Method and device for determining phase angle of motor and vehicle

Abstract

The invention provides a method and a device for determining a phase angle of a motor, and a vehicle. One specific embodiment of the method comprises the following steps: determining a phase angle measured value of the motor; determining an error compensation value corresponding to the phase angle influence factor; the phase angle influence factors comprise one or more of the following items: the temperature in the engine compartment and the output torque of the engine; and determining a target phase angle according to the phase angle measured value and the error compensation value. The method can improve the accuracy of the phase angle of the motor.

Description

Technical Field

[0001] The present application relates to the field of motor control, and more specifically, to a method, device, and vehicle for determining the phase angle of a motor. Background Art

[0002] Motors are used to drive vehicles, so their performance can affect vehicle performance. In some applications, the motor's phase angle can be determined first. The motor's output torque and speed can then be estimated or controlled based on the phase angle, optimizing the motor's performance during operation. The motor's phase angle refers to the angle between the magnetic field axis of the motor's rotor permanent magnet and the magnetic field axis of the stator winding.

[0003] It can be seen that if the phase angle of the motor is inaccurate, the performance of the motor will be reduced during operation, which often happens in related technologies. Summary of the Invention

[0004] The purpose of the embodiments of the present application is to provide a method, device, and vehicle for determining the phase angle of a motor, so as to improve the accuracy of the motor phase angle.

[0005] In a first aspect, an embodiment of the present application provides a method for determining the phase angle of a motor, wherein the motor is connected to an engine, and both are located in an engine compartment. The method comprises: determining a measured phase angle value of the motor; determining an error compensation value corresponding to a phase angle influencing factor; the phase angle influencing factor comprising one or more of the following: the temperature in the engine compartment, the output torque of the engine; and determining a target phase angle based on the measured phase angle value and the error compensation value. Considering that the motor is connected to the engine in a vehicle, and both are located in the engine compartment, when the engine is operating, there is a problem of the temperature in the engine compartment and the output torque of the engine affecting the motor phase angle. Therefore, the motor phase angle can be compensated using the error compensation values ​​corresponding to these two phase angle influencing factors to improve the accuracy of the target phase angle.

[0006] Optionally, determining an error compensation value corresponding to a phase angle influencing factor includes determining a vibration error compensation value using a vibration transfer characteristic function based on the engine's output torque, the motor's mechanical angle, and a preset vibration coupling coefficient; the vibration error compensation value is used to compensate for vibration errors caused by fluctuations in the engine's output torque. In this way, the vibration error caused by engine operation can be quantified, thereby obtaining a vibration error compensation value for compensating for the vibration error. Subsequently, by compensating the measured phase angle value using this vibration error compensation value, the accuracy of the target phase angle can be improved.

[0007] Optionally, determining the error compensation value corresponding to the phase angle influencing factor includes: obtaining a temperature change value of the engine and a temperature change value of the motor; and determining a temperature error compensation value corresponding to the temperature within the engine compartment based on the temperature change values ​​of the engine and the motor. Considering that temperature changes within the engine compartment are primarily caused by the engine and the motor, a relatively accurate temperature within the engine compartment can be obtained based on the temperature change values ​​corresponding to the engine and the motor, thereby improving the accuracy of the temperature error compensation value and, to a certain extent, the accuracy of the target phase angle.

[0008] Optionally, determining the temperature error compensation value corresponding to the temperature within the engine compartment based on the temperature change value of the engine and the temperature change value of the motor includes: determining the engine temperature error compensation value based on the temperature change value of the engine and a first preset temperature compensation coefficient; determining the motor temperature error compensation value based on the temperature change value of the motor and a second preset temperature compensation coefficient; and determining the temperature error compensation value corresponding to the temperature within the engine compartment based on the engine temperature error compensation value and the motor temperature error compensation value. In this way, by separately determining the engine temperature error compensation value and the motor temperature error compensation value, and then combining the two to determine the temperature error compensation value corresponding to the temperature within the engine compartment, the accuracy of the temperature error compensation value corresponding to the temperature within the engine compartment can be improved, thereby improving the accuracy of the target phase angle to a certain extent.

[0009] Optionally, the motor is connected to a gearbox, the phase angle influencing factor also includes the gearbox's output torque, and determining the error compensation value corresponding to the phase angle influencing factor further includes: determining a gearbox error compensation value based on the gearbox's torque variation and a preset torsional stiffness coefficient; the gearbox error compensation value is used to compensate for errors caused by fluctuations in the gearbox's output torque. Considering that the motor is typically connected to a gearbox, the gearbox's output torque also affects the motor's phase angle. Therefore, by compensating for the gearbox-induced error, the accuracy of the target phase angle can be further improved.

[0010] Optionally, determining the measured phase angle value of the motor includes: determining a first phase angle value using a multi-frequency voltage signal of the motor; the multi-frequency voltage signal is formed by superimposing voltage signals of multiple different frequencies; the different frequencies include at least a main frequency and an auxiliary frequency; obtaining a second phase angle value; the second phase angle value is determined by the back electromotive force of the motor; and determining the measured phase angle value based on the first phase angle value and the second phase angle value. In this way, a more accurate measured phase angle value can be obtained by combining the first phase angle value and the second phase angle value, thereby improving the accuracy of the target phase angle to a certain extent.

[0011] Optionally, determining the first phase angle value through the multi-frequency voltage signal of the motor includes: obtaining the three-phase current corresponding to the multi-frequency voltage signal of the motor; converting the three-phase current to the α-β coordinate system to obtain the corresponding current components; demodulating and calculating the current components in the main frequency band and the auxiliary frequency band respectively to obtain the corresponding orthogonal components; and determining the first phase angle value based on the multiple orthogonal components. In this way, by demodulating the current components in the main frequency band and the auxiliary frequency band respectively, the key frequency components closely related to the operating state of the motor can be more accurately separated from the complex current signal, thereby more accurately reflecting the actual working state of the motor, and thus improving the accuracy of the measured phase angle value to a certain extent.

[0012] Optionally, determining the measured phase angle value of the motor includes: during the operation of the engine, if the engine speed is within a preset speed range, the motor speed matches the engine speed, the motor voltage is within a preset voltage range, and the motor current is within a preset current range, then determining the measured phase angle value as the measured phase angle value. In this way, measuring the measured phase angle value during the operation of the engine can make the motor phase angle measurement process more consistent with actual scenarios, thereby improving the accuracy of the measured phase angle value and, to a certain extent, also improving the accuracy of the target phase angle.

[0013] In a second aspect, an embodiment of the present application provides a phase angle determination device for a motor, the device comprising: a first determination module for determining a measured phase angle value of the motor; a second determination module for determining an error compensation value corresponding to a phase angle influencing factor; the phase angle influencing factor comprising one or more of the following: the temperature in the engine compartment, the output torque of the engine; and a third determination module for determining a target phase angle based on the measured phase angle value and the error compensation value. Considering that the motor is connected to the engine in a vehicle and both are located in the engine compartment, when the engine is operating, there is a problem of the temperature in the engine compartment and the output torque of the engine affecting the motor phase angle. Therefore, the motor phase angle can be compensated by the error compensation values ​​corresponding to these two phase angle influencing factors to improve the accuracy of the target phase angle.

[0014] In a third aspect, an embodiment of the present application provides a vehicle, which includes a vehicle controller, and the vehicle controller is used to execute the method described in the first aspect.

[0015] In a fourth aspect, an embodiment of the present application provides a computer-readable storage medium having a computer program stored thereon, and when the computer program is executed by a processor, the steps in the method provided in the first aspect are executed.

[0016] In a fifth aspect, an embodiment of the present application provides a computer program product, which includes a computer program or instructions, and when the computer program or instructions are executed by a processor, runs the method described in the first aspect.

[0017] Other features and advantages of the present application will be described in the following description and, in part, will become apparent from the description or be understood by practicing the embodiments of the present application. The objectives and other advantages of the present application can be achieved and obtained through the structures particularly pointed out in the written description, claims, and drawings. BRIEF DESCRIPTION OF THE DRAWINGS

[0018] In order to more clearly illustrate the technical solutions of the embodiments of the present application, the following is a brief introduction to the drawings required for use in the embodiments of the present application. It should be understood that the following drawings only show certain embodiments of the present application and therefore should not be regarded as limiting the scope. For ordinary technicians in this field, other relevant drawings can be obtained based on these drawings without creative work.

[0019] Figure 1 A flow chart of a method for determining the phase angle of a motor provided in an embodiment of the present application; Figure 2 This is a structural block diagram of a phase angle determination device for a motor provided in an embodiment of the present application. DETAILED DESCRIPTION

[0020] The technical solutions in the embodiments of the present application will be clearly and completely described below in conjunction with the drawings in the embodiments of the present application. Obviously, the described embodiments are only a part of the embodiments of the present application, rather than all of the embodiments. The components of the embodiments of the present application generally described and shown in the drawings here can be arranged and designed in various different configurations. Therefore, the following detailed description of the embodiments of the present application provided in the drawings is not intended to limit the scope of the application for protection, but merely represents the selected embodiments of the present application. Based on the embodiments of the present application, all other embodiments obtained by those skilled in the art without making creative work fall within the scope of protection of the present application.

[0021] It should be noted that similar reference numerals and letters represent similar items in the following drawings. Therefore, once an item is defined in one drawing, it does not need to be further defined or explained in subsequent drawings. At the same time, in the description of this application, the terms "first", "second", etc. are only used to distinguish the description and should not be understood as indicating or implying relative importance.

[0022] It should be noted that, unless there is any conflict, the embodiments in this application or the technical features in the embodiments may be combined.

[0023] In the related art, there is a problem of inaccurate phase angle of the motor; in order to solve this problem, the present application provides a method, device, and vehicle for determining the phase angle of a motor; further, the actual measured phase angle value is compensated by the error compensation value corresponding to the phase angle influencing factor, thereby improving the accuracy of the target phase angle.

[0024] It should be noted that the defects existing in the solutions in the above-mentioned related technologies were discovered by the inventors after long-term practice and careful research. Therefore, the process of discovering the above-mentioned problems and the solutions proposed in the embodiments of the present invention below for the above-mentioned problems should all be the contributions made by the inventors to the present invention in the process of the invention.

[0025] It is understandable that the above-mentioned method for determining the phase angle of the motor can be executed by the vehicle controller. In addition, in a vehicle (such as a hybrid vehicle), the motor is usually connected to the engine, and both are located in the engine compartment.

[0026] See also Figure 1 , which shows a flow chart of a method for determining the phase angle of a motor provided by an embodiment of the present application. Figure 1 As shown, the method for determining the phase angle of a motor includes the following steps 101 to 103.

[0027] Step 101, determining a measured value of the phase angle of the motor; In some application scenarios, for example, the motor phase angle can be measured on a motor test bench and then stored as a preset value for the motor phase angle in the motor controller. The vehicle controller can then retrieve this preset value from the motor controller and use it as the actual measured value for the motor phase angle.

[0028] In other application scenarios, for example, the phase angle of the motor may be measured when the engine is running, and the measured phase angle may be determined as the actual phase angle value.

[0029] Step 102, determining an error compensation value corresponding to a phase angle influencing factor; the phase angle influencing factor includes one or more of the following: the temperature in the engine compartment, the output torque of the engine; Here, since both the motor and the engine are located in the engine compartment, temperature changes in the engine compartment will affect the motor temperature, which in turn affects the accuracy of the data collected by relevant sensors in the motor (such as motor speed and position data), thereby reducing the accuracy of the motor phase angle.

[0030] Furthermore, the engine generates vibrations when it rotates. Because the engine is connected to the motor (e.g., via a crankshaft), this vibration can cause vibration errors in the motor's phase angle, affecting the accuracy of the motor's phase angle. The resulting vibration error can be quantified using the engine's output torque.

[0031] Therefore, the temperature in the engine compartment and the output torque of the engine will affect the accuracy of the motor phase angle. Then, a corresponding error compensation value can be determined to compensate for the errors caused by these two factors.

[0032] It should be noted that in addition to the temperature in the engine compartment and the output torque of the engine, there are also factors affecting the phase angle such as the torque of the gearbox and electromagnetic interference.

[0033] The error compensation value described above can be considered as a compensation value for the error caused by the influence of the phase angle influencing factors on the phase angle. For example, if a phase angle influencing factor causes a phase angle error of M°, the corresponding error compensation value can be a value set to correct the M° error. For example, it can be an angle value of -M° that is equal in magnitude to the error but opposite in direction.

[0034] In some application scenarios, error compensation values ​​can be determined based on historical data. For example, actual phase angles corresponding to different engine compartment temperatures can be collected, followed by theoretical phase angles corresponding to these temperatures. Historical temperature error compensation values ​​can then be determined based on these actual and theoretical phase angles. An initial neural network model is trained using these engine compartment temperatures, actual phase angles, and theoretical phase angles as inputs, and the corresponding historical temperature error compensation values ​​as the expected outputs. The converged neural network model can then be used to determine the actual error compensation value.

[0035] Similarly, for example, the actual phase angles corresponding to the output torques of different engines can be collected; historical vibration error compensation values ​​can then be determined based on the actual phase angles and theoretical phase angles. The engine output torques, actual phase angles, and theoretical phase angles are then used as inputs to an initial neural network model, and the corresponding historical vibration error compensation values ​​are used as the expected outputs of the initial neural network model to train the model. The converged neural network model can then be used to determine the actual error compensation value.

[0036] Step 103: Determine a target phase angle according to the measured phase angle value and the error compensation value.

[0037] In some application scenarios, for example, the measured phase angle value and various error compensation values ​​may be accumulated to obtain a target phase angle.

[0038] In this implementation, considering that the motor is connected to the engine in the vehicle and both are located in the engine compartment, when the engine is working, there is a problem that the motor phase angle is affected by the temperature in the engine compartment and the output torque of the engine. Therefore, the motor phase angle can be compensated by the error compensation values ​​corresponding to these two phase angle influencing factors to improve the accuracy of the target phase angle.

[0039] In some optional implementations, the determination of the error compensation value corresponding to the phase angle influencing factor described in the above step 102 includes: determining the vibration error compensation value using a vibration transfer characteristic function based on the output torque value of the engine, the mechanical angle of the motor and a preset vibration coupling coefficient; the vibration error compensation value is used to compensate for the vibration error caused by the output torque fluctuation of the engine.

[0040] In some application scenarios, the process of determining the vibration error compensation value can be represented by the following calculation formula: ,in, Characterizes the vibration error compensation value, Characterizes the preset vibration coupling coefficient, whose value range may be, for example, [0.008, 0.012]. In this application, it may be determined to be 0.01; The absolute value representing the output torque of the engine, which can be sent by the engine controller EMS to the vehicle controller HCU; Characterizes the mechanical angle of the motor, which can be calculated from the raw measurement value of the encoder, and then stored in the motor controller MCU, so that it can be sent from the motor controller MCU to the vehicle controller HCU; Characterize the vibration transfer characteristic function; Represents the multiplication sign.

[0041] In this implementation, the vibration error caused by the engine operation can be quantified, so that a vibration error compensation value for compensating the vibration error can be obtained. Then, after compensating the measured phase angle value with the vibration error compensation value, the accuracy of the target phase angle can be improved.

[0042] It is understandable that the engine and the motor are both located in the engine compartment, and their temperatures have a greater impact on the temperature in the engine compartment. Therefore, the error compensation value corresponding to the temperature in the engine compartment can be determined in combination with the temperature of the engine and the temperature of the motor.

[0043] Then, in some optional implementations, the temperature change value of the engine and the temperature change value of the motor can be obtained; then, based on the temperature change value of the engine and the temperature change value of the motor, the temperature error compensation value corresponding to the temperature in the engine compartment is determined.

[0044] In some application scenarios, a reference temperature can be determined first. For example, room temperature (25°C) can be used as the reference temperature. The difference between the current actual engine temperature and the reference temperature is then used as the engine temperature change value. Alternatively, the difference between the current actual motor temperature and the reference temperature can be used as the motor temperature change value.

[0045] In these application scenarios, the temperature change value within the engine compartment can be determined based on these two factors, and then the corresponding temperature error compensation value can be determined based on this temperature change value. In some application scenarios, because the heat generated by the engine during operation is greater than the heat generated by the motor during operation, a relatively large weight can be assigned to the engine temperature change value, while a relatively small weight can be assigned to the motor temperature change value. The two values ​​are then weighted based on their respective weights, and the weighted value is determined as the temperature change value within the engine compartment.

[0046] Furthermore, for example, a mapping table between engine compartment temperature and temperature error compensation values ​​can be pre-established, and the temperature error compensation value corresponding to the current engine compartment temperature change can be found from this table. In some application scenarios, for example, interpolation calculations can be performed based on multiple historical engine compartment temperatures and their corresponding actual temperature error compensation values ​​to obtain temperature error compensation values ​​corresponding to multiple different engine compartment temperatures, thereby generating the aforementioned mapping table.

[0047] In this implementation, considering that the temperature changes in the engine compartment are mainly caused by the engine and the motor, a more accurate temperature in the engine compartment can be obtained based on the temperature change values ​​corresponding to the two, thereby improving the accuracy of the temperature error compensation value and, to a certain extent, improving the accuracy of the target phase angle.

[0048] In some optional implementations, determining the temperature error compensation value corresponding to the temperature in the engine compartment based on the temperature change value of the engine and the temperature change value of the motor includes: determining the engine temperature error compensation value based on the temperature change value of the engine and a first preset temperature compensation coefficient; determining the motor temperature error compensation value based on the temperature change value of the motor and a second preset temperature compensation coefficient; determining the temperature error compensation value corresponding to the temperature in the engine compartment based on the engine temperature error compensation value and the motor temperature error compensation value.

[0049] In some application scenarios, the process of determining the temperature error compensation value can be represented by the following calculation formula, for example: ,in, Characterizes the temperature error compensation value corresponding to the temperature in the engine compartment; Characterizing a first preset temperature compensation coefficient; Characterizing a second preset temperature compensation coefficient; Characterizes the temperature of the engine; Characterize the temperature of the motor; Here, the first preset temperature compensation coefficient and the second preset temperature compensation coefficient may be the same or different, and the value range of the first preset temperature compensation coefficient and the second preset temperature compensation coefficient may be [0.03, 0.05].

[0050] In this implementation, the engine temperature error compensation value and the motor temperature error compensation value are determined separately, and then the two are combined to determine the temperature error compensation value corresponding to the temperature in the engine compartment. This can improve the accuracy of the temperature error compensation value corresponding to the temperature in the engine compartment and improve the accuracy of the target phase angle to a certain extent.

[0051] In some applications, the motor is also connected to a gearbox, resulting in errors caused by the gearbox's output torque. That is, the phase angle influencing factor also includes the gearbox's output torque. Thus, determining the error compensation value corresponding to the phase angle influencing factor in step 102 further includes determining a gearbox error compensation value based on the gearbox's torque variation and a preset torsional stiffness coefficient; the gearbox error compensation value is used to compensate for errors caused by fluctuations in the gearbox's output torque.

[0052] In some application scenarios, the process of determining the gearbox error compensation value can be represented by the following calculation formula, for example: ,in, Characterize the gearbox error compensation value; Characterizes the preset torsional stiffness coefficient, whose value range can be [0.005, 0.01]. For example, in this application, it can be 0.005; The torque change value representing the transmission can be calculated by the transmission controller TCU and then sent to the vehicle controller HCU.

[0053] In this implementation, since the motor is typically connected to a gearbox, the gearbox's output torque also affects the motor's phase angle. Therefore, compensating for the gearbox-induced error can further improve the accuracy of the target phase angle.

[0054] In some application scenarios, the phase angle measured value can be determined by comprehensively analyzing the phase angles determined in different situations. Specifically, the vehicle controller can determine the phase angle value by the following steps: Sub-step 1011, determining a first phase angle value using a multi-frequency voltage signal of the motor; the multi-frequency voltage signal is formed by superimposing voltage signals of multiple different frequencies; the different frequencies include at least a main frequency and an auxiliary frequency; In some application scenarios, the multi-frequency voltage signal can be determined, for example, by the following calculation formula: .

[0055] in, Characterize multi-frequency voltage signals, Characterize time parameters.

[0056] Characterizes the main frequency amplitude, the unit is volt V, in addition, , Characterizes the motor speed, which can be sent to the vehicle controller HCU through the motor controller MCU, The reference amplitude that represents the motor at rest or running at low speed can be, for example, 20. Characterizes the gain factor, which can be 0.1, for example; Indicates the fixed value of the main frequency, the unit is Hertz (Hz), and its value can be 300, for example.

[0057] Characterizes the auxiliary frequency amplitude, the unit is volt V, in addition, ;in, Represents the engine torque, which can be sent to the vehicle controller HCU through the engine controller EMS; Characterizes the basic amplitude, and its value range can be, for example, [10, 30] V. In this application, it can be 15. Characterizes the gain coefficient, and its value range may be, for example, [0.02, 0.1], and specifically 0.05 in this application.

[0058] Characterizes the auxiliary frequency dynamic value, the unit is Hertz Hz, in addition, ;in, Indicates the engine speed, which can be sent to the vehicle controller HCU through the engine controller EMS. Represents the constant term, which can be 500 here. Characterizes the gain coefficient, and its value range can be [0.15, 0.3]. Here it can be 0.2.

[0059] Characterizes the diagnostic voltage value, the unit is volt V, and its value can be 5, for example; It represents the diagnostic frequency value, with the unit being Hertz (Hz), and its value may be 50, for example.

[0060] In some optional implementations, the first phase angle value may be determined by the following steps: First, obtaining the three-phase current corresponding to the multi-frequency voltage signal of the motor; In some application scenarios, for example, after injecting voltage signals of different frequencies, the three-phase current is measured by a Hall effect current sensor, and then the vehicle controller can obtain it from the sensor.

[0061] Then, the three-phase current is converted into the α-β coordinate system to obtain the corresponding current components; The α-β coordinate system is a two-dimensional orthogonal coordinate system used for motor analysis and control. This coordinate system can convert the current variables of a three-phase motor into two-phase orthogonal DC components. It is understood that converting three-phase currents to the α-β coordinate system is well known in the art and will not be further described here.

[0062] Then, the current components are demodulated and calculated in the main frequency band and the auxiliary frequency band respectively to obtain the corresponding orthogonal components; Here, if Characterizes the current component on the α-axis, Characterizing the current component on the β-axis, the demodulation process of the current component on the main frequency band can be characterized based on the following calculation formula: , .in, Characterizes the isotropic component on the main frequency band, Represents the orthogonal components in the main frequency band. The meanings of other parameters are as mentioned above and are not repeated here.

[0063] Similarly, the demodulation process of the current component in the auxiliary frequency band can also be determined based on the following calculation formula: , .in, Characterizes the same direction component on the auxiliary frequency band, Characterize the orthogonal components on the auxiliary frequency band, Characterizes the cycle. The meanings of other parameters are as mentioned above and are not repeated here.

[0064] Then, the first phase angle value is determined according to the plurality of the orthogonal components.

[0065] Continuing with the above example, we can calculate Get the first phase angle value. Characterizes the first phase angle value.

[0066] In this implementation, by demodulating the current components on the main frequency band and the auxiliary frequency band respectively, the key frequency components closely related to the operating status of the motor can be more accurately separated from the complex current signal, thereby more accurately reflecting the actual working status of the motor. Therefore, the accuracy of the phase angle measurement value can be improved to a certain extent.

[0067] Sub-step 1012, obtaining a second phase angle value; the second phase angle value is determined by the back electromotive force of the motor; In some application scenarios, the vehicle controller can obtain information from the motor controller MCU, for example. In these application scenarios, the motor controller can, for example, calculate the rotor position angle based on the time when the back EMF crosses zero and combines it with the motor speed information, and then determine the corresponding phase angle based on this position angle. This phase angle is also the second phase angle value mentioned above.

[0068] Sub-step 1013: determining the measured phase angle value according to the first phase angle value and the second phase angle value.

[0069] In some application scenarios, for example, different weights can be assigned to the first phase angle value and the second phase angle value, so that the two can be weighted, and the weighted value can be determined as the measured phase angle value. For example, it can be determined by the following calculation formula: , .in, Characterize the measured value of the phase angle, Characterize the first phase angle value, Characterize the second phase angle value; a weight representing the value of the first phase angle; Characterizing the weight of the second phase angle value: Here, if the motor speed is not greater than 1200 rpm, the weight of the first phase angle value may be, for example, 0.4, and the weight of the second phase angle value may be, for example, 0.6.

[0070] In summary, the target phase angle The calculation formula can be: Combined with the above, the specific calculation formula is: .

[0071] In this implementation, the first phase angle value and the second phase angle value can be combined to obtain a more accurate phase angle measurement value, thereby improving the accuracy of the target phase angle to a certain extent.

[0072] In other application scenarios, for example, the measured phase angle value of the motor can be determined while the engine is running. Thus, in some optional implementations, determining the measured phase angle value of the motor includes: during the operation of the engine, if the engine speed is within a preset speed range, the motor speed matches the engine speed, the measured voltage of the motor is within a preset voltage range, and the measured current of the motor is within a preset current range, then determining the measured phase angle value as the measured phase angle value.

[0073] The preset speed range may be, for example, not greater than (980, 1020) rpm. If the speed of the motor is the same as the speed of the engine or is within a preset error range, the two are determined to be matched, otherwise they are determined to be mismatched.

[0074] The above preset voltage range may include, for example, [380, 410] V, and the corresponding preset current range may include, for example, [5, 10] A. It is understandable that the preset range may be adaptively adjusted according to the motor characteristics.

[0075] In this implementation, since the vehicle is mostly driven by the engine to run the motor during actual operation, measuring the actual phase angle value during the operation of the engine can make the measurement process of the motor phase angle more in line with the actual scenario, thereby improving the accuracy of the actual phase angle value and, to a certain extent, also improving the accuracy of the target phase angle.

[0076] Those skilled in the art will understand that, in the above-mentioned method of a specific embodiment, the writing order of each step does not mean a strict execution order and does not constitute any limitation on the implementation process. The specific execution order of each step should be determined by its function and possible internal logic.

[0077] See also Figure 2 , which shows a block diagram of a motor phase angle determination device provided by an embodiment of the present application. The motor phase angle determination device can be a module, program segment or code on a vehicle controller. It should be understood that the device is similar to the above Figure 1 The method embodiment corresponds to the embodiment that can be executed Figure 1 The various steps involved in the method embodiment.

[0078] Optionally, the motor phase angle determination device includes a first determination module 201, a second determination module 202, and a third determination module 203. The first determination module 201 is configured to determine a measured phase angle value of the motor; the second determination module 202 is configured to determine an error compensation value corresponding to a phase angle influencing factor; the phase angle influencing factor includes one or more of the following: the temperature in the engine compartment and the output torque of the engine; and the third determination module 203 is configured to determine a target phase angle based on the measured phase angle value and the error compensation value.

[0079] Optionally, the second determination module 202 is further used to: determine a vibration error compensation value using a vibration transfer characteristic function based on the output torque value of the engine, the mechanical angle of the motor and a preset vibration coupling coefficient; the vibration error compensation value is used to compensate for the vibration error caused by the output torque fluctuation of the engine.

[0080] Optionally, the second determination module 202 is further used to: obtain the temperature change value of the engine and the temperature change value of the motor; and determine a temperature error compensation value corresponding to the temperature in the engine compartment based on the temperature change value of the engine and the temperature change value of the motor.

[0081] Optionally, the second determination module 202 is further used to: determine the engine temperature error compensation value based on the temperature change value of the engine and a first preset temperature compensation coefficient; determine the motor temperature error compensation value based on the temperature change value of the motor and a second preset temperature compensation coefficient; determine the temperature error compensation value corresponding to the temperature in the engine compartment based on the engine temperature error compensation value and the motor temperature error compensation value.

[0082] Optionally, the motor is connected to a gearbox, the phase angle influencing factor also includes the output torque of the gearbox, and the second determination module 202 is further used to: determine a gearbox error compensation value based on the torque change value of the gearbox and a preset torsional stiffness coefficient; the gearbox error compensation value is used to compensate for the error caused by the output torque fluctuation of the gearbox.

[0083] Optionally, the first determination module 201 is further used to: determine a first phase angle value through a multi-frequency voltage signal of the motor; the multi-frequency voltage signal is formed by superimposing voltage signals of multiple different frequencies; the different frequencies include at least a main frequency and an auxiliary frequency; obtain a second phase angle value; the second phase angle value is determined by the back electromotive force of the motor; and determine the actual measured phase angle value based on the first phase angle value and the second phase angle value.

[0084] Optionally, the first determination module 201 is further used to: obtain the three-phase current corresponding to the multi-frequency voltage signal of the motor; convert the three-phase current to the α-β coordinate system to obtain the corresponding current components; demodulate and calculate the current components in the main frequency band and the auxiliary frequency band respectively to obtain the corresponding orthogonal components; determine the first phase angle value based on the multiple orthogonal components.

[0085] Optionally, the first determination module 201 is further used to: during the operation of the engine, if the speed of the engine is within a preset speed range, and the speed of the motor matches the speed of the engine, and the measured voltage of the motor is within a preset voltage range, and the measured current of the motor is within a preset current range, then the measured phase angle value is determined as the phase angle measured value.

[0086] Based on the same inventive concept, an embodiment of the present application further provides a vehicle, which includes a vehicle controller that can execute the method described in any of the above implementations. It is understood that the vehicle can be a hybrid vehicle.

[0087] It should be noted that those skilled in the art can clearly understand that for the convenience and brevity of description, the specific working process of the device or vehicle described above can refer to the corresponding process in the aforementioned method embodiment, and will not be repeated here.

[0088] In addition, an embodiment of the present application further provides a computer-readable storage medium on which a computer program is stored. When the computer program is executed by a processor, the methods provided in the above-mentioned method embodiments can be executed.

[0089] In addition, an embodiment of the present application also provides a computer program product, which includes a computer program stored on a non-transitory computer-readable storage medium, and the computer program includes program instructions. When the program instructions are executed by a computer, the computer can execute the methods provided by the above-mentioned method embodiments.

[0090] In the embodiments provided in this application, it should be understood that the disclosed devices and methods can be implemented in other ways. The device embodiments described above are merely schematic. For example, the division of the units is only a logical function division. There may be other division methods in actual implementation. For example, multiple units or components can be combined or integrated into another system, or some features can be ignored or not executed. Another point is that the mutual coupling or direct coupling or communication connection shown or discussed can be through some communication interface, indirect coupling or communication connection of devices or units, which can be electrical, mechanical or other forms.

[0091] In addition, the units described as separate components may or may not be physically separate, and the components shown as units may or may not be physical units, that is, they may be located in one place or distributed across multiple network units. Some or all of the units may be selected according to actual needs to achieve the purpose of the solution of this embodiment.

[0092] Furthermore, the functional modules in each embodiment of the present application can be integrated together to form an independent part, or each module can exist independently, or two or more modules can be integrated to form an independent part.

[0093] The above description is merely an embodiment of the present application and is not intended to limit the scope of protection of the present application. For those skilled in the art, various modifications and variations of the present application are possible. Any modifications, equivalent substitutions, improvements, etc. made within the spirit and principles of the present application shall be included in the scope of protection of the present application.

Claims

1. A method for determining the phase angle of a motor, characterized in that: The motor is connected to the engine, and both are located in the engine compartment. The method includes: Determining a measured value of the phase angle of the motor; Determining an error compensation value corresponding to a phase angle influencing factor; the phase angle influencing factor includes one or more of the following: the temperature in the engine compartment, the output torque of the engine; A target phase angle is determined according to the phase angle measured value and the error compensation value.

2. The method according to claim 1, characterized in that Determining the error compensation value corresponding to the phase angle influencing factor includes: A vibration error compensation value is determined using a vibration transfer characteristic function according to the output torque value of the engine, the mechanical angle of the motor, and a preset vibration coupling coefficient; the vibration error compensation value is used to compensate for the vibration error caused by the output torque fluctuation of the engine.

3. The method according to claim 1, characterized in that Determining the error compensation value corresponding to the phase angle influencing factor includes: Acquiring a temperature change value of the engine and a temperature change value of the motor; A temperature error compensation value corresponding to the temperature in the engine compartment is determined according to the temperature change value of the engine and the temperature change value of the motor.

4. The method according to claim 3, characterized in that The determining, based on the temperature change value of the engine and the temperature change value of the motor, a temperature error compensation value corresponding to the temperature in the engine compartment includes: determining an engine temperature error compensation value according to a temperature change value of the engine and a first preset temperature compensation coefficient; Determining a motor temperature error compensation value according to a temperature change value of the motor and a second preset temperature compensation coefficient; A temperature error compensation value corresponding to the temperature in the engine compartment is determined according to the engine temperature error compensation value and the motor temperature error compensation value.

5. The method according to claim 1, wherein The motor is connected to a gearbox, and the phase angle influencing factors also include the output torque of the gearbox, and The step of determining the error compensation value corresponding to the phase angle influencing factor further includes: A gearbox error compensation value is determined according to the torque change value of the gearbox and a preset torsional stiffness coefficient; the gearbox error compensation value is used to compensate for the error caused by the output torque fluctuation of the gearbox.

6. The method according to any one of claims 1 to 5, characterized in that Determining the measured value of the phase angle of the motor includes: The first phase angle value is determined by a multi-frequency voltage signal of the motor; the multi-frequency voltage signal is formed by superimposing voltage signals of multiple different frequencies; the different frequencies include at least a main frequency and an auxiliary frequency; Obtaining a second phase angle value; the second phase angle value is determined by the back electromotive force of the motor; The phase angle measured value is determined according to the first phase angle value and the second phase angle value.

7. The method according to claim 6, characterized in that Determining a first phase angle value using a multi-frequency voltage signal of the motor includes: Obtaining three-phase current corresponding to the multi-frequency voltage signal of the motor; Convert the three-phase current into the α-β coordinate system to obtain corresponding current components; Demodulate and calculate the current components in the main frequency band and the auxiliary frequency band respectively to obtain the corresponding orthogonal components; The first phase angle value is determined based on the plurality of the orthogonal components.

8. The method according to any one of claims 1 to 5, characterized in that Determining the measured value of the phase angle of the motor includes: During the operation of the engine, if the speed of the engine is within a preset speed range, the speed of the motor matches the speed of the engine, the measured voltage of the motor is within a preset voltage range, and the measured current of the motor is within a preset current range, the measured phase angle value is determined as the measured phase angle value.

9. A device for determining the phase angle of a motor, characterized in that: The motor is connected to the engine, and both are located in the engine compartment. The device includes: A first determining module, configured to determine a measured value of a phase angle of the motor; a second determining module, configured to determine an error compensation value corresponding to a phase angle influencing factor; the phase angle influencing factor comprising one or more of the following: a temperature in the engine compartment, an output torque of the engine; The third determination module is used to determine the target phase angle according to the phase angle measured value and the error compensation value.

10. A vehicle, characterized in that: The vehicle controller comprises a vehicle controller, which is used to execute the method according to any one of claims 1 to 8.

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