Motor control method and device, vehicle and readable storage medium

Abstract

The invention provides a motor control method and device, a vehicle and a readable storage medium, and the method comprises the steps: determining a corresponding first torque compensation coefficient according to the current rotating speed difference between a motor and a wheel end in an off-road mode, determining a corresponding first derating coefficient in the off-road mode according to the current actual temperature of the key component in the motor; according to the current rotating speed difference, the first torque compensation coefficient and the target torque, a first torque determination strategy in the off-road mode is adopted to determine the current required output torque of the motor, and according to the first derating coefficient and the peak torque of the motor, the maximum available torque of the motor in the off-road mode is determined; and determining the actual output torque of the motor by adopting a preset screening strategy according to the current required output torque and the maximum available torque, and controlling the motor to work according to the actual output torque. Therefore, by designing the temperature protection strategy and the torque compensation strategy of the motor, the cross-country ability of the vehicle can be effectively improved.

Description

Technical Field

[0001] The present application relates to the field of motor technology, and in particular to a motor control method, device, vehicle and readable storage medium. Background Art

[0002] With the global energy crisis and the improvement of environmental protection awareness, electric vehicles (EVs) as a clean energy means of transportation have received more and more attention. In recent years, the popularity of electric vehicles has been rapid. Its efficient motor drive technology has not only significantly improved energy efficiency, but also brought superior acceleration performance. This instant response driving characteristic has become an important selling point of electric vehicles, attracting the favor of many consumers.

[0003] At the same time, the off-road vehicle market is also gaining popularity. Off-road driving, as an activity that combines adventure and driving pleasure, is being sought after by more consumers. However, during off-road driving, the motor system of electric vehicles needs to operate continuously under high load and high torque conditions, which can easily lead to the following problems: (1) In complex terrain or long-term climbing, the motor and controller operate in a high-power state, which increases the heat dissipation burden and easily causes motor overheating; (2) Due to the uneven adhesion between the tire and the ground under complex terrain, the transient torque response of the motor may be difficult to follow the driver's needs, resulting in unstable power transmission and torque non-following problems. The emergence of the above problems will cause vehicle performance to decline or trigger protection mechanisms, thereby affecting off-road passability and driving experience. Summary of the invention

[0004] In view of this, the purpose of the present application is to provide a motor control method, device, vehicle and readable storage medium. By designing the motor's temperature protection strategy and torque compensation strategy, it can effectively improve the problem of rapid torque limitation caused by high motor temperature and insufficient torque following caused by rapid changes in speed during off-road driving, thereby improving the vehicle's off-road capability.

[0005] The present application provides a motor control method, the motor control method comprising:

[0006] Monitor the current speed difference between the motor and the wheel end of the target vehicle in off-road mode, and the current actual temperature of key components in the motor;

[0007] Determining a first torque compensation coefficient in an off-road mode according to the current speed difference, and determining a first derating coefficient in an off-road mode according to the current actual temperature of the key component;

[0008] Determine the current required output torque of the motor by adopting the first torque determination strategy in the off-road mode according to the current speed difference, the first torque compensation coefficient and the target torque, and determine the maximum available torque of the motor in the off-road mode according to the first derating coefficient and the peak torque of the motor;

[0009] According to the current required output torque and the maximum available torque, a preset screening strategy is adopted to determine the actual output torque of the motor, and the motor is controlled to operate according to the actual output torque.

[0010] Optionally, the determining the current required output torque of the motor by adopting the first torque determination strategy in the off-road mode according to the current speed difference, the first torque compensation coefficient and the target torque includes:

[0011] Determine an estimated compensation torque of the motor by multiplying the current speed difference by the first torque compensation coefficient;

[0012] Performing boundary constraint processing on the estimated compensation torque to determine the actual compensation torque of the motor;

[0013] The sum of the actual compensation torque and the target torque is determined as the current required output torque of the motor.

[0014] Optionally, the key components include a stator and an insulated gate bipolar transistor, and determining a first derating factor in the corresponding off-road mode according to the current actual temperature of the key components includes:

[0015] determining a lowest temperature of a current actual temperature of the stator and a current actual temperature of the insulated gate bipolar transistor;

[0016] Determine, according to the type of the key component corresponding to the minimum temperature, a mapping relationship between the temperature of the key component and the derating factor; wherein the mapping relationship between the temperature of the key component and the derating factor is a staged nonlinear derating mapping relationship;

[0017] According to the mapping relationship between the minimum temperature and the temperature-derating factor, a first derating factor in the off-road mode is determined.

[0018] Optionally, determining the maximum available torque of the motor in the off-road mode according to the first derating factor and the peak torque of the motor includes:

[0019] The product of the first derating factor and the peak torque of the motor is determined as the maximum available torque of the motor in the off-road mode.

[0020] Optionally, the method of determining the actual output torque of the motor by using a preset screening strategy according to the current required output torque and the maximum available torque includes:

[0021] The minimum value between the current required output torque and the maximum available torque is determined as the actual output torque of the motor.

[0022] Optionally, determining the first torque compensation coefficient in the off-road mode corresponding to the current speed difference includes:

[0023] Determine the mapping relationship between the speed difference and the torque compensation coefficient in the calibrated off-road mode;

[0024] The first torque compensation coefficient is determined according to a mapping relationship between the current speed difference and the speed difference-torque compensation coefficient.

[0025] Optionally, the motor control method further includes:

[0026] Monitor the current speed difference between the motor and the wheel end of the target vehicle in non-off-road mode, and the current actual temperature of key components in the motor;

[0027] Determining a second torque compensation coefficient in a non-off-road mode according to the current speed difference, and determining a second derating coefficient in a non-off-road mode according to the current actual temperature of the key component; wherein when the current speed difference in the off-road mode and the non-off-road mode is the same, the second torque compensation coefficient is greater than the first torque compensation coefficient;

[0028] Determine the current required output torque of the motor in the non-off-road mode using the second torque determination strategy according to the current speed difference, the second torque compensation coefficient and the target torque, and determine the maximum available torque of the motor in the non-off-road mode according to the second derating coefficient and the peak torque of the motor;

[0029] According to the current required output torque and the maximum available torque, a preset screening strategy is adopted to determine the actual output torque of the motor, and the motor is controlled to operate according to the actual output torque.

[0030] The present application also provides a motor control device, the motor control device comprising:

[0031] A monitoring module, used to monitor the current speed difference between the motor and the wheel end of the target vehicle in off-road mode, and the current actual temperature of key components in the motor;

[0032] A first determination module, configured to determine a first torque compensation coefficient in an off-road mode corresponding to the current speed difference, and to determine a first derating coefficient in an off-road mode corresponding to the current actual temperature of the key component;

[0033] a second determination module, configured to determine the current required output torque of the motor by adopting the first torque determination strategy in the off-road mode according to the current speed difference, the first torque compensation coefficient and the target torque, and to determine the maximum available torque of the motor in the off-road mode according to the first derating coefficient and the peak torque of the motor;

[0034] The control module is used to determine the actual output torque of the motor according to the current required output torque and the maximum available torque by using a preset screening strategy, and control the motor to work according to the actual output torque.

[0035] Optionally, when the second determination module is used to determine the current required output torque of the motor according to the current speed difference, the first torque compensation coefficient and the target torque by adopting the first torque determination strategy in the off-road mode, the second determination module is used to:

[0036] Determine an estimated compensation torque of the motor by multiplying the current speed difference by the first torque compensation coefficient;

[0037] Performing boundary constraint processing on the estimated compensation torque to determine the actual compensation torque of the motor;

[0038] The sum of the actual compensation torque and the target torque is determined as the current required output torque of the motor.

[0039] Optionally, the key component includes a stator and an insulated gate bipolar transistor, and when the first determination module is used to determine the first derating factor in the corresponding off-road mode according to the current actual temperature of the key component, the first determination module is used to:

[0040] determining a lowest temperature of a current actual temperature of the stator and a current actual temperature of the insulated gate bipolar transistor;

[0041] Determine, according to the type of the key component corresponding to the minimum temperature, a mapping relationship between the temperature of the key component and the derating factor; wherein the mapping relationship between the temperature of the key component and the derating factor is a staged nonlinear derating mapping relationship;

[0042] According to the mapping relationship between the minimum temperature and the temperature-derating factor, a first derating factor in the off-road mode is determined.

[0043] Optionally, when the second determination module is used to determine the maximum available torque of the motor in the off-road mode according to the first derating factor and the peak torque of the motor, the second determination module is used to:

[0044] The product of the first derating factor and the peak torque of the motor is determined as the maximum available torque of the motor in the off-road mode.

[0045] Optionally, when the control module is used to determine the actual output torque of the motor according to the current required output torque and the maximum available torque by using a preset screening strategy, the control module is used to:

[0046] The minimum value between the current required output torque and the maximum available torque is determined as the actual output torque of the motor.

[0047] Optionally, when the first determination module is used to determine the first torque compensation coefficient in the corresponding off-road mode according to the current speed difference, the first determination module is used to:

[0048] Determine the mapping relationship between the speed difference and the torque compensation coefficient in the calibrated off-road mode;

[0049] The first torque compensation coefficient is determined according to a mapping relationship between the current speed difference and the speed difference-torque compensation coefficient.

[0050] Optionally, the motor control device is also used for:

[0051] Monitor the current speed difference between the motor and the wheel end of the target vehicle in non-off-road mode, and the current actual temperature of key components in the motor;

[0052] Determining a second torque compensation coefficient in a non-off-road mode according to the current speed difference, and determining a second derating coefficient in a non-off-road mode according to the current actual temperature of the key component; wherein when the current speed difference in the off-road mode and the non-off-road mode is the same, the second torque compensation coefficient is greater than the first torque compensation coefficient;

[0053] Determine the current required output torque of the motor in the non-off-road mode using the second torque determination strategy according to the current speed difference, the second torque compensation coefficient and the target torque, and determine the maximum available torque of the motor in the non-off-road mode according to the second derating coefficient and the peak torque of the motor;

[0054] According to the current required output torque and the maximum available torque, a preset screening strategy is adopted to determine the actual output torque of the motor, and the motor is controlled to operate according to the actual output torque.

[0055] An embodiment of the present application also provides an electronic device, comprising: a processor, a memory and a bus, wherein the memory stores machine-readable instructions executable by the processor, and when the electronic device is running, the processor and the memory communicate via the bus, and when the machine-readable instructions are executed by the processor, the steps of the motor control method as described above are performed.

[0056] An embodiment of the present application further provides a computer-readable storage medium, on which a computer program is stored. When the computer program is executed by a processor, the steps of the motor control method as described above are executed.

[0057] An embodiment of the present application provides a motor control method, device, vehicle and readable storage medium, wherein the motor control method comprises: monitoring the current speed difference between the motor and the wheel end of the target vehicle in off-road mode, and the current actual temperature of key components in the motor; determining the first torque compensation coefficient in the corresponding off-road mode according to the current speed difference, and determining the first derating coefficient in the corresponding off-road mode according to the current actual temperature of the key components; determining the current required output torque of the motor in the off-road mode using the first torque determination strategy according to the current speed difference, the first torque compensation coefficient and the target torque, and determining the maximum available torque of the motor in the off-road mode according to the first derating coefficient and the peak torque of the motor; determining the actual output torque of the motor using a preset screening strategy according to the current required output torque and the maximum available torque, and controlling the motor to operate according to the actual output torque.

[0058] In this way, this solution monitors the current speed difference between the motor and the wheel end, and based on the torque compensation coefficient in the off-road mode, accurately calculates the required output torque, thereby ensuring that the motor output can quickly adapt to the speed change requirements in complex off-road terrain, avoiding the problem of insufficient power due to torque response delay. And according to the current actual temperature of the key components of the motor, the derating factor in the off-road mode is dynamically determined to achieve a precise match between the derating range and the temperature rise state, which can protect the motor from damage when the temperature approaches the critical value and improve the stability and reliability of the system. Furthermore, the actual output torque that meets the requirements is screened out using the required output torque and the maximum available torque, ensuring that the actual output torque achieves the best balance between performance and safety, so that the vehicle always maintains reliable power support during the off-road process.

[0059] Therefore, this solution achieves refined control of the motor output, which not only effectively alleviates the problems caused by high temperature and rapid speed changes, but also further enhances the vehicle's comprehensive off-road performance, making it more suitable for complex and changeable off-road environments.

[0060] In order to make the above-mentioned objects, features and advantages of the present application more obvious and easy to understand, preferred embodiments are specifically cited below and described in detail with reference to the attached drawings. BRIEF DESCRIPTION OF THE DRAWINGS

[0061] In order to more clearly illustrate the technical solutions of the embodiments of the present application, the drawings required for use in the embodiments will be briefly introduced below. It should be understood that the following drawings only show certain embodiments of the present application and therefore should not be regarded as limiting the scope. For ordinary technicians in this field, other related drawings can be obtained based on these drawings without paying creative work.

[0062] Figure 1 A flow chart of a motor control method provided in an embodiment of the present application;

[0063] Figure 2 A schematic diagram of a motor control process in off-road mode provided in this application;

[0064] Figure 3 A schematic diagram of a motor control process in a non-off-road mode provided in this application;

[0065] Figure 4 A schematic diagram of the structure of a motor control device provided in an embodiment of the present application;

[0066] Figure 5 A schematic diagram of the structure of an electronic device provided in an embodiment of the present application. DETAILED DESCRIPTION

[0067] To make the purpose, technical scheme and advantages of the embodiments of the present application clearer, the technical scheme in the embodiments of the present application will be clearly and completely described below in conjunction with the drawings in the embodiments of the present application. Obviously, the described embodiments are only a part of the embodiments of the present application, rather than all of the embodiments. The components of the embodiments of the present application usually described and shown in the drawings here can be arranged and designed in various different configurations. Therefore, the following detailed description of the embodiments of the present application provided in the drawings is not intended to limit the scope of the application claimed for protection, but merely represents the selected embodiments of the present application. Based on the embodiments of the present application, each other embodiment obtained by those skilled in the art without making creative work belongs to the scope of protection of the present application.

[0068] With the global energy crisis and the improvement of environmental protection awareness, electric vehicles (EVs) as a clean energy means of transportation have received more and more attention. In recent years, the popularity of electric vehicles has been rapid. Its efficient motor drive technology has not only significantly improved energy efficiency, but also brought superior acceleration performance. This instant response driving characteristic has become an important selling point of electric vehicles, attracting the favor of many consumers.

[0069] At the same time, the off-road vehicle market is also gaining popularity. Off-road driving, as an activity that combines adventure and driving pleasure, is being sought after by more consumers. However, during off-road driving, the motor system of electric vehicles needs to operate continuously under high load and high torque conditions, which can easily lead to the following problems: (1) In complex terrain or long-term climbing, the motor and controller operate in a high-power state, which increases the heat dissipation burden and easily causes motor overheating; (2) Due to the uneven adhesion between the tire and the ground under complex terrain, the transient torque response of the motor may be difficult to follow the driver's needs, resulting in unstable power transmission and torque non-following problems. The emergence of the above problems will cause vehicle performance to decline or trigger protection mechanisms, thereby affecting off-road passability and driving experience.

[0070] Based on this, the embodiments of the present application provide a motor control method, device, vehicle and readable storage medium. By designing the motor's temperature protection strategy and torque compensation strategy, it can effectively improve the problem of rapid torque limitation caused by high motor temperature and insufficient torque following caused by rapid changes in speed during off-road driving, thereby improving the vehicle's off-road capability.

[0071] See also Figure 1 , Figure 1 This is a flow chart of a motor control method provided in an embodiment of the present application. Here, the flow chart is specifically a flow chart of a motor control method in an off-road mode.

[0072] like Figure 1 As shown in , the motor control method provided by the embodiment of the present application includes:

[0073] S101. When the working mode of the target vehicle is the off-road mode, monitor the current speed difference between the motor and the wheel end of the target vehicle, and the current actual temperature of key components in the motor.

[0074] S102, determining a first torque compensation coefficient in an off-road mode according to the current speed difference, and determining a first derating coefficient in an off-road mode according to the current actual temperature of the key component.

[0075] S103, determining the current required output torque of the motor by adopting the first torque determination strategy in the off-road mode according to the current speed difference, the first torque compensation coefficient and the target torque, and determining the maximum available torque of the motor in the off-road mode according to the first derating coefficient and the peak torque of the motor.

[0076] S104: According to the current required output torque and the maximum available torque, a preset screening strategy is used to determine the actual output torque of the motor, and the motor is controlled to operate according to the actual output torque.

[0077] With respect to step S101, in this step, the working mode of the vehicle is monitored in real time, and the current speed difference between the motor and the wheel end of the target vehicle in the off-road mode and the current actual temperature of key components in the motor are obtained in real time.

[0078] Here, the key components in the motor may include a stator and an IGBT (insulated gate bipolar transistor), etc. For example, monitoring the current actual temperature of the key components in the motor includes: monitoring the current actual temperature of the electronics in the motor and the current actual temperature of the IGBT.

[0079] The current speed difference between the motor and the wheel end is determined by the following steps: the actual speed of the motor monitored by the sensor and the wheel end speed estimated by the second-order system and the transfer function are obtained; the difference between the actual speed of the motor and the wheel end of the target vehicle is determined as the current speed difference between the motor and the wheel end.

[0080] When estimating the wheel end speed, a second-order system model can be established for dynamic modeling, and the wheel end speed can be estimated by combining the relationship between the motor speed and the wheel end speed.

[0081] It should be noted that the transmission system of electric vehicles consists of motors, reducers and differentials, half shafts and wheels. Both the reducer and the differential are composed of gears, with a very short axial length, and can be equivalent to pure inertia devices together with the motor. The half shaft is slender and approximates a torsional damper. Therefore, the transmission system of the entire pure electric vehicle is approximately a second-order system, so a second-order system is established for dynamic equations. Then the state quantity, state equation and output equation related to the wheel end speed and motor speed are constructed; the second-order low-pass filter derived from modern control theory is used to construct the transfer function from the motor speed to the wheel end speed, and then the wheel end speed is estimated.

[0082] Regarding step S102, in this step, the torque compensation coefficient (first torque compensation coefficient) corresponding to the off-road mode is determined based on the determined current speed difference; at the same time, the derating coefficient (first derating coefficient) corresponding to the off-road mode is determined based on the determined current actual temperature of the key components.

[0083] It should be noted that the torque compensation coefficient is used to adjust the torque output by the motor to adapt to different working conditions or states. Its function is to compensate for insufficient or excessive torque caused by changes in system conditions, thereby ensuring that the torque output by the motor meets the required target.

[0084] The derating factor is usually used to describe the need to reduce the motor's output capacity when the motor or its key components (such as IGBT, winding, etc.) cannot operate at maximum output capacity due to factors such as excessive temperature or excessive voltage. The derating factor dynamically adjusts the motor's maximum output torque or power according to the motor's operating temperature, load conditions or other limiting factors to prevent problems such as motor overload and overheating, thereby protecting the motor system. The derating factor is generally determined as the ratio between the motor's rated power and the actual power used.

[0085] Continuing with step S102, in one embodiment provided in the present application, determining the first torque compensation coefficient in the off-road mode corresponding to the current speed difference includes: determining a mapping relationship between the speed difference and the torque compensation coefficient in a calibrated off-road mode; and determining the first torque compensation coefficient based on the mapping relationship between the current speed difference and the speed difference and the torque compensation coefficient.

[0086] Here, the mapping relationship between the speed difference and the torque compensation coefficient is pre-calibrated, and then according to the current speed difference, the corresponding first torque compensation coefficient is determined by querying the mapping relationship established above. If there is no directly corresponding coefficient during the query, it can be determined by interpolation calculation.

[0087] The mapping relationship between the speed difference and the torque compensation coefficient can usually be a table or a function curve, which describes the torque compensation coefficient that needs to be applied under different speed differences. The mapping relationship between the speed difference and the torque compensation coefficient in different working modes is generally different. For example, the mapping relationship between the speed difference and the torque compensation coefficient in the off-road mode is different from the mapping relationship between the speed difference and the torque compensation coefficient in the non-off-road mode.

[0088] It should be noted that in non-off-road mode: Since the difference between the measured motor speed and the estimated wheel-end speed (hereinafter referred to as the speed difference) is small, when calibrating the actual vehicle, it is necessary to prevent the torque compensation from being too small to effectively suppress speed fluctuations, and to prevent the torque compensation from being too large so that the actual torque cannot follow the required torque well, resulting in a weakened acceleration capability. Combined with the actual vehicle calibration results, the torque compensation coefficient is usually between 1-5, which is reflected in the torque compensation amount, usually 2-10Nm.

[0089] In off-road mode: If the torque compensation coefficient of the non-off-road mode is still used, when slipping occurs, the speed difference is large and cannot truly reflect the actual needs of the driver. At this time, the compensation torque can reach the order of 50-150Nm, which will be reflected in the inability to respond to the torque requirements of the VCU (vehicle control unit), reducing the ability to get out of trouble. Therefore, the torque compensation coefficient corresponding to the off-road mode with the same speed difference is much smaller than the torque compensation coefficient corresponding to the non-off-road mode. In addition, combined with the actual vehicle calibration results, the torque compensation amount will be limited to a certain range (for example, limited to ±10Nm).

[0090] Continuing with step S102, in another embodiment provided in the present application, the key components include a stator and an insulated gate bipolar transistor, and determining the first derating factor in the off-road mode corresponding to the current actual temperature of the key components includes: determining the lowest temperature between the current actual temperature of the stator and the current actual temperature of the insulated gate bipolar transistor; determining a mapping relationship between the temperature and the derating factor of the key component according to the type of the key component corresponding to the lowest temperature; wherein the mapping relationship between the temperature and the derating factor of the key component is a staged nonlinear derating mapping relationship; determining the first derating factor in the off-road mode according to the mapping relationship between the lowest temperature and the temperature and the derating factor.

[0091] In this implementation, the current actual temperature of the stator and the current real-time temperature of the IGBT are determined in real time; then the lowest temperature of the two is determined; and according to the key component corresponding to the lowest temperature, the mapping relationship between the corresponding temperature and the derating factor is determined (if the temperature of the stator is the lowest, the mapping relationship between the temperature of the stator and the derating factor in the off-road mode is obtained, otherwise the mapping relationship between the temperature of the IGBT and the derating factor is obtained); finally, according to the lowest temperature, the corresponding first derating factor is determined by querying the mapping relationship determined above. Wherein, when querying, if there is no directly corresponding coefficient, it can be determined by interpolation calculation.

[0092] Here, the mapping relationship between the temperature and derating factor of the stator under the same working mode is generally different from the mapping relationship between the temperature and derating factor of the insulated gate bipolar transistor; the mapping relationship between the temperature and derating factor of the same key component under different working modes is generally different.

[0093] The mapping relationship between the temperature and the derating factor of the stator or the insulated gate bipolar transistor is a phased nonlinear derating mapping relationship, which is generally a slow first and fast later manner.

[0094] For example, please refer to Table 1 and Table 2. Table 1 is a mapping comparison table between the temperature of the stator in the off-road mode and the derating factor. Table 2 is a mapping comparison table between the temperature of the insulated gate bipolar transistor (IGBT) in the off-road mode and the derating factor.

[0095] Table 1:

[0096] Stator temperature 150 155 160 170 175 180 185 190 Derating factor 1 0.93 0.88 0.82 0.75 0.6 0.3 0

[0097] Table 2:

[0098] IGBT temperature 140 142 144 146 148 152 156 160 Derating factor 1 0.93 0.88 0.82 0.75 0.6 0.3 0

[0099] As shown in Table 1 and Table 2, in off-road mode, the stator and IGBT derating start temperatures are moved forward, and the temperature rise rate is suppressed by slowly derating in advance. Instead of using a linear derating strategy, a slow-first-then-fast approach is used to suppress temperature rise in the early stage and protect the motor in the later stage.

[0100] In addition, in non-off-road mode, the mapping relationship between the temperature and derating factor of the stator and IGBT can be a linear mapping relationship. For each key component (such as the stator and IGBT, etc.), the derating start temperature (the derating factor is 1 at this time) and the derating end temperature (the derating factor is 0 at this time) of the key component are determined, and the derating factor corresponding to the intermediate temperature is determined according to the linear transformation.

[0101] Regarding step S103, in this step, it is described how to determine the current required output torque and the maximum available torque of the motor in the off-road mode based on multiple input parameters.

[0102] The target torque is generally the expected torque output value, which may be calculated based on the driver's accelerator pedal signal, vehicle status or other control objectives. The peak torque of the motor is generally the maximum output capacity of the motor under ideal conditions, which can be determined in advance.

[0103] In an implementation manner provided in the present application, the first torque determination strategy in the off-road mode is used to determine the current required output torque of the motor according to the current speed difference, the first torque compensation coefficient and the target torque, including:

[0104] S10311. Multiply the current speed difference by the first torque compensation coefficient to determine the estimated compensation torque of the motor.

[0105] S10312, performing boundary constraint processing on the estimated compensation torque to determine the actual compensation torque of the motor;

[0106] S10313. Determine the sum of the actual compensation torque and the target torque as the current required output torque of the motor.

[0107] For step S10312, boundary constraint processing of the estimated compensation torque includes: setting the maximum value Tmax and the minimum value Tmin of the compensation torque according to the system design or working condition requirements to ensure that the compensation torque is within the range of [Tmin, Tmax] (for example, it can be set to [-10Nm, 10Nm]).

[0108]

[0109] Continuing with step S103, in another embodiment provided in the present application, determining the maximum available torque of the motor in off-road mode based on the first derating factor and the peak torque of the motor includes: multiplying the first derating factor and the peak torque of the motor to determine the maximum available torque of the motor in off-road mode.

[0110] For step S104, in one embodiment provided in the present application, the actual output torque of the motor is determined by using a preset screening strategy based on the current required output torque and the maximum available torque, including: determining the minimum value between the current required output torque and the maximum available torque as the actual output torque of the motor.

[0111] Here, limiting the actual output torque of the motor to the minimum of the current required output torque and the maximum available torque can effectively prevent the motor from exceeding the safe operating range under extreme working conditions, avoid motor overload, overheating or damage to other key components (such as the transmission system) due to excessive output torque, and extend the service life of the equipment.

[0112] For examples, see Figure 2 , Figure 2 A schematic diagram of the process of motor control in off-road mode provided in this application, such as Figure 2As shown, S201: determine the off-road mode; then simultaneously execute steps S202 and S209; S202: receive the VCU target torque; S203: calculate the speed difference; S204: determine the first torque compensation coefficient; S205: estimated compensation torque = target torque * first torque compensation coefficient; S206: determine Tmin < estimated compensation torque < Tmax?; if so, execute step S208, if not, execute step S207; S207: current required output torque = target torque + Tmin / Tmax; S208: current required output torque = target torque + estimated compensation torque; S209: determine the stator temperature and IGBT temperature; S210: determine the minimum temperature; S211: determine the first derating coefficient; S212: maximum available torque = peak torque * first derating coefficient; S213: current required output torque > maximum available torque? ; If not, execute step S214, if yes, execute step S215; S214: actual output torque = current required output torque; S215: actual output torque = maximum available torque.

[0113] In addition, for the non-off-road mode, the present application also provides a corresponding motor control method, which specifically includes:

[0114] S1, monitoring the current speed difference between the motor and the wheel end of the target vehicle in the non-off-road mode, and the current actual temperature of key components in the motor.

[0115] S2. Determine a second torque compensation coefficient in the non-off-road mode according to the current speed difference, and determine a second derating coefficient in the non-off-road mode according to the current actual temperature of the key component.

[0116] S3. According to the current speed difference, the second torque compensation coefficient and the target torque, the second torque determination strategy in the non-off-road mode is adopted to determine the current required output torque of the motor, and according to the second derating coefficient and the peak torque of the motor, the maximum available torque of the motor in the non-off-road mode is determined.

[0117] S4. According to the current required output torque and the maximum available torque, a preset screening strategy is used to determine the actual output torque of the motor, and the motor is controlled to operate according to the actual output torque.

[0118] Among them, the description of S1 to S2 can refer to the description of S102 to S102, and can achieve the same technical effect, which is not repeated here.

[0119] It should be noted that, in S2, when the current speed difference between the off-road mode and the non-off-road mode is the same, the second torque compensation coefficient is greater than the first torque compensation coefficient.

[0120] With respect to step S3, in an implementation manner provided in the present application, the second torque determination strategy in the non-off-road mode is used to determine the current required output torque of the motor according to the current speed difference, the second torque compensation coefficient and the target torque, and the maximum available torque of the motor in the non-off-road mode is determined according to the second derating coefficient and the peak torque of the motor, including:

[0121] The current speed difference is multiplied by the second torque coefficient to determine the actual compensation torque of the motor; the sum of the actual compensation torque and the target torque is determined as the current required output torque of the motor in non-off-road mode; the product of the second derating coefficient and the peak torque of the motor is determined as the maximum available torque of the motor in off-road mode.

[0122] The description of S4 can refer to the description of S104, and can achieve the same technical effect, so it will not be repeated here.

[0123] For examples, see Figure 3 , Figure 3 A schematic diagram of the process of motor control in a non-off-road mode provided for this application is shown in FIG. Figure 3 As shown, S301: determine the off-road mode; then simultaneously execute steps S302 and S307; S302: receive the VCU target torque; S303: calculate the speed difference; S304: determine the second torque compensation coefficient; S305: actual compensation torque = target torque * second torque compensation coefficient; S306: current required output torque = target torque + actual compensation torque; S307: determine the stator temperature and the IGBT temperature; S308: determine the minimum temperature; S309: determine the second derating coefficient; S310: maximum available torque = peak torque * second derating coefficient; S311: current required output torque > maximum available torque?; if not, execute step S312, if yes, execute step S313; S312: actual output torque = current required output torque; S313: actual output torque = maximum available torque.

[0124] In this way, this solution monitors the current speed difference between the motor and the wheel end, and based on the torque compensation coefficient in the off-road mode, accurately calculates the required output torque, thereby ensuring that the motor output can quickly adapt to the speed change requirements in complex off-road terrain, avoiding the problem of insufficient power due to torque response delay. And according to the current actual temperature of the key components of the motor, the derating factor in the off-road mode is dynamically determined to achieve a precise match between the derating range and the temperature rise state, which can protect the motor from damage when the temperature approaches the critical value and improve the stability and reliability of the system. Furthermore, the actual output torque that meets the requirements is screened out using the required output torque and the maximum available torque, ensuring that the actual output torque achieves the best balance between performance and safety, so that the vehicle always maintains reliable power support during the off-road process.

[0125] Therefore, this solution achieves refined control of the motor output, which not only effectively alleviates the problems caused by high temperature and rapid speed changes, but also further enhances the vehicle's comprehensive off-road performance, making it more suitable for complex and changeable off-road environments.

[0126] Based on the same inventive concept, a motor control device corresponding to the motor control method is also provided in the embodiment of the present application. Since the principle of solving the problem by the device in the embodiment of the present application is similar to the above-mentioned motor control method in the embodiment of the present application, the implementation of the device can refer to the implementation of the method, and the repeated parts will not be repeated.

[0127] See also Figure 4 , Figure 4 This is a schematic diagram of the structure of a motor control device provided in an embodiment of the present application. Figure 4 As shown in , the motor control device 400 includes:

[0128] A monitoring module 410 is used to monitor the current speed difference between the motor and the wheel end of the target vehicle in the off-road mode, and the current actual temperature of key components in the motor;

[0129] A first determination module 420, configured to determine a first torque compensation coefficient in an off-road mode corresponding to the current speed difference, and to determine a first derating coefficient in an off-road mode corresponding to the current actual temperature of the key component;

[0130] A second determination module 430 is used to determine the current required output torque of the motor in the off-road mode by adopting the first torque determination strategy according to the current speed difference, the first torque compensation coefficient and the target torque, and to determine the maximum available torque of the motor in the off-road mode according to the first derating coefficient and the peak torque of the motor;

[0131] The control module 440 is used to determine the actual output torque of the motor according to the current required output torque and the maximum available torque by using a preset screening strategy, and control the motor to operate according to the actual output torque.

[0132] Optionally, when the second determination module 430 is used to determine the current required output torque of the motor by adopting the first torque determination strategy in the off-road mode according to the current speed difference, the first torque compensation coefficient and the target torque, the second determination module 430 is used to:

[0133] Determine an estimated compensation torque of the motor by multiplying the current speed difference by the first torque compensation coefficient;

[0134] Performing boundary constraint processing on the estimated compensation torque to determine the actual compensation torque of the motor;

[0135] The sum of the actual compensation torque and the target torque is determined as the current required output torque of the motor.

[0136] Optionally, the key component includes a stator and an insulated gate bipolar transistor, and when the first determination module 420 is used to determine the first derating factor in the corresponding off-road mode according to the current actual temperature of the key component, the first determination module 420 is used to:

[0137] determining a lowest temperature of a current actual temperature of the stator and a current actual temperature of the insulated gate bipolar transistor;

[0138] Determine, according to the type of the key component corresponding to the minimum temperature, a mapping relationship between the temperature of the key component and the derating factor; wherein the mapping relationship between the temperature of the key component and the derating factor is a staged nonlinear derating mapping relationship;

[0139] According to the mapping relationship between the minimum temperature and the temperature-derating factor, a first derating factor in the off-road mode is determined.

[0140] Optionally, when the second determination module 430 is used to determine the maximum available torque of the motor in the off-road mode according to the first derating factor and the peak torque of the motor, the second determination module 430 is used to:

[0141] The product of the first derating factor and the peak torque of the motor is determined as the maximum available torque of the motor in the off-road mode.

[0142] Optionally, when the control module 440 is used to determine the actual output torque of the motor according to the current required output torque and the maximum available torque by using a preset screening strategy, the control module 440 is used to:

[0143] The minimum value between the current required output torque and the maximum available torque is determined as the actual output torque of the motor.

[0144] Optionally, when the first determination module 420 is used to determine the first torque compensation coefficient in the corresponding off-road mode according to the current speed difference, the first determination module 420 is used to:

[0145] Determine the mapping relationship between the speed difference and the torque compensation coefficient in the calibrated off-road mode;

[0146] The first torque compensation coefficient is determined according to a mapping relationship between the current speed difference and the speed difference-torque compensation coefficient.

[0147] Optionally, the motor control device 400 is further used for:

[0148] Monitor the current speed difference between the motor and the wheel end of the target vehicle in non-off-road mode, and the current actual temperature of key components in the motor;

[0149] Determining a second torque compensation coefficient in a non-off-road mode according to the current speed difference, and determining a second derating coefficient in a non-off-road mode according to the current actual temperature of the key component; wherein when the current speed difference in the off-road mode and the non-off-road mode is the same, the second torque compensation coefficient is greater than the first torque compensation coefficient;

[0150] Determine the current required output torque of the motor in the non-off-road mode using the second torque determination strategy according to the current speed difference, the second torque compensation coefficient and the target torque, and determine the maximum available torque of the motor in the non-off-road mode according to the second derating coefficient and the peak torque of the motor;

[0151] According to the current required output torque and the maximum available torque, a preset screening strategy is adopted to determine the actual output torque of the motor, and the motor is controlled to operate according to the actual output torque.

[0152] See also Figure 5 , Figure 5 This is a schematic diagram of the structure of an electronic device provided in an embodiment of the present application. Figure 5 As shown in , the electronic device 500 includes a processor 510 , a memory 520 and a bus 530 .

[0153] The memory 520 stores machine-readable instructions executable by the processor 510. When the electronic device 500 is running, the processor 510 communicates with the memory 520 via the bus 530. When the machine-readable instructions are executed by the processor 510, the above-mentioned Figures 1 to 3 The specific implementation of the steps of the method in the method embodiment shown can be found in the method embodiment, which will not be repeated here.

[0154] The present application also provides a computer-readable storage medium on which a computer program is stored. When the computer program is executed by a processor, the computer program can execute the above-mentioned Figures 1 to 3 The specific implementation of the steps of the method in the method embodiment shown can be found in the method embodiment, which will not be repeated here.

[0155] Those skilled in the art can clearly understand that, for the convenience and brevity of description, the specific working processes of the systems, devices and units described above can refer to the corresponding processes in the aforementioned method embodiments and will not be repeated here.

[0156] In the several embodiments provided in the present application, it should be understood that the disclosed systems, devices and methods can be implemented in other ways. The device embodiments described above are merely schematic. For example, the division of the units is only a logical function division. There may be other division methods in actual implementation. For example, multiple units or components can be combined or integrated into another system, or some features can be ignored or not executed. Another point is that the mutual coupling or direct coupling or communication connection shown or discussed can be through some communication interfaces, and the indirect coupling or communication connection of devices or units can be electrical, mechanical or other forms.

[0157] The units described as separate components may or may not be physically separated, and the components shown as units may or may not be physical units, that is, they may be located in one place or distributed on multiple network units. Some or all of the units may be selected according to actual needs to achieve the purpose of the solution of this embodiment.

[0158] In addition, each functional unit in each embodiment of the present application may be integrated into one processing unit, or each unit may exist physically separately, or two or more units may be integrated into one unit.

[0159] If the functions are implemented in the form of software functional units and sold or used as independent products, they can be stored in a non-volatile computer-readable storage medium that is executable by a processor. Based on this understanding, the technical solution of the present application can essentially be embodied in the form of a software product, or in other words, the part that contributes to the prior art or the part of the technical solution. The computer software product is stored in a storage medium, including several instructions for a computer device (which can be a personal computer, a server, or a network device, etc.) to perform all or part of the steps of the method described in each embodiment of the present application. The aforementioned storage medium includes: various media that can store program codes, such as a USB flash drive, a mobile hard disk, a read-only memory (ROM), a random access memory (RAM), a magnetic disk or an optical disk.

[0160] Finally, it should be noted that the above-described embodiments are only specific implementation methods of the present application, which are used to illustrate the technical solutions of the present application, rather than to limit them. The protection scope of the present application is not limited thereto. Although the present application is described in detail with reference to the above-mentioned embodiments, ordinary technicians in the field should understand that any technician familiar with the technical field can still modify the technical solutions recorded in the above-mentioned embodiments within the technical scope disclosed in the present application, or can easily think of changes, or make equivalent replacements for some of the technical features therein; and these modifications, changes or replacements do not make the essence of the corresponding technical solutions deviate from the spirit and scope of the technical solutions of the embodiments of the present application, and should be included in the protection scope of the present application. Therefore, the protection scope of the present application shall be based on the protection scope of the claims.

Claims

1. A motor control method, characterized in that: The motor control method comprises: Monitor the current speed difference between the motor and the wheel end of the target vehicle in off-road mode, and the current actual temperature of key components in the motor; Determining a first torque compensation coefficient in an off-road mode according to the current speed difference, and determining a first derating coefficient in an off-road mode according to the current actual temperature of the key component; Determine the current required output torque of the motor by adopting the first torque determination strategy in the off-road mode according to the current speed difference, the first torque compensation coefficient and the target torque, and determine the maximum available torque of the motor in the off-road mode according to the first derating coefficient and the peak torque of the motor; According to the current required output torque and the maximum available torque, a preset screening strategy is adopted to determine the actual output torque of the motor, and the motor is controlled to operate according to the actual output torque.

2. The motor control method according to claim 1, characterized in that: The method of determining the current required output torque of the motor by using the first torque determination strategy in the off-road mode according to the current speed difference, the first torque compensation coefficient and the target torque includes: Determine an estimated compensation torque of the motor by multiplying the current speed difference by the first torque compensation coefficient; Performing boundary constraint processing on the estimated compensation torque to determine the actual compensation torque of the motor; The sum of the actual compensation torque and the target torque is determined as the current required output torque of the motor.

3. The motor control method according to claim 1, characterized in that: The key components include a stator and an insulated gate bipolar transistor, and determining a first derating factor in an off-road mode corresponding to the current actual temperature of the key components includes: determining a lowest temperature of a current actual temperature of the stator and a current actual temperature of the insulated gate bipolar transistor; Determine, according to the type of the key component corresponding to the minimum temperature, a mapping relationship between the temperature of the key component and the derating factor; wherein the mapping relationship between the temperature of the key component and the derating factor is a staged nonlinear derating mapping relationship; According to the mapping relationship between the minimum temperature and the temperature-derating factor, a first derating factor in the off-road mode is determined.

4. The motor control method according to claim 3, characterized in that: The determining, according to the first derating factor and the peak torque of the motor, the maximum available torque of the motor in the off-road mode includes: The product of the first derating factor and the peak torque of the motor is determined as the maximum available torque of the motor in the off-road mode.

5. The motor control method according to claim 1, characterized in that: The method of determining the actual output torque of the motor by using a preset screening strategy according to the current required output torque and the maximum available torque includes: The minimum value between the current required output torque and the maximum available torque is determined as the actual output torque of the motor.

6. The motor control method according to claim 1, characterized in that: The determining of the first torque compensation coefficient in the off-road mode corresponding to the current speed difference includes: Determine the mapping relationship between the speed difference and the torque compensation coefficient in the calibrated off-road mode; The first torque compensation coefficient is determined according to a mapping relationship between the current speed difference and the speed difference-torque compensation coefficient.

7. The motor control method according to claim 1, characterized in that: The motor control method further comprises: Monitor the current speed difference between the motor and the wheel end of the target vehicle in non-off-road mode, and the current actual temperature of key components in the motor; Determining a second torque compensation coefficient in a non-off-road mode according to the current speed difference, and determining a second derating coefficient in a non-off-road mode according to the current actual temperature of the key component; wherein when the current speed difference in the off-road mode and the non-off-road mode is the same, the second torque compensation coefficient is greater than the first torque compensation coefficient; Determine the current required output torque of the motor in the non-off-road mode using the second torque determination strategy according to the current speed difference, the second torque compensation coefficient and the target torque, and determine the maximum available torque of the motor in the non-off-road mode according to the second derating coefficient and the peak torque of the motor; According to the current required output torque and the maximum available torque, a preset screening strategy is adopted to determine the actual output torque of the motor, and the motor is controlled to operate according to the actual output torque.

8. A motor control device, characterized in that: The motor control device comprises: A monitoring module, used to monitor the current speed difference between the motor and the wheel end of the target vehicle in off-road mode, and the current actual temperature of key components in the motor; A first determination module, configured to determine a first torque compensation coefficient in an off-road mode corresponding to the current speed difference, and to determine a first derating coefficient in an off-road mode corresponding to the current actual temperature of the key component; a second determination module, configured to determine the current required output torque of the motor by adopting the first torque determination strategy in the off-road mode according to the current speed difference, the first torque compensation coefficient and the target torque, and to determine the maximum available torque of the motor in the off-road mode according to the first derating coefficient and the peak torque of the motor; The control module is used to determine the actual output torque of the motor according to the current required output torque and the maximum available torque by using a preset screening strategy, and control the motor to work according to the actual output torque.

9. A vehicle, characterized in that: include: A processor, a memory and a bus, wherein the memory stores machine-readable instructions executable by the processor, and when the vehicle is running, the processor and the memory communicate via the bus, and the machine-readable instructions are executed by the processor to execute the steps of the motor control method as described in any one of claims 1 to 7.

10. A computer-readable storage medium, characterized in that: The computer-readable storage medium stores a computer program, and when the computer program is executed by a processor, the steps of the motor control method according to any one of claims 1 to 7 are executed.

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