Motor control method and device, electronic equipment and vehicle

Abstract

The application provides a motor control method and device, electronic equipment and vehicle. The method comprises the following steps: when it is determined that the running condition of the vehicle is in a first condition, obtaining the rotating speed information of the current motor; if it is determined that the rotating speed of the motor in the rotating speed information is greater than a preset rotating speed, it is determined that the first overspeed control strategy needs to be triggered at this time; first, the anti-drag torque at the current time is determined according to the rotating speed information and the anti-drag torque at the previous time, the anti-drag torque at the current time is obtained by processing the rotating speed information and the anti-drag torque adjusting coefficient at the current time, and the anti-drag torque is output to the motor to control the torque of the motor; and the rotating speed change rate of the motor is detected in real time, when it is detected that the rotating speed change rate of the motor at the current time is still greater than or equal to the rotating speed change rate at the previous time, the anti-drag torque at the current time is taken as the anti-drag torque at the previous time, and the anti-drag torque is gradually increased according to the rotating speed change rate, so that real-time adjustment can be realized, and accurate anti-over-speed control can be performed.

Description

Technical Field

[0001] This invention relates to the field of motor processing technology, and in particular to a motor control method, device, electronic equipment, and vehicle. Background Technology

[0002] For electric vehicles, the road conditions are complex, especially on downhill sections, where the motor speed can easily exceed the maximum safe operating speed, which can easily damage the electric drive components.

[0003] In the existing solution, when vehicle startup is detected, vehicle data is acquired in real time, and the final vehicle weight is calculated using this data. When the vehicle meets the gradient calculation conditions, the estimated gradient value is calculated based on the final vehicle weight. Based on the final vehicle weight and the estimated gradient value, the output anti-drag torque value is determined, and overspeed prevention control is applied to the vehicle according to this anti-drag torque value. However, because the motor speed fluctuates under these conditions, the data fed back by the vehicle controller may have large errors or poor accuracy. This can lead to inaccurate calculations of the vehicle weight and gradient, making accurate overspeed prevention control impossible. Summary of the Invention

[0004] In view of this, embodiments of the present invention provide a motor control method, device, electronic device, and vehicle to solve the problem of inaccurate overspeed control in the prior art.

[0005] To achieve the above objectives, the embodiments of the present invention provide the following technical solutions:

[0006] A first aspect of the present invention discloses a motor control method, the method comprising:

[0007] When it is determined that the vehicle is operating in the first condition, the current motor speed information is obtained;

[0008] Determine whether the motor speed in the speed information is greater than a preset speed, wherein the preset speed is obtained by processing based on the peak speed of the motor;

[0009] If so, the first overspeed control strategy is triggered to process the speed information and the anti-overspeed torque adjustment coefficient at the current moment to obtain the anti-drag torque at the current moment, and output the anti-drag torque to the motor to control the motor torque. The anti-overspeed torque adjustment coefficient is processed based on the speed information and the anti-drag torque at the previous moment.

[0010] When it is detected that the current speed change rate of the motor is greater than or equal to the previous speed change rate, the current anti-drag torque is used as the previous anti-drag torque, and the process is returned to execute the step of processing based on the speed information and the current anti-overspeed torque adjustment coefficient to obtain the current anti-drag torque.

[0011] Optionally, the overspeed prevention torque adjustment coefficient is obtained by processing the speed information and the anti-drag torque of the previous moment, including:

[0012] If this is not the first time the motor torque control has been performed, the current speed change rate and the previous speed change rate are determined based on the speed information.

[0013] The first value is obtained by processing the current speed change rate, the previous speed change rate, and the anti-drag torque of the previous moment.

[0014] The overspeed prevention torque adjustment coefficient for the current moment is determined based on the first value, the current speed change rate, and different differential coefficients.

[0015] Optionally, the overspeed prevention torque adjustment coefficient for the current moment is determined based on the first value, the rate of change of rotational speed at the current moment, and different differential coefficients, including:

[0016] For each differential coefficient, the adjustment value corresponding to the differential coefficient is obtained by processing based on the first value, the current rotational speed change rate, and the differential coefficient.

[0017] The adjustment values ​​corresponding to each differential coefficient are sorted in ascending order;

[0018] The overspeed prevention torque adjustment coefficient for the current moment is determined based on the adjustment value of the first ranked value and the preset value.

[0019] Optionally, the anti-drag torque at the current moment is obtained by processing the speed information and the anti-overspeed torque adjustment coefficient at the current moment, including:

[0020] The rate of change of rotational speed at the current moment is determined based on the aforementioned rotational speed information;

[0021] The anti-drag torque is obtained based on the calculation of the current speed change rate and the overspeed prevention torque adjustment coefficient.

[0022] Optional, also includes:

[0023] Determine whether the anti-drag torque has reached the preset torque value;

[0024] If so, output the motor overspeed level 1 fault;

[0025] If not, the reverse torque is output to the motor to control the motor torque.

[0026] Optionally, after determining that the motor speed in the speed information is greater than the preset speed, the motor torque at the current moment is obtained;

[0027] Determine whether the motor torque is greater than the first value;

[0028] If not, then perform the step of processing the speed information and the overspeed prevention torque adjustment coefficient at the current moment to obtain the anti-drag torque at the current moment;

[0029] If so, the motor is processed based on the slope of the motor peak torque at a preset multiple.

[0030] Optional, also includes:

[0031] When the rate of change of the motor's speed at the current moment is detected to be less than the rate of change of the motor's speed at the previous moment, the current torque of the motor is maintained.

[0032] A second aspect of the present invention discloses a motor control device, the device comprising:

[0033] The acquisition unit is used to acquire the current motor speed information when it is determined that the vehicle is in the first operating condition;

[0034] The judgment unit is used to determine whether the motor speed in the speed information is greater than a preset speed, wherein the preset speed is obtained by processing based on the peak speed of the motor;

[0035] The processing unit is configured to, if so, trigger a first overspeed control strategy to obtain the anti-drag torque at the current moment by processing the speed information and the anti-overspeed torque adjustment coefficient at the current moment, and output the anti-drag torque to the motor to control the motor torque, wherein the anti-drag torque adjustment coefficient is processed based on the speed information and the anti-drag torque at the previous moment; when it is detected that the speed change rate of the motor at the current moment is greater than or equal to the speed change rate at the previous moment, the anti-drag torque at the current moment is used as the anti-drag torque at the previous moment, and the unit returns to execute the processing based on the speed information and the anti-overspeed torque adjustment coefficient at the current moment to obtain the anti-drag torque at the current moment.

[0036] A third aspect of the present invention discloses an electronic device for running a program, wherein the program executes a motor control method as shown in the first aspect of the present invention.

[0037] A fourth aspect of the present invention discloses a vehicle including an electronic device as shown in a third aspect of the present invention, the electronic device being used to execute the motor control method described in a first aspect of the present invention.

[0038] Based on the above embodiments of the present invention, a motor control method, device, electronic device, and vehicle are provided. When it is determined that the vehicle is operating in a first condition, the current motor speed information is obtained. If it is determined that the motor speed in the speed information is greater than a preset speed, it is determined that a first overspeed control strategy needs to be triggered. First, the anti-overspeed torque adjustment coefficient at the current moment is determined based on the speed information and the anti-overspeed torque at the previous moment. Then, the anti-overspeed torque at the current moment is obtained by processing the speed information and the anti-overspeed torque adjustment coefficient at the current moment, and the anti-overspeed torque is output to the motor to control the motor torque. The motor speed change rate is detected in real time. When it is detected that the current speed change rate of the motor is still greater than or equal to the speed change rate at the previous moment, the current anti-overspeed torque is used as the anti-overspeed torque at the previous moment. The anti-overspeed torque is gradually increased according to the speed change rate to enable real-time adjustment and thus accurately perform anti-overspeed control. Attached Figure Description

[0039] To more clearly illustrate the technical solutions in the embodiments of the present invention or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are only embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on the provided drawings without creative effort.

[0040] Figure 1 This is a schematic flowchart illustrating a motor control method according to an embodiment of the present invention;

[0041] Figure 2 This is a schematic flowchart illustrating another motor control method according to an embodiment of the present invention;

[0042] Figure 3 This is a schematic diagram of motor control shown in an embodiment of the present invention;

[0043] Figure 4 This is a schematic diagram of the structure of a motor control device according to an embodiment of the present invention. Detailed Implementation

[0044] The technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0045] The terms “first,” “second,” “third,” “fourth,” etc. (if present) in the specification, claims, and accompanying drawings of this application are used to distinguish similar objects and are not necessarily used to describe a particular order or sequence. It should be understood that such data can be interchanged where appropriate so that the embodiments described herein can be implemented in a sequence other than that illustrated or described herein. Furthermore, the terms “comprising” and “having,” and any variations thereof, are intended to cover a non-exclusive inclusion; for example, a process, method, system, product, or apparatus that comprises a series of steps or units is not necessarily limited to those steps or units explicitly listed, but may include other steps or units not explicitly listed or inherent to such processes, methods, products, or apparatus.

[0046] It should be noted that the descriptions involving "first," "second," etc., in this invention are for descriptive purposes only and should not be construed as indicating or implying their relative importance or implicitly specifying the number of technical features indicated. Therefore, a feature defined with "first" or "second" may explicitly or implicitly include at least one of that feature. Furthermore, the technical solutions of the various embodiments can be combined with each other, but this must be based on the ability of those skilled in the art to implement them. If the combination of technical solutions is contradictory or impossible to implement, it should be considered that such a combination of technical solutions does not exist and is not within the scope of protection claimed by this invention.

[0047] In this application, the terms "comprising," "including," or any other variations thereof are intended to cover a non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such a process, method, article, or apparatus. Without further limitation, an element defined by the phrase "comprising one..." does not exclude the presence of other identical elements in the process, method, article, or apparatus that includes said element.

[0048] See Figure 1 The diagram below is a flowchart illustrating a motor control method according to an embodiment of the present invention. The method includes:

[0049] Step S101: Detect whether the vehicle is in the first operating condition. If yes, proceed to step S102; otherwise, continue to proceed to step S101.

[0050] In the specific implementation of step S101, the current operating condition of the vehicle is obtained to determine whether the operating condition of the vehicle is a downhill condition, i.e., the first condition. If yes, step S102 is executed; otherwise, step S101 is continued.

[0051] Step S102: Obtain the current motor speed information.

[0052] The speed information includes the motor speed at every moment during motor operation.

[0053] In the specific implementation of step S102, the motor speed is obtained in real time using a sensor at the motor.

[0054] Step S103: Determine whether the motor speed in the speed information exceeds the preset speed. If yes, proceed to step S104. If no, respond normally to the torque of the vehicle controller VCU to trigger the second motor speed limit sent by the vehicle controller VCU in the vehicle, that is, directly execute the overspeed torque limit.

[0055] The preset speed is obtained by processing the peak speed of the motor.

[0056] In the specific implementation of step S103, the relationship between the motor speed and the preset speed is compared. When the motor speed is less than the preset speed, the second motor speed limit of the vehicle itself is triggered, and the motor of the vehicle is directly controlled by the correspondence between the motor speed and torque. Since the effect of limiting the motor by the second motor speed is not good when the motor speed is greater than the preset speed, it is necessary to trigger another overspeed control strategy, that is, to execute step S104.

[0057] It should be noted that the process of obtaining the preset speed based on the motor's peak speed includes:

[0058] First, obtain the type information of the motor used in the vehicle, including parameters such as the motor model; then, obtain the peak speed of the motor based on the parameters such as the motor model; then, calculate the product of the peak speed of the motor and N times it, and use it as the preset speed.

[0059] N is set by technicians based on multiple experiments, and is generally 1.05 times. It is set in advance by conducting multiple experiments on motors with different types of information to determine the peak speed corresponding to each type of information and to calibrate the correspondence between type information and peak speed.

[0060] Step S104: Trigger the first overspeed control strategy to process the speed information and the anti-overspeed torque adjustment coefficient at the current moment to obtain the anti-drag torque at the current moment, and output the anti-drag torque to the motor to control the motor;

[0061] The overspeed prevention torque adjustment coefficient is based on the speed information and the anti-drag torque of the previous moment. If there is no anti-drag torque of the previous moment, it is obtained by processing the preset anti-drag torque and speed information.

[0062] It should be noted that the process of obtaining the overspeed prevention torque adjustment coefficient based on the rotational speed information and the anti-drag torque from the previous moment includes the following steps:

[0063] Step S11: Determine whether this is the first time to control the motor torque. If not, proceed to step S12. If yes, set the previous reverse torque to a preset value and then proceed to steps S12 to S14.

[0064] In the specific implementation of step S11, it is determined whether it is the first time the motor actively prevents overspeed. If not, step S12 is executed. If so, the anti-drag torque of the previous moment is set to a preset value, and then steps S12 to S14 are executed.

[0065] It should be noted that the preset value refers to the anti-drag torque value set based on multiple experiments.

[0066] Step S12: Determine the current speed change rate and the previous speed change rate based on the speed information;

[0067] In the specific implementation of step S12, the rotational speed of the previous moment and the rotational speed of the current moment are obtained from the rotational speed information, the difference between the rotational speed of the previous moment and the rotational speed of the current moment is calculated to obtain the rotational speed change rate of the current moment; then, the difference between the rotational speed of the previous moment and the corresponding rotational speed of the previous moment is calculated to obtain the rotational speed change rate of the previous moment.

[0068] Specifically, it can be calculated using formula (1).

[0069] Formula (1):

[0070] (1)

[0071] Among them, the rate of change of rotation speed at the current moment. When calculating, The rotational speed at the current moment. The rotational speed at the previous moment. This refers to the time difference between the current moment and the previous moment.

[0072] Similarly, when calculating the rate of change of rotational speed at the previous moment... When calculating, The rotational speed at the previous moment. The rotational speed corresponding to the previous time step. , which is the time difference between the two moments.

[0073] It should be noted that the rate of change of speed is calculated in real time over time. A moment is preset. Currently, the speed and torque parameters are recorded in 10ms cycles. For now, a moment can be set to 1s. The cycle length of this moment can be modified later according to the actual test results.

[0074] Step S13: Process the current speed change rate, the previous speed change rate, and the anti-drag torque of the previous moment to obtain the first value;

[0075] In the specific implementation of step S13, the difference between the current speed change rate and the previous speed change rate is first calculated, and then the difference is divided by the anti-drag torque of the previous moment to obtain the first value.

[0076] Step S14: Determine the overspeed prevention torque adjustment coefficient at the current moment based on the first value, the current speed change rate, and different differential coefficients.

[0077] It should be noted that the specific implementation of step S14 includes the following steps:

[0078] Step S21: For each differential coefficient, process it based on the first value, the current rotational speed change rate and the differential coefficient to obtain the adjustment value corresponding to the differential coefficient;

[0079] It should be noted that a set of differential coefficients is set in advance based on multiple experiments, and the set of differential coefficients includes multiple differential coefficients.

[0080] In the specific implementation of step S21, for each differential coefficient, the adjustment value corresponding to each differential coefficient is obtained by multiplying the first value, the current rotational speed change rate, and the differential coefficient.

[0081] Step S22: Sort the adjustment values ​​and preset values ​​corresponding to each differential coefficient in ascending order;

[0082] In the specific implementation step S22, the adjustment values ​​corresponding to each differential coefficient are sorted in ascending order to obtain the adjustment values ​​sorted in ascending order.

[0083] Step S23: Determine the overspeed prevention torque adjustment coefficient at the current moment based on the adjustment value of the first ranked value and the preset value.

[0084] In the specific implementation of step S23, the adjustment value ranked first, i.e. the smallest adjustment value, is compared with the preset value, so that the minimum value is used as the anti-overspeed torque adjustment coefficient at the current moment.

[0085] It should be noted that the preset value is set according to the actual situation and can generally be set to 0.

[0086] Based on the above specific process, the overspeed prevention torque adjustment coefficient at the current moment is determined by formula (2).

[0087] Formula (2):

[0088] (2)

[0089] in, This is the overspeed prevention torque adjustment coefficient at the current moment. The rate of change of rotational speed at the current moment. This represents the rate of change of rotational speed at the previous moment. This is the reverse drag torque from the previous moment. is the differential coefficient.

[0090] Optionally, the differential coefficient corresponding to the overspeed torque adjustment coefficient at the current moment can be input into the PID controller to adjust the motor.

[0091] It should be noted that the specific implementation step S104, which processes the speed information and the anti-overspeed torque adjustment coefficient at the current moment to obtain the anti-drag torque at the current moment, includes the following steps:

[0092] Step S31: Determine the rate of change of rotational speed at the current moment based on the rotational speed information;

[0093] In the specific implementation of step S31, when the motor overspeeds, it is necessary to calculate the speed change rate in real time. Specifically, the speed at the previous moment and the speed at the current moment are obtained from the speed information, and the difference between the speed at the previous moment and the speed at the current moment is used to obtain the speed change rate at the current moment.

[0094] Step S32: Based on the calculation of the current speed change rate and the overspeed prevention torque adjustment coefficient, the anti-drag torque is obtained.

[0095] In the specific implementation of step S32, the current speed change rate and the overspeed prevention torque adjustment coefficient are input into formula (3) for calculation to obtain the anti-drag torque, i.e., the anti-drag negative torque; and the anti-drag torque is output to the motor to control the motor to perform active overspeed prevention processing.

[0096] Formula (3):

[0097] (3)

[0098] in, The current reverse torque. This is the overspeed prevention torque adjustment coefficient at the current moment. This represents the rate of change of rotational speed at the current moment.

[0099] Step S105: Detect whether the current speed change rate of the motor is less than the speed change rate of the previous moment. If yes, proceed to step S107; otherwise, proceed to step S106.

[0100] Step S106: Use the current anti-drag torque as the previous anti-drag torque, and return to execute step S104.

[0101] In the specific implementation of steps S105 and S106, the anti-drag torque is output to the motor to control the motor torque, the current speed change rate of the motor and the previous speed change rate are obtained, it is determined whether the current speed change rate of the motor is less than the previous speed change rate, if not, the current anti-drag torque is used as the previous anti-drag torque to recalculate the overspeed prevention torque adjustment coefficient so as to gradually increase the anti-drag torque, and then return to execute step S104.

[0102] Step S107: Maintain the current torque of the motor.

[0103] In the specific implementation of step S107, it is stated that the motor speed has not exceeded the speed limit, the first overspeed control strategy is exited, the current torque of the motor can be maintained, and it is determined that the active overspeed prevention process of the motor is completed at this time.

[0104] In this embodiment of the invention, when the vehicle's operating condition is determined to be in the first operating condition, the current motor speed information is obtained. If it is determined that the motor speed in the speed information is greater than a preset speed, it is determined that a first overspeed control strategy needs to be triggered. First, the anti-overspeed torque adjustment coefficient at the current moment is determined based on the speed information and the anti-overspeed torque at the previous moment. Then, the anti-overspeed torque at the current moment is obtained by processing the speed information and the anti-overspeed torque adjustment coefficient at the current moment, and the anti-overspeed torque is output to the motor to control the motor torque. The motor speed change rate is detected in real time. When it is detected that the current speed change rate of the motor is still greater than or equal to the speed change rate at the previous moment, the current anti-overspeed torque is used as the anti-overspeed torque at the previous moment. The anti-overspeed torque is gradually increased according to the speed change rate until the current speed change rate is less than the speed change rate at the previous moment, and the anti-overspeed torque adjustment is stopped. This allows for real-time adjustment, thereby accurately performing anti-overspeed control, reducing driving jerks, and shortening overspeed time.

[0105] See Figure 2 The above is a flowchart illustrating another motor control method according to an embodiment of the present invention. The method includes:

[0106] Step S201: Detect whether the vehicle is in the first operating condition. If yes, proceed to step S202; otherwise, continue to proceed to step S201.

[0107] Step S202: Obtain the current motor speed information.

[0108] Step S203: Determine whether the motor speed in the speed information exceeds the preset speed. If yes, proceed to step S204. If no, respond normally to the torque of the vehicle controller (VCU) to trigger the second motor speed limit sent by the vehicle controller (VCU), that is, directly execute the overspeed torque limit.

[0109] It should be noted that the specific implementation process of steps S201 to S203 is the same as that of steps S101 to S103 mentioned above, and they can be referred to each other.

[0110] Step S204: Trigger the first overspeed control strategy to obtain the motor torque at the current moment.

[0111] In the specific implementation of step S204, the first overspeed control strategy is triggered to obtain the current torque of the motor, i.e., the motor torque, using the sensor at the motor.

[0112] Step S205: Determine whether the motor torque is greater than the first value. If it is greater, proceed to step S206; otherwise, proceed to step S207.

[0113] It should be noted that the first value is set in advance based on multiple experiments, and can generally be set to 0 to determine whether the current torque is negative.

[0114] In the specific implementation of step S205, the motor torque is compared with the first value. If the motor torque is greater than the first value, step S206 is executed. If the motor torque is less than or equal to the first value, step S207 is executed.

[0115] Step S206: Process the motor based on the slope of the peak torque of the motor, which is a preset multiple.

[0116] In the specific implementation of step S206, the torque of the motor is eliminated by a torque slope of a preset multiple of a times the peak torque per second, i.e., torque clearing.

[0117] It should be noted that the preset multiplier was also set in advance based on multiple experiments.

[0118] Step S207: Based on the speed information and the anti-overspeed torque adjustment coefficient at the current moment, process to obtain the anti-drag torque at the current moment, and output the anti-drag torque to the motor to control the motor torque.

[0119] The overspeed prevention torque adjustment coefficient is based on the speed information and the anti-drag torque of the previous moment.

[0120] It should be noted that when the motor torque is determined to be less than or equal to the first value, it is generally the first time to control the motor torque. At this time, the anti-drag torque of the previous moment is set to the preset value, and then steps S12 to S14 are executed to determine the anti-overspeed torque adjustment coefficient at the current moment. Then, steps S31 to S32 are used to determine the anti-drag torque at the current moment, so as to adjust the anti-drag torque according to the speed change of the previous moment.

[0121] It should be noted that if it is determined that the current speed change rate of the motor is greater than or equal to the previous speed change rate, the current anti-drag torque is used as the previous anti-drag torque, and steps S12 to S14 are executed to determine the overspeed prevention torque adjustment coefficient at the current moment; then, steps S31 to S32 are used to determine the current anti-drag torque so as to adjust the anti-drag torque according to the speed change at the previous moment.

[0122] Step S208: Determine whether the anti-drag torque has reached the preset torque value. If yes, proceed to step S209; otherwise, proceed to step S210.

[0123] In the specific implementation of step S208, it is determined whether the gradually increasing reverse torque reaches the peak torque of the motor, i.e., the preset torque value. If yes, and the current peak torque of the motor lasts for a preset time, then step S209 is executed; otherwise, step S210 is executed.

[0124] It should be noted that the preset torque value was set based on multiple experiments and is the peak torque of the motor.

[0125] The preset time is also set based on multiple experiments, and is generally 5 seconds.

[0126] Step S209: Output the motor overspeed level 1 fault;

[0127] In the specific implementation of step S209, when a Level 1 fault is reported, it indicates that the vehicle is out of control or there are other abnormalities in the motor, so that manual handling is required.

[0128] Step S210: Detect whether the current speed change rate of the motor is less than the speed change rate of the previous moment. If yes, proceed to step S212; otherwise, proceed to step S211.

[0129] Step S211: Use the current anti-drag torque as the previous anti-drag torque, and return to execute step S207.

[0130] Step S212: Maintain the current torque of the motor.

[0131] It should be noted that the specific implementation process of steps S210 to S212 is the same as that of steps S105 to S107, and they can be referred to each other.

[0132] To better understand the methods shown in steps S201 to S212 of the above embodiments of the present invention, in order to... Figure 3 Provide an example.

[0133] In this embodiment of the invention, when the vehicle's operating condition is determined to be in a first operating condition, the current motor speed information is obtained. If it is determined that the motor speed in the speed information is greater than a preset speed, it is determined that a first overspeed control strategy needs to be triggered. When it is determined that the motor torque is less than a first value, the anti-overspeed torque adjustment coefficient for the current moment is first determined based on the speed information and the anti-overspeed torque of the previous moment. Then, the anti-overspeed torque for the current moment is obtained by processing the speed information and the anti-overspeed torque adjustment coefficient for the current moment, and the anti-overspeed torque is output to the motor to control the motor torque. The motor speed change rate is detected in real time. When it is detected that the current speed change rate of the motor is still greater than or equal to the speed change rate of the previous moment, the anti-overspeed torque for the current moment is used as the anti-overspeed torque of the previous moment. The anti-overspeed torque is gradually increased according to the speed change rate to enable real-time adjustment, thereby accurately performing anti-overspeed control, reducing driving jerks, and shortening overspeed time.

[0134] Based on the motor control method shown in the above embodiments of the present invention, correspondingly, the present invention also shows a schematic diagram of the structure of a motor control device, as follows: Figure 4 As shown, the device includes:

[0135] The acquisition unit 401 is used to acquire the current motor speed information when it is determined that the vehicle is in the first operating condition;

[0136] The judgment unit 402 is used to determine whether the motor speed in the speed information is greater than a preset speed, wherein the preset speed is obtained by processing based on the peak speed of the motor;

[0137] The processing unit 403 is configured to, if so, trigger a first overspeed control strategy to obtain the anti-drag torque at the current moment by processing the speed information and the anti-overspeed torque adjustment coefficient at the current moment, and output the anti-drag torque to the motor to control the motor torque, wherein the anti-drag torque adjustment coefficient is processed based on the speed information and the anti-drag torque at the previous moment; when it is detected that the speed change rate of the motor at the current moment is greater than or equal to the speed change rate at the previous moment, the anti-drag torque at the current moment is used as the anti-drag torque at the previous moment, and the process of obtaining the anti-drag torque at the current moment by processing based on the speed information and the anti-overspeed torque adjustment coefficient at the current moment is returned.

[0138] It should be noted that the specific implementation process of each unit of the motor control device shown in the above embodiments of the present invention is the same as the specific implementation process of the motor control method shown in the above embodiments, and they can be referred to each other.

[0139] In this embodiment of the invention, when the vehicle is determined to be operating in a first condition, the current motor speed information is obtained. If the motor speed in the speed information is determined to be greater than a preset speed, it is determined that a first overspeed control strategy needs to be triggered. First, the anti-overspeed torque adjustment coefficient at the current moment is determined based on the speed information and the anti-overspeed torque at the previous moment. Then, the anti-overspeed torque at the current moment is obtained by processing the speed information and the anti-overspeed torque adjustment coefficient at the current moment, and the anti-overspeed torque is output to the motor to control the motor torque. The motor speed change rate is detected in real time. When the motor speed change rate at the current moment is detected to be greater than or equal to the speed change rate at the previous moment, the anti-overspeed torque at the current moment is used as the anti-overspeed torque at the previous moment. The anti-overspeed torque is gradually increased according to the speed change rate to enable real-time adjustment, thereby accurately performing anti-overspeed control, reducing driving jerks, and shortening overspeed time.

[0140] Optionally, based on the motor control device shown in the above embodiments of the present invention, the processing unit 403, which processes the speed information and the anti-overspeed torque at the previous moment to obtain the anti-overspeed torque adjustment coefficient, is specifically used for:

[0141] If this is not the first time the motor torque control has been performed, the current speed change rate and the previous speed change rate are determined based on the speed information.

[0142] The first value is obtained by processing the current speed change rate, the previous speed change rate, and the anti-drag torque of the previous moment.

[0143] The overspeed prevention torque adjustment coefficient for the current moment is determined based on the first value, the current speed change rate, and different differential coefficients.

[0144] The overspeed prevention torque adjustment coefficient for the current moment is determined based on the first value, the rate of change of rotational speed at the current moment, and different differential coefficients, including:

[0145] For each differential coefficient, the adjustment value corresponding to the differential coefficient is obtained by processing based on the first value, the current rotational speed change rate, and the differential coefficient.

[0146] The adjustment values ​​corresponding to each differential coefficient are sorted in ascending order;

[0147] The overspeed prevention torque adjustment coefficient for the current moment is determined based on the adjustment value of the first ranked value and the preset value.

[0148] Optionally, based on the motor control device shown in the above embodiments of the present invention, the processing unit 403, which processes the speed information and the anti-overspeed torque adjustment coefficient at the current moment to obtain the anti-drag torque at the current moment, is specifically used for:

[0149] The rate of change of rotational speed at the current moment is determined based on the aforementioned rotational speed information;

[0150] The anti-drag torque is obtained based on the calculation of the current speed change rate and the overspeed prevention torque adjustment coefficient.

[0151] Optionally, based on the motor control device shown in the above embodiments of the present invention, the processing unit 403 is further configured to:

[0152] Determine whether the anti-drag torque has reached the preset torque value; if yes, output the motor overspeed level one fault; if no, output the anti-drag torque to the motor to control the motor torque.

[0153] Optionally, based on the motor control device shown in the above embodiments of the present invention, the processing unit 403 is further configured to: after determining that the motor speed in the speed information is greater than the preset speed, obtain the motor torque at the current moment;

[0154] Determine whether the motor torque is greater than the first value;

[0155] If not, then perform the step of processing the speed information and the overspeed prevention torque adjustment coefficient at the current moment to obtain the anti-drag torque at the current moment;

[0156] If so, the motor is processed based on the slope of the motor peak torque at a preset multiple.

[0157] Optionally, based on the motor control device shown in the above embodiments of the present invention, the processing unit 403 is further configured to:

[0158] When the rate of change of the motor's speed at the current moment is detected to be less than the rate of change of the motor's speed at the previous moment, the current torque of the motor is maintained.

[0159] This application provides an electronic device, which includes a processor and a memory. The memory is used to store program code and data for motor control processing, and the processor is used to call the program instructions in the memory to execute the steps shown in the motor control processing method in the above embodiments.

[0160] This invention provides a vehicle that includes the electronic device described in the above-described embodiments of this application. The electronic device is used to execute the motor control method disclosed in the embodiments of this application.

[0161] The various embodiments in this specification are described in a progressive manner. Similar or identical parts between embodiments can be referred to mutually. Each embodiment focuses on describing the differences from other embodiments. In particular, for system or system embodiments, since they are basically similar to method embodiments, the description is relatively simple, and relevant parts can be referred to the descriptions in the method embodiments. The systems and system embodiments described above are merely illustrative. The units described as separate components may or may not be physically separate. The components shown as units may or may not be physical units; that is, they may be located in one place or distributed across multiple network units. Some or all of the modules can be selected to achieve the purpose of this embodiment according to actual needs. Those skilled in the art can understand and implement this without creative effort.

[0162] Those skilled in the art will further recognize that the units and algorithm steps of the various examples described in conjunction with the embodiments disclosed herein can be implemented in electronic hardware, computer software, or a combination of both. To clearly illustrate the interchangeability of hardware and software, the components and steps of the various examples have been generally described in terms of functionality in the foregoing description. Whether these functions are implemented in hardware or software depends on the specific application and design constraints of the technical solution. Those skilled in the art can use different methods to implement the described functions for each specific application, but such implementations should not be considered beyond the scope of this invention.

[0163] The above description of the disclosed embodiments enables those skilled in the art to make or use the invention. Various modifications to these embodiments will be readily apparent to those skilled in the art, and the general principles defined herein may be implemented in other embodiments without departing from the spirit or scope of the invention. Therefore, the invention is not to be limited to the embodiments shown herein, but is to be accorded the widest scope consistent with the principles and novel features disclosed herein.

Claims

1. A motor control method, characterized in that, The method includes: When the vehicle's operating condition is determined to be in the first operating condition, the current motor speed information is obtained; Determine whether the motor speed in the speed information is greater than a preset speed, wherein the preset speed is obtained by processing based on the peak speed of the motor; If so, the first overspeed control strategy is triggered to process the speed information and the anti-overspeed torque adjustment coefficient at the current moment to obtain the anti-drag torque at the current moment, and output the anti-drag torque to the motor to control the motor torque. The anti-overspeed torque adjustment coefficient is processed based on the speed information and the anti-drag torque at the previous moment. When it is detected that the current speed change rate of the motor is greater than or equal to the previous speed change rate, the current anti-drag torque is used as the previous anti-drag torque, and the process is returned to execute the step of processing based on the speed information and the current anti-overspeed torque adjustment coefficient to obtain the current anti-drag torque.

2. The method according to claim 1, characterized in that, The overspeed prevention torque adjustment coefficient is obtained by processing the speed information and the anti-drag torque from the previous moment, including: If this is not the first time the motor torque control has been performed, the current speed change rate and the previous speed change rate are determined based on the speed information. The first value is obtained by processing the current speed change rate, the previous speed change rate, and the anti-drag torque of the previous moment. The overspeed prevention torque adjustment coefficient for the current moment is determined based on the first value, the current speed change rate, and different differential coefficients.

3. The method according to claim 2, characterized in that, The overspeed prevention torque adjustment coefficient for the current moment is determined based on the first value, the rate of change of rotational speed at the current moment, and different differential coefficients, including: For each differential coefficient, the adjustment value corresponding to the differential coefficient is obtained by processing based on the first value, the current rotational speed change rate, and the differential coefficient. The adjustment values ​​corresponding to each differential coefficient are sorted in ascending order; The overspeed prevention torque adjustment coefficient for the current moment is determined based on the adjustment value of the first ranked value and the preset value.

4. The method according to claim 1, characterized in that, The anti-drag torque at the current moment is obtained by processing the aforementioned rotational speed information and the current overspeed prevention torque adjustment coefficient, including: The rate of change of rotational speed at the current moment is determined based on the aforementioned rotational speed information; The anti-drag torque is obtained based on the calculation of the current speed change rate and the overspeed prevention torque adjustment coefficient.

5. The method according to claim 1, characterized in that, Also includes: Determine whether the anti-drag torque has reached the preset torque value; If so, output the motor overspeed level 1 fault; If not, the reverse torque is output to the motor to control the motor torque.

6. The method according to claim 1, characterized in that, Also includes: After determining that the motor speed in the speed information is greater than the preset speed, the motor torque at the current moment is obtained; Determine whether the motor torque is greater than the first value; If not, then perform the step of processing the speed information and the overspeed prevention torque adjustment coefficient at the current moment to obtain the anti-drag torque at the current moment; If so, the motor is processed based on the slope of the motor peak torque at a preset multiple.

7. The method according to claim 1, characterized in that, Also includes: When the rate of change of the motor's speed at the current moment is detected to be less than the rate of change of the motor's speed at the previous moment, the current torque of the motor is maintained.

8. A motor control device, characterized in that, The device includes: The acquisition unit is used to acquire the current motor speed information when it is determined that the vehicle is in the first operating condition; The judgment unit is used to determine whether the motor speed in the speed information is greater than a preset speed, wherein the preset speed is obtained by processing based on the peak speed of the motor; The processing unit is configured to, if so, trigger a first overspeed control strategy to obtain the anti-drag torque at the current moment by processing the speed information and the anti-overspeed torque adjustment coefficient at the current moment, and output the anti-drag torque to the motor to control the motor torque, wherein the anti-drag torque adjustment coefficient is processed based on the speed information and the anti-drag torque at the previous moment; when it is detected that the speed change rate of the motor at the current moment is greater than or equal to the speed change rate at the previous moment, the anti-drag torque at the current moment is used as the anti-drag torque at the previous moment, and the unit returns to execute the processing based on the speed information and the anti-overspeed torque adjustment coefficient at the current moment to obtain the anti-drag torque at the current moment.

9. An electronic device, characterized in that, The electronic device is used to run a program, wherein the program executes the motor control method as described in any one of claims 1-7.

10. A vehicle, characterized in that, The electronic device includes the one described in claim 9, which is used to perform the motor control method described in any one of claims 1-7.

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