Hybrid power module control method and device, electronic equipment and storage medium

Abstract

The invention provides a control method and device of a hybrid power module, electronic equipment and a storage medium, and the control method of the hybrid power module comprises the steps: determining a switching time sequence with the optimal loss and a switching time sequence with the sub-optimal loss based on the switching loss of the hybrid power module, the switching time sequence with the suboptimal loss is used for meeting the safety condition of the hybrid power module; determining a current switching point between the switching time sequence with the optimal loss and the switching time sequence with the sub-optimal loss; and switching the switching time sequence of the hybrid power module from the switching time sequence with the optimal loss to the switching time sequence with the sub-optimal loss based on the comparison result of the real-time current value and the current switching point. On the premise of ensuring the safety of the whole vehicle, the loss of the whole vehicle is minimized.

Description

Technical Field

[0001] The present application relates to the field of motor controllers, and more particularly, to a control method, device, electronic device, and storage medium for a hybrid power module. Background Art

[0002] With the continuous popularization of electric vehicles, the demand for vehicle energy consumption is increasing. To reduce losses and improve efficiency, most current manufacturers replace the power module from IGBT to SIC MOSFET, which improves the efficiency of the motor controller but also brings an increase in cost. To improve efficiency while keeping the cost basically unchanged, a hybrid power module composed of SI IGBT and SIC MOSFET has been developed.

[0003] Furthermore, there are two types of drive chips for the hybrid power module. The first type of drive chip has only one gate output. Therefore, this drive chip can only turn on or turn off the SI IGBT and SIC MOSFET simultaneously, and cannot flexibly adjust the switching delay of each power module, that is, the switching timings of the SI IGBT and SIC MOSFET are the same and cannot be flexibly adjusted. The second type of drive chip has two gate outputs. Therefore, the switching delay of each power module can be flexibly adjusted, and thus the switching timings of the SI IGBT and SIC MOSFET can be flexibly adjusted.

[0004] However, the existing technology for the switching timing control method of a hybrid power module with two gate outputs cannot minimize the vehicle loss on the premise of ensuring vehicle safety. Summary of the Invention

[0005] The purpose of the embodiments of the present application is to provide a control method, device, electronic device, and storage medium for a hybrid power module to minimize the vehicle loss on the premise of ensuring vehicle safety.

[0006] In a first aspect, the present invention provides a control method for a hybrid power module, the method comprising:

[0007] Determining the switching timing with the optimal loss and the switching timing with the sub-optimal loss based on the switching losses of the hybrid power module, wherein the switching timing with the sub-optimal loss is used to meet the safety conditions of the hybrid power module;

[0008] Determining the current switching point between the switching timing with the optimal loss and the switching timing with the sub-optimal loss;

[0009] Based on the comparison result between the real-time current value and the current switching point, switching the switching timing of the hybrid power module from the switching timing with the optimal loss to the switching timing with the sub-optimal loss.

[0010] The control method of the hybrid power module of the present application can determine the switching timings with optimal loss and sub-optimal loss based on the switching losses of the hybrid power module, and can determine the current switching point between the switching timing with optimal loss and the switching timing with sub-optimal loss. Furthermore, based on the comparison result between the real-time current value and the current switching point, the switching timing of the hybrid power module can be switched from the switching timing with optimal loss to the switching timing with sub-optimal loss, so that the switching timing with optimal loss can be adopted at the current points above the current switching point, and the switching timing with sub-optimal loss that can meet the safety conditions of the hybrid power module can be adopted at the current points below the current switching point. Finally, for the driving conditions of the whole vehicle, on the premise of ensuring the safety of the whole vehicle, the loss of the whole vehicle can be minimized.

[0011] In an alternative embodiment, determining the current switching point between the switching timing with optimal loss and the switching timing with sub-optimal loss includes:

[0012] Obtaining the junction temperature test data of the hybrid power module;

[0013] Based on the junction temperature test data of the hybrid power module, determining the current threshold when the junction temperature of the hybrid power module meets the preset safety conditions;

[0014] Determining the current threshold as the current switching point between the switching timing with optimal loss and the switching timing with sub-optimal loss.

[0015] This alternative embodiment can obtain the junction temperature test data of the hybrid power module, and then based on the junction temperature test data of the hybrid power module, determine the current threshold when the junction temperature of the hybrid power module meets the preset safety conditions, and then determine the current threshold as the current switching point between the switching timing with optimal loss and the switching timing with sub-optimal loss, and finally determine the current switching point on the premise of ensuring the safety of the hybrid power module.

[0016] In an alternative embodiment, determining the current switching point between the switching timing with optimal loss and the switching timing with sub-optimal loss includes:

[0017] Obtaining the road spectrum data of the target vehicle model equipped with the hybrid power module;

[0018] Based on the road spectrum data of the target vehicle model, determining the rotational speed of the electric drive system of the target vehicle model and the torque of the electric drive system of the target vehicle model;

[0019] Discretizing the current at each working condition point of the rotational speed and torque of the electric drive system to obtain the current distribution of the target vehicle model during the driving of the whole vehicle;

[0020] Determine the current proportion based on the current distribution during the whole vehicle driving process of the target vehicle model;

[0021] Determine the current switching point between the switching sequence with the optimal loss and the switching sequence with the sub - optimal loss based on the current proportion.

[0022] In this alternative embodiment, by obtaining the road spectrum data of the target vehicle model equipped with the hybrid power module, it is possible to determine the rotational speed of the electric drive system of the target vehicle model and the torque of the electric drive system of the target vehicle model based on the road spectrum data of the target vehicle model. Furthermore, it is possible to discretize the current at each operating point of the rotational speed and torque of the electric drive system to obtain the current distribution during the whole vehicle driving process of the target vehicle model. Then, it is possible to determine the current proportion based on the current distribution during the whole vehicle driving process of the target vehicle model, and thus determine the current switching point between the switching sequence with the optimal loss and the switching sequence with the sub - optimal loss based on the current proportion.

[0023] In the alternative embodiment, the switching the switching sequence of the hybrid power module from the switching sequence with the optimal loss to the switching sequence with the sub - optimal loss based on the comparison result between the real - time current value and the current switching point includes:

[0024] When the real - time current value reaches the target current value before the current switching point, switch the switching sequence of the hybrid power module from the switching sequence with the optimal loss to the switching sequence with the sub - optimal loss, where the target current value is the current value with a preset margin ahead of the current switching point.

[0025] This alternative embodiment can switch the switching sequence of the hybrid power module from the switching sequence with the optimal loss to the switching sequence with the sub - optimal loss when the real - time current value reaches the target current value before the current switching point, where the target current value is the current value with a preset margin ahead of the current switching point. Thus, it is possible to switch the switching sequence in advance based on the preset margin on the premise that there is a certain delay in circuit current acquisition and strategy execution.

[0026] In the alternative embodiment, the control method further includes:

[0027] Adjust the drive parameters of the hybrid power module based on the current switching point between the switching sequence with the optimal loss and the switching sequence with the sub - optimal loss.

[0028] This optional implementation mode can adjust the driving parameters of the hybrid power module based on the current switching point between the switching timing with optimal loss and the switching timing with sub-optimal loss. Among them, since the current switching point is a smaller current value, the driving parameters adjusted based on the current switching point are smaller, so that the turn-off resistance can be made smaller. A smaller turn-off resistance can reduce the turn-off loss and increase the output capacity; it can accelerate the turn-off speed, reduce the dead time, and increase the utilization rate of the bus voltage; it can improve the system efficiency.

[0029] In an optional implementation mode, the control method further includes:

[0030] Determine the switching delay of the hybrid power module based on the driving parameters of the hybrid power module.

[0031] This optional implementation mode can determine the switching delay of the hybrid power module based on the driving parameters of the hybrid power module. In an optional implementation mode, the determining the switching delay of the hybrid power module based on the driving parameters of the hybrid power module includes:

[0032] Determine the turn-on time of the hybrid power module and the turn-off time of the hybrid power module based on the driving parameters of the hybrid power module;

[0033] Based on the turn-on time of the hybrid power module and the turn-off time of the hybrid power module, determine the switching delay of the hybrid power module, and the switching delay of the hybrid power module is used to make two power units in the hybrid power module work simultaneously.

[0034] This optional implementation mode can determine the turn-on time of the hybrid power module and the turn-off time of the hybrid power module based on the driving parameters of the hybrid power module, and further can determine the switching delay of the hybrid power module based on the turn-on time of the hybrid power module and the turn-off time of the hybrid power module, and the switching delay of the hybrid power module is used to make two power units in the hybrid power module work simultaneously.

[0035] In a second aspect, the present invention provides a control device for a hybrid power module, and the control device includes:

[0036] A first determination module, configured to determine the switching timing with optimal loss and the switching timing with sub-optimal loss based on the switching loss of the hybrid power module, wherein the switching timing with sub-optimal loss is used to meet the safety conditions of the hybrid power module;

[0037] A second determination module, configured to determine the current switching point between the switching timing with optimal loss and the switching timing with sub-optimal loss;

[0038] A switching module, configured to switch the switching timing of the hybrid power module from the switching timing with the optimal loss to the switching timing with the sub-optimal loss based on the comparison result between the real-time current value and the current switching point.

[0039] The control device of the hybrid power module of the present application can determine the switching timing with the optimal loss and the switching timing with the sub-optimal loss based on the switching loss of the hybrid power module, and can determine the current switching point between the switching timing with the optimal loss and the switching timing with the sub-optimal loss. Furthermore, based on the comparison result between the real-time current value and the current switching point, the switching timing of the hybrid power module can be switched from the switching timing with the optimal loss to the switching timing with the sub-optimal loss. Thus, the switching timing with the optimal loss can be adopted at the current points above the current switching point, and the switching timing with the sub-optimal loss that can meet the safety conditions of the hybrid power module can be adopted at the current points below the current switching point. Finally, for the driving conditions of the whole vehicle, on the premise of ensuring the safety of the whole vehicle, the loss of the whole vehicle can be minimized.

[0040] In a third aspect, the present invention provides an electronic device, including:

[0041] A processor; and

[0042] A memory configured to store machine-readable instructions, which, when executed by the processor, execute the control method of the hybrid power module according to any one of the foregoing embodiments.

[0043] By executing the control method of the hybrid power module, the electronic device of the present application can determine the switching timing with the optimal loss and the switching timing with the sub-optimal loss based on the switching loss of the hybrid power module, and can determine the current switching point between the switching timing with the optimal loss and the switching timing with the sub-optimal loss. Furthermore, based on the comparison result between the real-time current value and the current switching point, the switching timing of the hybrid power module can be switched from the switching timing with the optimal loss to the switching timing with the sub-optimal loss. Thus, the switching timing with the optimal loss can be adopted at the current points above the current switching point, and the switching timing with the sub-optimal loss that can meet the safety conditions of the hybrid power module can be adopted at the current points below the current switching point. Finally, for the driving conditions of the whole vehicle, on the premise of ensuring the safety of the whole vehicle, the loss of the whole vehicle can be minimized.

[0044] In a fourth aspect, the present invention provides a storage medium storing a computer program, and the computer program is executed by a processor to perform the control method of the hybrid power module according to any one of the foregoing embodiments.

[0045] By executing the control method of the hybrid power module, the storage medium of the present application can determine the switching timings with optimal loss and sub-optimal loss based on the switching losses of the hybrid power module, and can determine the current switching point between the switching timing with optimal loss and the switching timing with sub-optimal loss. Furthermore, based on the comparison result between the real-time current value and the current switching point, the switching timing of the hybrid power module can be switched from the switching timing with optimal loss to the switching timing with sub-optimal loss, so that the switching timing with optimal loss can be adopted at the current points above the current switching point, and the switching timing with sub-optimal loss that can meet the safety conditions of the hybrid power module can be adopted at the current points below the current switching point. Finally, for the driving conditions of the whole vehicle, on the premise of ensuring the safety of the whole vehicle, the loss of the whole vehicle is minimized. BRIEF DESCRIPTION OF THE DRAWINGS

[0046] In order to more clearly illustrate the technical solutions of the embodiments of the present application, the drawings required to be used in the embodiments of the present application will be briefly introduced below. It should be understood that the following drawings only show some embodiments of the present application, and therefore should not be regarded as limiting the scope. For those of ordinary skill in the art, other related drawings can be obtained based on these drawings without creative efforts.

[0047] Figure 1 is a schematic flowchart of a control method for a hybrid power module provided by an embodiment of the present application;

[0048] Figure 2 is a schematic diagram of a switching timing provided by an embodiment of the present application;

[0049] Figure 3 is a schematic diagram of the switching mode switching of a switching timing provided by an embodiment of the present application;

[0050] Figure 4 is a schematic diagram of the relationship between the rotational speed and torque and current of a hybrid power module provided by an embodiment of the present application;

[0051] Figure 5 is a schematic diagram of a current distribution provided by an embodiment of the present application;

[0052] Figure 6 is a schematic structural diagram of a control device for a hybrid power module provided by an embodiment of the present application;

[0053] Figure 7 is a schematic structural diagram of an electronic device provided by an embodiment of the present application. DETAILED DESCRIPTION OF THE EMBODIMENTS

[0054] The embodiments of the technical solution of the present application will be described in detail below with reference to the accompanying drawings. The following embodiments are only used to illustrate the technical solution of the present application more clearly, so they are only examples and cannot be used to limit the protection scope of the present application.

[0055] Unless otherwise defined, all technical and scientific terms used herein have the same meaning as commonly understood by those of ordinary skill in the technical field to which this application belongs; the terms used herein are only for the purpose of describing specific embodiments and are not intended to limit this application; the terms "including" and "having" and any variations thereof in the specification and claims of this application and the above accompanying drawings are intended to cover non-exclusive inclusion.

[0056] In the description of the embodiments of this application, technical terms such as "first" and "second" are only used to distinguish different objects and cannot be understood as indicating or implying relative importance or implicitly indicating the quantity, specific order or primary-secondary relationship of the indicated technical features. In the description of the embodiments of this application, the meaning of "a plurality" is more than two, unless otherwise specifically defined.

[0057] Referring to "embodiments" herein means that the specific features, structures or characteristics described in connection with the embodiments can be included in at least one embodiment of this application. The phrase does not necessarily refer to the same embodiment when it appears in various positions in the specification, nor is it an independent or alternative embodiment that is mutually exclusive with other embodiments. Those skilled in the art explicitly and implicitly understand that the embodiments described herein can be combined with other embodiments.

[0058] In the description of the embodiments of this application, the term "and / or" is only a description of the association relationship of associated objects, indicating that there can be three relationships. For example, A and / or B can mean: A exists alone, A and B exist simultaneously, and B exists alone. In addition, the character " / " in this article generally represents an "or" relationship between the associated objects before and after.

[0059] In the description of the embodiments of this application, the term "a plurality" refers to more than two (including two). Similarly, "multiple groups" refers to more than two groups (including two groups), and "multiple pieces" refers to more than two pieces (including two pieces).

[0060] With the continuous popularization of electric vehicles, the demand for vehicle energy consumption is getting higher and higher. In order to reduce losses and improve efficiency, most current manufacturers replace the power module from IGBT to SIC MOSFET, which improves the efficiency of the motor controller but also brings an increase in cost. In order to improve efficiency while keeping the cost basically unchanged, a hybrid power module composed of SI IGBT and SIC MOSFET has been developed.

[0061] For a hybrid power module composed of SI IGBT and SIC MOSFET, a driving chip with only one gate output is currently used. This driving chip can only turn on or turn off SI IGBT and SIC MOSFET simultaneously. Therefore, this method cannot set the relative delay between gate levels according to the loss characteristics of the power module, and thus cannot adopt a switching timing that can optimize the loss based on this delay.

[0062] Furthermore, for a driving chip with only one gate output, the prior art provides a driving chip with two gate outputs. Its two driving pins respectively control the gates of SI IGBT and SIC MOSFET. Therefore, the delay between the gates can be switched arbitrarily.

[0063] Based on a driving chip with two gate outputs, the embodiments of this application determine the delays of the two gate levels and the gate switching strategy. Among them, the gate switching strategy refers to controlling the switching timing of the hybrid power module, and this switching timing is used to control the switching sequence of the hybrid power module, that is, to control the relative turn-on sequence of the two power modules in the hybrid power module and the relative turn-off sequence of the two power modules.

[0064] Furthermore, the switching sequence of the hybrid power module is related to the loss of the hybrid power module. For example, the turn-on loss of the MOS transistor is lower than that of the IGBT. Therefore, if the MOS transistor is turned on first, the MOS transistor can bear the turn-on loss, which is lower than that borne by the IGBT transistor. That is, if the sequence of turning on the MOS transistor first and then the IGBT is adopted, the loss can be reduced.

[0065] Furthermore, there are various driving conditions for the whole vehicle. In theory, for all driving conditions, adopting the switching sequence with the lowest loss can minimize the loss of the whole vehicle. However, in some driving conditions, the switching sequence with the lowest loss cannot ensure the safety of the whole vehicle.

[0066] Based on this, the embodiments of this application provide a control method for a hybrid power module, which can switch the switching timing of the hybrid power module from the switching timing with the optimal loss to the switching timing with the sub-optimal loss, so that the switching timing with the optimal loss can be adopted at the current point above the current switching point, and the switching timing with the sub-optimal loss that can meet the safety conditions of the hybrid power module can be adopted at the current point below the current switching point. Ultimately, for the driving conditions of the whole vehicle, on the premise of ensuring the safety of the whole vehicle, the loss of the whole vehicle is minimized.

[0067] Furthermore, an embodiment of the present application provides an electronic device, which can switch the switching timing of the hybrid power module from the switching timing with the optimal loss to the switching timing with the sub-optimal loss, so that the switching timing with the optimal loss can be adopted at the current point above the current switching point, and the switching timing with the sub-optimal loss that can meet the safety conditions of the hybrid power module can be adopted at the current point below the current switching point. Finally, for the driving conditions of the whole vehicle, on the premise of ensuring the safety of the whole vehicle, the loss of the whole vehicle is minimized.

[0068] Furthermore, an embodiment of the present application provides a storage medium, which can switch the switching timing of the hybrid power module from the switching timing with the optimal loss to the switching timing with the sub-optimal loss, so that the switching timing with the optimal loss can be adopted at the current point above the current switching point, and the switching timing with the sub-optimal loss that can meet the safety conditions of the hybrid power module can be adopted at the current point below the current switching point. Finally, for the driving conditions of the whole vehicle, on the premise of ensuring the safety of the whole vehicle, the loss of the whole vehicle is minimized.

[0069] Embodiment 1

[0070] Please refer to Figure 1 , Figure 1 which is a schematic flowchart of a control method for a hybrid power module provided by an embodiment of the present application. As Figure 1 shown, the control method for the hybrid power module according to the embodiment of the present application includes the following steps:

[0071] 101. Determine the switching timing with the optimal loss and the switching timing with the sub-optimal loss based on the switching loss of the hybrid power module, where the switching timing with the sub-optimal loss is used to meet the safety conditions of the hybrid power module;

[0072] 102. Determine the current switching point between the switching timing with the optimal loss and the switching timing with the sub-optimal loss;

[0073] 103. Based on the comparison result between the real-time current value and the current switching point, switch the switching timing of the hybrid power module from the switching timing with the optimal loss to the switching timing with the sub-optimal loss.

[0074] The control method of the hybrid power module according to the embodiments of the present application can determine the switching timing with the optimal loss and the switching timing with the sub-optimal loss based on the switching losses of the hybrid power module, and can determine the current switching point between the switching timing with the optimal loss and the switching timing with the sub-optimal loss. Furthermore, based on the comparison result between the real-time current value and the current switching point, the switching timing of the hybrid power module can be switched from the switching timing with the optimal loss to the switching timing with the sub-optimal loss. Therefore, the switching timing with the optimal loss can be adopted at the current points above the current switching point, and the switching timing with the sub-optimal loss that can meet the safety conditions of the hybrid power module can be adopted at the current points below the current switching point. Finally, for the driving conditions of the whole vehicle, on the premise of ensuring the safety of the whole vehicle, the loss of the whole vehicle can be minimized.

[0075] In the embodiments of the present application, the switching losses of the hybrid power module are the losses during the turn-on process and the losses during the turn-off process of the hybrid power module. Further, the hybrid power module includes SI IGBTs and SIC MOSFETs. Therefore, the switching losses of the hybrid power module include the turn-on losses of the SI IGBTs, the turn-off losses of the SI IGBTs, the turn-on losses of the SIC MOSFETs, and the turn-off losses of the SIC MOSFETs. It should be noted that SI IGBT refers to a silicon-based insulated gate bipolar transistor, and SIC MOSFET refers to a silicon carbide metal oxide semiconductor field effect transistor.

[0076] In the embodiments of the present application, according to the objects that bear the turn-on losses and the turn-off losses, the switching timings of the hybrid power module include four switching timings, and the four switching timings are as Figure 2 shown, where Figure 2 is a schematic diagram of a switching timing provided by the embodiments of the present application. As Figure 2 shown, Figure 2It includes four switching timings, namely the switching timings illustrated in Mode 1, Mode 2, Mode 3, and Mode 4. Further, for the above four switching timings, double-pulse tests can be performed to obtain double-pulse test results, and then based on the double-pulse test results, the loss conditions of the four switching timings at different currents can be statistically obtained. Among them, Table 1 is the loss table of the four switching timings at different currents. As can be seen from Table 1, in Mode 3, when the SICMOSFET undertakes the turn-on and turn-off losses, the switching loss is the smallest; in Mode 1, when the SI IGBT undertakes the turn-on and turn-off losses, the switching loss is the largest; while Mode 2 and Mode 4 are in the middle. That is, as can be seen from Table 1, the turn-on loss of the SI IGBT is much larger than that of the SICMOSFET. Therefore, when the IGBT undertakes the turn-on loss, the overall loss will be very large and the efficiency will be very low. Exclude Mode 1 and Mode 4 according to the loss data. Select between Mode 2 and Mode 3. Based on this, the embodiment of the present application takes Mode 3 as the switching timing with the optimal loss, and takes Mode 2 as the switching timing with the sub-optimal loss.

[0077]

[0078] Table 1

[0079] In the embodiment of the present application, the current switching point between the switching timing with the optimal loss and the switching timing with the sub-optimal loss refers to the current value at which the switching timing needs to be switched. For example, when it is necessary to switch the switching timing with the optimal loss to the switching timing with the sub-optimal loss at the current value of 400A, then 400A is the current switching point.

[0080] In the embodiment of the present application, the real-time current value refers to the current value obtained by real-time sampling. Among them, as Figure 3 shown, the real-time current value can be obtained by sampling the current at the input end of the drive chip, and then the switching timing is switched based on the real-time current value. Figure 3 is a schematic diagram of switching the switching timing mode provided by the embodiment of the present application.

[0081] In the embodiment of the present application, based on the comparison result between the real-time current value and the current switching point, switching the switching timing of the hybrid power module from the switching timing with the optimal loss to the switching timing with the sub-optimal loss may mean: comparing the real-time current value with the current switching point, and then when the comparison result indicates that the real-time current value is about to reach the current switching point, switching the switching timing of the hybrid power module from the switching timing with the optimal loss to the switching timing with the sub-optimal loss.

[0082] In the embodiment of the present application, as an optional implementation manner, the step of determining the current switching point between the switching timing with the optimal loss and the switching timing with the sub-optimal loss includes the following sub-steps:

[0083] Obtain the junction temperature test data of the hybrid power module;

[0084] Based on the junction temperature test data of the hybrid power module, determine the current threshold when the junction temperature of the hybrid power module meets the preset safety conditions;

[0085] Determine the current threshold as the current switching point between the switching sequence with the optimal loss and the switching sequence with the sub-optimal loss.

[0086] This optional implementation can obtain the junction temperature test data of the hybrid power module, and then, based on the junction temperature test data of the hybrid power module, determine the current threshold when the junction temperature of the hybrid power module meets the preset safety conditions. Furthermore, it can determine the current threshold as the current switching point between the switching sequence with the optimal loss and the switching sequence with the sub-optimal loss, and finally determine the current switching point on the premise of ensuring the safety of the hybrid power module.

[0087] For the above optional implementation, select the optimal loss mode 3 for the out-flow capacity test. Through the out-flow capacity test, the junction temperature test data of the hybrid power module when using mode 3 can be obtained. Then, based on this junction temperature test data, check the junction temperature of the drive chip at seven current points of 0A, 100A, 200A, 300A, 400A, 500A, and 630A. Take the condition that the junction temperature of the SI IGBT does not exceed 150°C and the junction temperature of the SIC MOSFET does not exceed 175°C as the preset safety condition, and then determine the current threshold when the junction temperature of the hybrid power module meets the preset safety conditions. For example, when the junction temperature of the SI IGBT is about to exceed 150°C at 400A, then take 400A as the current threshold when the junction temperature meets the preset safety conditions.

[0088] In the embodiment of the present application, as an optional implementation, the step of determining the current switching point between the switching sequence with the optimal loss and the switching sequence with the sub-optimal loss includes the following sub-steps:

[0089] Obtain the road spectrum data of the target vehicle model equipped with the hybrid power module;

[0090] Based on the road spectrum data of the target vehicle model, determine the rotational speed of the electric drive system of the target vehicle model and the torque of the electric drive system of the target vehicle model;

[0091] Discretize the current at each working condition point of the rotational speed and torque of the electric drive system to obtain the current distribution of the target vehicle model during the whole vehicle driving process;

[0092] Based on the current distribution of the target vehicle model during the whole vehicle driving process, determine the current ratio;

[0093] Based on the current ratio, determine the current switching point between the switching sequence with the optimal loss and the switching sequence with the sub-optimal loss.

[0094] In this optional embodiment, by obtaining the road spectrum data of the target vehicle equipped with the hybrid power module, the rotational speed of the electric drive system of the target vehicle and the torque of the electric drive system of the target vehicle can be determined based on the road spectrum data of the target vehicle. Furthermore, the current at each operating point of the rotational speed and torque of the electric drive system can be discretized to obtain the current distribution during the vehicle's whole journey. Then, based on the current distribution during the vehicle's whole journey, the current ratio can be determined, and thus the current switching point between the switching sequence with the optimal loss and the switching sequence with the sub-optimal loss can be determined based on the current ratio.

[0095] Regarding the above optional embodiment, the target vehicle equipped with the hybrid power module refers to the target vehicle where the hybrid power module is located. For example, if vehicle A is equipped with a hybrid power module, then vehicle A is the target vehicle equipped with the hybrid power module.

[0096] Regarding the above optional embodiment, the road spectrum data of the target vehicle refers to the driving data during the target vehicle's driving process, and this driving data includes the rotational speed of the electric drive system of the target vehicle and the torque of the electric drive system of the target vehicle.

[0097] Regarding the above optional embodiment, the electric drive system refers to the electric drive system equipped on the target vehicle.

[0098] Regarding the above optional embodiment, the current at each operating point of the rotational speed and torque of the electric drive system can be queried Figure 4 and obtained, where Figure 4 is a schematic diagram showing the correspondence between the rotational speed, torque and current of a hybrid power module provided by an embodiment of the present application.

[0099] Regarding the above optional embodiment, the current distribution during the vehicle's whole journey of the target vehicle can be referred to Figure 5 , Figure 5 which is a schematic diagram showing the current distribution provided by an embodiment of the present application. As can be seen from Figure 5 , most of the operating conditions fall on current points below 400A. Therefore, it is only necessary to ensure the highest efficiency for operating conditions below 400A under safe circumstances. So in the design, taking 400A as the demarcation point, for currents above 400A, method 3 is adopted, where SIC MOSFET undertakes all losses; for currents above 400A, method 2 is adopted, where SI IGBT undertakes the turn-on loss and SIC MOSFET undertakes the turn-off loss. In this way, when designing the drive parameters, only the turn-off voltage spike at 400A needs to be considered, which can reduce the turn-off resistance and the turn-off loss is smaller, improving the system efficiency.

[0100] It should be noted that Figure 5The schematic diagram of the current distribution shown, where the abscissa represents the discrete interval and the ordinate represents the current magnitude, with the unit of 10 / A.

[0101] For the above optional implementation, discretizing the current at each operating point of the rotational speed and torque of the electric drive system may refer to discretizing the rotational speed and torque of the electric drive system to obtain a number of discrete intervals, and then determining the current magnitude corresponding to each discrete interval.

[0102] In an embodiment of the present application, as an optional implementation, the step: based on the comparison result between the real-time current value and the current switching point, switching the switching timing of the hybrid power module from the switching timing with the optimal loss to the switching timing with the sub-optimal loss, includes the following steps:

[0103] When the real-time current value reaches the target current value before the current switching point, switch the switching timing of the hybrid power module from the switching timing with the optimal loss to the switching timing with the sub-optimal loss, where the target current value is the current value with a preset margin ahead of the current switching point.

[0104] This optional implementation can switch the switching timing of the hybrid power module from the switching timing with the optimal loss to the switching timing with the sub-optimal loss when the real-time current value reaches the target current value before the current switching point, where the target current value is the current value with a preset margin ahead of the current switching point, so that it can switch the switching timing in advance based on the preset margin on the premise that there is a certain delay in circuit current acquisition and strategy execution.

[0105] For the above optional implementation, due to the certain delay in circuit current acquisition and strategy execution, it is necessary to switch the switching timing with a certain margin in advance.

[0106] For the above optional implementation, the preset margin can be 1s or 2s, and the specific value of the preset margin in the embodiment of the present application is not limited.

[0107] For the above optional implementation, the target current value plus the preset margin equals the current switching point.

[0108] In an embodiment of the present application, as an optional implementation, the method of the embodiment of the present application further includes the following steps:

[0109] Based on the current switching point between the switching timing with the optimal loss and the switching timing with the sub-optimal loss, adjust the driving parameters of the hybrid power module.

[0110] This optional embodiment can adjust the driving parameters of the hybrid power module based on the current switching point between the loss-optimal switching timing and the loss-suboptimal switching timing. Among them, since the current switching point is a smaller current value, the driving parameters adjusted based on the current switching point are smaller, so that the turn-off resistance can be smaller. A smaller turn-off resistance can reduce the turn-off loss, increase the output capacity. On the other hand, it can accelerate the turn-off speed, reduce the dead time, increase the utilization rate of the bus voltage, and thus improve the system efficiency.

[0111] For the above optional embodiment, the driving parameters may include the turn-off voltage spike. Among them, the smaller the turn-off voltage spike, the turn-off resistance.

[0112] In the embodiments of the present application, as an optional embodiment, the method of the embodiments of the present application further includes the following steps:

[0113] Determine the switching delay of the hybrid power module based on the driving parameters of the hybrid power module.

[0114] This optional embodiment can determine the switching delay of the hybrid power module based on the driving parameters of the hybrid power module.

[0115] In the embodiments of the present application, as an optional embodiment, the step: determining the switching delay of the hybrid power module based on the driving parameters of the hybrid power module includes the following sub-steps:

[0116] Determine the turn-on time of the hybrid power module and the turn-off time of the hybrid power module based on the driving parameters of the hybrid power module;

[0117] Based on the turn-on time of the hybrid power module and the turn-off time of the hybrid power module, determine the switching delay of the hybrid power module. The switching delay of the hybrid power module is used to make two power units in the hybrid power module work simultaneously.

[0118] This optional embodiment can determine the turn-on time of the hybrid power module and the turn-off time of the hybrid power module based on the driving parameters of the hybrid power module, and then can determine the switching delay of the hybrid power module based on the turn-on time of the hybrid power module and the turn-off time of the hybrid power module. The switching delay of the hybrid power module is used to make two power units in the hybrid power module work simultaneously.

[0119] For the above optional embodiment, the switching delay is based on the actual turn-on and turn-off times. After the turn-on and turn-off actions of one of the modules are completed, the other transistor is immediately turned on and off, as much as possible to ensure that the two transistors work simultaneously and minimize the time for a single transistor to work.

[0120] For the above optional embodiments, the turn-off time of the hybrid power module includes the turn-off time of the SIC MOSFET and the turn-off time of the SI IGBT; and the turn-on time of the hybrid power module includes the turn-on time of the SIC MOSFET and the turn-on time of the SI IGBT.

[0121] For the above optional embodiments, the switching delay of the hybrid power module includes the switching delay of the SIC MOSFET and the switching delay of the SI IGBT.

[0122] Embodiment 2

[0123] Please refer to Figure 6 , Figure 6 which is a schematic structural diagram of a control device for a hybrid power module provided by an embodiment of the present application. As Figure 6 shown, the control device includes:

[0124] A first determination module 201, configured to determine the switching timing with the optimal loss and the switching timing with the sub-optimal loss based on the switching loss of the hybrid power module, where the switching timing with the sub-optimal loss is used to meet the safety conditions of the hybrid power module;

[0125] A second determination module 202, configured to determine the current switching point between the switching timing with the optimal loss and the switching timing with the sub-optimal loss;

[0126] A switching module 203, configured to switch the switching timing of the hybrid power module from the switching timing with the optimal loss to the switching timing with the sub-optimal loss based on the comparison result between the real-time current value and the current switching point.

[0127] The control device for the hybrid power module according to the embodiment of the present application can determine the switching timing with the optimal loss and the switching timing with the sub-optimal loss based on the switching loss of the hybrid power module, and can determine the current switching point between the switching timing with the optimal loss and the switching timing with the sub-optimal loss. Furthermore, based on the comparison result between the real-time current value and the current switching point, the switching timing of the hybrid power module can be switched from the switching timing with the optimal loss to the switching timing with the sub-optimal loss, so that the switching timing with the optimal loss can be adopted at the current points above the current switching point, and the switching timing with the sub-optimal loss that can meet the safety conditions of the hybrid power module can be adopted at the current points below the current switching point. Finally, for the working conditions of the vehicle running, on the premise of ensuring the safety of the vehicle, the loss of the vehicle can be minimized.

[0128] Embodiment 3

[0129] Please refer to Figure 7 , Figure 7 which is a schematic structural diagram of an electronic device provided by an embodiment of the present application. As Figure 7 shown, the electronic device according to the embodiment of the present application includes:

[0130] a processor 301; and

[0131] a memory 302 configured to store machine-readable instructions that, when executed by the processor 301, perform the control method of the hybrid power module according to any one of the foregoing embodiments.

[0132] By executing the control method of the hybrid power module, the electronic device according to the embodiment of the present application can determine the switching timing with the optimal loss and the switching timing with the sub-optimal loss based on the switching loss of the hybrid power module, and can determine the current switching point between the switching timing with the optimal loss and the switching timing with the sub-optimal loss. Furthermore, based on the comparison result between the real-time current value and the current switching point, the switching timing of the hybrid power module can be switched from the switching timing with the optimal loss to the switching timing with the sub-optimal loss, so that the switching timing with the optimal loss can be adopted at the current points above the current switching point, and the switching timing with the sub-optimal loss that can meet the safety conditions of the hybrid power module can be adopted at the current points below the current switching point. Finally, for the driving conditions of the whole vehicle, on the premise of ensuring the safety of the whole vehicle, the loss of the whole vehicle can be minimized.

[0133] Embodiment 4

[0134] The embodiment of the present application provides a storage medium storing a computer program that, when executed by a processor, performs the control method of the hybrid power module according to any one of the foregoing embodiments.

[0135] By executing the control method of the hybrid power module, the storage medium according to the embodiment of the present application can determine the switching timing with the optimal loss and the switching timing with the sub-optimal loss based on the switching loss of the hybrid power module, and can determine the current switching point between the switching timing with the optimal loss and the switching timing with the sub-optimal loss. Furthermore, based on the comparison result between the real-time current value and the current switching point, the switching timing of the hybrid power module can be switched from the switching timing with the optimal loss to the switching timing with the sub-optimal loss, so that the switching timing with the optimal loss can be adopted at the current points above the current switching point, and the switching timing with the sub-optimal loss that can meet the safety conditions of the hybrid power module can be adopted at the current points below the current switching point. Finally, for the driving conditions of the whole vehicle, on the premise of ensuring the safety of the whole vehicle, the loss of the whole vehicle can be minimized.

[0136] In the embodiments provided in the present application, it should be understood that the disclosed devices and methods can be implemented in other ways. The device embodiments described above are merely illustrative. For example, the division of units is only a logical function division. In actual implementation, there may be other division methods. For another example, multiple units or components can be combined or integrated into another system, or some features can be ignored or not executed. Another point is that the displayed or discussed couplings or direct couplings or communication connections between each other can be through some communication interfaces. The indirect couplings or communication connections of devices or units can be in electrical, mechanical or other forms.

[0137] In addition, the units described as separate components may or may not be physically separated. The components displayed as units may or may not be physical units, that is, they can be located in one place, or they can be distributed to multiple network units. Some or all of the units can be selected according to actual needs to achieve the purpose of the embodiments of the present application.

[0138] Furthermore, in each embodiment of the present application, the various functional modules can be integrated together to form an independent part, or each module can exist alone, or two or more modules can be integrated to form an independent part.

[0139] It should be noted that if the functions are implemented in the form of software function modules and sold or used as independent products, they can be stored in a computer-readable storage medium. Based on such an understanding, the technical means of the present application, in essence, or the part that contributes to the prior art, or a part of this technical means, can be embodied in the form of a software product. This computer software product is stored in a storage medium and includes several instructions to enable a computer device (which can be a personal computer, a server, or a network device, etc.) to execute all or part of the steps of the methods in the various embodiments of the present application. The aforementioned storage medium includes: USB flash drives, mobile hard disks, read-only memories (ROM), random access memories (RAM), magnetic disks, or optical discs, etc., which can store program codes.

[0140] 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 such actual relationship or order between these entities or operations.

[0141] The above are only the embodiments of the present application and are not intended to limit the protection scope of the present application. For those skilled in the art, various changes and modifications can be made to the present application. Any modification, equivalent replacement, improvement, etc. made within the spirit and principle of the present application shall be included within the protection scope of the present application.

Claims

1. A control method for a hybrid power module, characterized in that The control method includes: Determining the switching timing with optimal loss and the switching timing with sub - optimal loss based on the switching losses of the hybrid power module, wherein the switching timing with sub - optimal loss is used to meet the safety conditions of the hybrid power module; Determining the current switching point between the switching timing with optimal loss and the switching timing with sub - optimal loss; Based on the comparison result between the real - time current value and the current switching point, switching the switching timing of the hybrid power module from the switching timing with optimal loss to the switching timing with sub - optimal loss.

2. The control method according to claim 1, characterized in that, The determining the current switching point between the switching timing with optimal loss and the switching timing with sub - optimal loss includes: Obtaining the junction temperature test data of the hybrid power module; Based on the junction temperature test data of the hybrid power module, determining the current threshold when the junction temperature of the hybrid power module meets the preset safety conditions; Determining the current threshold as the current switching point between the switching timing with optimal loss and the switching timing with sub - optimal loss.

3. The control method according to claim 1, characterized in that The determining the current switching point between the switching timing with optimal loss and the switching timing with sub - optimal loss includes: Obtaining the road spectrum data of the target vehicle model equipped with the hybrid power module; Based on the road spectrum data of the target vehicle model, determining the rotational speed of the electric drive system of the target vehicle model and the torque of the electric drive system of the target vehicle model; Discretizing the current at each working condition point of the rotational speed and the torque of the electric drive system to obtain the current distribution of the target vehicle model during the whole - vehicle driving process; Determining the current proportion based on the current distribution of the target vehicle model during the whole - vehicle driving process; Determining the current switching point between the switching timing with optimal loss and the switching timing with sub - optimal loss based on the current proportion.

4. The control method according to claim 1, characterized in that, The based on the comparison result between the real - time current value and the current switching point, switching the switching timing of the hybrid power module from the switching timing with optimal loss to the switching timing with sub - optimal loss includes: When the real - time current value reaches the target current value before the current switching point, switching the switching timing of the hybrid power module from the switching timing with optimal loss to the switching timing with sub - optimal loss, wherein the target current value is the current value with a preset margin ahead of the current switching point.

5. The control method according to claim 1, characterized in that, The control method further includes: Adjusting the driving parameters of the hybrid power module based on the current switching point between the switching timing with optimal loss and the switching timing with sub - optimal loss.

6. The control method according to claim 5, wherein The control method further includes: Determining the switching delay of the hybrid power module based on the driving parameters of the hybrid power module.

7. The control method according to claim 6, characterized in that, The determining the switching delay of the hybrid power module based on the driving parameters of the hybrid power module includes: Determining the turn - on time and the turn - off time of the hybrid power module based on the driving parameters of the hybrid power module; Based on the turn - on time and the turn - off time of the hybrid power module, determining the switching delay of the hybrid power module, and the switching delay of the hybrid power module is used to make two power units in the hybrid power module work simultaneously.

8. A control device for a hybrid power module, characterized in that, The control device includes: A first determination module, configured to determine a switching timing with optimal loss and a switching timing with sub-optimal loss based on the switching losses of the hybrid power module, wherein the switching timing with sub-optimal loss is used to meet the safety conditions of the hybrid power module; A second determination module, configured to determine a current switching point between the switching timing with optimal loss and the switching timing with sub-optimal loss; A switching module, configured to switch the switching timing of the hybrid power module from the switching timing with optimal loss to the switching timing with sub-optimal loss based on the comparison result between the real-time current value and the current switching point.

9. An electronic device, characterized in that, Comprising: A processor; And A memory, configured to store machine-readable instructions, which, when executed by the processor, execute the control method of the hybrid power module according to any one of claims 1-7.

10. A storage medium, characterized in that, The storage medium stores a computer program, and the computer program is executed by the processor to execute the control method of the hybrid power module according to any one of claims 1-7.

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