Motor control method and device, medium and vehicle

Abstract

The invention provides a motor control method and device, a medium and a vehicle. The method comprises the steps of obtaining target information of the vehicle; the target information comprises at least one of the following items: state information of the vehicle; a degree of acceptance of NVH by a driver of the vehicle; occupant information of the vehicle; according to the target information, a first NVH value of the vehicle is determined, and the first NVH value is used for representing an NVH value generated when the vehicle starts dynamic motor driving control prediction under the target information; and according to the first NVH value, whether dynamic motor driving control is started or not is determined. According to the embodiment of the invention, the starting time of the dynamic motor drive control can be accurately determined, and the control accuracy of the dynamic motor drive control is improved.

Description

Technical Field

[0001] The present application relates to the technical field of vehicles, and particularly to a motor control method, device, medium and vehicle. Background Art

[0002] With the continuous development of electric vehicle technology, dynamic motor drive control has become one of the key technologies to improve the operating efficiency of motors and thus increase the driving range of vehicles. Its core principle is to accurately regulate the operating parameters of the motor, including current, voltage and frequency, etc., so that the motor intermittently outputs torque in the form of pulses, thereby making the motor work near the highest efficiency curve as much as possible.

[0003] In the dynamic motor drive control method in the related art, when deciding whether to enable dynamic motor drive control, the operating efficiency of the motor is often simply used as the only measurement criterion. This one-sidedness makes it difficult for the dynamic motor drive control method in the related art to accurately judge when it is most appropriate to start dynamic motor drive control in the actual operating scenario of the vehicle, resulting in low control accuracy of the dynamic motor drive control method. Summary of the Invention

[0004] A motor control method, device, medium and vehicle provided by the present application can accurately determine the starting time of dynamic motor drive control and improve the control accuracy of dynamic motor drive control.

[0005] In a first aspect, an embodiment of the present application provides a motor control method, which is applied to a vehicle, and the method includes:

[0006] Obtain the target information of the vehicle; the target information includes at least one of the following: the state information of the vehicle; the acceptance degree of the vehicle driver for NVH; the passenger information of the vehicle;

[0007] According to the target information, determine the first NVH value of the vehicle, where the first NVH value is used to characterize the NVH value expected to be generated when starting dynamic motor drive control under the target information;

[0008] According to the first NVH value, determine whether to start dynamic motor drive control.

[0009] In a second aspect, the present application provides a motor control device, which is applied to a vehicle, and the device includes:

[0010] An obtaining module, configured to obtain the target information of the vehicle; the target information includes at least one of the following: the state information of the vehicle; the acceptance degree of the vehicle driver for NVH; the passenger information of the vehicle;

[0011] The first determination module is configured to determine a first NVH value of the vehicle according to target information, where the first NVH value is used to characterize the NVH value that is expected to be generated when the dynamic motor drive control is started under the target information;

[0012] The second determination module is configured to determine whether to start the dynamic motor drive control according to the first NVH value.

[0013] In a third aspect, an embodiment of the present application provides an electronic device, which includes: a processor and a memory storing computer program instructions;

[0014] When the processor executes the computer program instructions, the motor control method in any one of the embodiments in the first aspect is implemented.

[0015] In a fourth aspect, an embodiment of the present application provides a computer storage medium, on which computer program instructions are stored, and when the computer program instructions are executed by a processor, the motor control method in any one of the embodiments in the first aspect is implemented.

[0016] In a fifth aspect, an embodiment of the present application provides a computer program product, and when the instructions in the computer program product are executed by a processor of an electronic device, the electronic device is caused to execute and implement the motor control method in any one of the above-mentioned first aspects.

[0017] In a sixth aspect, an embodiment of the present application further provides a vehicle, which includes at least one of the following:

[0018] The motor control device as in the second aspect;

[0019] The electronic device as in the third aspect;

[0020] The computer-readable storage medium as in the fourth aspect.

[0021] In a motor control method, device, medium and vehicle provided by an embodiment of the present application, target information is first obtained, and the target information includes at least one of vehicle state information, the driver's acceptance degree of NVH of the vehicle, and vehicle occupant information. Subsequently, through this rich target information, the first NVH value that is expected to be generated when the dynamic motor drive control is started under the current target information can be accurately determined, and this first NVH value comprehensively reflects the influence of various factors. Based on this, whether to start the dynamic motor drive control is determined according to the first NVH value, avoiding the one-sidedness of making a decision only based on a single motor operation efficiency, so that the starting time of the dynamic motor drive control can be accurately determined, and the control accuracy of the dynamic motor drive control is greatly improved. Description of the Drawings

[0022] To more clearly illustrate the technical solutions of the embodiments of the present application, the following will briefly introduce the drawings required for use in the embodiments of the present application. For those of ordinary skill in the art, without creative efforts, other drawings can also be obtained based on these drawings.

[0023] Figure 1 is one of the schematic flowcharts of the motor control method provided by the embodiments of the present application;

[0024] Figure 2 is the second schematic flowchart of the motor control method provided by the embodiments of the present application;

[0025] Figure 3 is the schematic principle diagram of the motor control method provided by the embodiments of the present application;

[0026] Figure 4 is the third schematic flowchart of the motor control method provided by the embodiments of the present application;

[0027] Figure 5 is the schematic structural diagram of a motor control system provided by the embodiments of the present application;

[0028] Figure 6 is the schematic structural diagram of a motor control device provided by the embodiments of the present application;

[0029] Figure 7 is the schematic structural diagram of an electronic device provided by the embodiments of the present application. Detailed implementation manners

[0030] In order to be able to more clearly understand the above-mentioned objects, features, and advantages of the present disclosure, the following will further describe the solutions of the present disclosure. It should be noted that, without conflict, the embodiments of the present disclosure and the features in the embodiments can be combined with each other.

[0031] Many specific details are set forth in the following description in order to fully understand the present disclosure, but the present disclosure can also be implemented in other ways different from those described herein; obviously, the embodiments in the specification are only a part of the embodiments of the present disclosure, rather than all of the embodiments.

[0032] It should be noted that in this article, relational terms such as "first" and "second" are only used to distinguish one entity or operation from another entity or operation, and do not necessarily require or imply any actual relationship or order between these entities or operations. Moreover, the term "comprising" or any other variant thereof is intended to cover non-exclusive inclusion, such that a process, method, article, or device comprising a series of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such process, method, article, or device. Without further limitation, an element defined by the statement "comprising one..." does not exclude the presence of additional identical elements in the process, method, article, or device comprising the element.

[0033] First, the nouns involved in this application are explained:

[0034] Noise, Vibration and Harshness (NVH): It is an important indicator to measure the comfort and quality of products such as vehicles. Noise mainly refers to various sounds generated during the operation of a vehicle, such as engine noise, wind noise, tire noise, etc. These sounds will interfere with the hearing of the driver and passengers, affecting their comfort and driving experience.

[0035] Vibration refers to the mechanical vibrations generated by various components of a vehicle during operation, such as engine vibration, drive shaft vibration, etc. Vibration not only affects the handling stability of the vehicle but may also cause fatigue damage to components and reduce the service life of the vehicle.

[0036] Harshness refers to the subjective feeling of vehicle quality by the driver and passengers caused by vibration and noise. It not only involves the physical characteristics of sound and vibration but also includes the psychological and physiological reactions of people to these phenomena. For example, vibrations or noises at certain frequencies may make people feel irritable, uncomfortable, or even cause motion sickness and other phenomena.

[0037] To solve the problems existing in the related art, the embodiments of this application provide a motor control method, device, medium, and vehicle.

[0038] The embodiments of this application provide a motor control method, device, medium, and vehicle. First, the motor control method provided by the embodiments of this application is introduced as follows. As Figure 1 shown, this method is applied to a vehicle, and the method specifically includes the following steps:

[0039] S100, obtain the target information of the vehicle; the target information includes at least one of the following: the status information of the vehicle; the driver's acceptance degree of NVH of the vehicle; the passenger information of the vehicle.

[0040] Optionally, in the embodiments of the present application, the target information refers to the information used to guide whether the vehicle starts dynamic motor drive control. The state information of the vehicle refers to the current operating state of the vehicle, which may include the driving speed, acceleration, driving mode (such as economy mode, sports mode, etc.), and current driving environment (such as road conditions, weather conditions, etc.) of the vehicle. These state information helps to understand the real-time state of the vehicle.

[0041] Optionally, the acceptance degree of the vehicle driver to NVH refers to the personal preference or tolerance of the driver to NVH. Different drivers have different feelings and acceptance degrees to NVH. Some may be more sensitive to noise, while some may be more sensitive to vibration. The passenger information of the vehicle involves the number, position, weight, etc. of the passengers in the vehicle. It should be noted that the passengers referred to here do not include the driver.

[0042] Optionally, in a feasible implementation manner of the present application, for the state information of the vehicle, the electronic control unit of the vehicle can collect data from various sensors in real time. For example, the current driving speed of the vehicle can be accurately obtained through a speed sensor; the gear position sensor can feedback the current gear position of the vehicle. Different gear positions mean different transmission ratios and load conditions, which have an important impact on the operating characteristics of the motor. At the same time, sensors such as acceleration sensors can determine whether the vehicle is in an accelerating, decelerating or constant-speed driving state, and slope sensors can know whether the vehicle is in special road conditions such as climbing or descending slopes. These information together constitute the comprehensive state information of the vehicle.

[0043] Regarding the acceptance degree of the vehicle driver to NVH, on the one hand, a dedicated preference setting interface can be set in the vehicle's in-vehicle system. During the initial use or daily driving process, the driver can select the acceptance degree level of NVH by himself, such as being divided into three levels: high, medium, and low. Each level corresponds to a different NVH tolerance range to reflect personal subjective preferences. On the other hand, when the vehicle detects a potential opportunity that may be suitable for starting dynamic motor drive control, the voice interaction system actively asks the driver whether he accepts the possible NVH changes at this time, and shows the approximate changes in NVH before and after starting the control in the form of intuitive charts, simulation animations, etc. on the in-vehicle display screen, so that the driver can make a clear choice, and the vehicle thus records the corresponding subjective acceptance degree of the driver.

[0044] Regarding the acquisition of occupant information of a vehicle, if the vehicle is equipped with advanced monitoring devices such as cameras, it can directly identify the number, location, and approximate weight range of passengers (excluding the driver) inside the vehicle. If there are no such precise monitoring devices, the pressure sensors on the seats can be used to count the number of occupants by the change in pressure values, and based on the pressure distribution of different seats, roughly infer the load distribution inside the vehicle, thereby providing a basis for subsequent judgment of the impact on NVH and whether to activate the dynamic motor drive control. Through these specific implementation methods, the target information of the vehicle can be obtained comprehensively and accurately, laying a foundation for the subsequent steps.

[0045] S200. According to the target information, determine the first NVH value of the vehicle, where the first NVH value is used to characterize the NVH value expected to be generated when the dynamic motor drive control is activated under the target information.

[0046] Optionally, in the embodiments of the present application, the first NVH value is a key estimation index, which is calculated or evaluated based on the vehicle target information obtained in S100. Specifically, the first NVH value comprehensively considers the target information to estimate the NVH value that the vehicle will generate if the dynamic motor drive control is activated at this time. The first NVH value is not the actual NVH value that has been generated, but a forward-looking prediction value based on a comprehensive judgment of various factors.

[0047] Optionally, in a feasible implementation manner of the present application, the first NVH value can be determined based on big data and model analysis. The vehicle has pre-collected and stored a large amount of vehicle operation data, which covers the actual NVH performance after activating the dynamic motor drive control under different vehicle state information, various driver acceptance levels of NVH, and various combinations of occupant information. When the current target information is obtained, these real-time information are matched with the existing big data through intelligent algorithms and substituted into a trained and validated NVH prediction model. The model calculates and outputs the corresponding first NVH value according to the rules in the data and the correlation relationships between different factors.

[0048] In another feasible implementation manner of the present application, the first NVH value can also be determined by using physical modeling and simulation. Specifically, based on the physical parameters such as the mechanical structure, motor characteristics, and transmission system of the vehicle, an accurate vehicle dynamics model and an NVH analysis model are constructed. In the model, the obtained vehicle state information is combined with the driver's acceptance level of NVH and the vehicle load and balance situation reflected by the occupant information, and the process of activating the dynamic motor drive control is simulated. Through the calculation and analysis of the vibration, noise generation, and propagation mechanisms of each component in the model, the expected NVH value, that is, the first NVH value, is calculated.

[0049] In other embodiments, a method combining experimental calibration with real-time correction can also be adopted. During the vehicle R & D stage, for different typical working condition combinations, that is, different vehicle states, driver NVH acceptance levels, and occupant information combinations, a large number of on-road tests are carried out. The actual NVH data after starting the dynamic motor drive control is recorded and organized into a calibration table. During actual vehicle operation, first, the calibration table is searched according to the current target information to obtain an initial NVH prediction reference value. Subsequently, according to the real-time subtle changes of the vehicle, such as the temporary change of the road surface bumpiness, etc., the reference value is corrected in real time through the additional information fed back by the sensor, and finally, the accurate first NVH value is determined.

[0050] Through these methods, the first NVH value can be accurately determined based on the target information, providing strong support for the subsequent reasonable decision on whether to start the dynamic motor drive control.

[0051] S300. Determine whether to start the dynamic motor drive control according to the first NVH value.

[0052] Optionally, in a feasible implementation manner of this application, the vehicle can preset the acceptable NVH threshold ranges under different driving scenarios and different working conditions. The setting of this threshold range comprehensively considers various factors such as the vehicle design standard, the comfort feelings of most passengers and drivers, and the balance of the overall vehicle performance. When the first NVH value is obtained through S200, it is compared with the corresponding threshold range. For example, in the driving scenario of daily urban commuting, the set NVH threshold is relatively strict. If the calculated first NVH value is within this threshold range at this time, it indicates that the NVH impact generated after starting the dynamic motor drive control is within the acceptable range, then it can be decided to start; otherwise, if it exceeds the threshold, it will not be started temporarily to ensure the comfortable experience of the vehicle occupants.

[0053] A hierarchical decision-making method can also be adopted. The first NVH value is divided into different levels according to its magnitude, such as being divided into three levels: low, medium, and high. At the same time, combined with the current driving state of the vehicle, such as different working conditions like high-speed driving, climbing, accelerating and overtaking, different decision-making strategies corresponding to different levels are set. For example, when driving at high speed, if the first NVH value is at a low level, it means that the impact on NVH is extremely small, and at this time, the dynamic motor drive control can be started to improve the motor efficiency; if it is at a medium level, other factors such as whether the battery power is sufficient can be further comprehensively considered and then further judgment can be made; if it is at a high level, considering the possible poor driving experience and safety hazards caused by excessive NVH during high-speed driving, the choice is not to start.

[0054] In addition, the method of learning based on the feedback from the driver and passengers is also feasible. The vehicle can record the feedback information of the driver and passengers on the NVH experience before and after each start of the dynamic motor drive control, and continuously analyze the correlation between this feedback and the corresponding first NVH value through machine learning algorithms. With the accumulation of data, the vehicle can more intelligently decide whether to start the dynamic motor drive control based on the newly obtained first NVH value and the previously learned preferences of the driver and passengers. For example, if it is found that a certain driver has been satisfied with the driving experience under a similar first NVH value on multiple occasions, when a similar value appears again later, the system tends to turn on the control; otherwise, it does not, so as to continuously optimize the accuracy of the decision-making, better balance the relationship between motor efficiency improvement and driving comfort, and achieve a motor control strategy that better meets the actual needs.

[0055] In a motor control method provided by an embodiment of the present application, first, target information is obtained. The target information includes at least one of the vehicle's state information, the driver's acceptance of NVH of the vehicle, and the vehicle's occupant information. Subsequently, based on this rich target information, the first NVH value that the vehicle is expected to generate when starting the dynamic motor drive control under the current target information can be accurately determined. This first NVH value comprehensively reflects the influence of various factors. Based on this, it is then determined whether to start the dynamic motor drive control according to the first NVH value, avoiding the one-sidedness of making a decision solely based on a single motor operating efficiency, so as to accurately determine the opening time of the dynamic motor drive control and greatly improve the control accuracy of the dynamic motor drive control.

[0056] In one embodiment, the state information includes the driving speed and the vibration acceleration;

[0057] Determining the first NVH value of the vehicle according to the target information includes:

[0058] Obtaining a target noise value corresponding to the driving speed, where the target noise value is used to characterize the NVH value that the vehicle is expected to generate when starting the dynamic motor drive control at the driving speed;

[0059] Performing weighted summation on the target noise value and the vibration acceleration to obtain a basic NVH value;

[0060] Determining the first NVH value according to the basic NVH value.

[0061] Optionally, in the embodiments of the present application, the basic NVH value is a comprehensive NVH reference value obtained by weighted summation after considering two key factors: the driving speed factor and the current vibration acceleration value of the vehicle. The vibration acceleration of the vehicle can reflect the overall vibration state of the vehicle, and its magnitude has an important impact on the actual NVH experience. By adding the target noise value and the vibration acceleration according to a certain weight, the contributions of both the noise value and the vibration state to NVH are comprehensively considered, thereby obtaining a more comprehensive basic NVH value that can better reflect the actual NVH situation of the vehicle at present. This basic NVH value provides an important intermediate data basis for further determining the first NVH value and can help more accurately evaluate the NVH performance of the vehicle after starting the dynamic motor drive control in the current state.

[0062] Optionally, in a specific implementation manner of the present application, for the step of obtaining the target noise value corresponding to the driving speed, a large number of noise values after starting the dynamic motor drive control at different driving speeds are pre-stored in the vehicle. These data are obtained through numerous real-vehicle tests and simulation analyses based on the vehicle physical model during the vehicle R & D stage. When the driving speed of the current vehicle is obtained, the vehicle will search for the matching noise value in the database or calculate it through a built-in mathematical model based on speed and noise value, so as to obtain the target noise value corresponding to the driving speed.

[0063] In another way, the vehicle can also store NVH data after starting the dynamic motor drive control at different driving speeds. Since the NVH data covers the key element of the noise value, the noise value-related part can be separated from the overall NVH data through specific analysis methods, such as using algorithms such as filtering and feature extraction based on the differences in characteristics such as different frequency bands of each element, and then the target noise value corresponding to the corresponding driving speed can be determined.

[0064] Next, when obtaining the basic NVH value by weighted summation of the target noise value and the vibration acceleration value, it is necessary to first determine their respective weight coefficients. The setting of the weight coefficients can be comprehensively determined based on the overall design characteristics of the vehicle, past experimental verification, and the analysis of the importance of each influencing factor of NVH. For example, if it is found through a large number of tests that the influence of the driving speed on NVH is relatively large, the weight of the target noise value corresponding to the driving speed will be relatively high; while the vibration acceleration value reflects the immediate influence of the actual vibration state of the vehicle on NVH at present, and will also be given the corresponding weight according to its importance. After determining the weights, multiply the target noise value by its corresponding weight, then add the vibration acceleration multiplied by its weight, and the sum of the two is the basic NVH value, thus comprehensively considering the influence of speed and immediate vibration on NVH.

[0065] Finally, in the step of determining the first NVH value based on the basic NVH value, other target information such as the driver's acceptance of NVH and passenger information needs to be combined, and through further calculation adjustment or correction, the first NVH value that conforms to the actual situation is finally determined, providing an accurate basis for deciding whether to start the dynamic motor drive control subsequently.

[0066] In these alternative embodiments, by obtaining the target noise value corresponding to the driving speed and performing a weighted sum of it with the vibration acceleration, the basic NVH value is obtained, comprehensively considering the influence of speed and vibration, making the NVH evaluation more comprehensive. Finally, the first NVH value is determined based on the basic NVH value, and by combining the driver's acceptance of NVH, passenger information, etc. for further adjustment and correction, it is more in line with the actual situation, making the decision on whether to start the dynamic motor drive control more accurate and conducive to balancing the improvement of motor efficiency and ride comfort.

[0067] In one embodiment, the state information of the vehicle further includes at least one of the following: the driving mode of the vehicle, the vehicle load of the vehicle, and the road surface condition of the road on which the vehicle is traveling;

[0068] Determining the first NVH value according to the basic NVH value includes:

[0069] Obtaining a first coefficient corresponding to the driving mode, a second coefficient corresponding to the road surface condition, a third coefficient corresponding to the acceptance level, a fourth coefficient corresponding to the passenger information, and a fifth coefficient corresponding to the vehicle load;

[0070] Determining a target coefficient according to at least one of the first coefficient, the second coefficient, the third coefficient, the fourth coefficient, and the fifth coefficient;

[0071] Determining the product between the target coefficient and the basic NVH value as the first NVH value.

[0072] Optionally, in the embodiments of the present application, the driving mode of the vehicle refers to the current driving mode of the vehicle, and the driving mode can be an economy mode, a comfort mode, a sport mode, etc. Under different driving modes, the power output characteristics, energy recovery strategies, and control methods of the motor of the vehicle will vary, thereby affecting the NVH performance of the vehicle when starting the dynamic motor drive control.

[0073] The vehicle load is the weight situation carried by the vehicle, including the total weight of the passengers and goods in the vehicle.

[0074] The road surface condition of the road on which the vehicle travels covers whether the road surface is a flat asphalt road, a cement road, or a bumpy gravel road, potholed road, etc. Under different road surface conditions, the vibration and bumpiness levels of the vehicle during driving are different, which will directly affect the overall NVH level of the vehicle.

[0075] Optionally, in a specific implementation manner of this application, in the step of obtaining the first coefficient corresponding to the driving mode, the second coefficient corresponding to the road surface condition, the third coefficient corresponding to the driver's acceptance of NVH, the fourth coefficient corresponding to the occupant information, and the fifth coefficient corresponding to the vehicle load, it is necessary to rely on a large number of calibration tests and combine the actual situation to determine the specific values of each coefficient.

[0076] For the first coefficient corresponding to the driving mode, different driving modes have different power output characteristics and control logics for the motor, which will affect the NVH performance. For example, the sport mode tends to pursue strong power output, which often makes the vehicle generate relatively higher NVH. Exemplarily, the first coefficient in the sport mode can be set to 1.2; the economy mode pays more attention to energy consumption optimization, and the NVH is relatively stable, and the first coefficient can be set to 1.1; the comfort mode focuses on the ride comfort, and the corresponding first coefficient can be set to 1. However, it should be noted that these values are only exemplary explanations for easy understanding, and in practice, the specific values should be accurately determined through a large number of tests based on the specific power system, tuning conditions, etc. of the vehicle.

[0077] The acquisition of the second coefficient corresponding to the road surface condition also requires careful calibration tests. Select a standard road surface (such as a specific test road with high flatness and stable friction coefficient) as the benchmark and set its coefficient to 1. Then, conduct vehicle driving tests on different types of road surfaces. When the dynamic motor drive control is turned on, measure the change in the NVH value perceived in the cab. If it is a bumpy road surface, since it will bring more vibrations and noises, the second coefficient can be set to 1.3; for a severely bumpy road surface, the impact on NVH is more significant, and the second coefficient can be set to 1.5, etc.

[0078] The third coefficient corresponding to the driver's acceptance of NVH can be determined by setting up questionnaires, voice feedback in the vehicle, or based on the actual acceptance feedback of the driver to different NVH levels during daily driving. Set a range, for example, 0.8 - 1.2. If the driver often indicates being more sensitive to NVH and rarely accepts the slight increase in NVH caused by turning on the dynamic motor drive control, then its third coefficient can be biased towards 0.8; on the contrary, if the driver is not very sensitive to NVH and pays more attention to motor efficiency improvement and can accept the increase in NVH, then the third coefficient can be close to 1.2.

[0079] The fourth coefficient corresponding to the occupant information. It can be set that the fourth coefficient is 1 when there is initially one person. For each additional ordinary adult, considering the overall ride comfort and the change in the perception of NVH, after verification through real vehicle tests, it is determined that the coefficient decreases by 0.02; for each additional elderly person or child, since this type of population is more sensitive to NVH, the coefficient decrease is greater, set to 0.05.

[0080] The fifth coefficient corresponding to the vehicle load is first determined to be 1 when the vehicle is unloaded, and the coefficient change is set according to certain rules. For example, for every additional 100 kg of load weight, based on the NVH changes of the vehicle suspension, power system, etc. after being loaded and the actual vehicle test results, the coefficient is determined to decrease by 0.05. It should be noted that the above specific values are for reference only and should be adjusted according to the actual road conditions and vehicle measured data.

[0081] Next, based on at least one of the above first coefficient, second coefficient, third coefficient, fourth coefficient, and fifth coefficient, the target coefficient is determined. Here, according to the actual usage scenarios and requirements of the vehicle, some coefficients can be flexibly selected to determine the target coefficient, rather than necessarily selecting all the coefficients. For example, if the vehicle is currently driving on a relatively stable urban road and the comfort of the passengers has been fully considered through other means, at this time, perhaps only the impacts of the driving mode and vehicle load on NVH are mainly considered. Then, the target coefficient can be determined through a reasonable calculation method based on the coefficients corresponding to these two factors, such as directly multiplying or calculating after weight distribution (assuming only these two factors are considered, the target coefficient Z = a * e, where a is the first coefficient corresponding to the driving mode and e is the fifth coefficient corresponding to the vehicle load. Of course, if a more comprehensive and accurate NVH prediction is desired and there are large uncertainties and impacts in all aspects, then all the coefficients can be selected, and the target coefficient can be determined according to a more complex model such as Z = a * b * c * d * e, or other proven and effective algorithms, depending on the design of the vehicle control system and the analysis of each factor.

[0082] Finally, multiply the target coefficient Z by the previously obtained basic NVH value, that is, determine the first NVH value according to the formula First NVH value = Z * Basic NVH value.

[0083] In these alternative embodiments, when calculating the first NVH value, the impacts of various factors such as driving mode, road conditions, driver acceptance, occupant information, and vehicle load on the NVH performance after starting the dynamic motor drive control of the vehicle are fully considered, so as to obtain a first NVH value that is more in line with the actual situation, providing a reliable basis for accurately judging whether to start the dynamic motor drive control later, ensuring the improvement of motor operation efficiency while guaranteeing a good comfort experience for the passengers in the vehicle.

[0084] In one embodiment, obtaining the target noise value corresponding to the driving speed includes:

[0085] Obtain at least two sets of test data. Each set of test data includes the noise value generated by the motor of the vehicle when the dynamic motor drive control is turned on under the test information; and the noise value of the vehicle when the dynamic motor drive control is not turned on under the test information. The test information includes the test driving speed of the vehicle, the test vehicle load, and the test road surface condition of the test driving road surface of the vehicle;

[0086] Determine the corresponding relationship according to at least two sets of test data;

[0087] Determine the target noise value corresponding to the driving speed according to the corresponding relationship.

[0088] Optionally, in the embodiment of the present application, each set of test data includes the noise value generated by the vehicle motor when the dynamic motor drive control is turned on under the test information; and the noise value of the vehicle when the dynamic motor drive control is not turned on under the same test information. The test information here covers the test driving speed of the vehicle, the test vehicle load, and the test road surface condition of the test driving road surface. These test data record the noise value performance under the combined action of various conditions including the motor factor from the perspective of the overall vehicle, providing a comprehensive data basis for subsequent determination of the corresponding relationship between the driving speed and the noise value.

[0089] Optionally, in a specific implementation manner of the present application, first obtain at least two sets of test data. During the vehicle R & D stage, various test scenarios need to be designed. For the test driving speed, it covers various speed conditions from low-speed driving on urban roads to high-speed driving on highways; for the test vehicle load, various states such as no load, half load with different numbers of passengers and different cargo weights, and full load are simulated; the test driving road surface includes various types such as flat asphalt road surface, bumpy cement road surface, and complex unpaved gravel road surface. Under each set of test information, measure the noise value generated by the vehicle motor when the dynamic motor drive control is turned on, and the noise value of the vehicle when the dynamic motor drive control is not turned on respectively. These data can be obtained by arranging high-precision noise sensors at key positions in the vehicle, providing basic data for subsequent analysis.

[0090] Then determine the corresponding relationship according to at least two sets of test data. This corresponding relationship has various forms of expression. For example, the corresponding relationship can be a functional formula, a corresponding relationship table, and a machine model.

[0091] Specifically, if the correspondence is functional, mathematical analysis and modeling can be performed on a large number of test data. For example, statistical methods such as multiple regression analysis can be used. Taking the test driving speed, test vehicle load, and test road conditions as independent variables, and the noise value generated by the motor when the dynamic motor drive control is started and the noise value generated by the vehicle when the dynamic motor drive control is not started as dependent variables, a function expression that can accurately describe the quantitative relationship between them is constructed. For example, function relationships such as "motor noise value = f(driving speed, vehicle load, road conditions)" and "vehicle noise value = g(driving speed, vehicle load, road conditions)" may be obtained, where f and g are specific operation relationships obtained through data fitting.

[0092] If the correspondence is a correspondence table. Information such as different test driving speeds, test vehicle loads, test road conditions, and the corresponding noise value generated by the motor when the dynamic motor drive control is started and the noise value generated by the vehicle when the dynamic motor drive control is not started can be organized into a clear table form. Classified and listed according to different speed ranges, load levels, road types, etc. In actual applications, by searching for the row or column in the table that matches the actual driving conditions of the current vehicle, the corresponding noise value can be quickly obtained.

[0093] If the correspondence is a machine model. Machine learning algorithms, such as neural network algorithms, can be used. The collected test data is used as training samples, and feature data such as test driving speed, test vehicle load, and test road conditions are input into the model, and the corresponding noise value is used as the target output for training. After repeated iterative optimization, a machine model that can accurately predict and output the corresponding noise value according to the input information such as driving speed, load, and road conditions is constructed. Finally, according to the determined correspondence, the target noise value corresponding to the driving speed is determined. These target noise values can be used to evaluate the noise condition of the vehicle, and thus provide an important reference basis for whether to start the dynamic motor drive control.

[0094] Optionally, in another implementation, it can also be by collecting the NVH values generated by the vehicle motor when the dynamic motor drive control is started under different test information; and the NVH values generated by the vehicle when the dynamic motor drive control is not started under the same test information, so as to construct the correspondence between different test information and different NVH values. Subsequently, the NVH value corresponding to the driving speed can be obtained through the correspondence, and then the target noise value can be determined from the NVH value corresponding to the driving speed.

[0095] In these optionally implemented embodiments, by obtaining multiple sets of test data including different test driving speeds, vehicle loads, and road conditions, the noise values of the vehicle under various working conditions can be comprehensively reflected. The determined corresponding relationship can accurately estimate the target noise values corresponding to different driving speeds, providing a key basis for the dynamic motor drive control decision of the vehicle.

[0096] In one embodiment, determining whether to activate the dynamic motor drive control according to the first NVH value includes at least one of the following:

[0097] When the first NVH value is less than the first threshold, it is determined to activate the dynamic motor drive control;

[0098] When the target difference is less than the second threshold, it is determined to activate the dynamic motor drive control, where the target difference is the difference between the first NVH value and the second NVH value, and the second NVH value is used to characterize the NVH value that the vehicle is expected to generate without activating the dynamic motor drive control under the target information;

[0099] Among them, the first threshold and the second threshold are determined according to the status information and the occupant information.

[0100] Optionally, in a specific implementation manner of the present application, the first NVH value is compared with the first threshold. If the first NVH value is less than the first threshold, it indicates that the NVH generated by activating the dynamic motor drive control under the current conditions is within an acceptable range. Therefore, it is determined to activate the dynamic motor drive control to improve performance such as motor efficiency. It should be noted that this first threshold is not fixed, but is dynamically determined according to the current status information of the vehicle and the occupant information. For example, when the vehicle is driving at a high speed and is fully loaded with a poor road condition, considering that the sensitivity of the passengers to NVH may be relatively low, the first threshold set at this time will be relatively loose; on the contrary, when driving at a low speed in the city with fewer occupants in the vehicle and a flat road surface, the first threshold will be relatively strict.

[0101] On the other hand, the target difference can also be calculated, that is, the difference between the first NVH value and the second NVH value. The second NVH value is the NVH value that the vehicle is expected to generate without activating the dynamic motor drive control under the same target information. This difference represents the degree of deterioration of NVH after activating the dynamic motor drive control. Similarly, this target difference is compared with the second threshold, and the second threshold is also determined according to the status information and the occupant information of the vehicle. If the target difference is less than the second threshold, it means that the degree of deterioration of NVH caused by activating the dynamic motor drive control is small or there is no deterioration, which is within an acceptable range. At this time, it will also be determined to activate the dynamic motor drive control.

[0102] Optionally, in a feasible implementation manner of this application, the first NVH may be determined first through a model. For example, using the model: Y = (α * N + β * V) * a * b * c * d * e, where Y represents the first NVH value, α is the weight coefficient corresponding to the basic NVH value, β is the weight coefficient corresponding to the vibration acceleration, α and β satisfy α + β = 1, N is the basic NVH value, and V is the vibration acceleration. a is the first coefficient, b is the second coefficient, c is the third coefficient, d is the fourth coefficient, and e is the fifth coefficient. In some embodiments, the determination of the first threshold may be calculated by defaulting the fourth coefficient corresponding to the driver's subjective acceptance to 1.

[0103] In these alternative embodiments, the actual operating conditions of the vehicle and the personnel situation are fully considered to avoid the deterioration of NVH performance due to the activation of control, which may affect the driving experience. At the same time, it can be activated in a timely manner within the acceptable range of NVH to improve the motor efficiency, thereby achieving a good balance between the vehicle's dynamic performance and comfort, and enhancing the stability and adaptability of the overall vehicle operation.

[0104] In one embodiment, the vehicle includes at least two types of dynamic motor drive controls;

[0105] After determining whether to activate the dynamic motor drive control according to the first NVH value, the method further includes:

[0106] In the case of determining to activate the dynamic motor drive control, determine the target type of the activated dynamic motor drive control according to the current back electromotive force of the motor of the vehicle; the target type is one of at least two types;

[0107] Activate the dynamic motor drive control of the target type.

[0108] In these alternative embodiments, the vehicle is equipped with at least two types of dynamic motor drive controls, which can adapt to more working conditions. After determining that the dynamic motor drive control can be activated, the target type is determined according to the current back electromotive force of the motor, fully considering the real-time operating state of the motor. In this way, the most suitable drive control method for the current vehicle state can be selected, enabling the motor to work in a more efficient and stable mode, which can not only improve the energy utilization efficiency and reduce unnecessary energy losses, but also further optimize the NVH performance of the vehicle, thereby providing a more comfortable experience for the passengers.

[0109] In one embodiment, determining the target type of the activated dynamic motor drive control according to the current back electromotive force of the motor of the vehicle includes:

[0110] In the case where the current back electromotive force is less than the current bus voltage of the battery of the vehicle, determine that the target type is the first type;

[0111] When the current back electromotive force is greater than or equal to the current bus voltage, determine that the target type is the second type;

[0112] Among them, the lower limit value of pulse control under the dynamic motor drive control of the first type is greater than or equal to 0 Newton-meter (N·m); in the second type, the output torque of the motor continuously remains 0 N·m.

[0113] Optionally, in a feasible implementation manner of this application, after determining to start the dynamic motor drive control, determine the target type according to the current back electromotive force of the vehicle motor. First, obtain two key parameters: the current back electromotive force of the vehicle motor at this time and the current bus voltage of the vehicle battery.

[0114] When comparing these two parameters, if it is found that the current back electromotive force is less than the current bus voltage of the vehicle battery, then determine that the target type is the first type. The first type can be understood as a conventional dynamic motor drive control type. Under the first type, the motor can output pulse torque with a suitable lower limit value of pulse control (this lower limit value is greater than or equal to 0 N·m), just like in the normal working state, and drive the vehicle through reasonable torque output, so that the vehicle can effectively utilize the motor power in the normal running state, while ensuring that the NVH performance of the vehicle is within a reasonable range.

[0115] If the current back electromotive force is greater than or equal to the current bus voltage, determine that the target type is the second type. The second type can be regarded as a special control type. In this case, the output torque of the motor continuously remains 0 N·m. This is because the motor speed is too high, and the generated back electromotive force is too large, which has reached or exceeded the battery bus voltage. At this time, making the motor output torque of 0 N·m can avoid potential safety problems, such as energy backflow and other situations, and this control method is also designed based on considering the overall performance and safety of the vehicle to adapt to special motor working states.

[0116] Finally, start the dynamic motor drive control of the determined target type, and let the motor operate in the way that is most suitable for the current motor state.

[0117] In these optional embodiments, by comparing the current back electromotive force of the motor with the current bus voltage of the vehicle battery, accurately determine the target type of the dynamic motor drive control. When the back electromotive force is less than the bus voltage, the first type is adopted, which can enable the motor to normally output torque, ensure the efficient and stable operation of the vehicle, and maintain good NVH performance. For the second type when the back electromotive force is greater than or equal to the bus voltage, the motor output torque is 0 N·m, which can avoid abnormal current impact and energy backflow, protect the motor and battery, extend the equipment life, improve the running safety and reliability of the vehicle, and optimize the overall performance of the motor.

[0118] In one embodiment, a vehicle includes a first type of dynamic motor drive control, and the first type of dynamic motor drive control includes at least two control strategies; the lower limit value of the pulse control of the motor under the first type of dynamic motor drive control is greater than or equal to 0 N·m;

[0119] The method further includes:

[0120] When it is determined to activate the first type of dynamic motor drive control, according to the target information, determine the target control strategy among at least two control strategies;

[0121] Based on the target control strategy, activate the first type of dynamic motor drive control.

[0122] Optionally, in a feasible implementation manner of the present application, first, the vehicle has pre-set the first type of dynamic motor drive control, which covers at least two control strategies, and the lower limit value of the pulse control of the motor under this first type is greater than or equal to 0 N·m. After it is determined to activate the first type of dynamic motor drive control, the target control strategy is determined according to the target information. The target information includes various factors such as the driving speed of the vehicle, the vehicle load, and the road surface conditions during driving.

[0123] Specifically, adjust the key parameters of the motor such as the pulse amplitude, frequency, and duty cycle, and find the parameter combination with the optimal efficiency within the acceptable range of NVH under the same working condition among numerous parameter combinations, and determine the optimal control strategy under this working condition. Exemplarily, assume there are control strategy A and control strategy B. Control strategy A can achieve efficient operation in some speed and load intervals but has a slightly higher NVH, while strategy B has a better NVH performance but a slightly lower efficiency under the same working condition. By analyzing the target information, judge what kind of working condition the vehicle is currently in, whether it is driving at a high speed with a light load, or climbing a slope at a low speed with a large load, etc., and then comprehensively weigh the efficiency and NVH performance of different strategies under these working conditions, select the target control strategy that best meets the current working condition requirements, and finally, based on this target control strategy, accurately activate the first type of dynamic motor drive control, so as to achieve an efficient, stable and low-NVH operating state of the vehicle under different working conditions.

[0124] In these optional embodiments, after it is determined to activate the first type of control, the target control strategy is selected according to the target information and then the first type of dynamic motor drive control is activated. In this way, according to the actual working condition of the vehicle, the performance advantages of the motor can be fully utilized, the operating efficiency can be improved, and the overall driving experience can be enhanced.

[0125] In one embodiment, obtaining the target information of the vehicle includes:

[0126] Obtain the current motor parameters of the motor of the vehicle, and the current motor parameters include the current speed and the current required torque of the motor;

[0127] Obtain the first motor operating efficiency and the second motor operating efficiency of the motor under the current motor parameters. The first motor operating efficiency is the operating efficiency of the motor when starting dynamic motor drive control based on the current motor parameters; the second motor operating efficiency is the operating efficiency of the motor when starting continuous motor drive control based on the current motor parameters.

[0128] In the case where the first motor operating efficiency is greater than the second motor operating efficiency, obtain the target information.

[0129] Optionally, in a feasible implementation manner of the present application, first, obtain the current motor parameters of the vehicle motor through the corresponding sensors equipped on the vehicle. The current speed of the motor can be accurately measured by a speed sensor, and at the same time, rely on devices such as torque sensors to obtain the current required torque of the motor, so as to clarify the specific working state parameter situation of the current motor.

[0130] Next, based on the obtained current speed and current required torque parameters, calculate the operating efficiency of the motor under two different drive control methods respectively. For the first motor operating efficiency, on the basis of keeping the current motor parameters unchanged, start the dynamic motor drive control, and with the help of the efficiency calculation module or related algorithms built in the motor control system, calculate its operating efficiency according to the power consumption, output power and other data of the motor at this time. For the second motor operating efficiency, under the same current motor parameter conditions, start the continuous motor drive control, and also obtain the operating efficiency of the motor in this drive control mode through the corresponding monitoring data and the established efficiency calculation logic.

[0131] Finally, compare the calculated first motor operating efficiency and the second motor operating efficiency. If the first motor operating efficiency is greater than the second motor operating efficiency, it means that under the working conditions corresponding to the current motor parameters, the dynamic motor drive control can make the motor have better performance, and the vehicle has the condition to start the dynamic motor drive control. At this time, further obtain the target information.

[0132] In these optional embodiments, by obtaining the current speed and required torque of the motor, comparing the operating efficiencies of the dynamic motor drive control and the continuous motor drive control under the same parameters. When the dynamic motor drive control efficiency is higher, then obtain the target information, which can accurately screen out the situations suitable for using the dynamic motor drive control and avoid unnecessary energy consumption.

[0133] It should be noted that the various optional implementation manners introduced in the embodiments of the present application can be combined with each other or implemented separately without conflict. The embodiments of the present application do not make any limitations in this regard.

[0134] To facilitate the understanding of the motor control method provided in the above embodiments, the above motor control method will be described below with a specific scenario example.

[0135] As Figure 2 shown, in a complete embodiment, the motor control method may include the following steps:

[0136] S1. Determine the operating range of dynamic motor drive control. The prerequisite for performing dynamic motor drive control is to improve the operating efficiency of the motor. Only when the efficiency of dynamic motor drive control is higher than that of continuous operation control and dynamic motor drive control can provide the required torque at this speed, can dynamic motor drive control be started. Therefore, it is necessary to test the motor operating efficiency when starting dynamic motor drive control under different speeds and required torque conditions, and compare it with the continuous operation control efficiency under the corresponding working conditions to determine the operating range of dynamic motor drive control.

[0137] S2. Determine the NVH generated by dynamic motor drive control. Specifically, it is the NVH generated by the motor when starting dynamic motor drive control at different speeds and different loads, and this value can be measured through experiments.

[0138] S3. Collect the NVH performance of the vehicle when driving on different roads at different vehicle speeds under different loads. Specifically, it is the NVH performance of the vehicle when passing through paved roads and unpaved roads with different grades, road surface materials, and wetness levels at different vehicle speeds under different loads, and this value can be obtained through on-vehicle testing.

[0139] S4. Determine the impact of starting dynamic motor drive control on the overall NVH performance of the vehicle. It can be calculated through an empirical formula or obtained through on-vehicle testing. Among them, on-vehicle testing should test the NVH performance of the vehicle starting dynamic motor drive control when driving on different roads at different loads, different driving modes, and different vehicle speeds.

[0140] S5. Determine whether to start dynamic motor drive control. Under certain driving conditions, when dynamic motor drive control does not deteriorate the overall NVH performance of the vehicle or the deteriorated vehicle NVH performance is within an acceptable range, dynamic motor drive control can be started under this condition (equivalent to determining to start dynamic motor drive control when the first NVH value is less than the first threshold; determining to start dynamic motor drive control when the target value is less than the second threshold).

[0141] S6. Determine the type of activated dynamic motor drive control. When the back electromotive force of the motor is less than the bus voltage of the battery, conventional dynamic motor drive control is activated. When the back electromotive force of the motor is greater than the bus voltage of the battery, extended dynamic motor drive control is activated (equivalent to determining the target type as the first type when the current back electromotive force is less than the current bus voltage of the vehicle battery; determining the target type as the second type when the current back electromotive force is greater than or equal to the current bus voltage).

[0142] In step 1, when testing the operating efficiency of the dynamic motor drive control, the parameters of the dynamic motor drive control, namely the pulse amplitude, frequency, and duty cycle, should be adjusted to determine the parameter combination of the dynamic motor drive control strategy with the optimal efficiency within the acceptable range of NVH under the same working conditions.

[0143] Furthermore, in step 1, there are two strategies for the dynamic motor drive control, as Figure 3 shown. The average pulse torques of both Strategy 1 and Strategy 2 are Tn, but T1 is the torque at the speed corresponding to the optimal efficiency curve of the motor, T0 is 0 N·m (the motor enters the Standby state at this time), T2 is a torque slightly larger than T0, and T4 is a torque slightly smaller than T1. The efficiency and NVH performance of Strategy 1 and Strategy 2 under various working conditions should be comprehensively compared, and the better one should be taken as the optimal control strategy under the same working conditions.

[0144] Steps 1, 2, 3, and 4 are the steps carried out during vehicle R & D. The test results should be stored in the storage medium on the vehicle. During actual application, the driving conditions of the vehicle (i.e., the target information) are used as the input conditions to determine whether to activate the dynamic motor drive control.

[0145] In step 4, when evaluating the impact of the dynamic motor drive control on the overall NVH performance of the vehicle, when the vehicle is integrated with the NVH measurement function, the NVH performance of the vehicle can be directly obtained through the sensor, and the impact of the dynamic motor drive control can be directly evaluated through step 6 to determine the activation timing of NVH. When the vehicle is not integrated with the NVH measurement function, the data measured in steps 2, 3, and 4 are made into a look-up table. The road surface conditions of the vehicle are judged through the IMU sensor of the vehicle and the slip rate of the vehicle tires. Combining parameters such as the driving mode, load, and vehicle speed of the vehicle, the impact of activating the dynamic motor drive control on the NVH of the vehicle is determined through the look-up table, and then it can be evaluated whether to activate the dynamic motor drive control.

[0146] In addition, the data measured in Steps 2, 3, and 4 can be analyzed and fitted to obtain a calculation model or fitting formula for the deterioration degree of vehicle NVH caused by the starting dynamic motor drive control under different driving conditions (equivalent to determining the corresponding relationship based on at least two sets of test data). When applied, the vehicle driving conditions can be used as input, and the impact of the starting dynamic motor drive control on vehicle NVH at this time can be calculated through this model or formula (equivalent to determining the target noise value corresponding to the driving speed based on the corresponding relationship), and then it can be decided whether to start the dynamic motor drive control.

[0147] Whether the NVH performance of the vehicle deteriorated by the dynamic motor drive control in Step 5 is within an acceptable range, one factor to consider is the current driving mode of the vehicle. Under different driving modes, the acceptance degree of the vehicle's NVH performance is different. For example, when the vehicle is in the sport mode, a higher NVH is allowed; in the comfort mode, the NVH performance of the vehicle should not be deteriorated; in the economy mode, a certain degree of NVH deterioration is allowed. Therefore, in Step 5, when evaluating the impact of the dynamic motor drive on the vehicle's NVH performance, the threshold for the allowable NVH deterioration degree needs to be adjusted according to the vehicle's driving mode, and the degree of adjustment of the threshold should be determined through on-vehicle tests.

[0148] Whether the NVH performance of the vehicle deteriorated by the dynamic motor drive control in Step 5 is within an acceptable range, one factor to consider is the driver's subjective acceptance degree. The acceptance degree of the driver when the dynamic motor drive control is turned on can be investigated in the form of voice or pop-up windows on the in-vehicle screen, and the NVH performance of the vehicle when the dynamic motor drive control is turned on under different driving modes is provided to the driver. Whether to start the dynamic motor drive control is determined by integrating the driver's preference selection and the results of on-vehicle tests.

[0149] Whether the NVH performance of the vehicle deteriorated by the dynamic motor drive control in Step 5 is within an acceptable range, one factor to consider is the situation of the vehicle occupants. If sensors capable of monitoring the occupant type such as cameras are installed in the vehicle and it is detected that there are elderly or children in the vehicle, it should be reduced. When there are no corresponding sensors installed in the vehicle, the number of vehicle occupants is counted through seat sensors. When the number of vehicle occupants is greater than a certain number, the threshold for the NVH generated by the allowable dynamic motor drive control is reduced, and the reduction amplitude of the threshold should be determined through on-vehicle tests.

[0150] In Step 6, the conventional dynamic motor drive control means that the motor outputs pulse torque with the optimal control parameters determined in Step 1. This control strategy is not applicable to the situation where the motor speed is too high and the back electromotive force generated by the motor is greater than the power supply bus voltage. When the motor speed is too high and the generated back electromotive force is greater than the power supply bus voltage, the extended dynamic motor drive control is entered. At this time, the lower limit value of the motor pulse control is 0 N·m (that is, the motor enters the state where the torque is 0 N·m) and no rotational torque is generated.

[0151] In one embodiment, the present application further provides a motor control system, as Figure 4 shown, the steps executed by the system are as follows:

[0152] Collect vehicle operation information, including vehicle speed, required torque, vehicle load, driving mode, tire slip ratio, information collected by the IMU sensor, occupant information, driver's subjective acceptance, etc.;

[0153] Determine whether to activate the dynamic motor drive control, and use the vehicle operation information in the system according to the evaluation model in the system to determine whether to activate the dynamic motor drive control;

[0154] Select the type of dynamic motor drive control to be activated, and select to enter the conventional dynamic motor drive control or the extended dynamic motor drive control according to the working state of the motor.

[0155] As Figure 5 shown, the motor control system includes the following modules:

[0156] A vehicle information collection module, used to collect the state information of the vehicle, including the vehicle driving mode, vehicle driving speed, in-vehicle occupant information, etc., and this state information can be collected through the vehicle-mounted communication network.

[0157] A road surface information collection module, used to collect the road surface environment information (i.e., road surface conditions) where the vehicle is located. The vertical speed, acceleration, longitudinal speed of the vehicle are measured by the IMU sensor carried by the vehicle, and the rotational speed of the wheels measured by the wheel speed sensor is used to determine the roughness and slipperiness of the road surface where the vehicle is currently located. In addition, the road surface type can also be identified through the vehicle-mounted camera, and the results obtained by the above IMU sensor and wheel speed sensor are corrected in combination with the Global Positioning System (GPS) positioning information to finally determine the road surface environment where the vehicle is located.

[0158] A dynamic motor drive control impact evaluation module, used to evaluate the degree of deterioration of the vehicle NVH caused by activating the dynamic motor drive control. This module includes an NVH evaluation model or a look-up table, and evaluates the impact of the dynamic motor drive control in combination with the vehicle operation information (i.e., state information) and the road surface information, and decides whether to activate the dynamic motor drive control in combination with the driver's preference (i.e., the driver's acceptance of NVH of the vehicle).

[0159] A dynamic motor drive control execution module, used to turn on and off the dynamic motor drive control of the motor, and perform dynamic motor drive switch control according to the output result of the dynamic motor drive control impact evaluation module.

[0160] Figure 6The structural schematic diagram of the motor control device provided by another embodiment of the present application is shown. For the sake of convenience of description, only the parts related to the embodiments of the present application are shown.

[0161] Referring to Figure 6 , the motor control device is applied to a vehicle, and the device may include:

[0162] An acquisition module 601, configured to acquire target information of the vehicle; the target information includes at least one of the following: the status information of the vehicle; the acceptance degree of the vehicle driver for NVH; the passenger information of the vehicle;

[0163] A first determination module 602, configured to determine a first NVH value of the vehicle according to the target information, where the first NVH value is used to characterize the NVH value that is expected to be generated when the dynamic motor drive control is started under the target information;

[0164] A second determination module 603, configured to determine whether to start the dynamic motor drive control according to the first NVH value.

[0165] It should be noted that the information interaction, execution process, etc. between the above-mentioned device / units are based on the same concept as the method embodiments of the present application, and are devices corresponding to the above-mentioned methods. All implementation manners in the above method embodiments are applicable to the embodiments of this device. For its specific functions and the technical effects brought, please refer to the method embodiment part specifically, and will not be elaborated here.

[0166] Those skilled in the art can clearly understand that, for the convenience and conciseness of description, only the above-mentioned division of each functional unit and module is used as an example for illustration. In actual applications, the above functions can be allocated to different functional units and modules according to needs, that is, the internal structure of the device is divided into different functional units or modules to complete all or part of the functions described above. Each functional unit and module in the embodiment can be integrated into a processing unit, or each unit can exist physically alone, or two or more units can be integrated into one unit. The above-mentioned integrated units can be implemented in the form of hardware or in the form of software functional units. In addition, the specific names of each functional unit and module are only for the convenience of mutual distinction and do not limit the protection scope of the present application. The specific working processes of the units and modules in the above system can refer to the corresponding processes in the foregoing method embodiments and will not be elaborated here.

[0167] Figure 7 The hardware structure schematic diagram of the electronic device provided by the embodiment of the present application is shown.

[0168] The device may include a processor 701 and a memory 702 storing program instructions.

[0169] When the processor 701 executes a program, it implements the steps in any of the above method embodiments.

[0170] Exemplarily, the program can be divided into one or more modules / units, and one or more modules / units are stored in the memory 702 and executed by the processor 701 to complete this application. One or more modules / units can be a series of program instruction segments capable of performing specific functions, and these instruction segments are used to describe the execution process of the program in the device.

[0171] Specifically, the above-mentioned processor 701 may include a central processing unit (CPU), or an application specific integrated circuit (ASIC), or one or more integrated circuits configured to implement the embodiments of this application.

[0172] The memory 702 may include a mass memory for data or instructions. By way of example and not limitation, the memory 702 may include a hard disk drive (HDD), a floppy disk drive, a flash memory, an optical disc, a magneto-optical disc, a magnetic tape, or a universal serial bus (USB) drive, or a combination of two or more of these. In a suitable case, the memory 702 may include removable or non-removable (or fixed) media. In a suitable case, the memory 702 may be inside or outside the integrated gateway disaster recovery device. In a specific embodiment, the memory 702 is a non-volatile solid-state memory.

[0173] The memory may include a read-only memory (ROM), a random access memory (RAM), a magnetic disk storage media device, an optical storage media device, a flash memory device, an electrical, optical, or other physical / tangible memory storage device. Thus, generally, the memory includes one or more tangible (non-transitory) readable storage media (e.g., memory devices) encoded with software including computer-executable instructions, and when the software is executed (e.g., by one or more processors), it is operable to perform the operations described with reference to the method according to one aspect of the present disclosure.

[0174] The processor 701 reads and executes the program instructions stored in the memory 702 to implement any one of the above methods.

[0175] In one example, the electronic device may further include a communication interface 703 and a bus 710. Among them, the processor 701, the memory 702, and the communication interface 703 are connected through the bus 710 and complete communication with each other.

[0176] The communication interface 703 is mainly used to implement the communication between various modules, devices, units, and / or equipment in the embodiments of the present application.

[0177] The bus 710 includes hardware, software, or both, and couples the components of the online data flow meter charging device to each other. By way of example and not limitation, the bus may include an Accelerated Graphics Port (AGP) or other graphics bus, an Enhanced Industry Standard Architecture (EISA) bus, a Front Side Bus (FSB), a HyperTransport (HT) interconnect, an Industry Standard Architecture (ISA) bus, an InfiniBand interconnect, a Low Pin Count (LPC) bus, a memory bus, a MicroChannel Architecture (MCA) bus, a Peripheral Component Interconnect (PCI) bus, a PCI-Express (PCI-X) bus, a Serial Advanced Technology Attachment (SATA) bus, a Video Electronics Standards Association Local (VLB) bus, or other suitable buses or a combination of two or more of these. In a suitable case, the bus 710 may include one or more buses. Although the embodiments of the present application describe and illustrate specific buses, the present application contemplates any suitable bus or interconnect.

[0178] In addition, in combination with the method in the above embodiments, the embodiments of the present application may be implemented by providing a storage medium. Program instructions are stored on the storage medium; when the program instructions are executed by a processor, any one of the methods in the above embodiments is implemented.

[0179] The embodiments of the present application further provide a chip, which includes a processor and a communication interface. The communication interface is coupled to the processor. The processor is used to run programs or instructions to implement each process of the above method embodiments and can achieve the same technical effects. To avoid repetition, it will not be elaborated here.

[0180] It should be understood that the chip mentioned in the embodiments of the present application may also be referred to as a system-on-chip, system chip, chip system, or system-on-chip, etc.

[0181] The embodiments of the present application provide a computer program product, which is stored in a storage medium and is executed by at least one processor to implement each process of the above method embodiments and can achieve the same technical effects. To avoid repetition, it will not be elaborated here.

[0182] It should be clear that the present application is not limited to the specific configurations and processes described above and illustrated in the figures. For the sake of brevity, the detailed description of known methods is omitted here. In the above embodiments, several specific steps are described and illustrated as examples. However, the method process of the present application is not limited to the specific steps described and illustrated. Those skilled in the art can make various changes, modifications, and additions, or change the order between steps after understanding the spirit of the present application.

[0183] The functional modules shown in the above structural block diagram can be implemented as hardware, software, firmware, or a combination thereof. When implemented in hardware, it can be, for example, an electronic circuit, an application specific integrated circuit (ASIC), appropriate firmware, a plug-in, a functional card, and so on. When implemented in software, the elements of the present application are programs or code segments for performing the required tasks. The program or code segment can be stored in a machine-readable medium or transmitted via a data signal carried in a carrier wave over a transmission medium or a communication link. "Machine-readable medium" can include any medium that can store or transmit information. Examples of machine-readable media include electronic circuits, semiconductor memory devices, ROM, flash memory, erasable ROM (EROM), floppy disks, CD-ROMs, optical discs, hard disks, fiber optic media, radio frequency (RF) links, and so on. The code segment can be downloaded via a computer network such as the Internet, an intranet, and so on.

[0184] It should also be noted that in the exemplary embodiments mentioned in the present application, some methods or systems are described based on a series of steps or devices. However, the present application is not limited to the order of the above steps, that is, the steps can be executed in the order mentioned in the embodiments, or different from the order in the embodiments, or several steps can be executed simultaneously.

[0185] As described above with reference to the flowcharts and / or block diagrams of methods, apparatuses (systems), and program products according to embodiments of the present disclosure. It should be understood that each block in the flowchart and / or block diagram, and the combinations of blocks in the flowchart and / or block diagram, can be implemented by computer program instructions. These program instructions can be provided to a processor of a general-purpose computer, a special-purpose computer, or other programmable data processing device to produce a machine such that the instructions executed by the processor of the computer or other programmable data processing device enable the implementation of the functions / actions specified in one or more blocks of the flowchart and / or block diagram. Such a processor can be, but is not limited to, a general-purpose processor, a special-purpose processor, a special application processor, or a field programmable logic circuit. It can also be understood that each block in the block diagram and / or flowchart, and the combinations of blocks in the block diagram and / or flowchart, can also be implemented by dedicated hardware that performs the specified functions or actions, or by a combination of dedicated hardware and computer instructions.

[0186] The above is only the specific implementation manner of the present application. Those skilled in the art can clearly understand that for the convenience and brevity of description, the specific working processes of the systems, modules, and units described above can refer to the corresponding processes in the foregoing method embodiments and will not be elaborated herein. It should be understood that the protection scope of the present application is not limited thereto. Any person skilled in the art within the technical scope disclosed in the present application can easily think of various equivalent modifications or substitutions, and these modifications or substitutions should all be covered within the protection scope of the present application.

Claims

1. A motor control method, characterized in that: The method is applied to a vehicle, and comprises: Acquire target information of the vehicle; the target information includes at least one of the following: status information of the vehicle; acceptance of the driver of the vehicle to NVH; and occupant information of the vehicle; Determining a first NVH value of the vehicle according to the target information, the first NVH value being used to characterize an NVH value expected to be generated by turning on dynamic motor drive control of the vehicle under the target information; According to the first NVH value, it is determined whether to start the dynamic motor drive control.

2. The motor control method according to claim 1, characterized in that: The state information includes driving speed and vibration acceleration; Determining a first NVH value of the vehicle according to the target information includes: Acquire a target noise value corresponding to the driving speed, where the target noise value is used to represent a noise value that is expected to be generated when the dynamic motor drive control is turned on at the driving speed; Performing weighted summation on the target noise value and the vibration acceleration to obtain a basic NVH value; The first NVH value is determined according to the basic NVH value.

3. The motor control method according to claim 2, characterized in that: The obtaining of the target noise value corresponding to the driving speed includes: Acquire at least two sets of test data, each set of test data includes a noise value generated by the motor of the vehicle when dynamic motor drive control is turned on under test information; and a noise value generated by the vehicle when dynamic motor drive control is not turned on under the test information, the test information including a test driving speed of the vehicle, a test vehicle load of the vehicle, and a test road surface condition of a test driving road surface of the vehicle; Determining a corresponding relationship according to the at least two sets of test data; According to the corresponding relationship, a target noise value corresponding to the driving speed is determined.

4. The motor control method according to claim 2, characterized in that: The vehicle status information further includes at least one of the following: a driving mode of the vehicle, a vehicle load of the vehicle, and a road condition of a road on which the vehicle is traveling; Determining the first NVH value according to the basic NVH value includes: Obtaining a first coefficient corresponding to the driving mode, a second coefficient corresponding to the road condition, a third coefficient corresponding to the acceptance level, a fourth coefficient corresponding to the occupant information, and a fifth coefficient corresponding to the vehicle load; determining a target coefficient according to at least one of the first coefficient, the second coefficient, the third coefficient, the fourth coefficient, and the fifth coefficient; The product of the target coefficient and the basic NVH value is determined as the first NVH value.

5. The motor control method according to claim 1, characterized in that: The determining, according to the first NVH value, whether to start the dynamic motor drive control comprises at least one of the following: When the first NVH value is less than a first threshold, determining to start the dynamic motor drive control; When the target difference is less than a second threshold, determining to start the dynamic motor drive control, the target difference being the difference between the first NVH value and the second NVH value, the second NVH value being used to characterize the NVH value expected to be generated by the vehicle without starting the dynamic motor drive control under the target information; The first threshold and the second threshold are determined according to the state information and the occupant information.

6. The motor control method according to claim 1, characterized in that: The vehicle includes at least two types of dynamic motor drive controls; After determining whether to start the dynamic motor drive control according to the first NVH value, the method further includes: In the case of determining to start the dynamic motor drive control, determining a target type for starting the dynamic motor drive control according to a current back electromotive force of the motor of the vehicle; the target type is one of the at least two types; Enables dynamic motor drive control for the target type.

7. The motor control method according to claim 6, characterized in that: The step of determining the target type for starting the dynamic motor drive control according to the current back electromotive force of the motor of the vehicle comprises: In a case where the current back electromotive force is less than a current bus voltage of a battery of the vehicle, determining that the target type is a first type; In a case where the current back electromotive force is greater than or equal to the current bus voltage, determining that the target type is the second type; Among them, the pulse control lower limit value of the motor under the first type of dynamic motor drive control is greater than or equal to 0 Nm; when the motor is under the second type, the output torque of the motor is continuously 0 Nm.

8. The motor control method according to claim 1, characterized in that: The vehicle includes a first type of dynamic motor drive control, the first type of dynamic motor drive control including at least two control strategies; The pulse control lower limit value of the motor under the first type of dynamic motor drive control is greater than or equal to 0 Nm; The method further comprises: In the case of determining to start the first type of dynamic motor drive control, determining a target control strategy among the at least two control strategies according to the target information; Based on the target control strategy, the first type of dynamic motor drive control is started.

9. The motor control method according to claim 1, characterized in that: The obtaining of the target information of the vehicle includes: Acquiring current motor parameters of the motor of the vehicle, wherein the current motor parameters include a current speed and a current required torque of the motor; Acquire a first motor operating efficiency and a second motor operating efficiency of the motor under the current motor parameters, wherein the first motor operating efficiency is the operating efficiency of the motor when dynamic motor drive control is started based on the current motor parameters; and the second motor operating efficiency is the operating efficiency of the motor when continuous motor drive control is started based on the current motor parameters; When the operating efficiency of the first motor is greater than the operating efficiency of the second motor, the target information is acquired.

10. An electronic device, characterized in that: The device comprises: a processor and a memory storing computer program instructions; When the processor executes the computer program instructions, the motor control method according to any one of claims 1 to 9 is implemented.

11. A computer-readable storage medium, characterized in that: The computer-readable storage medium stores computer program instructions, and when the computer program instructions are executed by a processor, the motor control method according to any one of claims 1 to 9 is implemented.

12. A vehicle, characterized in that: Include at least one of the following: The electronic device as claimed in claim 10; The computer readable storage medium of claim 11.

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