Motor efficiency correction method and device, storage medium and motor system

Abstract

The invention discloses a motor efficiency correction method and device, a readable storage medium, a motor system, an energy management system of a vehicle and the vehicle, and the method comprises the steps: determining the actual motor efficiency corresponding to different motor rotating speeds and different motor torques, the actual motor efficiency is stored in a pre-configured corresponding rotating speed interval and torque interval, and then the original motor efficiency in the target rotating speed interval and the target torque interval is corrected according to the actual motor efficiency stored in the target rotating speed interval and the target torque interval. According to the correction method, the motor efficiency value is updated according to the real-time driving data, the problem that the charging and discharging capacity of the power battery cannot be brought into full play is solved, and the risk of over-charging and over-discharging of the battery is reduced.

Description

Technical Field

[0001] The present application relates to the field of motor technology, and in particular to a method for correcting motor efficiency, a device for correcting motor efficiency, a computer-readable storage medium, a motor system, a vehicle energy management system, and a vehicle. Background Art

[0002] The power of electric vehicles is converted from the electrical energy of the battery into mechanical energy, which involves the issue of conversion efficiency, which needs to be considered in both the driving and recycling processes. The current control method of motor efficiency will cause problems such as over-discharge and over-charge of the battery, which will affect the battery life and reduce the performance of the system.

[0003] The above statements are only used to provide background information related to the present application and do not necessarily constitute prior art. Summary of the invention

[0004] In view of the above problems, the present application provides a method for correcting motor efficiency, a correction device, a readable storage medium, a motor system, a vehicle energy management system and a vehicle, which obtain the actual motor efficiency corresponding to different motor speeds and different motor torques, and store the actual motor efficiency in a pre-configured corresponding speed range and torque range, and then correct the original motor efficiency in the target speed range and target torque range according to the actual motor efficiency stored in the target speed range and target torque range, and can update the motor efficiency value according to real-time driving data, thereby improving the problem of not being able to fully utilize the charging and discharging capacity of the power battery and reducing the risk of overcharging and over-discharging the battery.

[0005] In a first aspect, the present application provides a method for correcting motor efficiency, the method comprising: determining actual motor efficiencies corresponding to different motor speeds and different motor torques, and storing the actual motor efficiencies in pre-configured corresponding speed ranges and torque ranges; and correcting the original motor efficiency in the target speed range and target torque range according to the actual motor efficiencies stored in the target speed range and target torque range.

[0006] In the technical solution of the embodiment of the present application, under the actual vehicle working condition, the actual motor efficiency corresponding to different motor speeds and different motor torques is monitored in real time, and then the actual motor efficiency is stored in the pre-configured corresponding speed interval and torque interval. For example, when the motor speed is V1 and the motor torque is T1, the corresponding actual motor efficiency is η1. The interval [50,100) is determined according to the motor speed, and the interval [10,20) is determined according to the motor torque. Then η1 is stored in the interval [50,100) and the interval [10,20). Then, the corresponding original motor efficiency is corrected according to the actual motor efficiency stored in the target speed interval and the target torque interval. For example, when the target speed interval and the target torque interval are [50,100) and [10,20), the original motor efficiency is corrected according to the actual motor efficiency stored in the interval. For example, the original motor efficiency is replaced by the average value of the actual motor efficiency stored in the interval, or the original motor efficiency is corrected according to the difference between the average value of the actual motor efficiency and the original motor efficiency, or the original motor efficiency is corrected according to the average value of the actual motor efficiency and the corresponding weight coefficient and the original motor efficiency and the corresponding weight coefficient. In this way, the motor efficiency value is updated according to the real-time driving data, which improves the problem of not being able to fully utilize the charging and discharging capacity of the power battery and reduces the risk of overcharging and over-discharging of the battery.

[0007] In some embodiments, the original motor efficiency in the target speed range and target torque range is corrected according to the actual motor efficiency stored in the target speed range and target torque range, including: determining the number of actual motor efficiencies stored in the target speed range and target torque range; and when the number of actual motor efficiencies stored in the target speed range and target torque range is greater than a first preset threshold, correcting the original motor efficiency in the target speed range and target torque range according to the actual motor efficiency stored in the target speed range and target torque range.

[0008] That is to say, in order to improve the validity of the acquired data, the original motor efficiency is corrected according to the actual motor efficiency stored in the target speed range and the target torque range only when the number of actual motor efficiencies stored in the target speed range and the target torque range is greater than the first preset threshold. When the number of actual motor efficiencies stored in the target speed range and the target torque range is less than or equal to the first preset threshold, the original motor efficiency is not corrected, and the motor is still controlled with the original motor efficiency during the driving process of the vehicle.

[0009] In some embodiments, the original motor efficiency in the target speed range and target torque range is corrected according to the actual motor efficiency stored in the target speed range and target torque range, including: determining the average motor efficiency according to the actual motor efficiency stored in the target speed range and target torque range; and updating the original motor efficiency in the target speed range and target torque range according to the average motor efficiency.

[0010] When the actual motor efficiency stored in the target speed range and target torque range is greater than the first preset threshold, the original motor efficiency is updated according to the average value of the actual motor efficiency stored in the speed range and torque range. This can improve the stability and reliability of the motor efficiency in the speed range and torque range.

[0011] In some embodiments, determining the actual motor efficiency corresponding to different motor speeds and different motor torques includes: when the motor is in a driving condition, determining the actual speed, actual torque and actual power consumption of the motor; determining the actual motor efficiency based on the actual speed, actual torque and actual power consumption.

[0012] The motor efficiency involves driving conditions and braking conditions (recovery conditions). When the motor is in the driving condition, the actual speed and torque of the motor and the actual power consumption of the motor are obtained. The actual speed of the motor can be determined according to the power supply frequency and the number of pole pairs of the motor itself. The actual torque is generally the torque requested by the controller to drive the motor, which has a certain relationship with the motor speed and the rated output power of the motor. The actual power consumption of the motor can be determined according to the high-voltage bus voltage and bus current. Then, the actual motor efficiency is determined based on the actual speed, actual torque and actual power consumption, and then the actual motor efficiency is stored accordingly according to the interval of the actual speed and actual torque, so that the original motor efficiency can be updated later according to the actual motor efficiency.

[0013] In some embodiments, when the motor is in a driving condition, the actual motor efficiency is determined according to the following steps: determining the actual angular velocity according to the actual rotational speed; determining the motor power consumption according to the actual angular velocity and the actual torque; determining the actual power consumption according to the bus current and the bus voltage; determining the actual motor efficiency according to the ratio of the motor power consumption and the actual power consumption.

[0014] After obtaining the actual speed of the motor, the actual angular velocity of the motor can be determined based on the relationship between the speed and the angular velocity. The power consumption of the motor can be determined based on the product of the actual angular velocity and the actual torque of the motor. Then, the actual motor efficiency of the motor under driving conditions can be determined based on the ratio of the motor power consumption to the actual power consumption of the motor.

[0015] In some embodiments, determining the actual motor efficiency corresponding to different motor speeds and different motor torques includes: determining the actual speed, actual torque and actual recovery power of the motor when the motor is in a braking condition; determining the actual motor efficiency based on the actual speed, actual torque and actual recovery power.

[0016] The motor efficiency involves driving conditions and braking conditions. When the motor is in braking conditions (energy recovery conditions), the actual speed and torque of the motor and the actual recovery power of the motor are obtained. The actual speed of the motor can be determined according to the power supply frequency and the number of pole pairs of the motor itself. The actual torque is generally the torque requested by the controller to drive the motor, which has a certain relationship with the motor speed and the rated output power of the motor. The actual recovery power of the motor can be determined according to the high-voltage bus voltage and bus current. Then, the actual motor efficiency is determined based on the actual speed, actual torque and actual recovery power, and then the actual motor efficiency is stored accordingly according to the interval of the actual speed and actual torque, so that the original motor efficiency can be updated later according to the actual motor efficiency.

[0017] In some embodiments, when the motor is in a braking condition, the actual motor efficiency is determined according to the following steps: determining the actual angular velocity according to the actual rotational speed; determining the motor recovery power according to the actual angular velocity and the actual torque; determining the actual recovery power according to the bus current and the bus voltage; determining the actual motor efficiency according to the ratio of the actual recovery power to the motor recovery power.

[0018] After obtaining the actual speed of the motor, the actual angular velocity of the motor can be determined based on the relationship between the speed and the angular velocity. The motor recovery power can be determined based on the product of the actual angular velocity and the actual torque of the motor. Then, the actual motor efficiency of the motor under braking conditions can be determined based on the ratio of the actual recovery power to the motor recovery power.

[0019] In some embodiments, the correcting the original motor efficiency in the target speed range and target torque range according to the actual motor efficiency stored in the target speed range and target torque range also includes: when the number of actual motor efficiencies stored in the target speed range and target torque range is greater than a second preset threshold, deleting the actual motor efficiencies stored in the target speed range and target torque range according to a preset rule; wherein the second preset threshold is greater than the first preset threshold.

[0020] Taking into account the limitation of storage space and calculation speed, the number of actual motor efficiencies stored in the target speed interval and the target torque interval is also limited. When the number of actual motor efficiencies stored in the target speed interval and the target torque interval is greater than the second preset threshold, some actual motor efficiencies are deleted to release space for storing the actual motor efficiencies. The purpose of the preset rule is to make the number of actual motor efficiencies stored in the target speed interval and the target torque interval within the second preset threshold range, and to make the stored actual motor efficiency data relatively reliable.

[0021] In some embodiments, the preset rules include: in order of storage time of the actual motor efficiency from early to late; or the maximum value of the actual motor efficiency stored in the target speed range and target torque range; or the minimum value of the actual motor efficiency stored in the target speed range and target torque range.

[0022] That is to say, when the number of actual motor efficiencies stored in the target speed range and the target torque range is greater than the second preset threshold, the earliest stored actual motor efficiency is deleted in the order of the actual motor efficiency storage time, so that the latest actual motor efficiency can be stored, and it is continuously updated, so that the actual motor efficiency stored in the target speed range and the target torque range is more in line with the actual working conditions. Alternatively, the maximum or minimum value of the actual motor efficiency stored in the target speed range and the target torque range is deleted to improve the reliability of the data.

[0023] In some embodiments, the above-mentioned method for correcting motor efficiency also includes: obtaining the current state of the vehicle; when the vehicle is in a powered-on state, correcting the original motor efficiency in the target speed range and target torque range according to the actual motor efficiency stored in the target speed range and target torque range; when the vehicle is in a driving state, not correcting the original motor efficiency in the target speed range and target torque range.

[0024] When the motor efficiency is inconsistent, the corresponding torque limit is also different. If the motor efficiency is updated during the driving process, it will affect the driving performance experience. Therefore, during the driving process, the actual motor efficiency corresponding to different speeds and different torques is obtained in real time and stored. When the vehicle is powered on, the original motor efficiency is corrected according to the stored actual motor efficiency. In other words, only data will be collected and stored during driving, and the original motor efficiency will not be corrected or updated. The original motor efficiency will only be corrected when the vehicle is powered on.

[0025] In the second aspect, an embodiment of the present application provides a device for correcting motor efficiency, including: a determination module, used to determine the actual motor efficiency corresponding to different motor speeds and different motor torques, and store the actual motor efficiency in a pre-configured corresponding speed range and torque range; a correction module, used to correct the original motor efficiency in the target speed range and target torque range according to the actual motor efficiency stored in the target speed range and target torque range.

[0026] In the technical solution of the embodiment of the present application, under the actual vehicle working condition, the determination module monitors the actual motor efficiency corresponding to different motor speeds and different motor torques in real time, and then stores the actual motor efficiency in the pre-configured corresponding speed interval and torque interval. For example, when the motor speed is V1 and the motor torque is T1, the corresponding actual motor efficiency is η. The interval [50,100) is determined according to the motor speed, and the interval [10,20) is determined according to the motor torque. Then η is stored in the interval [50,100) and the interval [10,20). Then the correction module corrects the corresponding original motor efficiency according to the actual motor efficiency stored in the target speed interval and the target torque interval. For example, when the target speed interval and the target torque interval are [50,100) and [10,20), the original motor efficiency is corrected according to the actual motor efficiency stored in the interval. For example, the original motor efficiency is replaced by the average value of the actual motor efficiency stored in the interval, or the original motor efficiency is corrected according to the difference between the average value of the actual motor efficiency and the original motor efficiency, or the original motor efficiency is corrected according to the average value of the actual motor efficiency and the corresponding weight coefficient and the original motor efficiency and the corresponding weight coefficient. In this way, the motor efficiency value is updated according to the real-time driving data, which improves the problem of not being able to fully utilize the charging and discharging capacity of the power battery and reduces the risk of overcharging and over-discharging of the battery.

[0027] In a third aspect, an embodiment of the present application provides a computer-readable storage medium on which a motor efficiency correction program is stored. When the motor efficiency correction program is executed by a processor, the above-mentioned motor efficiency correction method is implemented.

[0028] In a fourth aspect, the present application provides a motor system, comprising a memory, a processor, and a motor efficiency correction program stored in the memory and executable on the processor, wherein when the processor executes the motor efficiency correction program, the above-mentioned motor efficiency correction method is implemented.

[0029] In a fifth aspect, the present application provides a vehicle energy management system, including a domain controller, a battery management system, a high-voltage accessory system and the above-mentioned motor system.

[0030] In a sixth aspect, an embodiment of the present application provides a vehicle, including the above-mentioned vehicle energy management system.

[0031] The above description is only an overview of the technical solution of the present application. In order to more clearly understand the technical means of the present application, it can be implemented in accordance with the contents of the specification. In order to make the above and other purposes, features and advantages of the present application more obvious and easy to understand, the specific implementation methods of the present application are listed below. BRIEF DESCRIPTION OF THE DRAWINGS

[0032] Various other advantages and benefits will become apparent to those of ordinary skill in the art by reading the detailed description of the preferred embodiments below. The accompanying drawings are only for the purpose of illustrating the preferred embodiments and are not to be considered as limiting the present application. Moreover, the same reference numerals are used throughout the drawings to represent the same components. In the drawings:

[0033] Figure 1 is a flow chart of a method for correcting motor efficiency according to some embodiments;

[0034] Figure 2 is a schematic diagram of an energy management system for a vehicle according to some embodiments;

[0035] Figure 3 is a block diagram of a device for correcting motor efficiency according to some embodiments;

[0036] Figure 4 is a block schematic diagram of a motor system according to some embodiments;

[0037] Figure 5 is a block schematic diagram of a vehicle according to some embodiments. DETAILED DESCRIPTION

[0038] The following embodiments of the technical solution of the present application are described in detail in conjunction with the accompanying drawings. The following embodiments are only used to more clearly illustrate the technical solution of the present application, and are therefore only used as examples, and cannot be used to limit the scope of protection of the present application.

[0039] Unless otherwise defined, all technical and scientific terms used herein have the same meaning as commonly understood by technicians in the technical field to which this application belongs; the terms used herein are only for the purpose of describing specific embodiments and are not intended to limit this application; the terms "including" and "having" in the specification and claims of this application and the above-mentioned figure descriptions and any variations thereof are intended to cover non-exclusive inclusions.

[0040] In the description of the embodiments of the present application, the technical terms "first", "second", etc. are only used to distinguish different objects, and cannot be understood as indicating or implying relative importance or implicitly indicating the number, specific order or primary and secondary relationship of the indicated technical features. In the description of the embodiments of the present application, the meaning of "multiple" is more than two, unless otherwise clearly and specifically defined.

[0041] Reference to "embodiments" herein means that a particular feature, structure, or characteristic described in conjunction with the embodiments may be included in at least one embodiment of the present application. The appearance of the phrase in various locations in the specification does not necessarily refer to the same embodiment, nor is it an independent or alternative embodiment that is mutually exclusive with other embodiments. It is explicitly and implicitly understood by those skilled in the art that the embodiments described herein may be combined with other embodiments.

[0042] In the description of the embodiments of the present application, the term "and / or" is only a description of the association relationship of the associated objects, indicating that there may be three relationships. For example, A and / or B can represent: A exists alone, A and B exist at the same time, and B exists alone. In addition, the character " / " in this article generally indicates that the associated objects before and after are in an "or" relationship.

[0043] In the description of the embodiments of the present application, the term "multiple" refers to more than two (including two). Similarly, "multiple groups" refers to more than two groups (including two groups), and "multiple pieces" refers to more than two pieces (including two pieces).

[0044] In the description of the embodiments of the present application, the technical terms "center", "longitudinal", "lateral", "length", "width", "thickness", "up", "down", "front", "back", "left", "right", "vertical", "horizontal", "top", "bottom", "inside", "outside", "clockwise", "counterclockwise", "axial", "radial", "circumferential", etc. indicate orientations or positional relationships based on the orientations or positional relationships shown in the accompanying drawings, which are only for the convenience of describing the embodiments of the present application and simplifying the description, and do not indicate or imply that the referred device or element must have a specific orientation, be constructed and operated in a specific orientation, and therefore should not be understood as a limitation on the embodiments of the present application.

[0045] In the description of the embodiments of the present application, unless otherwise clearly specified and limited, technical terms such as "installed", "connected", "connected", "fixed" and the like should be understood in a broad sense. For example, it can be a fixed connection, a detachable connection, or an integral connection; it can be a mechanical connection or an electrical connection; it can be a direct connection or an indirect connection through an intermediate medium, and it can be the internal connection of two elements or the interaction relationship between two elements. For those of ordinary skill in the art, the specific meanings of the above terms in the embodiments of the present application can be understood according to the specific circumstances.

[0046] Currently, when controlling the motor, the motor efficiency is generally determined based on a motor efficiency table obtained in advance based on a bench test. However, when the actual vehicle is driving, due to factors such as road conditions, environment, and the driver's driving habits, there is a large deviation between the motor efficiency during actual vehicle driving and the motor efficiency obtained based on the bench test. Under driving conditions, when the actual motor efficiency is less than the motor efficiency obtained based on the bench test, the battery will be over-discharged. When the actual motor efficiency is greater than the motor efficiency obtained based on the bench test, the vehicle cannot fully utilize the discharge capacity of the power battery. Under braking conditions, when the actual motor efficiency is less than the motor efficiency obtained based on the bench test, the vehicle cannot fully utilize the charging capacity of the power battery. When the actual motor efficiency is greater than the motor efficiency obtained based on the bench test, the battery will be overcharged.

[0047] In general, in order to solve the above problems, the efficiency correction coefficient is adjusted based on the motor efficiency table obtained from bench tests. The correction of the efficiency coefficient only takes into account the deviation scenarios caused by speed filtering and torque filtering, and the correction coefficient is simply scaled. Due to the difference between the actual working conditions and the bench test conditions, there will be a certain deviation between the actual working conditions and the bench test results. Therefore, there are certain limitations, and the accuracy of the determination of the motor efficiency is not high.

[0048] Therefore, in the embodiment of the present application, the actual motor efficiency corresponding to different motor speeds and different motor torques is obtained in real time during the driving process of the vehicle, and the actual motor efficiency is stored in the corresponding pre-configured speed range and torque range, and then the original motor efficiency is corrected according to the actual motor efficiency, for example, the motor efficiency obtained based on the bench test is corrected. This can improve the problem of not being able to give full play to the charging and discharging capacity of the power battery and reduce the risk of overcharging and over-discharging of the battery.

[0049] For the convenience of explanation, the following embodiments are combined Figure 1 A method for correcting the motor efficiency according to an embodiment of the present application is described.

[0050] Reference Figure 1 In the embodiment of the present application, the method for correcting the motor efficiency may include the following steps:

[0051] S1, determining actual motor efficiencies corresponding to different motor speeds and different motor torques, and storing the actual motor efficiencies in corresponding pre-configured speed ranges and torque ranges.

[0052] S2, correcting the original motor efficiency in the target speed range and the target torque range according to the actual motor efficiency stored in the target speed range and the target torque range.

[0053] Specifically, first obtain the motor efficiency table based on the bench test data. As shown in Table 1, different motor speeds and different motor torques correspond to an original motor efficiency. For example, when the motor speed interval is [0,50) and the motor torque interval is [0,10), the corresponding original motor efficiency is η 11 , when the motor speed range is [50,100) and the motor torque range is [0,10), the corresponding original motor efficiency is η 12 When the motor speed range is [0,50) and the motor torque range is [10,20), the corresponding original motor efficiency is η 21 , when the motor speed range is [50,100) and the motor torque range is [10,20), the corresponding original motor efficiency is η 22 .

[0054] Under the actual vehicle working condition, the actual motor efficiency corresponding to different motor speeds and different motor torques is monitored in real time, and then the actual motor efficiency is stored in the corresponding pre-configured speed range and torque range. For example, the motor speed is determined to be in the range [50,100) and the motor torque is determined to be in the range [10,20) , then the actual motor efficiency is stored in the range [50,100) and [10,20) (i.e., the position of the original motor efficiency η22). Then, the corresponding original motor efficiency is corrected according to the actual motor efficiency stored in the target speed range and the target torque range. For example, when the target speed range and the target torque range are [50,100) and [10,20), the original motor efficiency is corrected according to the actual motor efficiency stored in the range. For example, the original motor efficiency is replaced by the average value of the actual motor efficiency stored in the range, or the original motor efficiency is corrected according to the difference between the average value of the actual motor efficiency and the original motor efficiency, or the original motor efficiency is corrected according to the average value of the actual motor efficiency and the corresponding weight coefficient and the original motor efficiency and the corresponding weight coefficient. As a result, the motor efficiency value is updated according to the real-time driving data, which improves the problem of not being able to fully utilize the charging and discharging capabilities of the power battery and reduces the risk of overcharging and over-discharging the battery.

[0055] Table 1

[0056]

[0057] It should be noted that in Table 1, n and m are both positive integers greater than 0, and n is a multiple of 50, n is a multiple of 10, i represents the i-th row, j represents the j-th column, and n is 1j represents the motor efficiency corresponding to the first row and the jth column (i.e., the motor efficiency when the motor speed interval is [n, n+50) and the motor torque interval is [0, 10)), η i1represents the motor efficiency corresponding to the first column of the i-th row (i.e., the motor efficiency in the motor speed interval [0,50) and the motor torque interval [m,m+10)), η ij Indicates the motor efficiency corresponding to the i-th row and j-th column (i.e., the motor efficiency in the motor speed range [n, n+50) and the motor torque range [m, m+10)). Similarly, this table is only an example, and other forms of division are also possible, which are not limited here and are not listed one by one.

[0058] In addition, when the motor is in a driving condition, the actual motor efficiency at different speeds and different torques determined under the driving condition is stored in a table corresponding to the driving condition; when the motor is in a braking condition, the actual motor efficiency at different speeds and different torques determined under the braking condition is stored in a table corresponding to the braking condition.

[0059] In some embodiments of the present application, the original motor efficiency in the target speed interval and the target torque interval is corrected according to the actual motor efficiency stored in the target speed interval and the target torque interval, including: determining the number of actual motor efficiencies stored in the target speed interval and the target torque interval; when the number of actual motor efficiencies stored in the target speed interval and the target torque interval is greater than a first preset threshold, the original motor efficiency in the target speed interval and the target torque interval is corrected according to the actual motor efficiency stored in the target speed interval and the target torque interval. The first preset threshold can be calibrated according to actual conditions.

[0060] That is to say, in order to improve the validity of the acquired data, the original motor efficiency is corrected according to the actual motor efficiency stored in the target speed range and the target torque range only when the number of actual motor efficiencies stored in the target speed range and the target torque range is greater than the first preset threshold. When the number of actual motor efficiencies stored in the target speed range and the target torque range is less than or equal to the first preset threshold, the original motor efficiency is not corrected, and the motor is still controlled with the original motor efficiency during vehicle driving. Taking the target speed range of [50,100) and the target torque range of [10,20) as an example, in the corresponding stored original motor efficiency η 22 When the actual motor efficiency stored at the position is greater than the first preset threshold, the original motor efficiency is corrected according to the actual motor efficiency; at the corresponding stored original motor efficiency η 22 If the actual motor efficiency stored at the position is less than or equal to the first preset threshold, the original motor efficiency η is maintained. 22 constant.

[0061] In some embodiments of the present application, the original motor efficiency in the target speed range and the target torque range is corrected according to the actual motor efficiency stored in the target speed range and the target torque range, including: determining the average motor efficiency according to the actual motor efficiency stored in the target speed range and the target torque range; and updating the original motor efficiency in the target speed range and the target torque range according to the average motor efficiency.

[0062] Specifically, when the actual motor efficiency stored in the target speed range and target torque range is greater than the first preset threshold, the original motor efficiency is updated according to the average value of the actual motor efficiency stored in the speed range and torque range, thereby improving the stability and reliability of the motor efficiency in the speed range and torque range.

[0063] It should be noted that when judging whether the number of actual motor efficiencies stored in the target speed interval and the target torque interval is greater than the first preset threshold, the maximum and minimum values ​​of the actual motor efficiencies stored in the target speed interval and the target torque interval may be deleted first, and then the number of actual motor efficiencies in the target speed interval and the target torque interval may be determined to be greater than the first preset threshold, or the number of actual motor efficiencies may be determined to be greater than the first preset threshold without deleting the maximum and minimum values. If it is determined that the number of actual motor efficiencies is greater than the first preset threshold after deleting the maximum and minimum values, the original motor efficiency in the target speed interval and the target torque interval may be directly corrected according to the average value of the actual motor efficiencies stored in the target speed interval and the target torque interval. If it is determined that the number of actual motor efficiencies is greater than the first preset threshold without deleting the maximum and minimum values, the maximum and minimum values ​​of the actual motor efficiencies stored in the target speed interval and the target torque interval may be removed first, and then the average value may be calculated, and then the original motor efficiency may be corrected according to the average value.

[0064] In some embodiments of the present application, the actual motor efficiency corresponding to different motor speeds and different motor torques is determined, including: when the motor is in a driving condition, determining the actual speed, actual torque and actual power consumption of the motor; determining the actual motor efficiency based on the actual speed, actual torque and actual power consumption.

[0065] Specifically, the motor efficiency involves driving conditions and braking conditions. When the motor is in the driving condition, the actual speed and actual torque of the motor and the actual power consumption of the motor are obtained, wherein the actual speed of the motor can be determined according to the power supply frequency and the number of pole pairs of the motor itself. For example, it can be determined by the formula n=60f / p, wherein n represents the motor speed, in revolutions per minute, f represents the power supply frequency, in cycles per second, and p represents the number of pole pairs of the motor. The actual torque is generally the torque requested by the controller to drive the motor, which has a certain relationship with the motor speed and the rated output power of the motor. The actual power consumption of the motor can be determined according to the high-voltage bus voltage and bus current. Then, the actual motor efficiency is determined according to the actual speed, actual torque and actual power consumption, and then the actual motor efficiency is stored accordingly according to the interval in which the actual speed and actual torque are located, so that the original motor efficiency can be updated later according to the actual motor efficiency.

[0066] In some embodiments of the present application, when the motor is in a driving condition, the actual motor efficiency is determined according to the following steps: determine the actual angular velocity according to the actual rotational speed; determine the motor power consumption according to the actual angular velocity and the actual torque; determine the actual power consumption according to the bus current and the bus voltage; determine the actual motor driving efficiency according to the ratio of the motor power consumption and the actual power consumption.

[0067] After obtaining the actual speed of the motor, the actual angular speed of the motor can be determined based on the relationship between the speed and the angular speed, and the power consumption of the motor can be determined based on the product of the actual angular speed and the actual torque of the motor. Then, the actual motor efficiency of the motor under the driving condition can be determined based on the ratio of the motor power consumption to the actual power consumption of the motor. For example, the formula η drvreal =T mot *n / (9550*P motdrv ), where η drvreal Indicates the actual motor efficiency of the motor under driving conditions, T mot represents the actual motor torque, n / 9550 represents the actual angular velocity of the motor, P motdrv Indicates the actual power consumed by the motor.

[0068] In some embodiments of the present application, the actual motor efficiency corresponding to different motor speeds and different motor torques is determined, including: when the motor is in a braking condition, determining the actual speed, actual torque and actual recovery power of the motor; determining the actual motor efficiency based on the actual speed, actual torque and actual recovery power.

[0069] The motor efficiency involves driving conditions and braking conditions. When the motor is in a braking condition (energy recovery condition), the actual speed and actual torque of the motor and the actual recovery power of the motor are obtained, wherein the actual speed of the motor can be determined according to the power supply frequency and the number of pole pairs of the motor itself. For example, it can be determined by the formula n=60f / p, wherein n represents the motor speed in revolutions per minute, f represents the power supply frequency in cycles per second, and p represents the number of pole pairs of the motor. The actual torque is generally the torque requested by the controller to drive the motor, which has a certain relationship with the motor speed and the rated output power of the motor. The actual recovery power of the motor can be determined according to the high-voltage bus voltage and bus current. Then, the actual motor efficiency is determined according to the actual speed, actual torque and actual recovery power, and then the actual motor efficiency is stored accordingly according to the interval in which the actual speed and actual torque are located, so that the original motor efficiency can be updated later according to the actual motor efficiency.

[0070] In some embodiments of the present application, when the motor is in a braking condition, the actual motor efficiency is determined according to the following steps: determine the actual angular velocity according to the actual rotational speed; determine the motor recovery power according to the actual angular velocity and the actual torque; determine the actual recovery power according to the bus current and the bus voltage; determine the actual motor drive efficiency according to the ratio of the actual recovery power and the motor recovery power.

[0071] After obtaining the actual speed of the motor, the actual angular speed of the motor can be determined based on the relationship between the speed and the angular speed. The motor recovery power can be determined based on the product of the actual angular speed and the actual torque of the motor. Then, the actual motor efficiency of the motor under braking conditions can be determined based on the ratio of the actual recovery power to the motor recovery power. For example, the formula η regreal =P motreg / (T mot *n / 9550), where represents η regreal Indicates the actual motor efficiency under braking condition, T mot represents the actual motor torque, n / 9550 represents the actual angular velocity of the motor, P motreg Indicates the actual regenerated power of the motor.

[0072] In some embodiments of the present application, the original motor efficiency in the target speed range and the target torque range is corrected according to the actual motor efficiency stored in the target speed range and the target torque range, and also includes: when the number of actual motor efficiencies stored in the target speed range and the target torque range is greater than a second preset threshold, deleting the actual motor efficiencies stored in the target speed range and the target torque range according to a preset rule; wherein the second preset threshold is greater than the first preset threshold, and the second preset threshold can be calibrated according to actual conditions.

[0073] Specifically, considering the limitation of storage space and calculation speed, the number of actual motor efficiencies stored in the target speed interval and the target torque interval is also limited. When the number of actual motor efficiencies stored in the target speed interval and the target torque interval is greater than the second preset threshold, some actual motor efficiencies are deleted to release space for storing the actual motor efficiencies. The purpose of the preset rule is to make the number of actual motor efficiencies stored in the target speed interval and the target torque interval within the second preset threshold range, and to make the stored actual motor efficiency data relatively reliable.

[0074] In some embodiments of the present application, the preset rules include: in order of storage time of the actual motor efficiency from early to late; or the maximum value of the actual motor efficiency stored in the target speed range and the target torque range; or the minimum value of the actual motor efficiency stored in the target speed range and the target torque range.

[0075] That is to say, when the number of actual motor efficiencies stored in the target speed range and the target torque range is greater than the second preset threshold, the earliest stored actual motor efficiency is deleted in the order of the actual motor efficiency storage time, so that the latest actual motor efficiency can be stored, and it is continuously updated, so that the actual motor efficiency stored in the target speed range and the target torque range is more in line with the actual working conditions. Alternatively, the maximum or minimum value of the actual motor efficiency stored in the target speed range and the target torque range is deleted to improve the reliability of the data.

[0076] In some embodiments of the present application, the above-mentioned method for correcting the motor efficiency also includes: obtaining the current state of the vehicle; when the vehicle is in a powered-on state, correcting the original motor efficiency in the target speed range and target torque range according to the actual motor efficiency stored in the target speed range and target torque range; when the vehicle is in a driving state, not correcting the original motor efficiency in the target speed range and target torque range.

[0077] Specifically, when the motor efficiency is inconsistent, the corresponding torque limit is also different. If the motor efficiency is updated during the driving process of the vehicle, it will affect the driving performance experience. Therefore, during the driving process, the actual motor efficiency corresponding to different speeds and different torques is obtained in real time and stored. When the vehicle is powered on, the original motor efficiency is corrected according to the stored actual motor efficiency. In other words, only data will be collected and stored during driving, and the original motor efficiency will not be corrected or updated. Only when the vehicle is powered on, the original motor efficiency is corrected. Among them, when the vehicle is powered on, the motor efficiency under driving conditions and the motor efficiency under braking conditions are updated respectively.

[0078] As a specific example, Figure 2Taking the energy management system of the vehicle shown as an example, the energy management system of the vehicle includes a domain controller, a power battery system (including a power battery and a battery management controller), a motor system (including a motor controller and a drive motor) and a high-voltage accessory system (including a high-voltage accessory and a high-voltage accessory controller). Among them, the high-voltage accessory system provides the real-time consumption of the high-voltage accessory power to the domain controller (the domain controller needs to superimpose the real-time power consumption of the high-voltage accessories while considering the peak charge and discharge power of the power battery. For example, in the driving condition, the peak discharge power of the power battery needs to be subtracted from the power consumption of the high-voltage accessories; in the braking condition, the peak recovery power of the power battery needs to be added to the power consumption of the high-voltage accessories). The motor system receives the motor torque request of the domain controller and sends the actual speed and actual motor torque of the motor to the domain controller. The cloud platform receives and stores the actual motor efficiency uploaded by the domain controller to update the original motor efficiency. The power battery system provides the peak charge and discharge power of the power battery. The parameters provided by each system of the domain controller determine the actual motor efficiency at different speeds and different torques. The domain controller and the motor controller can be reused, that is, the motor controller can perform all the functions of the domain controller. In some embodiments, the domain controller can be integrated into the motor controller.

[0079] It should be noted that the cloud platform may not be included, and the storage of the actual motor efficiency and the updating of the original motor efficiency are both performed in the domain controller, or the actual speed and actual torque of the motor are obtained from the motor system, and the actual motor efficiency is determined based on the actual speed and actual torque of the motor and then stored in the motor system. Figure 2 This is only an embodiment of the present application, and other possibilities will not be described here.

[0080] The domain controller requests the drive motor torque T req , the charging and discharging capacity of the power battery needs to be considered, so the drive motor torque T is requested req The maximum driving torque allowed by the discharge capacity of the power battery and the maximum recovery torque of the charging capacity cannot be exceeded.

[0081] The maximum driving torque T allowed by the discharge capacity of the power battery drvlmt , calculated as formula (1): T drvlmt =P batdchg *η drv *9550* / n, where P batdchg is the peak discharge power of the power battery; η drv is the driving motor speed n and T drvlmt Based on the drive motor efficiency table (MAP drv ) obtained by looking up the table; MAP drv Based on the drive motor bench test data acquisition.

[0082] The maximum regenerative torque T allowed by the charging capacity of the power battery reglmt The calculation method is formula (2): T reglmt =P batchg *9550* / (n*η reg ), where P batchg is the peak charging power of the power battery, η reg is the driving motor speed n and T reglmt Based on the drive motor efficiency table (MAP reg ) obtained by looking up the table; MAP reg Based on the drive motor bench test data acquisition.

[0083] In normal vehicle driving conditions, the power battery has a strong charging and discharging capacity (high peak charging and discharging power). The maximum driving torque T allowed by the power battery's discharge capacity calculated based on the above formula is drvlmt The maximum regenerative torque T allowed by the charging capacity of the power battery reglmt is much larger than the motor's external characteristic torque. Under this condition, the domain controller requests the drive motor torque T req Will not be greater than the motor's external characteristic torque, request the drive motor torque T req It will not be greater than T drvlmt With T reglmt , so it is not suitable for closed-loop control scenarios in this state.

[0084] When the charge and discharge capacity of the power battery is weak (for example, the charge and discharge capacity of the power battery decreases at low or high temperatures; the charge capacity decreases when the SOC is high; the discharge capacity decreases when the SOC is low; the charge and discharge capacity decreases due to the decrease in the power battery SOH, etc.), T drvlmt With T reglmt is less than the motor's external characteristic torque. At this time, due to boundary restrictions, the domain controller requests the drive motor torque T req It is easy to reach T in driving conditions drvlmt , it is easy to reach T in energy braking conditions reglmt .

[0085] When the motor is in the driving state, when the domain controller requests the driving motor torque T req =T drvlmt When the driving torque control accuracy and torque response time are ignored (it can be considered that the actual torque of the driving motor T mot =T req ), the actual power consumed by the motor is P motdrv The calculation method is as follows: P motdrv＝ T mot *n / (9550*η drvreal )=T drvlmt *n / (9550*ηdrvreal ), where η drvreal is the actual motor efficiency under driving conditions. According to the above formula (1), P batdchg＝ T drvlmt *n / (9550*η drv ), according to formula (3) and formula (1), when the original motor efficiency (η drv ) is corrected to make the updated motor efficiency close to the actual motor efficiency, P motdrv ≈P batdchg There is no over-discharge of the power battery, and under torque-limited conditions, the vehicle can fully utilize the discharge capacity of the power battery.

[0086] Similarly, when the motor is in braking condition, when the domain controller requests the drive motor torque T req =T reglmt When the driving torque control accuracy and torque response time are ignored (it can be considered that the actual torque of the driving motor T mot =T req ), actual recovery power P motreg The calculation method is as follows: P motreg＝ T mot *n*η regreal / 9550=T reglmt *n*η regreal / 9550, where η regreal is the actual motor efficiency under braking conditions. The above formula (2) can be used to obtain P batchg =T reglmt *n*η reg / 9550, according to formula (4) and formula (2), when the original motor efficiency (η reg ) is corrected to make the updated motor efficiency close to the actual motor efficiency, P motreg ≈P batdchg The power battery will not be overcharged, and under the condition of recovery torque limitation, the vehicle can fully utilize the discharge capacity of the power battery.

[0087] When the motor is in driving condition, the driving efficiency used in the calculation process of maximum driving torque will be replaced by the actual motor efficiency; when the motor is in braking condition, the recovery efficiency used in the calculation process of maximum recovery torque will be replaced by the actual motor efficiency. The actual motor efficiency obtained based on real vehicle data is closer to the actual motor efficiency than the bench test data, so it can more effectively prevent the power battery from overcharging and over-discharging, while giving full play to the power battery's charging and discharging capabilities.

[0088] In summary, in the technical solution of the embodiment of the present application, the actual motor efficiency corresponding to different motor speeds and different motor torques is determined, and the actual motor efficiency is stored in the pre-configured corresponding speed range and torque range, and then the original motor efficiency in the target speed range and target torque range is corrected according to the actual motor efficiency stored in the target speed range and target torque range. The correction method of the present application updates the motor efficiency value according to real-time driving data, improves the problem of not being able to fully utilize the charging and discharging capacity of the power battery, and reduces the risk of overcharging and over-discharging the battery.

[0089] Corresponding to the above embodiment, the embodiment of the present application further proposes a motor efficiency correction device.

[0090] like Figure 3 As shown, the motor efficiency correction device 100 of the embodiment of the present application may include: a determination module 110, used to determine the actual motor efficiency corresponding to different motor speeds and different motor torques, and store the actual motor efficiency in a pre-configured corresponding speed range and torque range; a correction module 120 is used to correct the original motor efficiency in the target speed range and target torque range according to the actual motor efficiency stored in the target speed range and target torque range.

[0091] Specifically, under the actual vehicle working condition, the determination module 110 monitors the actual motor efficiency corresponding to different motor speeds and different motor torques, and then stores the actual motor efficiency in the pre-configured corresponding speed interval and torque interval. For example, when the motor speed is V1 and the motor torque is T1, the corresponding actual motor efficiency is η, and the interval [50,100) is determined according to the motor speed, and the interval [10,20) is determined according to the motor torque, and η is stored in the interval [50,100) and the interval [10,20). Then the correction module 120 corrects the corresponding original motor efficiency according to the actual motor efficiency stored in the target speed interval and the target torque interval. For example, when the target speed interval and the target torque interval are [50,100) and [10,20), the original motor efficiency is corrected according to the actual motor efficiency stored in the interval. For example, the original motor efficiency is replaced by the average value of the actual motor efficiency stored in the interval, or the original motor efficiency is corrected according to the difference between the average value of the actual motor efficiency and the original motor efficiency, or the original motor efficiency is corrected according to the average value of the actual motor efficiency and the corresponding weight coefficient and the original motor efficiency and the corresponding weight coefficient. In this way, the motor efficiency value is updated according to the real-time driving data, which improves the problem of the inability to fully utilize the power battery charging and discharging capacity caused by the motor efficiency being too low, and reduces the risk of battery overcharging and over-discharging caused by the motor efficiency being too high.

[0092] In some embodiments of the present application, the correction module 120 corrects the original motor efficiency in the target speed interval and the target torque interval according to the actual motor efficiency stored in the target speed interval and the target torque interval, and is specifically used to: determine the number of actual motor efficiencies stored in the target speed interval and the target torque interval; when the number of actual motor efficiencies stored in the target speed interval and the target torque interval is greater than the first preset threshold, correct the original motor efficiency in the target speed interval and the target torque interval according to the actual motor efficiency stored in the target speed interval and the target torque interval. The first preset threshold can be calibrated according to actual conditions.

[0093] That is to say, in order to improve the validity of the acquired data, the correction module 120 corrects the original motor efficiency according to the actual motor efficiency stored in the target speed range and the target torque range only when the number of actual motor efficiencies stored in the target speed range and the target torque range is greater than the first preset threshold value. When the number of actual motor efficiencies stored in the target speed range and the target torque range is less than or equal to the first preset threshold value, the correction module 120 does not correct the original motor efficiency, and the motor is still controlled with the original motor efficiency during vehicle driving. Taking the target speed range of [50,100) and the target torque range of [10,20) as an example, in the corresponding stored original motor efficiency η 22 When the actual motor efficiency stored at the position is greater than the first preset threshold, the correction module 120 corrects the original motor efficiency according to the actual motor efficiency; 22 If the actual motor efficiency stored at the position is less than or equal to the first preset threshold, the original motor efficiency η is maintained. 22 constant.

[0094] In some embodiments of the present application, the correction module 120 corrects the original motor efficiency in the target speed range and the target torque range according to the actual motor efficiency stored in the target speed range and the target torque range, and is specifically used to: determine the average motor efficiency according to the actual motor efficiency stored in the target speed range and the target torque range; and update the original motor efficiency in the target speed range and the target torque range according to the average motor efficiency.

[0095] Specifically, when the actual motor efficiency stored in the target speed range and the target torque range is greater than the first preset threshold, the correction module 120 updates the original motor efficiency according to the average value of the actual motor efficiency stored in the speed range and the torque range, thereby improving the stability and reliability of the motor efficiency in the speed range and the torque range.

[0096] It should be noted that when judging whether the number of actual motor efficiencies stored in the target speed interval and the target torque interval is greater than the first preset threshold, the maximum and minimum values ​​of the actual motor efficiencies stored in the target speed interval and the target torque interval may be deleted first, and then the number of actual motor efficiencies in the target speed interval and the target torque interval may be determined to be greater than the first preset threshold, or the number of actual motor efficiencies may be determined to be greater than the first preset threshold without deleting the maximum and minimum values. If it is determined that the number of actual motor efficiencies is greater than the first preset threshold after deleting the maximum and minimum values, the original motor efficiency in the target speed interval and the target torque interval may be directly corrected according to the average value of the actual motor efficiencies stored in the target speed interval and the target torque interval. If it is determined that the number of actual motor efficiencies is greater than the first preset threshold without deleting the maximum and minimum values, the maximum and minimum values ​​of the actual motor efficiencies stored in the target speed interval and the target torque interval may be removed first, and then the average value may be calculated, and then the original motor efficiency may be corrected according to the average value.

[0097] In some embodiments of the present application, the determination module 110 determines the actual motor efficiency corresponding to different motor speeds and different motor torques, and is specifically used to: when the motor is in a driving condition, determine the actual speed, actual torque and actual power consumption of the motor; determine the actual motor efficiency based on the actual speed, actual torque and actual power consumption.

[0098] Specifically, the motor efficiency involves driving conditions and braking conditions. When the motor is in the driving condition, the determination module 110 obtains the actual speed and actual torque of the motor and the actual power consumption of the motor, wherein the actual speed of the motor can be determined according to the power supply frequency and the number of pole pairs of the motor itself. For example, it can be determined by the formula n=60f / p, wherein n represents the motor speed, in revolutions per minute, f represents the power supply frequency, in cycles per second, and p represents the number of pole pairs of the motor. The actual torque is generally the torque requested by the controller to drive the motor, which has a certain relationship with the motor speed and the rated output power of the motor. The actual power consumption of the motor can be determined according to the high-voltage bus voltage and the bus current. Then the determination module 110 determines the actual motor efficiency according to the actual speed, the actual torque and the actual power consumption, and then stores the actual motor efficiency accordingly according to the interval in which the actual speed and the actual torque are located, so that the original motor efficiency can be updated later according to the actual motor efficiency.

[0099] In some embodiments of the present application, when the motor is in a driving condition, the determination module 110 determines the actual motor efficiency according to the following steps: determine the actual angular velocity according to the actual rotational speed; determine the motor power consumption according to the actual angular velocity and the actual torque; determine the actual power consumption according to the bus current and the bus voltage; determine the actual motor driving efficiency according to the ratio of the motor power consumption and the actual power consumption.

[0100] After obtaining the actual speed of the motor, the determination module 110 can determine the actual angular speed of the motor according to the relationship between the speed and the angular speed, and can determine the power consumption of the motor according to the product of the actual angular speed and the actual torque of the motor, and then can determine the actual motor efficiency of the motor under the driving condition according to the ratio of the power consumption of the motor to the actual power consumption of the motor. For example, the formula η drvreal =T mot *n / (9550*P motdrv ), where η drvreal Indicates the actual motor efficiency of the motor under driving conditions, T mot represents the actual motor torque, n / 9550 represents the actual angular velocity of the motor, P motdrv Indicates the actual power consumed by the motor.

[0101] In some embodiments of the present application, the determination module 110 determines the actual motor efficiency corresponding to different motor speeds and different motor torques, and is specifically used to: determine the actual speed, actual torque and actual recovery power of the motor when the motor is in a braking condition; determine the actual motor efficiency based on the actual speed, actual torque and actual recovery power.

[0102] The motor efficiency involves driving conditions and braking conditions. When the motor is in a braking condition (energy recovery condition), the actual speed and actual torque of the motor and the actual recovery power of the motor are obtained, wherein the actual speed of the motor can be determined according to the power supply frequency and the number of pole pairs of the motor itself. For example, it can be determined by the formula n=60f / p, wherein n represents the motor speed, in revolutions per minute, f represents the power supply frequency, in cycles per second, and p represents the number of pole pairs of the motor. The actual torque is generally the torque requested by the controller to drive the motor, which has a certain relationship with the motor speed and the rated output power of the motor. The actual recovery power of the motor can be determined according to the high-voltage bus voltage and the bus current. Then the determination module 110 determines the actual motor efficiency according to the actual speed, the actual torque and the actual recovery power, and then stores the actual motor efficiency accordingly according to the interval in which the actual speed and the actual torque are located, so that the original motor efficiency can be updated later according to the actual motor efficiency.

[0103] In some embodiments of the present application, when the motor is in a braking condition, the determination module 110 determines the actual motor efficiency according to the following steps: determining the actual angular velocity according to the actual rotational speed; determining the motor recovery power according to the actual angular velocity and the actual torque; determining the actual recovery power according to the bus current and the bus voltage; determining the actual motor drive efficiency according to the ratio of the actual recovery power and the motor recovery power.

[0104] After obtaining the actual speed of the motor, the actual angular speed of the motor can be determined according to the relationship between the speed and the angular speed. The determination module 110 can determine the motor recovery power according to the product of the actual angular speed and the actual torque of the motor. Then, according to the ratio of the actual recovery power to the motor recovery power, the actual motor efficiency of the motor under braking condition can be determined. For example, the formula η regreal =P motreg / (T mot *n / 9550), where represents η regrea Indicates the actual motor efficiency under braking condition, T mot represents the actual motor torque, n / 9550 represents the actual angular velocity of the motor, P motreg Indicates the actual regenerated power of the motor.

[0105] In some embodiments of the present application, the correction module 120 corrects the original motor efficiency in the target speed range and the target torque range according to the actual motor efficiency stored in the target speed range and the target torque range, and is also used to: when the number of actual motor efficiencies stored in the target speed range and the target torque range is greater than a second preset threshold, delete the actual motor efficiencies stored in the target speed range and the target torque range according to a preset rule; wherein the second preset threshold is greater than the first preset threshold, and the second preset threshold can be calibrated according to actual conditions.

[0106] Specifically, considering the limitation of storage space and calculation speed, the number of actual motor efficiencies stored in the target speed interval and the target torque interval is also limited. When the number of actual motor efficiencies stored in the target speed interval and the target torque interval is greater than the second preset threshold, the correction module 120 deletes some actual motor efficiencies to release space for storing the actual motor efficiencies. The purpose of the preset rule is to make the number of actual motor efficiencies stored in the target speed interval and the target torque interval within the second preset threshold range, and to make the stored actual motor efficiency data relatively reliable.

[0107] In some embodiments of the present application, the preset rules include: in order of storage time of the actual motor efficiency from early to late; or the maximum value of the actual motor efficiency stored in the target speed range and the target torque range; or the minimum value of the actual motor efficiency stored in the target speed range and the target torque range.

[0108] That is to say, when the number of actual motor efficiencies stored in the target speed range and the target torque range is greater than the second preset threshold, the earliest stored actual motor efficiency is deleted in the order of the actual motor efficiency storage time, so that the latest actual motor efficiency can be stored, and it is continuously updated, so that the actual motor efficiency stored in the target speed range and the target torque range is more in line with the actual working conditions. Alternatively, the maximum or minimum value of the actual motor efficiency stored in the target speed range and the target torque range is deleted to improve the reliability of the data.

[0109] In some embodiments of the present application, it also includes: an acquisition module for acquiring the current state of the vehicle; the correction module 120 is also used to correct the original motor efficiency in the target speed range and target torque range according to the actual motor efficiency stored in the target speed range and target torque range when the vehicle is in a powered-on state; when the vehicle is in a driving state, the original motor efficiency in the target speed range and target torque range is not corrected.

[0110] Specifically, when the motor efficiency is inconsistent, the corresponding torque limit is also different. If the motor efficiency is updated during the driving process of the vehicle, it will affect the driving performance experience. Therefore, during the driving process, the actual motor efficiency corresponding to different speeds and different torques is obtained in real time and stored. When the vehicle is powered on, the original motor efficiency is corrected according to the stored actual motor efficiency. In other words, only data will be collected and stored during driving, and the original motor efficiency will not be corrected or updated. Only when the vehicle is powered on, the original motor efficiency is corrected. Among them, when the vehicle is powered on, the motor efficiency under driving conditions and the motor efficiency under braking conditions are updated respectively.

[0111] It should be noted that for details not disclosed in the motor efficiency correction device of the embodiment of the present application, please refer to the details disclosed in the motor efficiency correction method of the embodiment of the present application, and the details will not be repeated here.

[0112] Corresponding to the above embodiments, the present application also proposes a computer-readable storage medium.

[0113] An embodiment of the present application provides a computer-readable storage medium on which a motor efficiency correction program is stored. When the motor efficiency correction program is executed by a processor, the above-mentioned motor efficiency correction method is implemented.

[0114] Corresponding to the above embodiment, the embodiment of the present application further proposes a motor system.

[0115] like Figure 4 As shown, the motor system 200 of the embodiment of the present application includes a memory 210, a processor 220, and a motor efficiency correction program stored in the memory 210 and executable on the processor 220. When the processor executes the motor efficiency correction program, the above motor efficiency correction method is implemented.

[0116] Corresponding to the above-mentioned embodiment, the embodiment of the present application also proposes a vehicle energy management system.

[0117] like Figure 2 As shown, the energy management system 300 of the vehicle according to the embodiment of the present application includes a domain controller 310 , a battery management system 320 , a high-voltage accessory system 330 and the above-mentioned motor system 200 .

[0118] Please refer to the details disclosed in the above embodiments for details, which will not be repeated here.

[0119] Corresponding to the above embodiment, the embodiment of the present application also proposes a vehicle.

[0120] like Figure 5 As shown, the vehicle 400 according to the embodiment of the present application includes the above-mentioned vehicle energy management system 300.

[0121] Finally, it should be noted that the above embodiments 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, those skilled in the art should understand that they can still modify the technical solutions described in the aforementioned embodiments, or replace some or all of the technical features therein by equivalents; and these modifications or replacements do not make the essence of the corresponding technical solutions deviate from the scope of the technical solutions of the embodiments of the present application, and they should all be included in the scope of the claims and specification of the present application. In particular, as long as there is no structural conflict, the various technical features mentioned in the various embodiments can be combined in any way. The present application is not limited to the specific embodiments disclosed herein, but includes all technical solutions that fall within the scope of the claims.

Claims

1. A method for correcting motor efficiency, characterized in that: The method comprises: Determine actual motor efficiencies corresponding to different motor speeds and different motor torques, and store the actual motor efficiencies in pre-configured corresponding speed intervals and torque intervals; The original motor efficiency in the target speed range and the target torque range is corrected according to the actual motor efficiency stored in the target speed range and the target torque range.

2. The method for correcting motor efficiency according to claim 1, characterized in that: The correcting the original motor efficiency in the target speed range and the target torque range according to the actual motor efficiency stored in the target speed range and the target torque range includes: determining the number of actual motor efficiencies stored in the target speed range and the target torque range; When the number of actual motor efficiencies stored in the target speed range and the target torque range is greater than a first preset threshold, the original motor efficiency in the target speed range and the target torque range is corrected according to the actual motor efficiencies stored in the target speed range and the target torque range.

3. The method for correcting motor efficiency according to claim 2, characterized in that: The correcting the original motor efficiency in the target speed range and the target torque range according to the actual motor efficiency stored in the target speed range and the target torque range includes: Determine an average value of the motor efficiency according to the actual motor efficiency stored in the target speed range and the target torque range; The original motor efficiency in the target speed range and the target torque range is updated according to the average motor efficiency.

4. The method for correcting motor efficiency according to any one of claims 1 to 3, characterized in that: The determining of the actual motor efficiency corresponding to different motor speeds and different motor torques includes: When the motor is in a driving condition, determining an actual rotation speed, an actual torque and an actual power consumption of the motor; The actual motor efficiency is determined according to the actual rotation speed, the actual torque, and the actual power consumption.

5. The method for correcting motor efficiency according to claim 4, characterized in that: When the motor is in a driving condition, the actual motor efficiency is determined according to the following steps: determining an actual angular velocity according to the actual rotational speed; Determine the power consumption of the motor according to the actual angular velocity and the actual torque; Determine the actual power consumption according to the bus current and the bus voltage; The actual motor efficiency is determined according to a ratio of the motor power consumption to the actual power consumption.

6. The method for correcting motor efficiency according to any one of claims 1 to 3, characterized in that: The determining of the actual motor efficiency corresponding to different motor speeds and different motor torques includes: When the motor is in a braking condition, determining an actual rotation speed, an actual torque and an actual recovery power of the motor; The actual motor efficiency is determined according to the actual rotational speed, the actual torque, and the actual recovered power.

7. The method for correcting motor efficiency according to claim 6, characterized in that: When the motor is in a braking condition, the actual motor efficiency is determined according to the following steps: determining an actual angular velocity according to the actual rotational speed; Determine the motor recovery power according to the actual angular velocity and the actual torque; Determining the actual recovered power according to the bus current and the bus voltage; The actual motor efficiency is determined according to the ratio of the actual recovered power to the motor recovered power.

8. The method for correcting motor efficiency according to claim 2, characterized in that: The correcting the original motor efficiency in the target speed range and the target torque range according to the actual motor efficiency stored in the target speed range and the target torque range also includes: When the number of actual motor efficiencies stored in the target speed interval and the target torque interval is greater than a second preset threshold, deleting the actual motor efficiencies stored in the target speed interval and the target torque interval according to a preset rule; The second preset threshold is greater than the first preset threshold.

9. The method for correcting motor efficiency according to claim 8, characterized in that: The preset rules include: in the order of the storage time of the actual motor efficiency from earliest to latest; or the maximum value of the actual motor efficiency stored in the target speed range and the target torque range; or The minimum value of the actual motor efficiency stored in the target speed range and the target torque range.

10. The method for correcting motor efficiency according to claim 1, characterized in that: The method further comprises: Get the current status of the vehicle; When the vehicle is powered on, correcting the original motor efficiency in the target speed range and the target torque range according to the actual motor efficiency stored in the target speed range and the target torque range; When the vehicle is in a driving state, the original motor efficiency in the target speed range and the target torque range is not corrected.

11. A motor efficiency correction device, characterized in that: include: A determination module, used to determine actual motor efficiencies corresponding to different motor speeds and different motor torques, and store the actual motor efficiencies in pre-configured corresponding speed intervals and torque intervals; The correction module is used to correct the original motor efficiency in the target speed range and the target torque range according to the actual motor efficiency stored in the target speed range and the target torque range.

12. A computer-readable storage medium, characterized in that: A motor efficiency correction program is stored thereon, and when the motor efficiency correction program is executed by a processor, the motor efficiency correction method according to any one of claims 1-10 is implemented.

13. A motor system, characterized in that: The invention comprises a memory, a processor and a motor efficiency correction program stored in the memory and executable on the processor. When the processor executes the motor efficiency correction program, the motor efficiency correction method according to any one of claims 1 to 10 is implemented.

14. A vehicle energy management system, characterized in that: It includes a domain controller, a battery management system, a high-voltage accessory system and the motor system as claimed in claim 13.

15. A vehicle, characterized in that: An energy management system for a vehicle comprising the invention as claimed in claim 14.

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