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QC/T 1069-2017

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标准编号: QC/T 1069-2017 (QC/T1069-2017)
中文名称: 电动汽车用永磁同步驱动电机系统
英文名称: (Permanent Magnet Synchronous Drive Motor System for Electric Vehicles)
行业: 汽车行业标准 (推荐)
发布日期: 2017-01-09
实施日期: 2017-07-01
标准依据: 工业和信息化部公告2017年第2号
范围: 本标准规定了电动汽车用永磁同步驱动电机系统的技术要求、试验方法、检验规则、标志与标识。

QC/T 1069-2017
Permanent magnet synchronous drive motor system for electric vehicles
电动汽车用永磁同步驱动电机系统
1 范围
本标准规定了电动汽车用永磁同步驱动电机系统的技术要求、试验方法、检验规则、标志与
标识。
本标准适用于电动汽车用永磁同步驱动电机系统。
2 规范性引用文件
下列文件对于本标准的应用是必不可少的。凡是注日期的引用文件,仅所注日期的版本适用于
本标准。凡是不注日期的引用文件,其最新版本(包括所有的修改单)适用于本标准。
GB 7 5 5 旋转电机定额和性能
GB/T 2900.25 电工术语旋转电机
GB/T 2900.33 电工术语电力电子技术
GB/T 18488.1-2 0 1 5 电动汽车用驱动电机系统第 1 部分:技术条件
GB/T 18488.2-2 0 1 5 电动汽车用驱动电机系统第 2部分:试验方法
GB/T 19596 电动汽车术语
GB/T 29307 电动汽车用驱动电机系统可靠性试验方法
3 术语和定义
GB/T 2900.25、GB/T 2900.33.GB/T 18488.1-2015 和 GB/T 19596 界定的及下列术语和定
义适用于本标准。
3.1
永磁同步驱动电机系统 permanent magnet synchronous drive motor system
由永磁同步驱动电机(以下简称驱动电机)、电机控制器(以下简称控制器)、连接电缆和驱动电
机系统工作所必需的辅助装置所构成的系统(以下简称驱动电机系统)。
3.2
空载反电势 no-load back electromotive force
驱动电机在规定的转速和永磁体温度条件下转动时,任意两相间开路电动势的均方根值,简称
反电势。
3.3
转矩脉动 torque ripple
由齿槽转矩、不理想的反电势波形、反馈元件误差、电干扰、控制误差等造成的转矩波动,其值为
圆周方向上转矩的最大值与最小值之差。
3.4
驱动电机系统空载损耗 no-load loss of drive motor system
驱动电机以规定转速运行,不输出转矩时驱动电机系统所消耗的功率。
3.5
驱动电机空载损耗 no-load loss of motor
驱动电机所有绕组开路状态下,以规定转速被拖动时所消耗的功率。
3.6
稳态短路电流 steady state short-circuit current
驱动电机所有绕组引出线短接,以规定转速被拖动时电流的均方根值。
3.7
永磁体退磁 magnet demagnetization
永磁体产生不可逆退磁的现象。
3.8
空载反电势的典型值 declared value of no-load back electromotive force
至少 4台驱动电机(其中 2台已做过型式检验)在规定转速和永磁体温度下的空载反电势均方
根值的平均值。
3.9
稳态短路电流的典型值 declared value of steady state short-circuit current
至少 4台驱动电机(其中2台已做过型式检验)在规定转速和永磁体温度下的稳态短路电流的
平均值。
4 技术要求
4.1 总 则
驱动电机系统应满足 GB/T 18488.1-2015 和以下要求。
4.2 初始位置角度
当驱动电机带位置传感器时,驱动电机反电势波形相位与位置传感器反馈的波形相位的相对角
度关系应符合产品技术文件的规定。
4.3 最大空载反电势限值
驱动电机在最高工作转速时的反电势应不大于产品技术文件的规定值。
4.4 空载反电势容差
同一规格型号的驱动电机之间,额定转速时的反电势与典型值的偏差应不超过土5%。
4.5 齿槽转矩
齿槽转矩应不大于产品技术文件规定值。
4.6 转矩脉动
转矩脉动应不大于产品技术文件规定值。
4.7 驱动电机系统空载损耗
驱动电机系统空载损耗应不大于产品技术文件规定值。
4.8 驱动电机空载损耗
驱动电机空载损耗应不大于产品技术文件规定值。
4.9 稳态短路电流限值
稳态短路电流应不大于产品技术文件规定值。
4.10 稳态短路电流容差
同一规格型号的驱动电机之间,规定转速时测得的稳态短路电流与典型值的偏差不大于±5%。
4.11 永磁体老化退磁
在可靠性试验后,因永磁体老化造成的驱动电机反电势下降比例应不大于产品技术文件规定
值。供需双方可商定采用其他评判方法。
5 试验方法
5.1 总 则
除以下规定的试验方法外,其他试验项目的试验方法按 GB/T 18488.2-2015 执行。
5.2 初始位置角度
将驱动电机拖动至由产品技术文件的规定转速,检査位置传感器的波形相位与反电势波形相位
的相对角度关系。
批量生产中的出厂检验,供需双方可商定其他方法进行初始位置角度的检验。
5.3 最大空载反电势限值
试验在实际冷状态条件下进行,且必须记录试验时的环境温度。
将驱动电机拖动至最高工作转速,测取反电势。
需按照供需双方商定的方法将上述反电势值修正到 20。
5.4 空载反电势容差
将驱动电机拖动至额定转速,测取反电势。
温度修正方法同 5.3所述。
批量生产中的出厂检验,供需双方可商定其他反映空载反电势容差的方法进行该项检验。
5.5 齿槽转矩
试验在实际冷状态下进行。
将驱动电机平稳放置,随机选择 3个不同转子位置,在各位置上用力矩扳手分别将转子正、反方
向转动,读取并记录转子开始转动而未连续转动时的力矩扳手数值最大值。取所有力矩值中最大值
作为驱动电机的齿槽转矩值。
也可采用其他供需双方商定的测试方法。
测得值可基本等同于齿槽转矩。
5.6 转矩脉动
试验在实际冷状态下进行,驱动电机系统处于正常的电气连接状态和产品技术文件规定的冷却
条件下,直流母线上施加额定电压。
在圆周上均匀选取若干个点,分别将转子固定在各个转子位置,控制器施加规定转矩指令,分别
测试赌转转矩值。测试值中最大值与最小值之差即为转矩脉动。
测试点数和转矩指令值由供需双方商定,推荐使用峰值转矩、额定转矩、10%峰值转矩作为转矩
指令。
也可采用其他供需双方商定的测试方法。
度误差的影响。
5.7 驱动电机系统空载损耗
试验在实际冷状态下进行,驱动电机系统处于正常的电气连接和产品技术文件规定的冷却条件
下,直流母线上施加额定电压,驱动电机轴不接负载。
在转速范围内均勻取至少 5 个转速点,其中需包含最高工作转速。测量这些转速点的直流母线
端电流、电压和损耗。
试验后绘制损耗和转速的关系曲线。
5.8 驱动电机空载损耗
试验在实际冷状态下进行。
驱动电机空载损耗。在转速范围内均勻取至少 5 个转速点,其中需包含最高工作转速。
试验后绘制损耗和转速的关系曲线。
5.9 稳态短路电流限值
试验在实际冷状态下进行。
用低阻抗导体在尽可能接近定子绕组出线端处可靠地将驱动电机所有绕组短接。拖动驱动电
机至相应的转速,测量该转速下的定子绕组电流。转速范围内均勻取至少 5 个转速点,其中需包含
最高工作转速。
试验后绘制稳态短路电流与转速的关系曲线。
5.10 稳态短路电流容差
5.11 永磁体老化退磁
将经过 GB/T 29307 规定的可靠性试验后的驱动电机,按照 5.3的方法复测反电势,计算可靠性
试验前后的反电势下降比例。
或按照供需双方商定的方法表征和测试。
6 检 验 规 则
检验规则按 GB/T 18488.1-2015 执行,其中检验项目见附录 A。
7 标 志 与 标 识
按 GB/T 18488.1-2015 执行。

QC/T 1069-2017
QC
AUTO INDUSTRY STANDARD OF
THE PEOPLE’S REPUBLIC OF CHINA
ICS 43.040
T 35
Permanent magnet synchronous
drive motor system for electric vehicles
电动汽车用永磁同步驱动电机系统
ISSUED ON. JANUARY 9, 2017
IMPLEMENTED ON. JULY 1, 2017
Issued by. Ministry of Industry and Information Technology of the
People's Republic of China
Table of Contents 
Foreword ... 9 
1 Scope ... 10 
2 Normative references ... 10 
3 Terms and definitions ... 10 
4 Technical requirements ... 12 
5 Test methods ... 13 
6 Inspection rules ... 16 
7 Marks and identifiers ... 16 
Annex A (Normative) Inspection classification ... 17 
Foreword
This Standard was drafted in accordance with the rules given in GB/T 1.1-2009
“Directives for standardization - Part 1. Structure and drafting of standards”.
This Standard was proposed by and shall be under the jurisdiction of National
Technical Committee on Automobiles of Standardization Administration of
China (SAC/TC 114).
The drafting organizations of this Standard. Shanghai Electric Drive Co., Ltd.,
Beijing Institute of Technology, Anhui Ankai Automobile Co., Ltd., China
Automotive Technology and Research Center, CRRC Zhuzhou Electric
Locomotive Research Institute Co., Ltd., Zhejiang Younet Motor Co., Ltd.,
Tianjin Qingyuan Electric Vehicle Co., Ltd., Anhui Juyi Automation Equipment
Co., Ltd., Shanghai Automotive Group Co., Ltd., Dayang Motor New Power
Technology Co., Ltd., BYD Auto Industry Co., Ltd., Jingjin Electric Technology
(Beijing) Co., Ltd., Shanghai Dajun Power Control Technology Co., Ltd.,
Chongqing Chang'an New Energy Automobile Co., Ltd.
Main drafters of this Standard. Ying Hongliang, Jia Aiping, Song Qiang, Wu
Qingmiao, Zha Baoying, Chen Shundong, Gao Jinwen, Li Yifeng, Huang Xin,
Li Bo, Dou Ruzhen, Fu Guangsheng, Zhou Xuguang, Cai Wei, Lei Xiaojun, Xue
Shan.
Permanent magnet synchronous
drive motor system for electric vehicles
1 Scope
This Standard specifies the technical requirements, test methods, inspection
rules, marks and identifiers of permanent magnet synchronous drive motor
system for electric vehicles.
This Standard is applicable to the permanent magnet synchronous drive motor
system for electric vehicles.
2 Normative references
The following referenced documents are indispensable for the application of
this document. For dated references, only the edition cited applies. For undated
references, the latest edition of the referenced document (including any
amendments) applies.
GB 755, Packaging and storage marks
GB/T 2900.25, Electrotechnical terminology - Rotating electrical machines
GB/T 2900.33, Electrotechnical terminology - Power electronics
GB/T 18488.1-2015, Drive motor system for electric vehicles - Part 1.
Specification
GB/T 18488.2-2015, Drive motor system for electric vehicles - Part 2. Test
method
GB/T 19596, Terminology of electric vehicles
GB/T 29307, The Reliability Test Methods of Drive Motor System for Electric
Vehicles
3 Terms and definitions
For the purposes of this document, the terms and definitions defined in GB/T
2900.25, GB/T 2900.33, GB/T 18488.1-2015 and GB/T 19596 as well as the
followings apply.
of them have been subject to the type inspection) at specified speed and
4 Technical requirements
4.1 General
The drive motor system shall meet the requirements of GB/T 18488.1-2015 and
the followings.
4.2 Initial position angle
When the drive motor is equipped with a position sensor, the relative angular
relationship between the phase of the back electromotive force waveform of the
drive motor and the phase of the waveform fed back by the position sensor shall
comply with the requirements of the product technical documents.
The back electromotive force of the drive motor at the maximum operating
speed shall not be greater than the specified value of the product technical
documentation.
4.4 Tolerance of no-load back electromotive force
The deviation between the back electromotive force and the typical value at
rated speed shall not exceed ±5% between the drive motors of the same
specification and model.
4.5 Cogging torque
The cogging torque shall not exceed the value specified in the product
4.6 Torque ripple
The torque ripple shall not exceed the value specified in the product
specification.
4.7 No-load loss of drive motor system
The no-load loss of drive motor system shall not exceed the value specified in
the product specification.
4.8 No-load loss of motor
The no-load loss of motor shall not exceed the value specified in the product
specification.
temperature during the test must be recorded.
Drag the drive motor to rated speed and measure back electromotive force.
The temperature correction method is described in 5.3.
For factory inspections in mass production, the supplier and the purchaser may
agree on other methods to reflect the tolerance of no-load back electromotive
force for the inspection of this item.
5.5 Cogging torque
The test is conducted in the actual cold state.
Place the drive motor smoothly and randomly select 3 different rotor positions.
Read and record the value of the torch wrench when the rotor starts to rotate
without continuous rotation. Take the maximum of all torque values as the
cogging torque of the drive motor.
Other test methods agreed by both parties can also be used.
NOTE The torque value measured with a torque wrench is actually the sum of the friction
torque and the cogging torque. Because the cogging torque of the motor generally accounts for
a large proportion, the measured value can be substantially equal to the cogging torque.
5.6 Torque ripple
The test is conducted in the actual cold state. When the drive motor system is
specified in the product technical documentation, the rated voltage is applied to
the DC bus.
Select several points evenly on the circumference. Fix the rotor at each rotor
position. The controller applies a specified torque command. Test locked-rotor
torque separately. The difference between the maximum and minimum values
in the test value is the torque ripple.
The number of test points and the torque command value are agreed upon by
both parties. Recommended to use peak torque, rated torque, 10% peak torque
as torque command.
NOTE This method is only an approximate measurement method for torque ripple in non-
weak magnetic regions, and does not consider the effect of rotation-induced position sensor
feedback angle error.
5.7 No-load loss of drive motor system
The test is conducted in the actual cold state. When the drive motor system is
under normal electrical connection and cooling conditions specified in the
product technical documentation, the rated voltage is applied on the DC bus
and the drive motor shaft is not connected to the load.
Evenly take at least 5 speed points within the speed range, including the
these speed points.
After the test draw the relationship curve between loss and speed.
5.8 No-load loss of motor
The test is conducted in the actual cold state.
Drag the drive motor to the specified speed. Record the torque, speed and
power of the torque and speed sensor. The power value is the no-load loss of
the drive motor at this speed. Evenly take at least 5 speed points within the
speed range, including the maximum operating speed.
After the test draw the relationship curve between loss and speed.
The test is conducted in the actual cold state.
Use short-circuit conductors to short-circuit all windings of the drive motor as
close to the stator winding outlet as possible. Drag the drive motor to the
appropriate speed. Measure stator winding current at this speed. Evenly take
at least 5 speed points within the speed range, which must include the
maximum operating speed.
After the test, draw the curve of steady-state short-circuit current and speed.
5.10 Steady-state short-circuit current tolerance
The test method is same with 5.9.
Re-measure the back electromotive force of the drive motor that has been
subject to the reliability test specified in GB/T 29307 according to the method
of 5.3. Calculate the back electromotive force reduction before and after the
reliability test.
Or to characterize and test according to the methods agreed by both parties.
   
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