Control method of energy conversion device, computer equipment, storage medium and vehicle

Abstract

The present application provides a control method, computer equipment, storage medium and vehicle for an energy conversion device, including obtaining the required torque of the whole vehicle and the bus voltage range that achieves the required torque of the whole vehicle; obtaining the relationship curve between the system loss power and the bus voltage, and obtaining the optimal bus voltage corresponding to the minimum system loss power within the bus voltage range according to the relationship curve; and controlling the DCDC converter to convert the output voltage of the battery into the optimal bus voltage. The technical solution of the present application is based on the connection structure of the dual motor and the DCDC converter. The optimal bus voltage corresponding to the sum of the loss powers of multiple modules is found through a table lookup of the relationship curve between the system loss power and the bus voltage, and the bus voltage is adjusted to the optimal bus voltage, so that the system loss power of the energy conversion device is minimized, the energy consumption of the whole vehicle is minimized, and the mileage of the whole vehicle is improved.

Description

Technical Field

[0001] The present application relates to the field of vehicle technology, and in particular to a control method for an energy conversion device, a computer device, a storage medium and a vehicle. Background Art

[0002] With the popularization of new energy vehicles and the development of power electronics technology, especially the gradual maturity of high-power converter technology, DCDC technology has gradually changed from low-voltage application to high-voltage conversion. The existing technology usually connects the battery to the motor system through a DCDC converter, and realizes the voltage regulation of the motor system by the DCDC converter according to the motor speed, thereby improving the charging and discharging efficiency of the battery. However, in the process of voltage regulation, due to the power loss in various links of the system, the power consumption of the load system has not been reduced, and there is no obvious improvement in the cruising range of the whole vehicle. Summary of the invention

[0003] The embodiments of the present application provide a control method for an energy conversion device, a computer device, a storage medium and a vehicle to solve the problem in the prior art that the power consumption during the operation of a DCDC converter is not reduced and the cruising range of the vehicle is not significantly improved.

[0004] In a first aspect, the present application provides a control method for an energy conversion device, wherein the energy conversion device includes a drive motor controller, a generator controller, and a DCDC converter, wherein a voltage input end of the DCDC converter is connected to a battery, a voltage output end of the DCDC converter is respectively connected to a voltage input end of the drive motor controller and a voltage input end of the generator controller, and a bus voltage is formed at a voltage output end of the DCDC converter;

[0005] The control method comprises:

[0006] Obtaining a vehicle required torque and a bus voltage range that satisfies the vehicle required torque;

[0007] Obtain a relationship curve between system power loss and bus voltage, and obtain an optimal bus voltage corresponding to the minimum system power loss within the bus voltage range according to the relationship curve, wherein the system power loss is the sum of the power loss of the drive motor system, the power loss of the generator system, and the power loss of the DCDC converter system;

[0008] The DCDC converter is controlled to convert the output voltage of the battery into the optimal bus voltage.

[0009] The second aspect of the present application provides a computer device, comprising a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the processor implements the steps of the method described in the first aspect of the present application when executing the computer program.

[0010] A third aspect of the present application provides a computer-readable storage medium, wherein the computer-readable storage medium stores a computer program, and when the computer program is executed by a processor, the steps of the method described in the first aspect of the present application are implemented.

[0011] A fourth aspect of the present application provides a vehicle, which implements the steps of the method described in the first aspect of the present application when the vehicle is running.

[0012] The present application provides a control method, computer equipment, storage medium and vehicle for an energy conversion device, including obtaining the required torque of the whole vehicle and the bus voltage range that meets the required torque of the whole vehicle; obtaining the relationship curve between the system loss power and the bus voltage, and obtaining the optimal bus voltage corresponding to the minimum system loss power within the bus voltage range according to the relationship curve; controlling the DCDC converter to convert the output voltage of the battery into the optimal bus voltage. The technical solution of the present application is based on the connection structure of the dual motor and the DCDC converter. Through the relationship curve between the system loss power and the bus voltage, the optimal bus voltage corresponding to the sum of the loss powers of multiple modules is found by looking up the table, and the bus voltage is adjusted to the optimal bus voltage, so that the system loss power of the energy conversion device is minimized, the energy consumption of the whole vehicle is minimized, and the mileage of the whole vehicle is improved. BRIEF DESCRIPTION OF THE DRAWINGS

[0013] In order to more clearly illustrate the technical solutions of the embodiments of the present application, the drawings required for use in the description of the embodiments of the present application will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present application. For ordinary technicians in this field, other drawings can be obtained based on these drawings without paying any creative labor.

[0014] Figure 1 is a schematic structural diagram of an energy conversion device in one embodiment of the present application;

[0015] Figure 2 is a flow chart of a control method of an energy conversion device in one embodiment of the present application;

[0016] Figure 3 is a specific flow chart of step S102 in a control method of an energy conversion device in one embodiment of the present application;

[0017] Figure 4 is a specific flow chart of step S121 in a control method of an energy conversion device in one embodiment of the present application;

[0018] Figure 5 is another specific flow chart of step S121 in a control method of an energy conversion device in one embodiment of the present application;

[0019] Figure 6is another specific flow chart of step S121 in a control method of an energy conversion device in one embodiment of the present application;

[0020] Figure 7 It is a corresponding relationship diagram between system loss power and bus voltage in a control method of an energy conversion device in one embodiment of the present application;

[0021] Figure 8 It is a schematic diagram of a computer device in one embodiment of the present application. DETAILED DESCRIPTION

[0022] The following will be combined with the drawings in the embodiments of the present application to clearly and completely describe the technical solutions in the embodiments of the present application. Obviously, the described embodiments are part of the embodiments of the present application, not all of the embodiments. Based on the embodiments in the present application, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of this application.

[0023] The present application provides a control method for an energy conversion device, which can be applied to a vehicle controller, such as Figure 1 As shown, the energy conversion device includes: a drive motor controller FMCU103, a generator controller IMCU104 and a DCDC converter 102, the voltage input end of the DCDC converter 102 is connected to the battery 101, the voltage output end of the DCDC converter 102 is respectively connected to the voltage input end of the drive motor controller 103 and the voltage input end of the generator controller IMCU104, and the bus voltage is formed on the voltage output end of the DCDC converter 102. The drive motor controller FMCU103, the generator controller IMCU and the DCDC converter 102 constitute a PCU control module, the generator controller IMCU is connected to the generator 105, the generator 105 is a high-power generator, and is connected to the engine 106 through gears. The generator 105 can be used to drive and start the engine, and can also generate electricity for the drive motor, battery charging or other loads. The drive motor 108 is directly connected to the wheel-end main reducer 109 with a single speed ratio, and the engine 106 is directly connected to the wheel-end main reducer 109 through the clutch 110 and the transmission 107. The PCU control module, the drive motor 108, the generator 105, and the transmission 107 constitute an EHS power architecture.

[0024] In one embodiment, if Figure 2 As shown, a control method for an energy conversion device is provided, comprising step S101, step S102 and step S103, and the specific steps are as follows:

[0025] Step S101: Obtain the required torque of the whole vehicle and the bus voltage range that meets the required torque of the whole vehicle.

[0026] Among them, the required torque of the whole vehicle is obtained. When the maximum output torque cannot meet the required torque of the whole vehicle, the output voltage of the battery needs to be boosted. When the bus voltage obtained after the boost is greater than a certain value, the power demand can be met. At this time, the bus voltage range that meets the power demand is obtained.

[0027] Step S102. Obtain a relationship curve between system power loss and bus voltage, and obtain an optimal bus voltage corresponding to the minimum system power loss within the bus voltage range according to the relationship curve, wherein the system power loss is the sum of the drive motor system power loss, the generator system power loss and the DCDC converter system power loss.

[0028] Among them, the system power loss includes the DCDC converter system power loss, the generator system power loss and the drive motor system power loss. For the generator system power loss, the relationship between the generator system efficiency and the bus voltage can be obtained through the required torque and the actual speed of the generator, and then converted into the relationship between the generator system power loss and the bus voltage. For the drive motor system power loss, the relationship between the drive motor system efficiency and the bus voltage can be obtained through the required torque and the actual speed of the drive motor, and then converted into the relationship between the drive motor system power loss and the bus voltage. For the DCDC converter system power loss, the relationship between the DCDC converter power loss and the bus voltage can be obtained by looking up the table, and then converted into the relationship between the DCDC converter system power loss and the bus voltage. In addition, efficiency and power loss are equivalent conditions. For example, the power loss can be calculated by looking up the table, or the efficiency can be calculated by looking up the table, and then converted into power loss to obtain the system power loss and bus voltage relationship curve.

[0029] Step S103: Control the DCDC converter to convert the output voltage of the battery into an optimal bus voltage.

[0030] The conversion mode of the DCDC converter is determined according to the magnitude relationship between the output voltage of the battery and the optimal bus voltage.

[0031] Specifically, when the difference between the optimal bus voltage and the output voltage of the battery is greater than a first preset value, the DCDC converter is controlled to perform a step-up conversion on the output voltage of the battery; when the difference between the optimal bus voltage and the output voltage of the battery is less than a second preset value, the DCDC converter is controlled to perform a step-down conversion on the output voltage of the battery; when the difference between the optimal bus voltage and the output voltage of the battery is not greater than the first preset value and not less than the second preset value, the DCDC converter is controlled to output the output voltage of the battery at an equal voltage.

[0032] The first preset value may be 10V, and the second preset value may be -10V.

[0033] The present application provides a control method for an energy conversion device, including obtaining a required torque and a bus voltage range that satisfies the required torque; obtaining a relationship curve between system power loss and bus voltage, and obtaining an optimal bus voltage corresponding to the minimum system power loss within the bus voltage range according to the relationship curve; and controlling a DCDC converter to convert the output voltage of a battery into an optimal bus voltage. The technical solution of the present application is based on a connection structure between a dual motor and a DCDC converter, and finds the optimal bus voltage corresponding to the sum of the power losses of multiple modules through a table lookup of a relationship curve between system power loss and bus voltage, and adjusts the bus voltage to the optimal bus voltage, so that the system power loss of the energy conversion device is minimized, the energy consumption of the entire vehicle is minimized, and the mileage of the entire vehicle is improved.

[0034] Further, such as Figure 3 As shown, obtaining the relationship curve between system power loss and bus voltage in step S102 includes steps S121, S122, and S123, which are specifically as follows:

[0035] Step S121. Obtain a first corresponding relationship between the generator system power loss and the bus voltage, a second corresponding relationship between the drive motor system power loss and the bus voltage, and a third corresponding relationship between the DCDC converter system power loss and the bus voltage.

[0036] Among them, Figure 4 As shown, obtaining the first corresponding relationship between the generator system power loss and the bus voltage in step S121 includes:

[0037] Step S1211. Obtain the generator required torque and the actual generator speed, and determine the generator efficiency corresponding to multiple bus voltages according to the generator required torque and the actual generator speed.

[0038] Among them, through test calibration, it can be obtained that when different bus voltages UCD = U1, U2, U3..., the actual speed of the generator and the required torque of the generator correspond to the generator efficiency ηISG as shown in Table 1, Table 2 and Table 3:

[0039] Table 1 Generator system efficiency table when UCD = U1

[0040]

[0041] Table 2 Generator system efficiency table when UCD = U2

[0042]

[0043] Table 3 Generator system efficiency table when UCD = U3

[0044]

[0045] Step S1212: Fit the generator efficiency corresponding to each bus voltage to obtain a first fitting correspondence between the generator system efficiency and the bus voltage.

[0046] Among them, according to the generator speed and torque, the generator system efficiency at different bus voltages UCD = U1, U2, U3... is calculated by data fitting and is shown in Table 4 below:

[0047] Table 4 Generator system efficiency at different bus voltages

[0048]

[0049] Step S1213: Obtain the required efficiency of the generator system, and obtain the first corresponding relationship between the generator system loss power and the bus voltage according to the required efficiency of the generator system and the first fitting corresponding relationship.

[0050] Among them, the power loss of the generator system with different bus voltages UCD is calculated by the required power of the generator system Pm_ISG and the efficiency at different bus voltages UCD = U1, U2, U3..., as shown in Table 5 below:

[0051] The generator system required power Pm_ISG =T× n / 9550, where T is the required torque and n is the actual speed.

[0052] Generator system electric power: Pe_ISG = Pm_ISG / ηISG, where ηISG is the generator system efficiency.

[0053] Generator system loss power: Ploss_ISG = Pe_ISG - Pm_ISG.

[0054] Table 5 Generator system power loss table at different bus voltages

[0055]

[0056] Among them, Figure 5 As shown, the second corresponding relationship between the power loss of the drive motor system and the bus voltage is obtained in step S121, including:

[0057] Step S1214: Obtain the required torque of the drive motor and the actual speed of the drive motor, and determine the drive motor efficiencies corresponding to multiple bus voltages according to the required torque of the drive motor and the actual speed of the drive motor.

[0058] Through test calibration, we can obtain the efficiency ηMCU of the drive motor system corresponding to the actual speed of the drive motor and the required torque of the drive motor when the bus voltage UCD = U1, U2, U3... is as shown in Table 6, Table 7 and Table 8 below:

[0059] Table 6 MCU system efficiency when UCD = U1

[0060]

[0061] Table 7 MCU system efficiency when UCD = U2

[0062]

[0063] Table 8 MCU system efficiency when UCD = U3

[0064]

[0065] Step S1215: Fit the drive motor efficiency corresponding to each bus voltage to obtain a second fitting correspondence between the drive motor system efficiency and the bus voltage.

[0066] Among them, according to the drive motor speed and torque, the drive motor system efficiency at different bus voltages UCD is calculated by looking up Table 6, Table 7, Table 8, etc. through data fitting, as shown in Table 9 below:

[0067] Table 9 Efficiency of drive motor system at different bus voltages

[0068]

[0069] Step S1216: Obtain the required power of the drive motor system, and obtain the second corresponding relationship between the drive motor system loss power and the bus voltage according to the required power of the drive motor system and the second fitting corresponding relationship.

[0070] Among them, the power loss of the motor system driven by different bus voltages UCD is calculated by driving the motor system required power Pm_MCU and the efficiency at different bus voltages UCD as shown in Table 10:

[0071] The required power of the drive motor system is: Pm_MCU = T× n / 9550, where T is the required torque and n is the actual speed.

[0072] Drive motor system electrical power: Pe_MCU = Pm_MCU / ηMCU, where ηMCU is the drive motor system efficiency.

[0073] Drive motor system power loss: Ploss_MCU = Pe_MCU - Pm_MCU.

[0074] Table 10 Power loss of drive motor system at different bus voltages

[0075]

[0076] Among them, Figure 6 As shown, obtaining the third corresponding relationship between the DCDC converter system power loss and the bus voltage in step S121 includes:

[0077] Step S1217: Obtain a table of relations between DCDC converter output power and DCDC converter loss power corresponding to a plurality of bus voltages.

[0078] Among them, through test calibration, it can be obtained that when the bus voltage UCD = U1, U2, U3..., the bidirectional DCDC electronic control system loss power when the bidirectional DCDC output power is different is shown in the following Table 11, Table 12, Table 13:

[0079] Table 11 Bidirectional DCDC system power loss table when UCD = U1

[0080]

[0081] Table 12 Bidirectional DCDC system power loss table when UCD = U2

[0082]

[0083] Table 13 Bidirectional DCDC system power loss table when UCD = U3

[0084]

[0085] Among them, the bidirectional DCDC output power = drive motor system power Pe_MCU - generator system power Pe_ISG; when the bidirectional DCDC output power is positive, the battery is discharging to the outside, and when the bidirectional DCDC output power is negative, the battery is charging.

[0086] Step S1218: Fit the DCDC converter power loss corresponding to each bus voltage to obtain a third corresponding relationship between the DCDC converter system power loss and the bus voltage.

[0087] Among them, according to the bidirectional DCDC output power, the bidirectional DCDC converter loss power corresponding to different bus voltages UCD is calculated by data fitting as shown in Table 14:

[0088] Table 14 Bidirectional DCDC converter system power loss table at different bus voltages

[0089]

[0090] Step S122: Obtain a fourth corresponding relationship between system power loss and bus voltage according to the first corresponding relationship, the second corresponding relationship and the third corresponding relationship.

[0091] Wherein, obtaining a fourth corresponding relationship between system power loss and bus voltage according to the first corresponding relationship, the second corresponding relationship, and the third corresponding relationship includes:

[0092] Obtaining a fourth corresponding relationship between system loss power and bus voltage according to the first corresponding relationship, the second corresponding relationship, the third corresponding relationship and a system loss calculation formula;

[0093] The system loss calculation formula is: Ploss_EHS = Ploss_DCDC + Ploss_ISG + Ploss_MCU;

[0094] Among them, Ploss_EHS is the system loss power, Ploss_DCDC is the DCDC converter system loss power, Ploss_ISG is the generator system loss power, and Ploss_MCU is the drive motor system loss power.

[0095] Specifically, the optimal bus voltage UCD calculation of the EHS hybrid system is:

[0096] The total power loss of the EHS hybrid system when different bus voltages UCD = U1, U2, U3... are calculated as shown in Table 15:

[0097] The total power loss of the EHS hybrid system Ploss_EHS = Ploss_DCDC + Ploss_ISG + Ploss_MCU

[0098] Table 15 Calculation table of total power loss of EHS hybrid system

[0099]

[0100] Among them, the working modes of the energy conversion device include pure electric mode, series mode and parallel mode.

[0101] In the first case, when the energy conversion device is in pure electric mode, the power loss of the generator system is 0.

[0102] Among them, as shown in Table 16, in pure electric mode, the engine and generator do not work, and the power loss is 0;

[0103] Total power loss of EHS hybrid system = power loss of drive motor + power loss of bidirectional DCDC

[0104] In the second case, when the energy conversion device is in series mode and the drive motor is not in operation, the power loss of the drive motor system is 0.

[0105] Among them, as shown in Table 16, in the series mode, the generator generates electricity, the drive motor may drive, feedback or not work, and the two-way DCDC charges or discharges the battery. The series mode mainly consists of three major power assemblies such as the engine, generator, and drive motor in a series manner to form the power system of the HEV. The engine drives the generator to generate electricity, and the generated electricity is provided to the drive motor through the motor controller, and then converted by the drive motor into kinetic energy to drive the vehicle. The power battery adjusts between the electricity generated by the generator and the electricity required by the drive motor to ensure the power demand of the vehicle under various driving conditions. By adjusting the bus voltage UCD, the total power loss of the EHS hybrid system is minimized. The general formula is: total power loss of the EHS hybrid system = generator power loss + drive motor power loss + two-way DCDC power loss; the drive motor may also not work in series, and the power loss is 0 when not working, such as in-situ power generation, when the series mode sliding drive motor does not work, etc.

[0106] In the third case, when the energy conversion device is in parallel mode and the generator is not in operation, the power loss of the generator system is zero.

[0107] Among them, as shown in Table 16, in parallel mode, the clutch is engaged, the engine directly drives the wheel end, the generator and the drive motor may generate electricity, may drive or not work, and the parallel mode means that the engine and the generator are both powertrains, and the power of the two powertrains can be superimposed and output on each other, or can be output separately. Different from the electric drive system of the series hybrid, the parallel hybrid electric drive system has the characteristics that both the engine and the drive motor can directly supply power to the drive wheels in parallel. The main features of the parallel structure over the series structure are: ① No generator is required; ② The traction motor has a smaller capacity; ③ No multi-directional conversion of power from the engine to the drive wheels is required. The parallel mode calculates the loss power according to the general formula above;

[0108] Table 16 EHS hybrid system working mode table

[0109]

[0110] Step S123: Obtain a curve of relationship between system power loss and bus voltage according to the fourth corresponding relationship.

[0111] Among them, Figure 7As shown, the relationship curve between the system power loss and the bus voltage is obtained by fitting according to the fourth corresponding relationship. The minimum power loss of the EHS hybrid system and the corresponding optimal bus voltage UCD can be calculated by fitting the total power loss Ploss_EHS data of the EHS hybrid system under different bus voltages UCD = U1, U2, U3... The bidirectional DCDC is boosted according to the calculated optimal bus voltage UCD, so that the power loss of the EHS hybrid system is minimized, the overall efficiency of the system is maximized, the energy consumption of the whole vehicle is effectively reduced, and the cruising range of the whole vehicle is improved.

[0112] In one embodiment, Figure 8 As shown, a computer device is provided, including a non-volatile storage medium, a processor, and a computer program stored in the non-volatile storage medium and executable on the processor, and the control method in the above embodiment is implemented when the processor executes the computer program.

[0113] In one embodiment, a computer-readable storage medium is provided, on which a computer program is stored. When the computer program is executed by a processor, the control method in the above embodiment is implemented.

[0114] Those of ordinary skill in the art can understand that all or part of the processes in the above-mentioned embodiment methods can be completed by instructing the relevant hardware through a computer program, and the computer program can be stored in a non-volatile computer-readable storage medium. When the computer program is executed, it can include the processes of the embodiments of the above-mentioned methods. Among them, any reference to memory, storage, database or other media used in the embodiments provided in this application may include non-volatile and / or volatile memory. Non-volatile memory may include read-only memory (ROM), programmable ROM (PROM), electrically programmable ROM (EPROM), electrically erasable programmable ROM (EEPROM) or flash memory. Volatile memory may include random access memory (RAM) or external cache memory. By way of illustration and not limitation, RAM is available in many forms, such as static RAM (SRAM), dynamic RAM (DRAM), synchronous DRAM (SDRAM), double data rate SDRAM (DDRSDRAM), enhanced SDRAM (ESDRAM), synchronous link (Synchlink) DRAM (SLDRAM), memory bus (Rambus) direct RAM (RDRAM), direct memory bus dynamic RAM (DRDRAM), and memory bus dynamic RAM (RDRAM), etc.

[0115] In one embodiment, a vehicle is provided, and the steps of the method in the above embodiment are implemented when the vehicle is running.

[0116] Those skilled in the art can clearly understand that for the convenience and simplicity of description, only the division of the above-mentioned functional units and modules is used as an example. In actual applications, the above-mentioned functions can be distributed and completed by different functional units and modules as needed, that is, the internal structure of the device can be divided into different functional units or modules to complete all or part of the functions described above.

[0117] The embodiments described above are only used to illustrate the technical solutions of the present application, rather than to limit them. Although the present application has been described in detail with reference to the aforementioned embodiments, a person skilled in the art should understand that the technical solutions described in the aforementioned embodiments may still be modified, or some of the technical features may be replaced by equivalents. Such modifications or replacements do not deviate the essence of the corresponding technical solutions from the spirit and scope of the technical solutions of the embodiments of the present application, and should all be included in the protection scope of the present application.

Claims

1. A control method for an energy conversion device, characterized in that: The energy conversion device includes a drive motor controller, a generator controller and a DCDC converter, wherein a voltage input end of the DCDC converter is connected to a battery, a voltage output end of the DCDC converter is respectively connected to a voltage input end of the drive motor controller and a voltage input end of the generator controller, and a bus voltage is formed at a voltage output end of the DCDC converter; The control method comprises: Obtaining the required torque of the whole vehicle and the bus voltage range that achieves the required torque of the whole vehicle; Obtain a relationship curve between system power loss and bus voltage, and obtain an optimal bus voltage corresponding to the minimum system power loss within the bus voltage range according to the relationship curve, wherein the system power loss is the sum of the power loss of the drive motor system, the power loss of the generator system, and the power loss of the DCDC converter system; Controlling the DCDC converter to convert the output voltage of the battery into the optimal bus voltage; The curve of obtaining the relationship between system power loss and bus voltage includes: Obtaining a first corresponding relationship between the power loss of the generator system and the bus voltage, a second corresponding relationship between the power loss of the drive motor system and the bus voltage, and a third corresponding relationship between the power loss of the DCDC converter system and the bus voltage; Acquire a fourth corresponding relationship between system power loss and bus voltage according to the first corresponding relationship, the second corresponding relationship and the third corresponding relationship; A system power loss and bus voltage relationship curve is obtained according to the fourth corresponding relationship.

2. The control method according to claim 1, characterized in that: The obtaining of the first corresponding relationship between the power loss of the generator system and the bus voltage comprises: Acquire the required torque of the generator and the actual speed of the generator, and determine the generator efficiencies corresponding to multiple bus voltages according to the required torque of the generator and the actual speed of the generator; Fitting the generator system efficiency corresponding to each bus voltage to obtain a first fitting correspondence relationship between the generator system efficiency and the bus voltage; The generator system required power is obtained, and a first corresponding relationship between the generator system loss power and the bus voltage is obtained according to the generator system required power and the first fitting corresponding relationship.

3. The control method according to claim 1, characterized in that: The obtaining of the second corresponding relationship between the power loss of the drive motor system and the bus voltage comprises: Acquire the required torque of the drive motor and the actual speed of the drive motor, and determine the drive motor efficiencies corresponding to multiple bus voltages according to the required torque of the drive motor and the actual speed of the drive motor; Fitting the drive motor efficiency corresponding to each bus voltage to obtain a second fitting correspondence between the drive motor system efficiency and the bus voltage; The required power of the drive motor system is obtained, and the second corresponding relationship between the loss power of the drive motor system and the bus voltage is obtained according to the required power of the drive motor system and the second fitting corresponding relationship.

4. The control method according to claim 1, characterized in that: The obtaining of the third corresponding relationship between the DCDC converter system power loss and the bus voltage comprises: Obtain a table of relations between DCDC converter output power and DCDC converter loss power corresponding to multiple bus voltages; The DCDC converter loss power corresponding to each bus voltage is fitted to obtain a third corresponding relationship between the DCDC converter system loss power and the bus voltage.

5. The control method according to claim 1, characterized in that: The acquiring of a fourth corresponding relationship between system power loss and bus voltage according to the first corresponding relationship, the second corresponding relationship and the third corresponding relationship comprises: Acquire a fourth corresponding relationship between system loss power and bus voltage according to the first corresponding relationship, the second corresponding relationship, the third corresponding relationship and a system loss calculation formula; The system loss calculation formula is: Ploss_EHS = Ploss_DCDC + Ploss_ISG + Ploss_MCU; Among them, Ploss_EHS is the system loss power, Ploss_DCDC is the DCDC converter system loss power, Ploss_ISG is the generator system loss power, and Ploss_MCU is the drive motor system loss power.

6. The control method according to claim 5, characterized in that: When the energy conversion device is in pure electric mode, the power loss of the generator system is 0; When the energy conversion device is in series mode and the drive motor is not in operation, the power loss of the drive motor system is 0; When the energy conversion device is in the parallel mode and the generator is not in operation, the power loss of the generator system is zero.

7. The control method according to claim 1, characterized in that: The controlling the DCDC converter to convert the output voltage of the battery into the optimal bus voltage comprises: When the difference between the optimal bus voltage and the output voltage of the battery is greater than a first preset value, controlling the DCDC converter to perform a voltage boost conversion on the output voltage of the battery; When the difference between the optimal bus voltage and the output voltage of the battery is less than a second preset value, controlling the DCDC converter to perform a step-down conversion on the output voltage of the battery; When the difference between the optimal bus voltage and the output voltage of the battery is not greater than a first preset value and not less than a second preset value, the DCDC converter is controlled to output the output voltage of the battery at a constant voltage.

8. A computer device comprising a memory, a processor, and a computer program stored in the memory and executable on the processor, characterized in that: When the processor executes the computer program, the steps of the method according to any one of claims 1 to 7 are implemented.

9. A computer-readable storage medium storing a computer program, characterized in that: When the computer program is executed by a processor, the steps of the method according to any one of claims 1 to 7 are implemented.

10. A vehicle, characterized in that: The steps of the method according to any one of claims 1 to 7 are implemented when the vehicle is running.

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