Control method, device, storage medium and program product for vehicle and motor thereof

Abstract

The present invention belongs to the technical field of new energy vehicles and discloses a control method, device, storage medium, and program product for a vehicle and its motor. The method comprises: obtaining the three-phase current and three-phase voltage of the motor's stator during operation of the vehicle's motor; determining the motor's rotor speed signal and angle signal based on the three-phase current and three-phase voltage of the motor's stator in the motor's speed loop control, based on a preset full-dimensional state observer and phase-locked loop (PLL); and automatically compensating the motor's d-axis current in the motor's current loop, combining the motor's rotor speed signal and angle signal, to ensure that the motor's output voltage is within a set voltage range. This solution achieves normal motor torque output through a position estimation strategy based on the full-dimensional state observer and the PLL, and automatically compensating the d-axis current component, ensuring precise motor control and safe operation in the event of a resolver sensor failure.

Description

Technical Field

[0001] The present invention belongs to the technical field of new energy vehicles, and specifically relates to a control method, device, vehicle, storage medium and computer program product for a vehicle motor, and more particularly to a control method, device, vehicle, storage medium and computer program product for a permanent magnet synchronous motor for a new energy vehicle. Background Art

[0002] Motors (such as permanent magnet synchronous motors) use permanent magnet materials as their rotor structure, avoiding excitation losses caused by rotor excitation current. They have the advantages of simple structure, high power factor, and large torque-to-inertia ratio. Therefore, they are widely used in electric vehicles, wind power generation and other systems in the new energy field.

[0003] The motors and controllers used in new energy vehicles are typically permanent magnet synchronous motors and related controllers, often embedded within the system. The smooth operation of these vehicles places high demands on the speed control and safety of the motor drivers. Resolvers and other speed sensors are typically used to detect speed and provide feedback to the control system. However, resolver speed sensors often encounter harsh installation environments, leading to frequent wire breakage and interference, which can affect vehicle speed and, in severe cases, even lead to safety issues.

[0004] The above content is only used to assist in understanding the technical solution of the present invention and does not constitute an admission that the above content is prior art. Summary of the Invention

[0005] An object of the present invention is to provide a control method, apparatus, vehicle, storage medium, and computer program product for a vehicle motor to address the problem that, in the speed control of a motor on a vehicle (such as a new energy vehicle), a resolver speed sensor is used to detect the motor speed. However, resolver speed sensors often experience disconnection, interference, and other problems, which affect the reliability of vehicle speed control and, in severe cases, may cause safety problems. By implementing a position estimation strategy based on a full-dimensional state observer and a phase-locked loop and automatic compensation control of the d-axis current component, normal motor torque output is achieved. In the event of a resolver sensor failure, precise control of the motor can be guaranteed, thereby ensuring safe operation of the entire vehicle.

[0006] The present invention provides a control method for a vehicle motor, wherein the motor has a stator and a rotor; the control system of the motor has a speed loop and a current loop; a full-dimensional state observer and a phase-locked loop are used in a position estimation strategy of the speed loop; the control method for the vehicle motor comprises: during the operation of the vehicle motor, obtaining the three-phase current of the stator of the motor and obtaining the three-phase voltage of the stator of the motor; in controlling the speed loop of the motor, executing the position estimation strategy of the speed loop based on the full-dimensional state observer and the phase-locked loop according to the three-phase current of the stator of the motor and the three-phase voltage of the stator of the motor to determine the speed signal of the rotor of the motor and the angle signal of the rotor of the motor; in controlling the current loop of the motor, automatically compensating and controlling the d-axis current of the motor in combination with the speed signal of the rotor of the motor and the angle signal of the rotor of the motor to ensure that the output voltage of the motor is within a set voltage range.

[0007] In some embodiments, according to the three-phase current of the stator of the motor and the three-phase voltage of the stator of the motor, the position estimation strategy of the speed loop is executed based on the full-dimensional state observer and the phase-locked loop to determine the speed signal of the rotor of the motor and determine the angle signal of the rotor of the motor, including: determining the stator current component and the stator voltage component of the motor in the αβ axis coordinate system according to the three-phase current of the motor and the three-phase voltage of the motor; establishing the full-dimensional state observer according to the stator current component and the stator voltage component of the motor in the αβ axis coordinate system; obtaining the estimated back electromotive force component of the motor in the αβ axis coordinate system based on the full-dimensional state observer; obtaining the speed signal of the rotor of the motor through the phase-locked loop based on the estimated back electromotive force component of the motor in the αβ axis coordinate system, and determining the angle signal of the rotor of the motor.

[0008] In some embodiments, the state equation of the full-dimensional state observer is as follows:

[0009] ;

[0010] ;

[0011] in, 、 are the components of the three-phase current of the stator of the motor on the α and β axes, for 、 The reconstruction current, 、 for The derivation of , ; 、 are the components of the three-phase voltage of the stator of the motor on the α and β axes, is the component of the estimated electromotive force of the motor on the α and β axes, 、 for The derivative of L d , L q are the components of the stator inductance of the motor on the d and q axes respectively, is the stator resistance of the motor; is the actual angular velocity of the motor, is the given angular velocity of the motor; H is the feedback matrix, 、 、 、 、 、 are all elements of H.

[0012] In some embodiments, based on the estimated back electromotive force component of the motor in the αβ axis coordinate system, the speed signal of the rotor of the motor is obtained through the phase-locked loop, and the angle signal of the rotor of the motor is determined, including: based on the estimated back electromotive force component of the motor in the αβ axis coordinate system, the speed signal of the rotor of the motor is obtained through the phase-locked loop; and integrating the speed signal of the rotor of the motor to obtain the angle signal of the rotor of the motor.

[0013] In some embodiments, the d-axis current of the motor is automatically compensated and controlled in combination with the speed signal of the rotor of the motor and the angle signal of the rotor of the motor so that the output voltage of the motor is within a set voltage range, including: according to the bus voltage of the motor and the speed signal of the rotor of the motor, the d-axis given current and the q-axis given current of the motor are obtained according to a preset table lookup method; PI processing is performed on the d-axis given current and the q-axis given current of the motor respectively to obtain the d-axis voltage and the q-axis voltage of the motor; according to the d-axis voltage and the q-axis voltage of the motor, a compensation current of the d-axis current component of the motor is obtained; the difference between the d-axis given current of the motor and the compensation current of the d-axis current component of the motor is determined as the current d-axis given current of the motor; according to the current d-axis given current of the motor, the q-axis given current of the motor, and the angle signal of the rotor of the motor, the current loop of the motor is controlled so that the output voltage of the motor is within a set voltage range.

[0014] In some embodiments, obtaining a compensation current for the d-axis current component of the motor based on the d-axis voltage and the q-axis voltage of the motor includes: filtering the d-axis voltage and the q-axis voltage of the motor in a preset manner, and then calculating according to the following formula to obtain the compensation current for the d-axis current component of the motor;

[0015] ;

[0016] ;

[0017] Wherein, M is the modulation coefficient, Vdc is the bus voltage of the motor; is the difference between the estimated voltage and the given voltage of the motor, is a value obtained by filtering the d-axis voltage and the q-axis voltage of the motor in a preset manner, is the proportionality coefficient, is the integration coefficient.

[0018] Matching the above method, another aspect of the present invention provides a control device for a vehicle motor, wherein the motor has a stator and a rotor; the control system of the motor has a speed loop and a current loop; the position estimation strategy of the speed loop adopts a full-dimensional state observer and a phase-locked loop; the control device for the vehicle motor includes: an acquisition unit, configured to acquire the three-phase current of the stator of the motor and the three-phase voltage of the stator of the motor during the operation of the vehicle motor; a control unit, configured to execute the position estimation strategy of the speed loop based on the full-dimensional state observer and the phase-locked loop according to the three-phase current of the stator of the motor and the three-phase voltage of the stator of the motor in the control of the speed loop of the motor, so as to determine the speed signal of the rotor of the motor and the angle signal of the rotor of the motor; the control unit is further configured to automatically compensate the d-axis current of the motor in combination with the speed signal of the rotor of the motor and the angle signal of the rotor of the motor in the control of the current loop of the motor, so as to ensure that the output voltage of the motor is within a set voltage range.

[0019] In some embodiments, the control unit executes the position estimation strategy of the speed loop based on the full-dimensional state observer and the phase-locked loop according to the three-phase current of the stator of the motor and the three-phase voltage of the stator of the motor to determine the speed signal of the rotor of the motor and determine the angle signal of the rotor of the motor, including: determining the stator current component and the stator voltage component of the motor in the αβ axis coordinate system according to the three-phase current of the motor and the three-phase voltage of the motor; establishing the full-dimensional state observer according to the stator current component and the stator voltage component of the motor in the αβ axis coordinate system; obtaining the estimated back electromotive force component of the motor in the αβ axis coordinate system based on the full-dimensional state observer; obtaining the speed signal of the rotor of the motor through the phase-locked loop based on the estimated back electromotive force component of the motor in the αβ axis coordinate system, and determining the angle signal of the rotor of the motor.

[0020] In some embodiments, the state equation of the full-dimensional state observer is as follows:

[0021] ;

[0022] ;

[0023] in, 、 are the components of the three-phase current of the stator of the motor on the α and β axes, for 、 The reconstruction current, 、 for The derivation of , ; 、 are the components of the three-phase voltage of the stator of the motor on the α and β axes, is the component of the estimated electromotive force of the motor on the α and β axes, 、 for The derivative of L d 、L q are the components of the stator inductance of the motor on the d and q axes respectively, is the stator resistance of the motor; is the actual angular velocity of the motor, is the given angular velocity of the motor; H is the feedback matrix, 、 、 、 、 、 are all elements of H.

[0024] In some embodiments, the control unit obtains the speed signal of the rotor of the motor through the phase-locked loop based on the estimated back electromotive force component of the motor in the αβ-axis coordinate system, and determines the angle signal of the rotor of the motor, including: obtaining the speed signal of the rotor of the motor through the phase-locked loop based on the estimated back electromotive force component of the motor in the αβ-axis coordinate system; integrating the speed signal of the rotor of the motor to obtain the angle signal of the rotor of the motor.

[0025] In some embodiments, the control unit, in combination with the speed signal of the motor's rotor and the angle signal of the motor's rotor, automatically compensates and controls the d-axis current of the motor so that the output voltage of the motor is within a set voltage range, including: obtaining the d-axis given current and q-axis given current of the motor according to a preset table lookup method based on the bus voltage of the motor and the speed signal of the motor's rotor; performing PI processing on the d-axis given current and the q-axis given current of the motor respectively to obtain the d-axis voltage and the q-axis voltage of the motor; obtaining the compensation current of the d-axis current component of the motor according to the d-axis voltage and the q-axis voltage of the motor; determining the difference between the d-axis given current of the motor and the compensation current of the d-axis current component of the motor as the current d-axis given current of the motor; and controlling the current loop of the motor according to the current d-axis given current of the motor, the q-axis given current of the motor, and the angle signal of the motor's rotor so that the output voltage of the motor is within a set voltage range.

[0026] In some embodiments, the control unit obtains a compensation current for the d-axis current component of the motor based on the d-axis voltage and the q-axis voltage of the motor, comprising: filtering the d-axis voltage and the q-axis voltage of the motor in a preset manner, and then calculating according to the following formula to obtain the compensation current for the d-axis current component of the motor;

[0027] ;

[0028] ;

[0029] Wherein, M is the modulation coefficient, Vdc is the bus voltage of the motor; is the difference between the estimated voltage and the given voltage of the motor, is a value obtained by filtering the d-axis voltage and the q-axis voltage of the motor in a preset manner, is the proportionality coefficient, is the integration coefficient.

[0030] In accordance with the above-mentioned device, the present invention provides a vehicle on another aspect, comprising: the above-mentioned control device for the vehicle motor.

[0031] In accordance with the above method, the present invention provides a storage medium on another aspect, wherein the storage medium includes a stored program, wherein when the program is running, the device where the storage medium is located is controlled to execute the steps of the above-mentioned method for controlling a vehicle motor.

[0032] In accordance with the above method, another aspect of the present invention provides a computer program product, comprising a computer program, which implements the steps of the above method for controlling a vehicle motor when executed by a processor.

[0033] Therefore, the solution of the present invention obtains the three-phase current and three-phase voltage of the vehicle motor, obtains the stator current component and stator voltage component in the αβ axis coordinate system, and establishes a full-dimensional state observer; based on the full-dimensional state observer, the system estimated back electromotive force is obtained , and then the speed signal and angle signal of the motor are obtained through the PLL phase-locked loop. The speed signal is used for table lookup, and the angle signal is used for coordinate transformation, which can achieve fast and accurate tracking of the motor output position; in the automatic calculation control based on the d-axis current component, if the voltage finally output by the system after table lookup exceeds the voltage that needs to be modulated, the d-axis current is reduced, the motor terminal voltage is reduced, and stable control of the motor terminal voltage is achieved, normal torque control is achieved, and the normal operation requirements of the whole vehicle are met; thus, through the position estimation strategy based on the full-dimensional state observer and the phase-locked loop and the automatic compensation control of the d-axis current component, the normal output of the motor torque is achieved, and in the event of a resolver sensor failure, the precise control of the motor can be guaranteed to ensure the safe operation of the whole vehicle.

[0034] Other features and advantages of the present invention will be set forth in the description which follows, and in part will be obvious from the description, or may be learned by practice of the present invention.

[0035] The technical solution of the present invention is further described in detail below through the accompanying drawings and embodiments. BRIEF DESCRIPTION OF THE DRAWINGS

[0036] Figure 1 A flow chart of an embodiment of a method for controlling a motor for a vehicle according to the present invention;

[0037] Figure 2 A flow chart of an embodiment of the method of the present invention for determining a speed signal and an angle signal of a rotor of the motor based on a preset full-dimensional state observer and a preset phase-locked loop;

[0038] Figure 3 1. A flow chart of an embodiment of the method of the present invention for determining a rotational speed signal and an angle signal of a rotor of the motor by using a phase-locked loop;

[0039] Figure 4 1. It is a flow chart of an embodiment of the method of the present invention for automatically compensating and controlling the d-axis current of the motor;

[0040] Figure 5 1 is a schematic structural diagram of an embodiment of a control device for a motor for a vehicle according to the present invention;

[0041] Figure 6 A control block diagram of a vehicle-mounted motor controller with a position sensor in a related solution;

[0042] Figure 7 This is a control block diagram of a control method for a permanent magnet synchronous motor for a new energy vehicle according to the present invention;

[0043] Figure 8 Flowchart of the calculation steps for obtaining velocity and angle for the observer;

[0044] Figure 9 This is the construction block diagram of the full-dimensional observer;

[0045] Figure 10 The block diagram of the angle and speed calculation method based on the phase-locked loop.

[0046] In conjunction with the accompanying drawings, the reference numerals in the embodiments of the present invention are as follows:

[0047] 102 - acquisition unit; 104 - control unit. DETAILED DESCRIPTION

[0048] To make the objectives, technical solutions, and advantages of the present invention more clear, the technical solutions of the present invention will be clearly and completely described below in conjunction with specific embodiments of the present invention and corresponding drawings. Obviously, the embodiments described are only some embodiments of the present invention, not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without making creative efforts are within the scope of protection of the present invention.

[0049] In related solutions, the electronic control system of new energy vehicles generally uses a table lookup method to obtain the d and q axis current components. However, this table lookup method uses data calibrated under a fixed voltage and a certain stability. It is essentially an open-loop control. In certain special motor and characteristic conditions, such as when the motor inductance changes greatly with the influence of stability, it will cause large fluctuations in the output motor terminal voltage and the problem of excessive motor terminal voltage.

[0050] Figure 6 The control block diagram of the vehicle motor controller with position sensor in the related solution is shown in FIG. Figure 6As shown in the figure, the d-axis and q-axis current components are Idref and Iqref, that is, the given values ​​of the d-axis and q-axis currents. The purpose is to obtain the corresponding Idref and Iqref by looking up the table based on the given torque Tref and speed n. However, the speed signal is obtained by detecting the resolver sensor. When the resolver sensor has a problem, the table lookup will also have problems, which may lead to safety problems such as loss of control.

[0051] Therefore, the solution of the present invention proposes a control method for a vehicle motor, specifically a control method for a permanent magnet synchronous motor for a new energy vehicle. The method does not require a resolver device, and based on the position estimation strategy of a full-dimensional state observer and a phase-locked loop, the motor speed and angle are obtained, and the motor output position can be tracked quickly and accurately; at the same time, through automatic compensation control of the d-axis current component, stable control of the motor terminal voltage is achieved, meeting the normal operation requirements of the entire vehicle, achieving normal torque control, and achieving normal output of the motor torque. In the event of a resolver sensor failure, the method can ensure precise control of the motor and ensure the safe operation of the entire vehicle.

[0052] According to an embodiment of the present invention, a method for controlling a motor for a vehicle is provided. Figure 1 A flow chart illustrating an embodiment of a method of the present invention is shown. The motor comprises a stator and a rotor; the motor control system comprises a speed loop and a current loop; the speed loop position estimation strategy employs a full-dimensional state observer and a phase-locked loop; and the vehicle motor control method may include steps S110 to S130.

[0053] In step S110 , during the operation of the vehicle motor, a three-phase current of a stator of the motor is obtained, and a three-phase voltage of the stator of the motor is obtained.

[0054] At step S120, in the control of the speed loop of the motor, the position estimation strategy of the speed loop is executed based on the full-dimensional state observer and the phase-locked loop according to the three-phase current of the stator of the motor and the three-phase voltage of the stator of the motor to determine the speed signal of the rotor of the motor and determine the angle signal of the rotor of the motor.

[0055] At step S130, in the control of the current loop of the motor, the d-axis current of the motor is automatically compensated and controlled in combination with the speed signal of the motor's rotor and the angle signal of the motor's rotor, so that the output voltage of the motor is within the set voltage range, ensuring the stability of the motor's output voltage and achieving normal output of the motor's torque, thereby protecting the safety of the motor and electronic control.

[0056] The present invention proposes a position estimation strategy based on a full-dimensional state observer and a phase-locked loop (PLL), enabling precise control of an on-board permanent magnet synchronous motor. Simultaneously, through automatic compensation of the d-axis current component, stable control of the motor terminal voltage is achieved, meeting the normal operation requirements of the vehicle and ensuring proper motor torque output. This permanent magnet synchronous motor position estimation method and automatic compensation control strategy ensure precise motor control even in the event of a resolver sensor failure, ensuring safe vehicle operation.

[0057] In some embodiments, in step S120, the position estimation strategy of the speed loop is executed based on the full-dimensional state observer and the phase-locked loop according to the three-phase current of the stator of the motor and the three-phase voltage of the stator of the motor to determine the speed signal of the rotor of the motor and determine the specific process of the angle signal of the rotor of the motor. See the following exemplary description.

[0058] The following combination Figure 2 The flowchart of an embodiment of the method of the present invention for determining the speed signal and angle signal of the rotor of the motor based on a preset full-dimensional state observer and a preset phase-locked loop is shown, further illustrating the specific process of determining the speed signal and angle signal of the rotor of the motor based on the preset full-dimensional state observer and the preset phase-locked loop in step S120, including: steps S210 to S240.

[0059] Step S210 , determining the stator current component and the stator voltage component of the motor in the αβ axis coordinate system according to the three-phase current and the three-phase voltage of the motor.

[0060] Step S220 : establishing the full-dimensional state observer according to the stator current component and the stator voltage component of the motor in the αβ axis coordinate system.

[0061] Step S230: Based on the full-dimensional state observer, the estimated back electromotive force component (such as back electromotive force) of the motor in the αβ axis coordinate system is obtained. ).

[0062] Step S240: Based on the estimated back electromotive force component of the motor in the αβ axis coordinate system, the speed signal of the rotor of the motor (such as the rotor angular velocity) is obtained through the phase-locked loop. ), and determine the angle signal of the motor's rotor (such as the rotor position angle ).

[0063] Figure 7 This is a control block diagram of the control method for the permanent magnet synchronous motor for new energy vehicles of the present invention, which includes two parts: automatic compensation control and position estimation strategy. The solution of the present invention does not require a position sensor, such as Figure 7As shown, through the αβ axis coordinate system Establish a full-dimensional state observer to obtain the estimated back electromotive force of the system , and then pass through the PLL phase-locked loop to obtain the speed signal and angle signal of the motor. The speed signal is used for table lookup, and the angle signal is used for coordinate transformation (such as Figure 7 Laplace transform 1 / s in; while the current signals Idref and Iqref (i.e., the given currents of the d and q axes) obtained by conventional table lookup methods are constant, motor parameters are significantly affected by motor temperature, resulting in large fluctuations in motor terminal voltage and even shutdown due to imbalance. Therefore, the present invention utilizes a table lookup solution and implements an automatic calculation and control method based on the d-axis current component. If the system's final output voltage exceeds the required modulation voltage after table lookup, the d-axis current is reduced, thereby lowering the motor terminal voltage, thereby ensuring the stability of the motor output voltage and protecting the safety of the motor and electronic control.

[0064] In some embodiments, the state equation of the full-dimensional state observer is as follows:

[0065] ;

[0066] ;

[0067] in, 、 are the components of the three-phase current of the stator of the motor on the α and β axes, for 、 The reconstruction current, 、 for The derivation of , ; 、 are the components of the three-phase voltage of the stator of the motor on the α and β axes, is the component of the estimated electromotive force of the motor on the α and β axes, 、 for The derivative of L d , L q are the components of the stator inductance of the motor on the d and q axes respectively, is the stator resistance of the motor; is the actual angular velocity of the motor, is the given angular velocity of the motor; H is the feedback matrix, 、 、 、 、 、 are all elements of H.

[0068] Figure 8 The following is a flow chart of the calculation steps for the observer to obtain the velocity and angle. Figure 8 As shown in Figure 2, the specific implementation process of the full-dimensional state observer to obtain the speed and angle includes:

[0069] Step 1: Establish the motor voltage equation based on the αβ axis coordinate system:

[0070] (1);

[0071] in, , , are the components of the motor back electromotive force on the α and β axes, respectively, where ; 、 are the components of the stator voltage on the α and β axes respectively; 、 are the components of the stator current on the α and β axes respectively; L d 、L q are the components of the stator inductance on the d and q axes respectively; is the stator resistance; is the permanent magnet flux; is the motor angular velocity; p is the differential operator ;E x0 is the component of the motor back electromotive force on the α and β axes (i.e. ) amplitude.

[0072] According to the motor voltage equation based on the αβ axis coordinate system, the system model that needs to be observed can be obtained. Figure 9 is the construction block diagram of the full-dimensional observer, such as Figure 9 The specific state equation of the observed system model is shown below:

[0073] (2);

[0074] (3).

[0075] in, , , which is Figure 9 The observed variables in ; similarly, the other dotted ones are the corresponding derivatives, and y is the variable matrix that can be directly measured , C is the coefficient matrix , u is the input variable matrix of the system ; A= 、B= , which are the coefficient matrices of x and u respectively. This is to establish Figure 9 An observed system is shown as follows:

[0076] (4).

[0077] In practical applications, the motor model After transposing the terms, the equation can also be written in this form:

[0078] (5).

[0079] The left formula is written in vector form for the convenience of writing later.

[0080] Step 2: Establish a full-order observation system and obtain the dynamic equation of the observer output.

[0081] In step 2, the feedback matrix H is defined, and the observer dynamic equation is , the system framework is as follows Figure 9 As shown in the state observation system, the closed-loop system after state feedback can be obtained:

[0082] (6).

[0083] in, To reconstruct the observed state X, the feedback term H is introduced. and X are nearly equivalent, but if the convergence rate is not reconstructed, it cannot be synthesized as expected. Therefore, the method of full-dimensional state observation is to introduce the feedback matrix , forming a closed-loop system, and controlling the convergence speed through the H matrix. It is also a reconstruction of the output state y. for How to write the derivative of .

[0084] The system is asymptotically stable, controllable and observable, and its eigenvalues ​​have negative real parts, so we can define that the four eigenvalues ​​are all in Department ( >0), so only need to adjust It can adjust the system convergence speed. The larger it is, the faster the convergence speed is, and the following characteristic polynomial can be obtained:

[0085] (7).

[0086] Among them, following the necessary conditions for the convergence of the full-dimensional state observer, we know the characteristic matrix The eigenvalue of has a negative real part, so we can define a value arbitrarily in the control This is the eigenvalue of the negative real part. In actual control, by adjusting The size of can be used to control the convergence speed of the closed-loop system. It is the bandwidth that adjusts the system convergence speed. The expected value of the characteristic matrix, I is the identity matrix, that is:

[0087] ;

[0088] so:

[0089] .

[0090] Since the characteristic polynomial has been set The characteristic value of ,therefore ,definition is the feedback matrix of the system, and the values ​​of each item in H are obtained by solving the characteristic polynomial.

[0091] Solving the above polynomial, formula (7), we can obtain:

[0092] (8).

[0093] Substitution The observed dynamic equation can be obtained:

[0094] (9).

[0095] in, , , 、 for Figure 7 middle 、 、 Obtained through Clark transformation, so the estimated value can be obtained according to the above equation ; The measured current With the reconstructed current The difference, The measured current With the reconstructed current When the system is stable, the difference approaches zero. 、 is the current obtained by the reconstructed state observer The derivative of .

[0096] In related solutions, the vehicle motor controller generally adopts a control method with a position sensor, such as Figure 6As shown, a rotary transformer is installed on the motor to detect the angle and position of the motor. The angle and speed of the motor are obtained through a decoding chip or software decoding. The obtained motor angle signal is used for the motor's Park transform and inverse Park transform to achieve two-phase signal transformation between the rotating coordinate system (dq axis) and the fixed coordinate system (αβ axis). The obtained motor speed signal is used to look up the torque signal table given by the vehicle control to obtain the required given d and q axis current signals. The present invention proposes a control scheme for a vehicle-mounted permanent magnet synchronous motor, which does not require a resolver device to obtain the motor speed and angle, can quickly and accurately track the motor output position, and achieve normal torque control.

[0097] In some embodiments, in step S240, based on the estimated back electromotive force component of the motor in the αβ axis coordinate system, the speed signal of the rotor of the motor is obtained through the phase-locked loop, and the specific process of determining the angle signal of the rotor of the motor is described in the following exemplary embodiment.

[0098] The following combination Figure 3 The flowchart of an embodiment of the method of the present invention for determining the speed signal and angle signal of the rotor of the motor through a phase-locked loop further illustrates the specific process of determining the speed signal and angle signal of the rotor of the motor through a phase-locked loop in step S240, including: steps S310 to S320.

[0099] Step S310 : obtaining a speed signal of the rotor of the motor through the phase-locked loop based on the estimated back electromotive force component of the motor in the αβ axis coordinate system.

[0100] Step S320 , integrating the speed signal of the motor's rotor to obtain an angle signal of the motor's rotor.

[0101] like Figure 8 As shown in Figure 2, the specific implementation process of the full-dimensional state observer to obtain the speed and angle also includes:

[0102] Step 3: Get the speed and angle through the phase-locked loop.

[0103] Figure 10 The block diagram of the angle and speed calculation method based on the phase-locked loop is shown in Figure 2. , through the phase-locked loop as Figure 10 As shown, the following relationship can be obtained:

[0104] (10).

[0105] right Perform PI regulator processing to obtain the observed speed , and then integrate the speed to get the angle:

[0106] (11).

[0107] Among them, K p K is the proportional control coefficient of the PI regulator. i is the coefficient of differential adjustment To find the symbol for differentiation. is the angular velocity of the motor obtained by the observer. By differentiating the time, the rotor position angle used for control can be obtained . The actual current values ​​of the d and q axes are obtained by actual measurement respectively. Estimate the voltage at the motor terminals in the d and q axis coordinate systems. are the components of the motor back electromotive force on the α and β axes, is the component of the motor back electromotive force on the α and β axes obtained after observation by the state observer, is the rotor position angle used in the final vector control, is the angle obtained after observation by the state observer. for The coefficient of . for and The difference.

[0108] In the solution of the present invention, based on the full-dimensional state observer, the back electromotive force estimated by the system is obtained. , and then the speed signal and angle signal of the motor are obtained through the PLL phase-locked loop. The speed signal is used for table lookup, and the angle signal is used for coordinate transformation, which can achieve fast and accurate tracking of the motor output position.

[0109] In some embodiments, in step S130, the d-axis current of the motor is automatically compensated and controlled in combination with the speed signal of the motor's rotor and the angle signal of the motor's rotor to ensure that the output voltage of the motor is within a set voltage range. For the specific process, see the following exemplary description.

[0110] The following combination Figure 4 The flowchart of an embodiment of the method of the present invention for automatically compensating and controlling the d-axis current of the motor further illustrates the specific process of automatically compensating and controlling the d-axis current of the motor in step S130, including steps S410 to S450.

[0111] Step S410 , according to the bus voltage of the motor and the speed signal of the rotor of the motor, obtain the d-axis given current and the q-axis given current of the motor by looking up the table in a preset table lookup manner.

[0112] Step S420 , performing PI processing on the d-axis given current and the q-axis given current of the motor respectively to obtain the d-axis voltage and the q-axis voltage of the motor.

[0113] Step S430 : obtaining a compensation current of the d-axis current component of the motor according to the d-axis voltage and the q-axis voltage of the motor.

[0114] Step S440 : determining the difference between the d-axis given current of the motor and the compensation current of the d-axis current component of the motor as the current d-axis given current of the motor.

[0115] Step S450 , controlling the current loop of the motor according to the current d-axis given current of the motor, the q-axis given current of the motor, and the angle signal of the rotor of the motor, so that the output voltage of the motor is within a set voltage range.

[0116] In the solution of the present invention, in the automatic calculation control based on the d-axis current component, if the voltage finally output by the system after looking up the table exceeds the voltage that needs to be modulated, the d-axis current is reduced, the motor terminal voltage is lowered, and stable control of the motor terminal voltage is achieved, thereby achieving normal torque control.

[0117] In some embodiments, obtaining a compensation current for the d-axis current component of the motor based on the d-axis voltage and the q-axis voltage of the motor in step S430 includes: filtering the d-axis voltage and the q-axis voltage of the motor in a preset manner, and then calculating according to the following formula to obtain the compensation current for the d-axis current component of the motor;

[0118] ;

[0119] ;

[0120] Wherein, M is the modulation coefficient, Vdc is the bus voltage of the motor; is the difference between the estimated voltage and the given voltage of the motor, is a value obtained by filtering the d-axis voltage and the q-axis voltage of the motor in a preset manner, is the proportionality coefficient, is the integration coefficient.

[0121] In the solution of the present invention, the specific method of automatic calculation based on the d-axis current component is as follows: Figure 7 As shown, the signals of the d and q axis coordinate systems are processed. Low-pass filtering (LPF) is performed to filter out high-frequency interference of the current as feedback of the current loop; Perform low-pass filtering (LPF) on the filtered After squaring the values ​​and then taking the square root, subtract the bus terminal voltage multiplied by the voltage modulation coefficient, and we have the following relationship:

[0122] (12).

[0123] Where M is the modulation factor, Vdc (or Udc) is the bus voltage; is the difference between the estimated voltage at the motor end and the given voltage. Perform PI regulator processing to obtain , the table obtained minus , when the system looks up the table and gets When the output voltage is too high due to inaccuracy or temperature, this method can be used to reduce the d-axis current, causing the motor terminal voltage to drop until it stabilizes, ensuring the motor terminal voltage is stable. In related solutions, the d-axis current compensation method is not used in electric vehicle main drive control. However, the solution of the present invention integrates table lookup and automatic d-axis current compensation control for the first time.

[0124] The solution of the present invention is applied to the motor controller of new energy vehicles and is suitable for all occasions of electric vehicle main drive motor control. In the solution of the present invention, no position sensor is used, and the speed and angle are directly observed using the position-free method; the observer solution: based on the full-dimensional state observer of back electromotive force, by configuring the system bandwidth To adjust the system stability and convergence speed + PLL phase lock; the torque control method used: torque control mode, achieved through table lookup + d-axis current compensation; using the full-dimensional (also called full-order) observer method, high-precision control is achieved by adjusting the system bandwidth, and at the same time, the table lookup + d-axis current compensation control method is used to achieve torque output and realize stable control of the motor.

[0125] In the solution of the present invention, a position estimation strategy based on full-dimensional state observation and an observer based on the solution of the present invention can achieve rapid and accurate tracking of the motor output position (i.e., the motor's rotor position), achieving precise speed positioning and meeting the high-precision speed control requirements of on-board permanent magnet synchronous motors. Position and speed detection without a resolver is eliminated, and speed and angle are obtained through a position-free method, which is safe, reliable, and cost-effective. Furthermore, in the solution of the present invention, an automatic compensation control scheme for the d-axis current component is used to achieve stable control of the motor terminal voltage, making the motor terminal voltage more stable.

[0126] By adopting the technical solution of this embodiment, the three-phase current and three-phase voltage of the vehicle motor are obtained to obtain the stator current component and stator voltage component in the αβ axis coordinate system, and a full-dimensional state observer is established; based on the full-dimensional state observer, the back electromotive force estimated by the system is obtained. , and then the speed signal and angle signal of the motor are obtained through the PLL phase-locked loop. The speed signal is used for table lookup, and the angle signal is used for coordinate transformation, which can achieve fast and accurate tracking of the motor output position; in the automatic calculation control based on the d-axis current component, if the voltage finally output by the system after table lookup exceeds the voltage that needs to be modulated, the d-axis current is reduced, the motor terminal voltage is reduced, and stable control of the motor terminal voltage is achieved, normal torque control is achieved, and the normal operation requirements of the whole vehicle are met; thus, through the position estimation strategy based on the full-dimensional state observer and the phase-locked loop and the automatic compensation control of the d-axis current component, the normal output of the motor torque is achieved, and in the event of a resolver sensor failure, the precise control of the motor can be guaranteed to ensure the safe operation of the whole vehicle.

[0127] According to an embodiment of the present invention, a control device for a vehicle motor corresponding to the control method for a vehicle motor is also provided. Figure 5 The schematic diagram of the structure of an embodiment of the present invention is shown. The motor has a stator and a rotor; the motor control system has a speed loop and a current loop; the position estimation strategy of the speed loop uses a full-dimensional state observer and a phase-locked loop; the vehicle motor control device may include: an acquisition unit 102 and a control unit 104.

[0128] The acquisition unit 102 is configured to acquire the three-phase current and the three-phase voltage of the stator of the motor during operation of the vehicle motor. The specific functions and processing of the acquisition unit 102 are described in step S110.

[0129] The control unit 104 is configured to, during control of the motor's speed loop, execute a speed loop position estimation strategy based on the full-dimensional state observer and the phase-locked loop based on the three-phase current and three-phase voltage of the motor's stator to determine a speed signal of the motor's rotor and an angle signal of the motor's rotor. The specific functions and processing of the control unit 104 are described in step S120.

[0130] The control unit 104 is further configured to automatically compensate the motor's d-axis current by combining the motor's rotor speed signal and the motor's rotor angle signal during the motor's current loop control. This ensures that the motor's output voltage is within a set voltage range, ensuring the stability of the motor's output voltage and achieving normal torque output, thereby protecting the motor and electronic control. The specific functions and processing of the control unit 104 are further described in step S130.

[0131] The present invention proposes a position estimation strategy based on a full-dimensional state observer and a phase-locked loop (PLL), enabling precise control of an on-board permanent magnet synchronous motor. Simultaneously, through automatic compensation of the d-axis current component, stable control of the motor terminal voltage is achieved, meeting the normal operation requirements of the vehicle and ensuring proper motor torque output. This permanent magnet synchronous motor position estimation method and automatic compensation control strategy ensure precise motor control even in the event of a resolver sensor failure, ensuring safe vehicle operation.

[0132] In some embodiments, the control unit 104 executes the position estimation strategy of the speed loop based on the full-dimensional state observer and the phase-locked loop according to the three-phase current and the three-phase voltage of the stator of the motor to determine the speed signal of the rotor of the motor and the angle signal of the rotor of the motor, including:

[0133] The control unit 104 is further configured to determine the stator current component and stator voltage component of the motor in the αβ axis coordinate system based on the three-phase current and the three-phase voltage of the motor. The specific functions and processing of the control unit 104 are also shown in step S210.

[0134] The control unit 104 is further configured to establish the full-dimensional state observer based on the stator current component and the stator voltage component of the motor in the αβ axis coordinate system. The specific functions and processing of the control unit 104 are also shown in step S220.

[0135] The control unit 104 is further configured to obtain the estimated back electromotive force component (such as back electromotive force) of the motor in the αβ axis coordinate system based on the full-dimensional state observer. ). The specific functions and processing of the control unit 104 are also shown in step S230.

[0136] The control unit 104 is further configured to obtain a speed signal (such as a rotor angular velocity) of the motor rotor through the phase-locked loop based on the estimated back electromotive force component of the motor in the αβ axis coordinate system. ), and determine the angle signal of the motor's rotor (such as the rotor position angle ). The specific functions and processing of the control unit 104 are also shown in step S240.

[0137] Figure 7 This is a control block diagram of the control method for the permanent magnet synchronous motor for new energy vehicles of the present invention, which includes two parts: automatic compensation control and position estimation strategy. The solution of the present invention does not require a position sensor, such as Figure 7 As shown, through the αβ axis coordinate system Establish a full-dimensional state observer to obtain the estimated back electromotive force of the system , and then pass through the PLL phase-locked loop to obtain the motor's speed signal and angle signal. The speed signal is used for table lookup, and the angle signal is used for coordinate transformation. At the same time, since the current signals Idref and Iqref (i.e., the given currents of the d and q axes) obtained by the conventional table lookup method are fixed values, but the motor parameters are greatly affected by the motor temperature, there will be the disadvantage of large fluctuations in the motor terminal voltage, and even imbalance and shutdown. Therefore, the solution of the present invention, based on the table lookup, performs an automatic calculation and control method based on the d-axis current component. If the final output voltage of the system after the table lookup exceeds the required modulation voltage, the d-axis current is reduced and the motor terminal voltage is lowered, thereby ensuring the stability of the motor output voltage, thereby protecting the safety of the motor and electronic control.

[0138] In some embodiments, the state equation of the full-dimensional state observer is as follows:

[0139] ;

[0140] ;

[0141] in, 、 are the components of the three-phase current of the stator of the motor on the α and β axes, for 、 The reconstruction current, 、 for The derivation of , ; 、 are the components of the three-phase voltage of the stator of the motor on the α and β axes, is the component of the estimated electromotive force of the motor on the α and β axes, 、 for The derivative of L d 、L q are the components of the stator inductance of the motor on the d and q axes respectively, is the stator resistance of the motor; is the actual angular velocity of the motor, is the given angular velocity of the motor; H is the feedback matrix, 、 、 、 、 、 are all elements of H.

[0142] Figure 8 The following is a flow chart of the calculation steps for the observer to obtain the velocity and angle. Figure 8 As shown in Figure 2, the specific implementation process of the full-dimensional state observer to obtain the speed and angle includes:

[0143] Step 1: Establish the motor voltage equation based on the αβ axis coordinate system:

[0144] (1);

[0145] in, , , are the components of the motor back electromotive force on the α and β axes, respectively, where ; 、 are the components of the stator voltage on the α and β axes respectively; 、 are the components of the stator current on the α and β axes respectively; L d , L q are the components of the stator inductance on the d and q axes respectively; is the stator resistance; is the permanent magnet flux; is the motor angular velocity; p is the differential operator ;E x0 is the component of the motor back electromotive force on the α and β axes (i.e. ) amplitude.

[0146] According to the motor voltage equation based on the αβ axis coordinate system, the system model that needs to be observed can be obtained. Figure 9 is the construction block diagram of the full-dimensional observer, such as Figure 9 The specific state equation of the observed system model is shown below:

[0147] (2);

[0148] (3).

[0149] in, , , which is Figure 9The observed variables in ; similarly, the other dotted ones are the corresponding derivatives, and y is the variable matrix that can be directly measured , C is the coefficient matrix , u is the input variable matrix of the system ; A= 、B= , which are the coefficient matrices of x and u respectively. This is to establish Figure 9 An observed system is shown as follows:

[0150] (4).

[0151] In practical applications, the motor model After transposing the terms, the equation can also be written in this form:

[0152] (5).

[0153] The left formula is written in vector form for the convenience of writing later.

[0154] Step 2: Establish a full-order observation system and obtain the dynamic equation of the observer output.

[0155] In step 2, the feedback matrix H is defined, and the observer dynamic equation is , the system framework is as follows Figure 9 As shown in the state observation system, the closed-loop system after state feedback can be obtained:

[0156] (6).

[0157] in, To reconstruct the observed state X, the feedback term H is introduced. and X are nearly equivalent, but if the convergence rate is not reconstructed, it cannot be synthesized as expected. Therefore, the method of full-dimensional state observation is to introduce the feedback matrix , forming a closed-loop system, and controlling the convergence speed through the H matrix. It is also a reconstruction of the output state y. for How to write the derivative of .

[0158] The system is asymptotically stable, controllable and observable, and its eigenvalues ​​have negative real parts, so we can define that the four eigenvalues ​​are all in Department ( >0), so only need to adjust It can adjust the system convergence speed. The larger it is, the faster the convergence speed is, and the following characteristic polynomial can be obtained:

[0159] (7).

[0160] Among them, following the necessary conditions for the convergence of the full-dimensional state observer, we know the characteristic matrix The eigenvalue of has a negative real part, so we can define a value arbitrarily in the control This is the eigenvalue of the negative real part. In actual control, by adjusting The size of can be used to control the convergence speed of the closed-loop system. It is the bandwidth that adjusts the system convergence speed. The expected value of the characteristic matrix, I is the identity matrix, that is:

[0161] ;

[0162] so:

[0163] .

[0164] Since the characteristic polynomial has been set The characteristic value of ,therefore ,definition is the feedback matrix of the system, and the values ​​of each item in H are obtained by solving the characteristic polynomial.

[0165] Solving the above polynomial, formula (7), we can obtain:

[0166] (8).

[0167] Substitution The observed dynamic equation can be obtained:

[0168] (9).

[0169] in, , , 、 for Figure 7 middle 、 、 Obtained through Clark transformation, so the estimated value can be obtained according to the above equation ; The measured current With the reconstructed current The difference, The measured current With the reconstructed current When the system is stable, the difference approaches zero. 、 is the current obtained by the reconstructed state observer The derivative of .

[0170] In related solutions, the vehicle motor controller generally adopts a control method with a position sensor, such as Figure 6 As shown, a rotary transformer is installed on the motor to detect the angle and position of the motor. The angle and speed of the motor are obtained through a decoding chip or software decoding. The obtained motor angle signal is used for the motor's Park transform and inverse Park transform to achieve two-phase signal transformation between the rotating coordinate system (dq axis) and the fixed coordinate system (αβ axis). The obtained motor speed signal is used to look up the torque signal table given by the vehicle control to obtain the required given d and q axis current signals. The present invention proposes a control scheme for a vehicle-mounted permanent magnet synchronous motor, which does not require a resolver device to obtain the motor speed and angle, can quickly and accurately track the motor output position, and achieve normal torque control.

[0171] In some embodiments, the control unit 104 obtains a speed signal of the rotor of the motor and determines an angle signal of the rotor of the motor through the phase-locked loop based on the estimated back electromotive force component of the motor in the αβ axis coordinate system, including:

[0172] The control unit 104 is further configured to obtain a rotation speed signal of the rotor of the motor through the phase-locked loop based on the estimated back electromotive force component of the motor in the αβ axis coordinate system. Specific functions and processing of the control unit 104 are also described in step S310.

[0173] The control unit 104 is further configured to perform integration processing on the speed signal of the motor rotor to obtain an angle signal of the motor rotor. The specific functions and processing of the control unit 104 are also shown in step S320.

[0174] like Figure 8 As shown in Figure 2, the specific implementation process of the full-dimensional state observer to obtain the speed and angle also includes:

[0175] Step 3: Get the speed and angle through the phase-locked loop.

[0176] Figure 10 The block diagram of the angle and speed calculation method based on the phase-locked loop is shown in Figure 2. , through the phase-locked loop as Figure 10 As shown, the following relationship can be obtained:

[0177] (10).

[0178] right Perform PI regulator processing to obtain the observed speed , and then integrate the speed to get the angle:

[0179] (11).

[0180] Among them, K p K is the proportional control coefficient of the PI regulator. i is the coefficient of differential adjustment To find the symbol for differentiation. is the angular velocity of the motor obtained by the observer. By differentiating the time, the rotor position angle used for control can be obtained . The actual current values ​​of the d and q axes are obtained by actual measurement respectively. Estimate the voltage at the motor terminals in the d and q axis coordinate systems. are the components of the motor back electromotive force on the α and β axes, is the component of the motor back electromotive force on the α and β axes obtained after observation by the state observer, is the rotor position angle used in the final vector control, is the angle obtained after observation by the state observer. for The coefficient of . for and The difference.

[0181] In the solution of the present invention, based on the full-dimensional state observer, the back electromotive force estimated by the system is obtained. , and then the speed signal and angle signal of the motor are obtained through the PLL phase-locked loop. The speed signal is used for table lookup, and the angle signal is used for coordinate transformation, which can achieve fast and accurate tracking of the motor output position.

[0182] In some embodiments, the control unit 104 automatically compensates the d-axis current of the motor by combining the speed signal of the motor rotor and the angle signal of the motor rotor to ensure that the output voltage of the motor is within a set voltage range, including:

[0183] The control unit 104 is further configured to obtain the d-axis given current and the q-axis given current of the motor based on the bus voltage of the motor and the speed signal of the motor rotor according to a preset table lookup method. The specific functions and processing of the control unit 104 are further described in step S410.

[0184] The control unit 104 is further configured to perform PI processing on the d-axis given current and the q-axis given current of the motor to obtain the d-axis voltage and the q-axis voltage of the motor. The specific functions and processing of the control unit 104 are also shown in step S420.

[0185] The control unit 104 is further configured to obtain a compensation current for the d-axis current component of the motor according to the d-axis voltage and the q-axis voltage of the motor. Specific functions and processing of the control unit 104 are also described in step S430.

[0186] The control unit 104 is further configured to determine the difference between the motor's d-axis given current and the compensation current of the motor's d-axis current component as the motor's current d-axis given current. The specific functions and processing of the control unit 104 are further described in step S440.

[0187] The control unit 104 is further configured to control the motor's current loop based on the motor's current d-axis set current, the motor's q-axis set current, and the motor's rotor angle signal, so that the motor's output voltage is within a set voltage range. The specific functions and processing of the control unit 104 are further described in step S450.

[0188] In the solution of the present invention, in the automatic calculation control based on the d-axis current component, if the voltage finally output by the system after looking up the table exceeds the voltage that needs to be modulated, the d-axis current is reduced, the motor terminal voltage is lowered, and stable control of the motor terminal voltage is achieved, thereby achieving normal torque control.

[0189] In some embodiments, the control unit 104 obtains a compensation current for the d-axis current component of the motor based on the d-axis voltage and the q-axis voltage of the motor, including: the control unit 104 is further configured to filter the d-axis voltage and the q-axis voltage of the motor in a preset manner, and then calculate according to the following formula to obtain the compensation current for the d-axis current component of the motor;

[0190] ;

[0191] ;

[0192] Wherein, M is the modulation coefficient, Vdc is the bus voltage of the motor; is the difference between the estimated voltage and the given voltage of the motor, is a value obtained by filtering the d-axis voltage and the q-axis voltage of the motor in a preset manner, is the proportionality coefficient, is the integration coefficient.

[0193] In the solution of the present invention, the specific method of automatic calculation based on the d-axis current component is as follows: Figure 7 As shown, the signals of the d and q axis coordinate systems are processed. Low-pass filtering (LPF) is performed to filter out high-frequency interference of the current as feedback of the current loop; Perform low-pass filtering (LPF) on the filtered After squaring the values ​​and then taking the square root, subtract the bus terminal voltage multiplied by the voltage modulation coefficient, and we have the following relationship:

[0194] (12).

[0195] Where, M is the modulation coefficient, Vdc is the bus voltage; is the difference between the estimated voltage at the motor end and the given voltage. Perform PI regulator processing to obtain , the table obtained minus , when the system looks up the table and gets When the output voltage is too high due to inaccuracy or temperature, this method can be used to reduce the d-axis current, causing the motor terminal voltage to drop until it stabilizes, ensuring the motor terminal voltage is stable. In related solutions, the d-axis current compensation method is not used in electric vehicle main drive control. However, the solution of the present invention integrates table lookup and automatic d-axis current compensation control for the first time.

[0196] The solution of the present invention is applied to the motor controller of new energy vehicles and is suitable for all occasions of electric vehicle main drive motor control. In the solution of the present invention, no position sensor is used, and the speed and angle are directly observed using the position-free method; the observer solution: based on the full-dimensional state observer of back electromotive force, by configuring the system bandwidth To adjust the system stability and convergence speed + PLL phase lock; the torque control method used: torque control mode, achieved through table lookup + d-axis current compensation; using the full-dimensional (also called full-order) observer method, high-precision control is achieved by adjusting the system bandwidth, and at the same time, the table lookup + d-axis current compensation control method is used to achieve torque output and realize stable control of the motor.

[0197] In the solution of the present invention, a position estimation strategy based on full-dimensional state observation and an observer based on the solution of the present invention can achieve rapid and accurate tracking of the motor output position (i.e., the motor's rotor position), achieving precise speed positioning and meeting the high-precision speed control requirements of on-board permanent magnet synchronous motors. Position and speed detection without a resolver is eliminated, and speed and angle are obtained through a position-free method, which is safe, reliable, and cost-effective. Furthermore, in the solution of the present invention, an automatic compensation control scheme for the d-axis current component is used to achieve stable control of the motor terminal voltage, making the motor terminal voltage more stable.

[0198] Since the processing and functions implemented by the device of this embodiment basically correspond to the embodiments, principles and examples of the aforementioned method, for any details not fully described in this embodiment, please refer to the relevant descriptions in the aforementioned embodiments and will not be repeated here.

[0199] According to an embodiment of the present invention, a vehicle corresponding to the control device for a vehicle motor is also provided. The vehicle may include: the control device for a vehicle motor described above.

[0200] Since the processing and functions implemented by the vehicle of this embodiment basically correspond to the embodiments, principles and examples of the aforementioned devices, for any details not fully described in this embodiment, please refer to the relevant descriptions in the aforementioned embodiments and will not be repeated here.

[0201] According to an embodiment of the present invention, a computer program product corresponding to a vehicle is further provided, comprising a computer program. When the computer program is executed by a processor, the steps of the above-mentioned method for controlling a motor for a vehicle are implemented.

[0202] Since the processing and functions implemented by the product of this embodiment basically correspond to the embodiments, principles and examples of the aforementioned vehicle, for any details not fully described in this embodiment, please refer to the relevant descriptions in the aforementioned embodiments and will not be repeated here.

[0203] According to an embodiment of the present invention, a storage medium corresponding to a method for controlling a vehicle motor is also provided, wherein the storage medium includes a stored program, wherein when the program is running, the device where the storage medium is located is controlled to execute the steps of the method for controlling a vehicle motor described above.

[0204] Since the processing and functions implemented by the storage medium of this embodiment basically correspond to the embodiments, principles and examples of the aforementioned method, for any details not fully described in this embodiment, please refer to the relevant descriptions in the aforementioned embodiments and will not be repeated here.

[0205] In summary, it is easy for those skilled in the art to understand that, under the premise of no conflict, the above-mentioned advantageous methods can be freely combined and superimposed.

[0206] The foregoing description is merely an embodiment of the present invention and is not intended to limit the present invention. Those skilled in the art will readily appreciate that various modifications and variations of the present invention are possible. Any modifications, equivalent substitutions, or improvements made within the spirit and principles of the present invention are intended to be within the scope of the claims.

Claims

1. A method for controlling a motor for a vehicle, characterized in that: The vehicle is a new energy vehicle; the motor has a stator and a rotor; the motor control system has a speed loop and a current loop; the position estimation strategy of the speed loop adopts a full-dimensional state observer and a phase-locked loop; The full-dimensional state observer is a closed-loop state observer established in advance based on the components of the three-phase current of the stator of the motor on the α and β axes, and the components of the three-phase voltage of the stator of the motor on the α and β axes; The control method for a vehicle motor includes: During the operation of the vehicle motor, obtaining a three-phase current of a stator of the motor and obtaining a three-phase voltage of the stator of the motor; In the control of the speed loop of the motor, a position estimation strategy of the speed loop is executed based on the full-dimensional state observer and the phase-locked loop according to the three-phase current and the three-phase voltage of the stator of the motor to determine the speed signal of the rotor of the motor and the angle signal of the rotor of the motor; the stator current component and the stator voltage component in the αβ axis coordinate system are obtained by acquiring the three-phase current and the three-phase voltage of the vehicle motor, and a full-dimensional state observer is established; based on the full-dimensional state observer, an estimated back electromotive force component of the motor in the αβ axis coordinate system is obtained, and then the speed signal and the angle signal of the rotor of the motor are obtained through the PLL phase-locked loop; In the control of the current loop of the motor, the d-axis current of the motor is automatically compensated and controlled in combination with the speed signal and the angle signal of the motor's rotor, so that the output voltage of the motor is within a set voltage range, the normal output of the motor torque is achieved, and the tracking and control of the output position of the motor is guaranteed in the event of a failure of the motor's resolver sensor, thereby ensuring the safe operation of the vehicle; The state equation of the full-dimensional state observer is as follows: Among them, i α 、i β are the components of the three-phase current of the stator of the motor on the α and β axes, for i α 、i β The reconstruction current, for The derivation of u α 、u β are the components of the three-phase voltage of the stator of the motor on the α and β axes, is the estimated back electromotive force component of the motor in the αβ axis coordinate system, for The derivative of L d 、L q are the components of the stator inductance of the motor on the d and q axes, R s is the stator resistance of the motor; ω e is the actual angular velocity of the motor, ω n is the given angular velocity of the motor; H is the feedback matrix, H 11 、H 12 、H 21 、H 22 、H 31 、H 42 are all elements of H.

2. The method for controlling a motor for a vehicle according to claim 1, wherein: The method includes executing a position estimation strategy of the speed loop based on the full-dimensional state observer and the phase-locked loop according to the three-phase current of the stator of the motor and the three-phase voltage of the stator of the motor to determine a speed signal of the rotor of the motor and an angle signal of the rotor of the motor, including: Determining a stator current component and a stator voltage component of the motor in an αβ-axis coordinate system according to the three-phase current and the three-phase voltage of the motor; Establishing the full-dimensional state observer according to the stator current component and the stator voltage component of the motor in the αβ axis coordinate system; Based on the full-dimensional state observer, an estimated back electromotive force component of the motor in the αβ axis coordinate system is obtained; Based on the estimated back electromotive force component of the motor in the αβ axis coordinate system, the speed signal of the rotor of the motor is obtained through the phase-locked loop, and the angle signal of the rotor of the motor is determined.

3. The method for controlling a motor for a vehicle according to claim 2, wherein: Based on the estimated back electromotive force component of the motor in the αβ axis coordinate system, a speed signal of the rotor of the motor is obtained through the phase-locked loop, and an angle signal of the rotor of the motor is determined, including: Based on the estimated back electromotive force component of the motor in the αβ axis coordinate system, a speed signal of the rotor of the motor is obtained through the phase-locked loop; The rotation speed signal of the rotor of the motor is integrated to obtain an angle signal of the rotor of the motor.

4. The method for controlling a vehicle motor according to any one of claims 1 to 3, wherein: Combining a speed signal of the motor rotor and an angle signal of the motor rotor, automatically compensating and controlling the d-axis current of the motor so that the output voltage of the motor is within a set voltage range, comprising: According to the bus voltage of the motor and the speed signal of the rotor of the motor, the d-axis given current and the q-axis given current of the motor are obtained by looking up the table according to a preset table lookup method; Performing PI processing on the d-axis given current and the q-axis given current of the motor respectively to obtain the d-axis voltage and the q-axis voltage of the motor; Obtaining a compensation current for a d-axis current component of the motor according to a d-axis voltage and a q-axis voltage of the motor; Determine the difference between the d-axis given current of the motor and the compensation current of the d-axis current component of the motor as the current d-axis given current of the motor; The current loop of the motor is controlled according to the current d-axis given current of the motor, the q-axis given current of the motor, and the angle signal of the rotor of the motor, so that the output voltage of the motor is within a set voltage range.

5. The method for controlling a motor for a vehicle according to claim 4, wherein: Obtaining a compensation current for a d-axis current component of the motor according to a d-axis voltage and a q-axis voltage of the motor, comprising: After filtering the d-axis voltage and the q-axis voltage of the motor in a preset manner, a compensation current of the d-axis current component of the motor is calculated according to the following formula; AND d_buchang =K p ΔU+K i ∫ΔUdt; Wherein, M is the modulation coefficient, Vdc is the bus voltage of the motor; ΔU is the difference between the estimated voltage of the motor and the given voltage, u d 、u q K is the value after filtering the d-axis voltage and q-axis voltage of the motor in a preset manner, p is the proportionality coefficient, K i is the integration coefficient.

6. A control device for a motor for a vehicle, characterized in that: The vehicle is a new energy vehicle; the motor has a stator and a rotor; the motor control system has a speed loop and a current loop; the position estimation strategy of the speed loop adopts a full-dimensional state observer and a phase-locked loop; The full-dimensional state observer is a closed-loop state observer established in advance based on the components of the three-phase current of the stator of the motor on the α and β axes, and the components of the three-phase voltage of the stator of the motor on the α and β axes; The control device for the vehicle motor includes: an acquisition unit configured to acquire a three-phase current of a stator of the motor and a three-phase voltage of the stator of the motor during operation of the motor for the vehicle; A control unit is configured to, in controlling the speed loop of the motor, execute a position estimation strategy of the speed loop based on the full-dimensional state observer and the phase-locked loop according to the three-phase current and the three-phase voltage of the stator of the motor, so as to determine a speed signal of the rotor of the motor and an angle signal of the rotor of the motor; obtain the stator current component and the stator voltage component in the αβ axis coordinate system by acquiring the three-phase current and the three-phase voltage of the vehicle motor, and establish a full-dimensional state observer; obtain an estimated back electromotive force component of the motor in the αβ axis coordinate system based on the full-dimensional state observer, and then obtain the speed signal and angle signal of the rotor of the motor through a PLL phase-locked loop; The control unit is further configured to, in control of the current loop of the motor, combine a speed signal of the motor's rotor and an angle signal of the motor's rotor to automatically compensate for and control the d-axis current of the motor, so as to ensure that the output voltage of the motor is within a set voltage range and that the motor torque is normally output. In the event of a failure of the motor's resolver sensor, the output position of the motor can be tracked and controlled, thereby ensuring safe operation of the vehicle. The state equation of the full-dimensional state observer is as follows: Among them, i α 、i β are the components of the three-phase current of the stator of the motor on the α and β axes, for i α 、i β The reconstruction current, for The derivation of u α 、u β are the components of the three-phase voltage of the stator of the motor on the α and β axes, is the estimated back electromotive force component of the motor in the αβ axis coordinate system, for The derivative of L d , L q are the components of the stator inductance of the motor on the d and q axes, R s is the stator resistance of the motor; ω e is the actual angular velocity of the motor, ω n is the given angular velocity of the motor; H is the feedback matrix, H 11 、H 12 、H 21 、H 22 、H 31 、H 42 are all elements of H.

7. A vehicle, characterized in that: include: The control device for a vehicle motor according to claim 6.

8. A storage medium, characterized in that: The storage medium includes a stored program, wherein when the program is executed, the device where the storage medium is located is controlled to execute the control method for a vehicle motor according to any one of claims 1 to 5.

9. A computer program product comprising a computer program, characterized in that When the computer program is executed by a processor, the steps of the method for controlling a vehicle motor according to any one of claims 1 to 5 are realized.

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