049] Specifically, the sensor 109 includes a temperature sensor, which monitors the temperature of the engine coolant in real time. When the temperature exceeds the normal range, a digital signal is transmitted to the motor controller 104 through A / D conversion. The motor controller 104 performs signal processing according to the program setting and issues instructions to control the fan and the electronic water pump 103 to make the temperature of the engine cooling water return to the normal working range. The temperature sensor used is a digital temperature sensor with an SPI interface, with high signal accuracy, a resolution of 0.1 degrees Celsius, and a fast response speed. The temperature control function is mainly to control the coolant temperature. When the driver issues an engine ignition command, the water pump control system starts to work. At this time, the electronic water pump 103 does not run, which promotes the rapid increase of the engine temperature and shortens the warm-up time. When the temperature rises to the minimum limit value of the electronic water pump 103, the electronic water pump 103 runs at a lower fixed speed. When the temperature continues to rise and meets the system automatic control conditions, the working state of the electronic water pump 103 is switched to the adaptive (fuzzy control) mode. At this time, the electronic water pump 103 can decide the speed of the water pump according to the engine temperature, getting rid of the disadvantage that the speed of the traditional coolant pump is limited by the engine speed; when the driver drives the car for a long time in an intense driving condition, the engine temperature exceeds the adaptive mode control threshold. Under this condition, the working state of the electronic water pump 103 is switched to the high-speed mode, and the electronic water pump 103 runs at full speed. When the temperature drops to a reasonable range, it is switched to the circulation mode. Among them, the motor controller 104 controls the brushless motor 106, and the brushless motor 106 controls the electronic water pump 103. The brushless motor 106 is embedded with the electronic water pump 103, and the electronic water pump 103 and the brushless motor 106 are coaxial. When the motor rotor is driven to rotate, the water pump impeller rotates accordingly, sucks in the coolant and then throws it out by centrifugal force. The stator armature of the brushless motor 106 is connected by the three terminals U, V, and W. By adjusting the phase voltage of the stator winding, the rotation speed of the brushless motor 106 is changed, thereby changing the pumping speed of the water pump.

[0050] Among them, according to the voltage balance equation and torque equation of the brushless motor 106 in the stationary coordinate, the output voltage and torque of the motor are calculated, and the control quantity of the motor operation is the rotor angular velocity. The torque and speed of the water pump are indirectly controlled through proportional integral regulation of the control quantity. A mathematical model of the brushless motor 106 is established, and the decoupling control of the brushless motor 106 is mathematically represented to obtain the operation mechanism of the brushless motor 106. Figure 1 From the hardware structure in FIG, it can be seen that the three-phase windings of the brushless motor 106 are Y-connected and symmetrical, and the voltage balance equation when the motor is stationary is:

[0051]

[0052] Where: U a , U b, U c is the three-phase voltage of the motor; t is the time; R is the stator winding resistance; I a ,I b ,I c is the three-phase current; A1 and A2 are the winding inductance and mutual inductance respectively; E a 、E b 、E c It is a three-way opposite trend.

[0053] The torque equation of the brushless motor 106 when stationary is:

[0054]

[0055] Wherein: B is the torque of the brushless motor 106; g is the number of stages; and C is the rotor angular velocity.

[0056] According to the working state of the automobile water pump, the parameters of the brushless motor 106 are determined, and the stationary coordinate system is transformed by combining Park transformation and Clark transformation to decompose I a ,I b ,I c , and the excitation current I is obtained e and torque current I f , will I e ,I f Substituting into equation (1), the voltage equation of the brushless motor 106 during stable operation can be obtained as follows:

[0057]

[0058] Where: U e , U f are the quadrature-axis and direct-axis voltages of the brushless motor 106, respectively; F is the flux linkage of the motor permanent magnet; E e 、E f They are the quadrature-axis and direct-axis inductances respectively.

[0059] Will I e ,I f Substituting into equation (2), the torque equation of the motor in stable operation can be obtained as follows:

[0060]

[0061] Where: G e , G f are the motor quadrature axis and direct axis stator fluxes respectively. Since the brushless motor 106 controller 104 supports vector control, I f =0 control mode, when the brushless motor 106 runs at high speed, only the current component I of the quadrature axis is controlled e , thereby adjusting the motor quadrature axis voltage U e And output torque B':

[0062]

[0063] In the formula: the number of phases g and the permanent magnet flux F are constants. It can be seen that the motor quadrature axis voltage U e It is positively correlated with the rotor angular velocity C. A proportional-integral regulator is used, and the rotor angular velocity C is used as the control quantity and input into the regulator. The transfer function H(C) of the regulator is:

[0064]

[0065] Where: h is the amplification factor; J is the imaginary variable of the rotor angular velocity; T is the time constant. Since the electronic water pump 103 is coaxially connected with the brushless motor 106, the expressions of the water pump torque K and angular velocity v are:

[0066]

[0067] Where: l is the radius of the water pump impeller; M is the speed of the brushless motor 106. According to the actual state of the vehicle speed and load, the transfer function H(C) is used to adjust the rotor angular velocity C, so that the BLDCM motor quadrature axis voltage U e The excitation current I e It also changes accordingly, thereby controlling the output torque B' and the rotation speed M of the brushless motor 106 to be within a safe range, and indirectly controlling the water pump torque K and angular velocity v.

[0068] According to the voltage balance equation and torque equation of the BLDCM motor under the stationary coordinates, the output voltage and torque of the motor are calculated, and the control quantity of the motor operation is the rotor angular velocity. The torque and speed of the water pump are indirectly controlled through proportional integral regulation of the control quantity. The response of the water pump is faster and the mathematical model is simpler. The speed adjustment time of the water pump is shortened and the dynamic response overshoot is reduced.

[0069] What is disclosed above is only one or more preferred embodiments of the present application, and cannot be used to limit the scope of rights of the present application. Ordinary technicians in this field can understand that all or part of the processes of implementing the above embodiments and equivalent changes made according to the claims of the present application are still within the scope covered by the present application.

Claims

1. An automatic control system for an automobile electronic water pump, comprising a total vehicle controller, a power supply and an electronic water pump, characterized in that: Also included are control components; The control component includes a motor controller, an H-bridge drive bootstrap circuit, a brushless motor and an induction component. The main vehicle controller is connected to the motor controller, the H-bridge drive bootstrap circuit is connected to the motor controller, the brushless motor is connected to the H-bridge drive bootstrap circuit, the electronic water pump is respectively connected to the brushless motor and the induction component, and the power supply is connected to the induction component.

2. The automotive electronic water pump automatic control system according to claim 1, characterized in that: The induction component includes a power protection circuit, an anti-reverse circuit and a sensor. The power protection circuit is connected to the power supply, the anti-reverse circuit is connected to the power protection circuit, and the sensor is respectively connected to the motor controller, the anti-reverse circuit and the electronic water pump.

3. The automotive electronic water pump automatic control system as claimed in claim 1, characterized in that: The control component also includes a rotor displacement detection circuit, which is connected to the brushless motor and the motor controller respectively.

4. The automotive electronic water pump automatic control system as claimed in claim 1, characterized in that: The motor controller comprises a control chip and a drive chip, wherein the control chip is connected to the drive chip, and the drive chip is connected to the H-bridge drive bootstrap circuit.

5. The automotive electronic water pump automatic control system as claimed in claim 4, characterized in that: The motor controller also includes a CAN transceiver, and the CAN transceiver is connected to the main vehicle controller and the control chip respectively.

6. The automotive electronic water pump automatic control system as claimed in claim 4, characterized in that: The motor controller also includes a current detection circuit and a motor speed detection circuit. The current detection circuit is respectively connected to the H-bridge drive bootstrap circuit, the brushless motor and the control chip; the motor speed detection circuit is respectively connected to the brushless motor and the control chip.

7. The automotive electronic water pump automatic control system as claimed in claim 4, characterized in that: The motor controller further includes a power supply circuit, a switch circuit and a temperature sampling circuit. The power supply circuit is connected to the control chip, the switch circuit is connected to the control chip, and the temperature sampling circuit is connected to the control chip.

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