Motor drive control method, device, equipment, storage medium and product

Abstract

This application discloses a motor drive control method, apparatus, device, storage medium, and product, relating to the field of motor control technology. The disclosed motor drive control method includes: acquiring current motor parameters of a target vehicle under current operating conditions, wherein the motor parameters include an electrical frequency; if the electromagnetic force fluctuation frequency generated by the current harmonic frequency corresponding to the electrical frequency is within the resonant frequency range of the target vehicle, determining a target synchronous modulation scheme corresponding to the electrical frequency from a preset set of synchronous modulation schemes; and controlling the drive circuit of the target vehicle based on the target synchronous modulation scheme. This application uses a flexible synchronous modulation scheme instead of an asynchronous modulation method to avoid increasing the switching frequency, thereby reducing the losses in the new energy vehicle motor drive system.

Description

Technical Field

[0001] This application relates to the field of motor control technology, and in particular to motor drive control methods, devices, equipment, storage media and products. Background Technology

[0002] Currently, with the development of new energy vehicle technology, the efficiency and noise control of electric drive systems have become the focus of industry attention. One issue is that current new energy vehicles have numerous energy storage components (inductors and capacitors) in their high-voltage systems, and these components haven't undergone careful system parameter matching design. This results in a resonant frequency region in the motor system. When the sideband current harmonic frequency of the motor driver MCU falls within this resonant region, significant harmonics are generated in the DC bus. These harmonic components cause corresponding noise and system efficiency degradation.

[0003] Related technologies typically employ asynchronous modulation methods by increasing the switching frequency of the motor drive system, raising its sideband current harmonics above the resonant frequency range. This avoids harmonic and noise amplification, thereby addressing noise and system efficiency degradation. However, increasing the switching frequency leads to higher losses in the motor drive system of new energy vehicles.

[0004] The above content is only used to help understand the technical solution of this application and does not represent an admission that the above content is prior art. Summary of the Invention

[0005] The main purpose of this application is to provide a motor drive control method, which aims to solve the technical problem of high losses in the motor drive system of new energy vehicles.

[0006] To achieve the above objectives, this application proposes a motor drive control method, which includes:

[0007] Obtain the current motor parameters of the target vehicle under the current operating conditions, including the electric frequency;

[0008] If the electromagnetic force fluctuation frequency generated by the current harmonic frequency corresponding to the electrical frequency is within the resonant frequency range of the target vehicle, the target synchronous modulation scheme corresponding to the electrical frequency is determined from the preset synchronous modulation scheme set. The target synchronous modulation scheme controls the current harmonics by changing the time distribution of the motor's basic voltage vector, rather than controlling the current harmonics by changing the motor carrier frequency in asynchronous modulation.

[0009] The drive circuit of the target vehicle is controlled based on the target synchronization modulation scheme.

[0010] Optionally, if the electromagnetic force fluctuation frequency generated by the current harmonic frequency corresponding to the electrical frequency is within the resonant frequency range of the target vehicle, before the step of determining the target synchronization modulation scheme corresponding to the electrical frequency from the preset set of synchronization modulation schemes, the method includes:

[0011] Calculate the impact of each synchronous modulation scheme on motor efficiency at each electrical frequency, where the current harmonic frequencies corresponding to each electrical frequency are within the resonant frequency range of the target vehicle.

[0012] Based on the degree of impact, the optimal synchronization modulation scheme for each electrical frequency was selected.

[0013] The optimal synchronization modulation scheme corresponding to each electrical frequency is taken as the set of synchronization modulation schemes for the target vehicle.

[0014] Optionally, the motor parameters also include modulation coefficients, and the step of calculating the impact of each synchronous modulation scheme on motor efficiency at each electrical frequency includes:

[0015] Calculate the impact of each synchronous modulation scheme on motor efficiency at each modulation coefficient for each electrical frequency;

[0016] The steps for selecting the optimal synchronization modulation scheme for each electrical frequency based on the degree of influence include:

[0017] The synchronization modulation scheme with the least impact is selected from the impact factors as the optimal synchronization modulation algorithm for each modulation coefficient of each electrical frequency.

[0018] Optionally, the step of calculating the impact of each synchronization modulation scheme on motor efficiency at each electrical frequency includes:

[0019] Determine the carrier ratio constraint value for each synchronization modulation scheme;

[0020] Based on the carrier ratio constraint, the impact of each synchronous modulation scheme on motor efficiency is calculated at each electrical frequency.

[0021] Optionally, the step of calculating the impact of each synchronization modulation scheme on motor efficiency at each electrical frequency includes:

[0022] Based on the electrical frequency, the current harmonic amplitude of each synchronization modulation scheme is determined;

[0023] Based on the current harmonic amplitude, the impact of each synchronous modulation scheme on motor efficiency at each electrical frequency is calculated using a preset cost function.

[0024] Optionally, the step of calculating the impact of each synchronization modulation scheme on motor efficiency at each electrical frequency includes:

[0025] Obtain the order line information of the target vehicle, where the order line information reflects the current harmonic frequency at each multiple of the electrical frequency.

[0026] Based on the order line information, determine the target multiple order line corresponding to each electrical frequency;

[0027] Determine the current harmonic amplitude of the target order line, and based on the current harmonic amplitude, calculate the impact of each synchronous modulation scheme on motor efficiency at each electrical frequency.

[0028] Optionally, the step of determining the target multiple order line corresponding to each electrical frequency based on the order line information includes:

[0029] Based on the order line information, the current harmonic frequencies of each electrical frequency at each multiple of the order are determined.

[0030] The median of the resonant frequencies within the resonant frequency range of the target vehicle is taken as the target harmonic frequency.

[0031] The order line corresponding to the current harmonic frequency closest to the target harmonic frequency is taken as the target order line for each electrical frequency.

[0032] Furthermore, to achieve the above objectives, this application also proposes a motor drive control device, which includes:

[0033] The acquisition module is used to acquire the current motor parameters of the target vehicle under the current operating conditions, wherein the motor parameters include the electric frequency;

[0034] The determination module is used to determine the target synchronous modulation scheme corresponding to the electric frequency from a preset set of synchronous modulation schemes if the electromagnetic force fluctuation frequency generated by the current harmonic frequency corresponding to the electric frequency is within the resonant frequency range of the target vehicle. The target synchronous modulation scheme controls the current harmonic by changing the time distribution of the motor's basic voltage vector, rather than controlling the current harmonic by changing the motor carrier frequency in asynchronous modulation.

[0035] The control module is used to control the drive circuit of the target vehicle based on the target synchronization modulation scheme.

[0036] In addition, to achieve the above objectives, this application also proposes a motor drive control device, the device comprising: a memory, a processor, and a computer program stored in the memory and executable on the processor, the computer program being configured to implement the steps of the motor drive control method described above.

[0037] In addition, to achieve the above objectives, this application also proposes a storage medium, which is a computer-readable storage medium, on which a computer program is stored, and when the computer program is executed by a processor, it implements the steps of the motor drive control method described above.

[0038] In addition, to achieve the above objectives, this application also provides a computer program product, which includes a computer program that, when executed by a processor, implements the steps of the motor drive control method described above.

[0039] One or more technical solutions proposed in this application have at least the following technical effects:

[0040] Compared to related technologies that typically employ asynchronous modulation methods by increasing the switching frequency of the motor drive system to raise its sideband current harmonics above the resonant frequency range, thereby avoiding harmonic and noise amplification and solving the problems of noise and system efficiency degradation, this application obtains the current motor parameters of the target vehicle under current operating conditions. These motor parameters include the electrical frequency. If the electromagnetic force fluctuation frequency generated by the current harmonic frequency corresponding to the electrical frequency is within the resonant frequency range of the target vehicle, a target synchronous modulation scheme corresponding to the electrical frequency is determined from a preset set of synchronous modulation schemes. This target synchronous modulation scheme controls the current harmonics by changing the time distribution of the motor's basic voltage vector, unlike asynchronous modulation which controls the current harmonics by changing the motor carrier frequency. Based on the target synchronous modulation scheme, the drive circuit of the target vehicle is controlled. Understandably, this application employs a synchronous modulation scheme instead of high-switching-frequency asynchronous modulation when the current harmonic frequency corresponding to the current motor parameters under the current operating conditions is within the resonant frequency range of the target vehicle. Synchronous modulation can control current harmonics by changing the time distribution of the basic voltage vector. Therefore, synchronous modulation provides more adjustment options, thereby controlling the harmonic distribution more precisely, rather than being limited to using a high-switching-frequency asynchronous modulation method to change the motor carrier frequency to control current harmonics. In other words, a flexible synchronous modulation scheme is used to replace the asynchronous modulation method, thereby avoiding increasing the switching frequency and reducing the losses of the new energy vehicle motor drive system. Attached Figure Description

[0041] The accompanying drawings, which are incorporated in and form part of this specification, illustrate embodiments consistent with this application and, together with the description, serve to explain the principles of this application.

[0042] 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, for those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0043] Figure 1 This is a flowchart illustrating the first embodiment of the motor drive control method of this application;

[0044] Figure 2 A schematic diagram of the NVH (Noise, Vibration, and Harshness) concern frequencies generated by asynchronously modulated carrier frequency sideband harmonics;

[0045] Figure 3 A schematic diagram illustrating the NVH (Noise, Vibration, and Harshness) concerns arising from asynchronous modulation sideband harmonics after the carrier frequency.

[0046] Figure 4 This is a flowchart illustrating the second embodiment of the motor drive control method of this application.

[0047] Figure 5 The diagram shows the phase current harmonic distribution for two synchronous modulation schemes.

[0048] Figure 6 A flowchart illustrating an embodiment for determining the optimal synchronization modulation scheme at various electrical frequencies;

[0049] Figure 7 A schematic diagram showing the amplitude of the carrier frequency sideband harmonic current under different modulation schemes with a modulation coefficient of 0.75 and a carrier ratio of 12;

[0050] Figure 8 A schematic diagram showing the amplitude of the carrier frequency sideband harmonic current under different modulation schemes with a modulation coefficient of 0.75 and a carrier ratio of 15.

[0051] Figure 9 A schematic diagram showing the amplitude of the carrier frequency sideband harmonic current under different modulation schemes with a modulation coefficient of 0.75 and a carrier ratio of 18.

[0052] Figure 10 A schematic diagram showing the amplitude of carrier frequency sideband harmonic currents with a modulation coefficient of 1.05 and a carrier ratio of 12 under different modulation schemes;

[0053] Figure 11 A schematic diagram showing the amplitude of carrier frequency sideband harmonic currents with a modulation coefficient of 1.05 and a carrier ratio of 15 under different modulation schemes;

[0054] Figure 12 A schematic diagram showing the amplitude of carrier frequency sideband harmonic currents with a modulation coefficient of 1.05 and a carrier ratio of 18 under different modulation schemes;

[0055] Figure 13 A flowchart illustrating a specific embodiment of the optimal synchronization modulation scheme at various electrical frequencies;

[0056] Figure 14 This is a schematic diagram showing the change of the isomodulation coefficient line with speed and torque for a vehicle electric drive system under a certain bus voltage.

[0057] Figure 15 A schematic diagram of WTHD corresponding to different modulation coefficients and synchronization modulation methods;

[0058] Figure 16 A schematic diagram showing the average number of switching operations per electrical cycle for different synchronous modulation methods with different modulation coefficients;

[0059] Figure 17 This is a flowchart illustrating the third embodiment of the motor drive control method of this application.

[0060] Figure 18 This is a schematic diagram of the order lines of the current harmonics generated by the synchronous modulation scheme in the motor drive control method of this application.

[0061] Figure 19 This is a schematic diagram of the module structure of the motor drive control device according to an embodiment of this application;

[0062] Figure 20 This is a schematic diagram of the device structure of the hardware operating environment involved in the motor drive control method in the embodiments of this application.

[0063] The purpose, features, and advantages of this application will be further explained in conjunction with the embodiments and with reference to the accompanying drawings. Detailed Implementation

[0064] It should be understood that the specific embodiments described herein are merely illustrative of the technical solutions of this application and are not intended to limit this application.

[0065] To better understand the technical solution of this application, a detailed description will be provided below in conjunction with the accompanying drawings and specific implementation methods.

[0066] The main solution of this application embodiment is: to obtain the current motor parameters of the target vehicle under the current operating conditions, wherein the motor parameters include the electrical frequency; if the electromagnetic force fluctuation frequency generated by the current harmonic frequency corresponding to the electrical frequency is within the resonant frequency range of the target vehicle, to determine the target synchronous modulation scheme corresponding to the electrical frequency from a preset set of synchronous modulation schemes, wherein the target synchronous modulation scheme controls the current harmonics by changing the time distribution of the motor's basic voltage vector, rather than controlling the current harmonics by changing the motor carrier frequency in asynchronous modulation; and to control the drive circuit of the target vehicle based on the target synchronous modulation scheme.

[0067] In this embodiment, a motor drive control device is used as the execution subject. For ease of description, it will be referred to as "device" below.

[0068] The common approach in related technologies is to use asynchronous modulation methods to increase the switching frequency of the motor drive system, thereby raising the sideband current harmonics above the resonant frequency range. This avoids harmonic and noise amplification, thus addressing noise and system efficiency degradation. However, increasing the switching frequency leads to higher losses in the motor drive system of new energy vehicles.

[0069] Specifically, the electromagnetic force fluctuations and noise components generated by current harmonics are mainly f c ±3f1, reference Figure 2 New energy vehicles have a resonant frequency range of 9-11kHz in their DC bus or mechanical system, and the carrier frequency f of the electric drive system MCU... c When set to 8kHz, if the motor frequency exceeds 333Hz, the noise component on the right sideband of the carrier frequency will be in the resonant region (9kHz). <f c +3f1<11k) is amplified, and in order to reduce the noise in the resonant region, it is necessary to reduce the electromagnetic force fluctuation of the motor in this frequency range.

[0070] It should be noted that the conventional method in existing technologies to reduce the aforementioned DC-side and AC-side current ripple is to change the switching frequency of the power devices in the electric drive system, which typically requires increasing the carrier frequency. (Refer to...) Figure 3 When the carrier frequency is increased, the sideband harmonics on both sides are no longer in the resonant region after the motor operating frequency exceeds a certain value, thus avoiding the amplification of harmonics and noise. However, the solution of increasing the switching frequency to reduce carrier frequency sideband ripple and noise is generally limited by two factors, which restricts the upper limit of the switching frequency that can be achieved: high switching frequencies cause severe heat generation of power devices; high switching frequencies usually mean high current control frequencies, which results in a very high load rate for the motor main control chip.

[0071] This application provides a solution for motor drive control under synchronous modulation scheme, avoiding the need to increase the switching frequency, thereby reducing the loss of the motor drive system of new energy vehicles.

[0072] As can be seen from the above embodiments, when the current harmonic frequency corresponding to the current motor parameters under the current operating conditions is within the resonant frequency range of the target vehicle, this application adopts a synchronous modulation scheme instead of asynchronous modulation with a high switching frequency. Synchronous modulation can control the current harmonics by changing the time distribution of the basic voltage vector. Therefore, synchronous modulation provides more adjustment schemes, thereby controlling the harmonic distribution more precisely, rather than being limited to using an asynchronous modulation method with a high switching frequency to control the current harmonics by changing the motor carrier frequency. That is, a flexible synchronous modulation scheme is used to replace the asynchronous modulation method, thereby avoiding increasing the switching frequency and reducing the loss of the new energy vehicle motor drive system.

[0073] It should be noted that the executing entity in this embodiment can be a computing service device with data processing, network communication, and program execution functions, such as a tablet computer, personal computer, or mobile phone, or an electronic device or terminal system capable of performing the above functions. The following description uses a motor drive control device as an example to illustrate this embodiment and the subsequent embodiments.

[0074] Based on this, the embodiments of this application provide a motor drive control method, referring to... Figure 1 , Figure 1 This is a flowchart illustrating the first embodiment of the motor drive control method of this application.

[0075] In this embodiment, the motor drive control method includes steps S100 to S300:

[0076] Step S100: Obtain the current motor parameters of the target vehicle under the current operating conditions, wherein the motor parameters include the electric frequency;

[0077] It should be noted that the target vehicle refers to a vehicle equipped with a motor drive control device; the current operating condition of the target vehicle refers to the current operating state of the target vehicle, including but not limited to information such as motor speed and torque; motor parameters refer to physical quantities that describe the performance and state of the target vehicle's motor, including but not limited to electrical frequency, modulation coefficient, current, voltage, speed, power, etc., preferably electrical frequency.

[0078] Furthermore, in motors, electrical frequency refers to the rate of change of current or voltage, usually measured in Hertz (Hz). For AC motors, electrical frequency is related to the motor's speed and the number of poles in the motor design. For permanent magnet synchronous motors, electrical frequency is directly proportional to the motor's speed. Specifically, electrical frequency is the rate of change of current or voltage in the motor, which determines the rotational speed of the motor's magnetic field.

[0079] In practical implementation, monitoring of electrical frequencies is used for NVH (noise, vibration, and harshness) control of vehicles to ensure that vehicles do not generate excessive noise and vibration during operation. By controlling the amplitude and phase of the fundamental and harmonic currents of the motor at each electrical frequency, vibration and noise can be reduced, and ride comfort can be improved.

[0080] Step S200: If the electromagnetic force fluctuation frequency generated by the current harmonic frequency corresponding to the electrical frequency is within the resonant frequency range of the target vehicle, the target synchronous modulation scheme corresponding to the electrical frequency is determined from the preset synchronous modulation scheme set. The target synchronous modulation scheme controls the current harmonic by changing the time distribution of the motor's basic voltage vector, rather than controlling the current harmonic by changing the motor carrier frequency in asynchronous modulation.

[0081] It should be noted that current harmonic frequencies refer to the non-fundamental frequency components in current. These components are usually integer multiples of the fundamental frequency. In motor control, current harmonics can lead to reduced motor efficiency and generate additional noise and vibration. The resonant frequency range refers to the frequency range in which the vibration amplitude of the motor or its related system is maximized at a specific frequency. If the current harmonic frequency overlaps with this range, it will cause resonance, leading to damage to the motor or vehicle structure.

[0082] In practical implementation, synchronous modulation is a PWM (pulse width modulation) technique in which the carrier frequency changes proportionally to the frequency of the modulation signal to keep the carrier ratio (the ratio of the carrier frequency to the modulation signal frequency) constant. Synchronous modulation can reduce current harmonics and improve motor efficiency. In contrast to synchronous modulation, asynchronous modulation keeps the carrier frequency constant while the frequency of the modulation signal can change.

[0083] Furthermore, the target synchronization modulation scheme refers to a specific scheme selected from a set of preset synchronization modulation schemes, used to control the motor to reduce or eliminate current harmonics at a specific frequency; the basic voltage vector refers to the basic voltage signal used for PWM modulation; and the time distribution refers to the way the basic voltage vector is distributed in time during PWM modulation.

[0084] In practical implementation, if the radial or tangential electromagnetic force fluctuation frequency generated by the current harmonic frequency corresponding to the electrical frequency is within the resonant frequency range of the target vehicle—that is, if the radial or tangential electromagnetic force fluctuation frequency generated by the motor's current harmonic frequency overlaps with the vehicle's resonant frequency range—then a specific scheme needs to be selected from the preset synchronous modulation schemes to control the motor. This scheme controls the current harmonics by changing the temporal distribution of the basic voltage vector, rather than by changing the carrier frequency. The purpose of this is to replace the asynchronous modulation method with a flexible synchronous modulation scheme, thereby avoiding increasing the switching frequency and reducing the losses of the new energy vehicle motor drive system.

[0085] It is important to emphasize that the set of synchronous modulation schemes is pre-set before the target vehicle leaves the factory. The set of synchronous modulation schemes includes the target synchronous modulation schemes corresponding to the parameters of each motor of the target vehicle. The target synchronous modulation scheme is the optimal synchronous modulation scheme selected from multiple preset synchronous modulation schemes.

[0086] Step S300: Control the drive circuit of the target vehicle based on the target synchronization modulation scheme.

[0087] It should be noted that the drive circuit refers to the circuit connecting the battery and the motor, including components such as inverters, controllers, and sensors. The drive circuit is responsible for converting the DC power provided by the battery into the AC power required by the motor, and adjusting the motor speed and torque according to the control strategy.

[0088] In practice, the device adjusts and manages the various components in the drive circuit according to the target synchronization modulation scheme to achieve precise control of the motor, including but not limited to adjusting the switching frequency of the inverter, adjusting the current and voltage of the motor, and monitoring the temperature and speed of the motor.

[0089] Compared to related technologies that typically employ asynchronous modulation methods by increasing the switching frequency of the motor drive system to raise its sideband current harmonics above the resonant frequency range, thereby avoiding harmonic and noise amplification and solving the problems of noise and system efficiency degradation, this application obtains the current motor parameters of the target vehicle under current operating conditions. These motor parameters include the electrical frequency. If the electromagnetic force fluctuation frequency generated by the current harmonic frequency corresponding to the electrical frequency is within the resonant frequency range of the target vehicle, a target synchronous modulation scheme corresponding to the electrical frequency is determined from a preset set of synchronous modulation schemes. This target synchronous modulation scheme controls the current harmonics by changing the time distribution of the motor's basic voltage vector, unlike asynchronous modulation which controls the current harmonics by changing the motor carrier frequency. Based on the target synchronous modulation scheme, the drive circuit of the target vehicle is controlled. Understandably, this application employs a synchronous modulation scheme instead of a high-switching-frequency asynchronous modulation scheme when the electromagnetic force fluctuation frequency generated by the current harmonic frequency corresponding to the current motor parameters under the current operating conditions is within the resonant frequency range of the target vehicle. Synchronous modulation can control the current harmonics by changing the time distribution of the basic voltage vector. Therefore, synchronous modulation provides more adjustment schemes, thereby controlling the harmonic distribution more precisely, rather than being limited to using a high-switching-frequency asynchronous modulation method to change the motor carrier frequency to control the current harmonics. In other words, a flexible synchronous modulation scheme is used to replace the asynchronous modulation method, thereby avoiding increasing the switching frequency and reducing the losses of the new energy vehicle motor drive system.

[0090] Based on the first embodiment described above, this application also proposes another embodiment, which is referred to below. Figure 4 Motor drive control methods include:

[0091] In a specific implementation, before the step of determining the target synchronization modulation scheme corresponding to the electrical frequency from a preset set of synchronization modulation schemes if the electromagnetic force fluctuation frequency generated by the current harmonic frequency corresponding to the electrical frequency is within the resonant frequency range of the target vehicle, the method includes:

[0092] Step A100: Calculate the impact of each synchronous modulation scheme on motor efficiency at each electrical frequency, wherein the current harmonic frequency corresponding to each electrical frequency is within the resonant frequency range of the target vehicle.

[0093] In practical implementation, the device needs to calculate the impact of each synchronization modulation scheme on motor efficiency at various electrical frequencies. Specifically, when the current harmonic frequency overlaps with the resonant frequency range of the target vehicle, resonance occurs, leading to a decrease in motor efficiency. Therefore, evaluating the impact of different synchronization modulation schemes on motor efficiency allows for the selection of the optimal modulation scheme to avoid resonance and improve motor efficiency.

[0094] Furthermore, through evaluation, the device can optimize the control strategy of the motor, reduce harmonics, and improve the efficiency and performance of the motor. This can be achieved by controlling current harmonics by changing the time distribution of the basic voltage vector rather than by changing the motor carrier frequency. Such a control strategy can reduce the losses of the motor, improve efficiency, and extend the service life of the motor.

[0095] It is understandable that reference is made to Figure 5 , Figure 5 to show the principle of reducing the electromagnetic force fluctuation in the resonance region by using traditional non-optimized synchronous modulation. Specifically, Figure 5 shows the phase current harmonic distribution results of two synchronous modulation schemes at a certain modulation coefficient. It can be seen that there are only harmonic components of 6k±1 times of the electrical frequency. Both theory and measurement show that these components will only generate electromagnetic force fluctuations of 6k times. Therefore, at each operating electrical frequency, an appropriate synchronous modulation method can be selected to minimize the amplitude of the electromagnetic force fluctuations of 6k times in the resonance region (which can also be characterized by the amplitude of the current harmonics of 6k±1 times corresponding to the electromagnetic force of 6k times), thereby reducing the amplitude of the noise in the resonance region. That is, when using synchronous modulation to reduce the noise in the resonance region, the modulation method within the entire operating electrical frequency range needs to be determined.

[0096] Furthermore, referring to Figure 6 , the method for determining the modulation method within the entire operating electrical frequency range includes: Step 10: Determine the operating electrical frequency range of asynchronous modulation. Typically, asynchronous modulation operates at low speeds, and its highest operating electrical frequency is AsynFreqH, which needs to be set according to the highest operating carrier frequency AsynFcH of asynchronous modulation and the lower limit ResnFreqL of the resonance frequency, and it is necessary to ensure that AsynFcH + 3AsynFreqH < ResnFreqL, that is, a certain margin FreqHsys is reserved; Step 11: Determine the lowest and highest operating electrical frequencies of synchronous modulation. The lowest operating electrical frequency of synchronous modulation is usually set as SynFreqL. Combining with Step 100, it can be known that SynFreqL = AsynFreqH + FreqHsys, and FreqHsys is the hysteresis width between asynchronous and synchronous modulation. The highest operating electrical frequency SynFreqH of synchronous modulation is usually set as the highest operating electrical frequency of the motor; Step 12: Determine the modulation method at each operating electrical frequency of synchronous modulation.

[0097] In specific implementation, the steps for calculating the influence degree of each synchronous modulation scheme on the motor efficiency at each electrical frequency include:

[0098] Calculate the influence degree of each synchronous modulation scheme on the motor efficiency at each modulation coefficient of each electrical frequency; select the synchronous modulation scheme with the smallest influence degree from the influence degrees as the optimal synchronous modulation algorithm corresponding to each modulation coefficient of each electrical frequency.

[0099] It should be noted that the modulation coefficient (or modulation ratio) is the ratio of the peak value of the modulated signal to the carrier frequency, which affects the shape of the PWM signal and the performance of the motor. The modulation coefficient is only related to the motor controller bus voltage, speed, and torque, and is independent of the modulation method. The modulation coefficient range for each electrical frequency can be obtained through motor simulation or actual measurement using asynchronous modulation.

[0100] In practical implementation, for each electrical frequency and each modulation coefficient, the impact of different synchronous modulation schemes on motor efficiency is calculated. Among the calculated impact levels for each electrical frequency and modulation coefficient, the synchronous modulation scheme with the smallest impact (i.e., the highest efficiency) is selected. This scheme is the optimal synchronous modulation algorithm, meaning the synchronous modulation scheme with the smallest impact on motor efficiency is the optimal synchronous modulation scheme. The device applies this optimal synchronous modulation algorithm to motor control to improve motor efficiency and performance.

[0101] In the specific implementation, refer to Figures 7-12 Different synchronization modulation methods, or even the same method with different modulation coefficients, result in different components of current harmonics, thus producing different components of electromagnetic force fluctuations. For example, from... Figure 5 It is evident that when using the SynK12M1 synchronous modulation method, the 6k±1st current harmonic is relatively small, while the 3k±1st (k being an odd number) current harmonic is relatively large; in this case, using the SynK12M1 method can reduce the 6th, 12th, and 18th electromagnetic force harmonics. Figures 5-10 It is evident that when using synchronization modulation methods other than SynK12M1 and SynK18M1, the 6k±1st current harmonic is relatively large, while the 3k±1st (k takes an odd number) current harmonic is absent; therefore, using these methods can reduce the 3k (k takes an odd number) electromagnetic force harmonic. Specifically, Figure 7 The amplitude of the carrier frequency sideband harmonic current for different modulation schemes with a modulation coefficient of 0.75 and a carrier ratio of 12; Figure 8 The amplitude of the carrier frequency sideband harmonic current for different modulation schemes with a modulation coefficient of 0.75 and a carrier ratio of 15; Figure 9 The amplitude of the carrier frequency sideband harmonic current for different modulation schemes with a modulation coefficient of 0.75 and a carrier ratio of 18; Figure 10 The amplitude of the carrier frequency sideband harmonic current for different modulation schemes with a modulation coefficient of 1.05 and a carrier ratio of 12; Figure 11 The amplitude of the carrier frequency sideband harmonic current for different modulation schemes with a modulation coefficient of 1.05 and a carrier ratio of 15; Figure 12 The amplitude of the carrier frequency sideband harmonic current for different modulation schemes with a modulation coefficient of 1.05 and a carrier ratio of 18.

[0102] In practical implementation, the steps for calculating the impact of each synchronization modulation scheme on motor efficiency at various electrical frequencies include:

[0103] Determine the carrier ratio constraint value for each synchronization modulation scheme; based on the carrier ratio constraint value, calculate the impact of each synchronization modulation scheme on motor efficiency at each electrical frequency.

[0104] It's important to note that the carrier ratio refers to the ratio of the carrier frequency to the modulation signal frequency. In synchronous modulation, the carrier ratio is fixed, meaning that each synchronous modulation scheme has a specific carrier ratio constraint value. The carrier ratio is particularly crucial for PWM (Pulse Width Modulation) technology because it affects the shape of the PWM signal and the performance of the motor.

[0105] Understandably, in the result of selecting the optimal synchronization modulation method, the carrier ratio of the optimal synchronization modulation method may be unnecessarily small, causing a decrease in torque control response. For example, if the system has a resonant frequency region of 9–11 kHz, when the motor's electrical frequency is between 500 Hz and 611 Hz, its 18th harmonic electromagnetic force fluctuation will be amplified in the resonant region. To reduce noise in the resonant region, the first embodiment may set the carrier ratio to 12 in this frequency range. Since a smaller carrier ratio results in a lower bandwidth for torque control, this reduces the torque control response. In practice, this can be achieved by maintaining a carrier ratio of 18 and selecting a modulation method with a smaller WTHD in the synchronization modulation of this carrier ratio, thereby reducing current ripple and resonant region noise while ensuring a sufficiently fast torque response.

[0106] In practical implementation, after determining the carrier ratio constraint, the next step is to calculate the impact of each synchronization modulation scheme on motor efficiency at different electrical frequencies. This typically involves simulation or experimentation to determine the motor's performance under specific conditions. Among the calculated impact levels for each electrical frequency and modulation coefficient, the synchronization modulation scheme with the smallest impact (i.e., the highest efficiency) is selected. This scheme is the optimal synchronization modulation algorithm.

[0107] In practical implementation, the purpose of the above process is to find the optimal control strategy to ensure that the motor operates at its highest efficiency under different operating conditions. This method allows the optimal synchronous modulation scheme to reduce current ripple and resonant noise while ensuring a sufficiently fast torque response.

[0108] In its implementation, the step of calculating the impact of each synchronization modulation scheme on motor efficiency at each electrical frequency includes:

[0109] Based on the electrical frequency, the current harmonic amplitude of each synchronous modulation scheme is determined; based on the current harmonic amplitude, the impact of each synchronous modulation scheme on motor efficiency at each electrical frequency is calculated using a preset cost function.

[0110] It should be noted that the current harmonic amplitude refers to the magnitude of the non-fundamental frequency components in the current. These components are integer multiples of the fundamental frequency. The magnitude of the current harmonic amplitude directly affects the efficiency and noise level of the motor. The cost function is an evaluation function used to quantify the loss of motor efficiency, including but not limited to multiple factors such as current harmonic amplitude, inverter switching frequency, weighted total harmonic distortion (WTHD), motor temperature, and noise level.

[0111] In practical implementation, the device needs to calculate the current harmonic amplitude generated by each synchronization modulation scheme at different electrical frequencies. The device can obtain the current harmonic amplitude generated by each synchronization modulation scheme based on simulation of a motor model or experimental measurement.

[0112] In its implementation, the device uses a preset cost function to evaluate the efficiency impact of each synchronization modulation scheme at different electrical frequencies. The cost function comprehensively considers the current harmonic amplitude, carrier ratio constraint, and other factors that may affect motor efficiency.

[0113] In its implementation, the device sets a cost function J*, which is related to the order amplitude of electromagnetic force fluctuations within the resonant region (or represented by the amplitude of current harmonics, where the amplitude of each current harmonic is...). (This can be represented by dividing the voltage harmonic amplitude by the harmonic order), WTHD, and the number of inverter switching cycles N. P Functions such as...

[0114]

[0115] Among them, W 1-n N represents the weighting coefficient, WTHD represents the weighted total harmonic distortion value, and N represents the weighting coefficient. P Indicates the number of times the inverter is switched on and off. J* represents the current harmonic amplitude, and J* represents the motor influence value.

[0116] Furthermore, considering the addition of a carrier ratio constraint value to the above cost function J*, the device calculates the first motor influence value of each group of motor parameters under each synchronous modulation algorithm based on the weighted total harmonic distortion value, the number of switching operations, the current harmonic amplitude, and the carrier ratio constraint value. The formula for the cost function includes:

[0117]

[0118] Among them, W 1-n N represents the weighting coefficient, WTHD represents the weighted total harmonic distortion value, and N represents the weighting coefficient. P Indicates the number of times the inverter is switched on and off. J* represents the current harmonic amplitude, J* represents the motor influence value, and K represents the carrier ratio constraint value.

[0119] Step A200: Based on the degree of influence, select the optimal synchronization modulation scheme corresponding to each electrical frequency;

[0120] In practical implementation, the device selects the synchronous modulation scheme with the least impact (i.e. the highest efficiency) as the optimal synchronous modulation scheme based on the calculated efficiency impact of each synchronous modulation scheme.

[0121] Step A300: The optimal synchronization modulation scheme corresponding to each electrical frequency is taken as the synchronization modulation scheme set for the target vehicle.

[0122] In the specific implementation, refer to Figure 13 The process of determining the modulation scheme at each operating electrical frequency of the synchronous modulation is further described, specifically including: Step 121, selecting the lowest operating electrical frequency of the synchronous modulation, SynFreqL, as the initial target electrical frequency, SynFreq*; Step 122, obtaining the range of modulation coefficients when operating in steady state at the target electrical frequency. (Refer to...) Figure 14 The modulation coefficient during steady-state operation is only related to the motor controller bus voltage, speed, and torque, and is independent of the modulation method. This modulation coefficient range can be obtained through motor simulation or actual measurement using asynchronous modulation; Step 123: Select the lowest modulation coefficient M_L at the target electrical frequency as the initial target modulation coefficient M*; Step 124: Determine the optimal modulation method SynMdN under the target electrical frequency SynFreq* and the target modulation coefficient M*; Steps 125-128: Determine the synchronous modulation method to be selected for each modulation coefficient and electrical frequency by first traversing the modulation coefficients and then traversing the electrical frequencies.

[0123] Furthermore, after the device determines the modulation method at each working electrical frequency for synchronous modulation, the synchronous modulation method table shown in Table 1 below, which varies with the modulation coefficient and electrical frequency, can be obtained.

[0124] Table 1

[0125]

[0126] In the specific implementation, refer to Figure 15 , Figure 15 In the above cost function J*, WTHD represents the synchronization modulation scheme with different modulation coefficients. Figure 16 This represents the average number of switching operations per electrical cycle. Figure 15 The higher the WTHD, the greater the motor losses. Figure 16 The higher the number of switching cycles, the greater the inverter's losses.

[0127] It should be noted that the above examples are only for understanding this application and do not constitute a limitation on the motor drive control method of this application. Any simple modifications based on this technical concept are within the protection scope of this application.

[0128] Based on the first and second embodiments described above, this application also proposes another embodiment, which is referred to below. Figure 17 Motor drive control methods include:

[0129] In practical implementation, the steps for calculating the impact of each synchronization modulation scheme on motor efficiency at various electrical frequencies include:

[0130] Step B100: Obtain the order line information of the target vehicle. The order line information reflects the frequency of electromagnetic force fluctuations, i.e., noise, generated by current harmonics at each electrical frequency at each multiple of the order.

[0131] In practical implementation, acquiring the order line information of the target vehicle refers to collecting and analyzing the relationship between the frequency of electromagnetic force fluctuations (i.e., noise) generated by the current harmonics of the motor and the motor speed under different operating conditions. Order line information is an important concept in rotating machinery vibration analysis; it reflects how the frequency of electromagnetic force fluctuations (i.e., noise) generated by the current harmonics changes with the motor speed at different electrical frequencies.

[0132] It should be noted that in rotating machinery, the order multiple refers to a frequency proportional to the electrical frequency of the motor. For example, if the electrical frequency of the motor is 1000Hz, then 1 order multiple is 1000 Hz, and 2 order multiple is 2000 Hz.

[0133] In practical implementation, by analyzing order line information, the device can understand how the harmonic frequencies of the current generated by the motor are distributed at different electrical frequencies, and how these harmonic frequencies are related to the motor speed. For example, in motor control, by adjusting the carrier ratio and modulation coefficient of PWM (Pulse Width Modulation), the amplitude of the current harmonics can be controlled, thereby reducing the impact of harmonics on motor performance. By analyzing order line information, the optimal PWM modulation strategy can be found to ensure that the motor operates with the lowest noise and / or highest efficiency under different operating conditions.

[0134] In the specific implementation, refer to Figure 18 , Figure 18 This diagram shows the order lines of electromagnetic force fluctuations (relative to the fundamental frequency) that the device may generate when using synchronous modulation. In the diagram, 12 Order, 18 Order, etc., indicate that the frequency of the electromagnetic force fluctuation is a multiple of 12, 18, etc., of the fundamental frequency. It should be noted that only order lines that are multiples of 6 (i.e., even multiples of 3) are shown in the diagram. Figure 2For clarity, a "." is used to represent an order line between two adjacent order lines that are multiples of 6 (i.e., an order line that is an odd multiple of 3). Order lines that are odd multiples of 3 are usually generated by non-traditional synchronous modulation based on SVPWM with a carrier ratio that is a multiple of 6. The characteristics of this modulation scheme are: the SVPWM modulation algorithm takes the voltage vector amplitude and the voltage vector angle in the stationary axis as inputs, and outputs voltage vector commands with 12, 24, 36, etc. (12 times n, where n is a positive integer) angles in the three-phase stationary axis each electrical cycle, numbered from 1 to 12n according to the voltage vector angle from smallest to largest; the angle interval between adjacent numbered voltage vectors is 360° / (12n).

[0135] Step B200: Based on the order line information, determine the target multiple order line corresponding to each electrical frequency;

[0136] In practical implementation, the device determines the target multiple-order lines corresponding to each electrical frequency based on the order line information. This means identifying which multiple-order current harmonic frequencies might cause problems, such as resonance, at a specific electrical frequency. The target multiple-order lines refer to those current harmonic frequencies that require special attention during motor operation, as they may have a significant impact on motor performance.

[0137] In its implementation, the device first analyzes the relationship between the frequency of electromagnetic force fluctuations (i.e., noise) generated by current harmonics at different electrical frequencies and the rotational speed n (which is related to the electrical frequency f by n = 60f / P, where P is the number of pole pairs of the motor). Secondly, it identifies which multiples of the current harmonic frequencies require special attention at specific electrical frequencies. Through this process, the motor control strategy can be optimized, harmonic-induced noise and vibration can be reduced, and the motor's efficiency and performance can be improved.

[0138] In practical implementation, the steps for determining the target multiple order line corresponding to each electrical frequency based on the order line information include:

[0139] Based on the order line information, the current harmonic frequency of each electrical frequency at each multiple order is determined; the median of the resonant frequency within the resonant frequency range of the target vehicle is taken as the target harmonic frequency; the multiple order line corresponding to the current harmonic frequency closest to the target harmonic frequency is taken as the target multiple order line corresponding to each electrical frequency.

[0140] Step B300: Determine the current harmonic amplitude of the target multiple order line, and based on the current harmonic amplitude, calculate the impact of each synchronous modulation scheme on motor efficiency at each electrical frequency.

[0141] In its specific implementation, this third embodiment, compared to the second embodiment, only uses the current harmonic amplitude of the target order line to substitute into a preset cost function to calculate the impact of each synchronous modulation scheme on motor efficiency, instead of using the current harmonic amplitudes of multiple order lines in the second embodiment. The target order line is the order line corresponding to the electromagnetic force fluctuation, i.e., the noise frequency (noise is generated by current harmonics), which is closest to the median of the target harmonic frequency. The median resonant frequency refers to the frequency value at which the vibration or noise energy reaches its highest point in the frequency distribution during vehicle vibration or noise testing. In vehicle noise, vibration, and harshness (NVH) control, the median resonant frequency is a key parameter; optimized design can reduce vibration and noise, improving the overall vehicle performance. This median resonant frequency is more representative than resonant frequency values ​​within other resonant frequency ranges; that is, the magnitude of the current harmonic amplitude corresponding to the target order line can more accurately reflect the impact of different synchronous modulation schemes on motor noise.

[0142] It should be noted that the above examples are only for understanding this application and do not constitute a limitation on the motor drive control method of this application. Any simple modifications based on this technical concept are within the protection scope of this application.

[0143] This application also provides a motor drive control device, please refer to... Figure 19 The motor drive control device includes:

[0144] The acquisition module 10 is used to acquire the current motor parameters of the target vehicle under the current operating conditions, wherein the motor parameters include the electric frequency;

[0145] The determining module 20 is used to determine the target synchronous modulation scheme corresponding to the electric frequency from a preset set of synchronous modulation schemes if the electromagnetic force fluctuation frequency generated by the current harmonic frequency corresponding to the electric frequency is within the resonant frequency range of the target vehicle. The target synchronous modulation scheme controls the current harmonic by changing the time distribution of the motor's basic voltage vector, rather than controlling the current harmonic by changing the motor carrier frequency in asynchronous modulation.

[0146] The control module 30 is used to control the drive circuit of the target vehicle based on the target synchronization modulation scheme.

[0147] Optionally, the motor drive control device further includes:

[0148] The calculation module is used to calculate the impact of each synchronous modulation scheme on the motor efficiency at each electrical frequency, wherein the electromagnetic force fluctuation frequency generated by the current harmonic frequency corresponding to each electrical frequency is within the resonant frequency range of the target vehicle.

[0149] The filtering module is used to filter out the optimal synchronization modulation scheme for each electrical frequency based on the degree of influence.

[0150] The scheme set determination module is used to select the optimal synchronization modulation scheme corresponding to each electrical frequency as the synchronization modulation scheme set for the target vehicle.

[0151] Optionally, the computing module includes:

[0152] The first impact calculation module is used to calculate the impact of each synchronous modulation scheme on motor efficiency under each modulation coefficient at each electrical frequency.

[0153] Optionally, the filtering module includes:

[0154] The selection module is used to select the synchronization modulation scheme with the least impact from the impact levels as the optimal synchronization modulation algorithm for each modulation coefficient of each electrical frequency.

[0155] Optionally, the computing module also includes:

[0156] The carrier ratio determination module is used to determine the carrier ratio constraint value for each synchronization modulation scheme;

[0157] The second impact calculation module is used to calculate the impact of each synchronous modulation scheme on motor efficiency at each electrical frequency based on the carrier ratio constraint value.

[0158] Optionally, the second impact calculation module includes:

[0159] The current harmonic amplitude determination module is used to determine the current harmonic amplitude of each synchronization modulation scheme based on the electrical frequency.

[0160] The function calculation module is used to calculate the impact of each synchronous modulation scheme on motor efficiency at each electrical frequency based on the current harmonic amplitude and through a preset cost function.

[0161] Optionally, the computing module also includes:

[0162] The order line information acquisition module is used to acquire the order line information of the target vehicle. The order line information reflects the current harmonic frequency at each multiple of the electrical frequency.

[0163] The target order line determination module is used to determine the target order line corresponding to each electrical frequency based on the order line information.

[0164] The third impact calculation module is used to determine the current harmonic amplitude of the target multiple order line, and based on the current harmonic amplitude, calculate the impact of each synchronous modulation scheme on the motor efficiency at each electrical frequency.

[0165] Optionally, the target multiple order line determination module includes:

[0166] The current harmonic frequency determination module is used to determine the current harmonic frequency of each electrical frequency at each multiple of the order based on the order line information.

[0167] The target harmonic frequency determination module is used to take the median of the resonant frequencies within the resonant frequency range of the target vehicle as the target harmonic frequency.

[0168] The target order multiple line calculation module is used to take the order multiple line corresponding to the current harmonic frequency that is closest to the target harmonic frequency as the target order multiple line for each electrical frequency.

[0169] The motor drive control device provided in this application, employing the motor drive control method in the above embodiments, can solve the technical problems of motor drive control. Compared with the prior art, the beneficial effects of the motor drive control device provided in this application are the same as those of the motor drive control method provided in the above embodiments, and other technical features in the motor drive control device are the same as those disclosed in the methods of the above embodiments, and will not be repeated here.

[0170] This application provides a motor drive control device, which includes: at least one processor; and a memory communicatively connected to the at least one processor; wherein the memory stores instructions executable by the at least one processor, and the instructions are executed by the at least one processor to enable the at least one processor to perform the motor drive control method in the above embodiment 1.

[0171] The following is for reference. Figure 20 The diagram illustrates a structural schematic suitable for implementing the motor drive control device of the embodiments of this application. The motor drive control device in the embodiments of this application may include, but is not limited to, mobile terminals such as mobile phones, laptops, digital radio receivers, PDAs (Personal Digital Assistants), PADs (Portable Application Description), PMPs (Portable Media Players), in-vehicle terminals (e.g., in-vehicle navigation terminals), and fixed terminals such as digital TVs and desktop computers. Figure 19 The motor drive control device shown is merely an example and should not impose any limitations on the functionality and scope of use of the embodiments of this application.

[0172] like Figure 20As shown, the motor drive control device may include a processing unit 1001 (e.g., a central processing unit, a graphics processing unit, etc.), which can perform various appropriate actions and processes according to a program stored in a read-only memory (ROM) 1002 or a program loaded from a storage device 1003 into a random access memory (RAM) 1004. The RAM 1004 also stores various programs and data required for the operation of the motor drive control device. The processing unit 1001, ROM 1002, and RAM 1004 are interconnected via a bus 1005. An input / output (I / O) interface 1006 is also connected to the bus. Typically, the following systems can be connected to the I / O interface 1006: input devices 1007 including, for example, a touchscreen, touchpad, keyboard, mouse, image sensor, microphone, accelerometer, gyroscope, etc.; output devices 1008 including, for example, a liquid crystal display (LCD), speaker, vibrator, etc.; storage devices 1003 including, for example, magnetic tape, hard disk, etc.; and communication devices 1009. Communication device 1009 allows the motor drive control device to communicate wirelessly or wiredly with other devices to exchange data. Although the figures show motor drive control devices with various systems, it should be understood that implementation or possession of all the systems shown is not required. More or fewer systems may be implemented alternatively.

[0173] Specifically, according to the embodiments disclosed in this application, the processes described above with reference to the flowcharts can be implemented as computer software programs. For example, embodiments disclosed in this application include a computer program product comprising a computer program carried on a computer-readable medium, the computer program containing program code for performing the methods shown in the flowcharts. In such embodiments, the computer program can be downloaded and installed from a network via a communication device, or installed from storage device 1003, or installed from ROM 1002. When the computer program is executed by processing device 1001, it performs the functions defined in the methods of the embodiments disclosed in this application.

[0174] The motor drive control device provided in this application, employing the motor drive control method in the above embodiments, can solve the technical problems of motor drive control. Compared with the prior art, the beneficial effects of the motor drive control device provided in this application are the same as those of the motor drive control method provided in the above embodiments, and other technical features in this motor drive control device are the same as those disclosed in the previous embodiment method, and will not be repeated here.

[0175] It should be understood that the various parts disclosed in this application can be implemented using hardware, software, firmware, or a combination thereof. In the description of the above embodiments, specific features, structures, materials, or characteristics can be combined in any suitable manner in one or more embodiments or examples.

[0176] The above are merely specific embodiments of this application, but the scope of protection of this application is not limited thereto. Any variations or substitutions that can be easily conceived by those skilled in the art within the scope of the technology disclosed in this application should be included within the scope of protection of this application. Therefore, the scope of protection of this application should be determined by the scope of the claims.

[0177] This application provides a computer-readable storage medium having computer-readable program instructions (i.e., a computer program) stored thereon, the computer-readable program instructions being used to execute the motor drive control method in the above embodiments.

[0178] The computer-readable storage medium provided in this application may be, for example, a USB flash drive, but is not limited to, electrical, magnetic, optical, electromagnetic, infrared, or semiconductor systems, devices, or any combination thereof. More specific examples of computer-readable storage media may include, but are not limited to: electrical connections having one or more wires, portable computer disks, hard disks, random access memory (RAM), read-only memory (ROM), erasable programmable read-only memory (EPROM or flash memory), optical fiber, portable compact disk read-only memory (CD-ROM), optical storage devices, magnetic storage devices, or any suitable combination thereof. In this embodiment, the computer-readable storage medium may be any tangible medium containing or storing a program that can be used by or in conjunction with an instruction execution system, system, or device. The program code contained on the computer-readable storage medium may be transmitted using any suitable medium, including but not limited to: wires, optical cables, RF (Radio Frequency), etc., or any suitable combination thereof.

[0179] The aforementioned computer-readable storage medium may be included in the motor drive control device; or it may exist independently and not assembled into the motor drive control device.

[0180] The aforementioned computer-readable storage medium carries one or more programs, which, when executed by the motor drive control device, cause the motor drive control device to: drive the motor.

[0181] Computer program code for performing the operations of this application can be written in one or more programming languages ​​or a combination thereof, including object-oriented programming languages ​​such as Java, Smalltalk, and C++, and conventional procedural programming languages ​​such as the "C" language or similar programming languages. The program code can be executed entirely on the user's computer, partially on the user's computer, as a standalone software package, partially on the user's computer and partially on a remote computer, or entirely on a remote computer or server. In cases involving remote computers, the remote computer can be connected to the user's computer via any type of network—including a Local Area Network (LAN) or a Wide Area Network (WAN)—or can be connected to an external computer (e.g., via the Internet using an Internet service provider).

[0182] The flowcharts and block diagrams in the accompanying drawings illustrate the architecture, functionality, and operation of possible implementations of systems, methods, and computer program products according to various embodiments of this application. In this regard, each block in a flowchart or block diagram may represent a module, segment, or portion of code containing one or more executable instructions for implementing a specified logical function. It should also be noted that in some alternative implementations, the functions indicated in the blocks may occur in a different order than those indicated in the drawings. For example, two consecutively indicated blocks may actually be executed substantially in parallel, and they may sometimes be executed in reverse order, depending on the functions involved. It should also be noted that each block in the block diagrams and / or flowcharts, and combinations of blocks in the block diagrams and / or flowcharts, can be implemented using a dedicated hardware-based system that performs the specified function or operation, or using a combination of dedicated hardware and computer instructions.

[0183] The modules described in the embodiments of this application can be implemented in software or hardware. The names of the modules do not necessarily limit the functionality of the unit itself.

[0184] The readable storage medium provided in this application is a computer-readable storage medium that stores computer-readable program instructions (i.e., a computer program) for executing the above-described motor drive control method, and is capable of solving the technical problems of motor drive control. Compared with the prior art, the beneficial effects of the computer-readable storage medium provided in this application are the same as the beneficial effects of the motor drive control method provided in the above embodiments, and will not be repeated here.

[0185] This application also provides a computer program product, including a computer program that, when executed by a processor, implements the steps of the motor drive control method described above.

[0186] The computer program product provided in this application can solve the technical problem of motor drive control. Compared with the prior art, the beneficial effects of the computer program product provided in this application are the same as the beneficial effects of the motor drive control method provided in the above embodiments, and will not be repeated here.

[0187] The above are only some embodiments of this application and do not limit the patent scope of this application. All equivalent structural transformations made under the technical concept of this application and using the contents of the specification and drawings of this application, or direct / indirect applications in other related technical fields, are included in the patent protection scope of this application.

Claims

1. A motor drive control method, characterized in that, The method for controlling the motor drive includes: Obtain the current motor parameters of the target vehicle under the current operating conditions, wherein the motor parameters include the electrical frequency; If the electromagnetic force fluctuation frequency generated by the current harmonic frequency corresponding to the electrical frequency is within the resonant frequency range of the target vehicle, the target synchronous modulation scheme corresponding to the electrical frequency is determined from the preset set of synchronous modulation schemes. The target synchronous modulation scheme controls the current harmonics by changing the time distribution of the motor's basic voltage vector, rather than controlling the current harmonics by changing the motor carrier frequency in asynchronous modulation. Based on the target synchronization modulation scheme, the drive circuit of the target vehicle is controlled.

2. The motor drive control method as described in claim 1, characterized in that, Before the step of determining the target synchronization modulation scheme corresponding to the electrical frequency from a preset set of synchronization modulation schemes, if the electromagnetic force fluctuation frequency generated by the current harmonic frequency corresponding to the electrical frequency is within the resonant frequency range of the target vehicle, the method includes: Calculate the impact of each synchronization modulation scheme on motor efficiency at each electrical frequency, wherein the electromagnetic force fluctuation frequency generated by the current harmonic frequency corresponding to each electrical frequency is within the resonant frequency range of the target vehicle. Based on the degree of influence, the optimal synchronization modulation scheme corresponding to each electrical frequency is selected. The optimal synchronization modulation scheme corresponding to each electrical frequency is taken as the synchronization modulation scheme set for the target vehicle.

3. The motor drive control method as described in claim 2, characterized in that, The motor parameters also include the modulation coefficient. The step of calculating the impact of each synchronous modulation scheme on the motor efficiency at each electrical frequency includes: Calculate the impact of each synchronous modulation scheme on motor efficiency at each modulation coefficient for each electrical frequency; The step of selecting the optimal synchronization modulation scheme for each electrical frequency based on the degree of influence includes: The synchronization modulation scheme with the least impact is selected from the aforementioned impact levels as the optimal synchronization modulation algorithm for each modulation coefficient of each electrical frequency.

4. The motor drive control method as described in claim 2, characterized in that, The step of calculating the impact of each synchronization modulation scheme on motor efficiency at each electrical frequency includes: Determine the carrier ratio constraint value for each synchronization modulation scheme; Based on the carrier ratio constraint value, the impact of each synchronous modulation scheme on motor efficiency is calculated at each electrical frequency.

5. The motor drive control method as described in claim 2, characterized in that, The step of calculating the impact of each synchronization modulation scheme on motor efficiency at each electrical frequency includes: Based on the electrical frequency, the current harmonic amplitude of each synchronization modulation scheme is determined; Based on the current harmonic amplitude, the impact of each synchronous modulation scheme on motor efficiency at each electrical frequency is calculated using a preset cost function.

6. The motor drive control method as described in claim 2, characterized in that, The step of calculating the impact of each synchronization modulation scheme on motor efficiency at each electrical frequency includes: Obtain the order line information of the target vehicle, wherein the order line information reflects the current harmonic frequency of each electrical frequency at each multiple of the order. Based on the order line information, the target multiple order line corresponding to each electrical frequency is determined; Determine the current harmonic amplitude of the target multiple order line, and based on the current harmonic amplitude, calculate the impact of each synchronous modulation scheme on motor efficiency at each electrical frequency.

7. The motor drive control method as described in claim 6, characterized in that, The step of determining the target multiple order line corresponding to each electrical frequency based on the order line information includes: Based on the order line information, the current harmonic frequencies of each electrical frequency at each multiple of the order are determined. The median of the resonant frequencies within the resonant frequency range of the target vehicle is taken as the target harmonic frequency. The order line corresponding to the current harmonic frequency that is closest to the target harmonic frequency is taken as the target order line for each electrical frequency.

8. A motor drive control device, characterized in that, The device includes: The acquisition module is used to acquire the current motor parameters of the target vehicle under the current operating conditions, wherein the motor parameters include the electrical frequency; The determination module is used to determine the target synchronous modulation scheme corresponding to the electrical frequency from a preset set of synchronous modulation schemes if the electromagnetic force fluctuation frequency generated by the current harmonic frequency corresponding to the electrical frequency is within the resonant frequency range of the target vehicle. The target synchronous modulation scheme controls the current harmonics by changing the time distribution of the motor's basic voltage vector, rather than controlling the current harmonics by changing the motor carrier frequency in asynchronous modulation. The control module is used to control the drive circuit of the target vehicle based on the target synchronization modulation scheme.

9. A motor drive control device, characterized in that, The device includes: a memory, a processor, and a computer program stored in the memory and executable on the processor, the computer program being configured to implement the steps of the motor drive control method as described in any one of claims 1 to 7.

10. A storage medium, characterized in that, The storage medium is a computer-readable storage medium, and a computer program is stored on the storage medium. When the computer program is executed by a processor, it implements the steps of the motor drive control method as described in any one of claims 1 to 7.

11. A computer program product, characterized in that, The computer program product includes a computer program that, when executed by a processor, implements the steps of the motor drive control method as described in any one of claims 1 to 6.

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