Vehicle motor control method and device, vehicle, medium and product

Abstract

The invention at least provides a vehicle motor control method and device, a vehicle, a medium and a product, and the method comprises the steps that under the condition of entering a cooperative control mode of an electric drive control system of the vehicle, the request torque of the vehicle is obtained; selecting a target working mode from a plurality of working modes of the electric drive control system based on the request torque; the electric drive control system comprises a plurality of motors, and the first numbers in different working modes are different; and based on the target working mode, the number of the motors in the closed state is controlled to be the first number, and the vehicle is driven through the second number of motors. According to the scheme, the energy consumption is low, and the system efficiency and the response performance can be considered.

Description

TECHNICAL FIELD

[0001] The present application relates to the technical field of vehicles, in particular to a control method and device of a vehicle motor, a vehicle, a medium and a product. BACKGROUND

[0002] With the continuous development of electric vehicle technology, the control strategy of the motor system has become a key factor to improve the performance and energy efficiency of the whole vehicle. Especially in the distributed electric drive system, multiple motors work together to provide power output for the vehicle, and its control method directly affects energy consumption, driving range and driving stability. Therefore, how to reasonably allocate the running state of each motor under different working conditions to achieve higher system efficiency and better driving experience is one of the key research directions.

[0003] The implementation of the related technology includes: driving torque allocation is performed through a preset MAP table, and optimal efficiency or stability priority strategy is switched according to different driving modes, etc. However, the above existing technology has certain limitations, for example, there is still optimization space for energy consumption, and it is difficult to balance system efficiency and response performance. SUMMARY

[0004] One of the purposes of the present application is to at least provide a control method, device, vehicle, medium and product of a vehicle motor, which can achieve lower energy consumption in the process of distributed driving, and can balance system efficiency and response performance.

[0005] In order to achieve the above purpose, the technical scheme adopted by the present application is as follows: In a first aspect, the present application provides a control method of a vehicle motor, the method comprising: in the case of entering a cooperative control mode of an electric drive control system of a vehicle, obtaining a requested torque of the vehicle; based on the requested torque, selecting a target working mode in a plurality of working modes of the electric drive control system; the electric drive control system comprises a plurality of motors, and the first number is different in different working modes; based on the target working mode, the number of motors in the off state is controlled to be the first number, so as to drive the vehicle by the second number of motors.

[0006] According to the above technical means, in the case of entering the cooperative control mode of the electric drive control system of the vehicle, the optimal target working mode is selected in the plurality of working modes of the electric drive control system based on the current requested torque, and the different working modes in the mode have different motor running / off combinations, which can flexibly adapt to different working condition requirements. According to the target working mode, the corresponding number of motors is controlled to run and shut down, which reduces the energy consumption of redundant motors, optimizes the system efficiency, and improves the overall energy utilization effect; and the target mode corresponding to the requested torque can be selected according to different requested torques, so as to balance the system efficiency and response performance.

[0007] In a possible implementation, in a case where the plurality of motors are operated in a cycle period, based on the target working mode, the number of motors in the off state is controlled to be the first number, and the vehicle is driven by the second number of motors, comprising: for each cycle period, based on the target working mode, the number of motors in the off state in the cycle period is controlled to be the first number, and the number of motors in the running state in the cycle period is controlled to be the second number, so as to drive the vehicle by the second number of motors in the cycle period.

[0008] According to the above technical means, the first number of motors is controlled to be off and the second number of motors is controlled to be on in the cycle period, which can alleviate the problem of efficiency reduction caused by continuous operation and heating, and the cycle operation can balance the energy consumption and the service life of the plurality of motors.

[0009] In a possible implementation, based on the target working mode, the number of motors in the off state in the cycle period is controlled to be the first number, and the number of motors in the running state in the cycle period is controlled to be the second number, so as to drive the vehicle by the second number of motors in the cycle period, comprising determining the value of the second number of the target working mode.

[0010] In a case where the value of the second number is less than the total number of the plurality of motors, the target cycle mode is determined from a plurality of cycle modes of the target working mode; the target cycle mode is a cycle mode in which the noise, vibration and harshness (NVH) performance and the efficiency meet the first demand in the plurality of cycle modes; the third number is different in different cycle modes; the target third number in the target cycle mode is determined; the second number of running motors is selected in the cycle period in the target third number of motors, so as to drive the vehicle by the second number of motors in the cycle period.

[0011] According to the above technical means, the second number, i.e. the number of running motors, in the target working mode is determined first, and it is further determined whether the cycle switching of the motors is needed. Then, the target cycle mode meeting the requirements of NVH and efficiency is selected from a plurality of possible cycle modes, so as to ensure that the high-efficiency operation is realized without introducing significant noise and vibration problems. Then, the total number of motors participating in the rotation in the cycle mode, i.e. the third number, is determined, and the running motor is selected in the cycle period based on the third number, so that the system can maintain stable output while realizing more efficient energy distribution and motor resource utilization.

[0012] In a possible implementation, the second number of operating motors are cyclically selected in the target third number of motors according to a cycle period to drive the vehicle by the second number of operating motors according to the electric drive control system cycle period, including: determining a target switching frequency of a target cycle mode; the target switching frequency is a switching frequency in the plurality of switching frequencies that meets the second demand in terms of NVH performance and efficiency; determining a target cycle period based on the target switching frequency; and cyclically selecting the second number of operating motors in the target third number of motors according to the target cycle period to drive the vehicle by the second number of operating motors.

[0013] According to the above technical means, first, the optimal switching frequency under the target cycle mode is determined, which needs to improve the system efficiency as much as possible on the premise of ensuring that the NVH performance is not significantly affected. Then, the target cycle period is set according to the switching frequency to ensure that the motor switching process is smooth and controllable. Finally, the target third number of motors are sequentially switched according to the set cycle period, so that the selection of operating motors has regularity, avoiding additional loss and interference caused by frequent switching, thereby realizing more stable and efficient vehicle driving.

[0014] In a possible implementation, the second number of motors are controlled to operate, including: determining a second number of values of a target working mode; in a case where the second number of values is greater than one and less than a total number of the plurality of motors, determining a target motor combination mode of the target working mode; the target motor combination mode is a motor combination mode in the plurality of motor combinations that meets the third demand in terms of NVH performance and efficiency; and sequentially selecting the second number of operating motors according to the target motor combination mode to drive the vehicle by the second number of operating motors.

[0015] According to the above technical means, first, it is determined whether multiple motors need to be operated in cooperation under the target working mode, and if so, the optimal combination mode that meets the requirements of NVH and efficiency is further selected from a plurality of possible motor combination modes. This mode not only considers the coordination relationship between the motors, but also comprehensively evaluates their performance in actual operation, ensuring that the selected combination can meet the driving demand and will not negatively affect the vehicle comfort. Finally, the motor operation arrangement is made according to the selected combination mode, so that the system can achieve the optimal operation effect under the cooperation of multiple motors.

[0016] In a possible implementation, the second number of motors are controlled to operate, including: obtaining a target pulse torque parameter of a target working mode; the target pulse torque parameter is a pulse torque parameter in the plurality of pulse torque parameters that meets the fourth demand in terms of NVH performance and efficiency; and controlling the second number of motors to perform torque control in a pulse mode based on the target pulse torque parameter, so that the output pulse torque meets the demand of the requested torque.

[0017] According to the above technical means, first, the pulse torque parameters required in the target working mode are obtained, and these parameters need to be selected optimally under the premise of meeting the NVH performance and system efficiency. Subsequently, according to the selected parameters, pulse torque control is performed on the running motor, so that the torque output by the motor changes periodically, thereby meeting the power demand of the whole vehicle while reducing the energy loss of the motor during operation. In this way, the contradiction between system efficiency and NVH performance can be effectively balanced, and a more optimal overall control effect can be achieved.

[0018] In a possible implementation, the target pulse torque parameters include at least one of the following: a target pulse torque amplitude, the target pulse torque amplitude being an amplitude of a pulse torque that meets the fifth demand in terms of both NVH performance and efficiency; a target pulse torque frequency, the target pulse torque frequency being an amplitude of a pulse torque that meets the sixth demand in terms of both NVH performance and efficiency; and a target pulse torque phase, the target pulse torque phase being an amplitude of a pulse torque that meets the seventh demand in terms of both NVH performance and efficiency.

[0019] According to the above technical means, at least one of the amplitude, frequency and phase of the pulse torque is optimally set, to ensure that each parameter can improve the system efficiency as much as possible on the basis of meeting the NVH performance requirement. For example, proper adjustment of the pulse amplitude can avoid excessive torque fluctuation, thereby reducing the risk of vibration; reasonable setting of the frequency can help reduce the inverter switching loss; and optimization of the phase can improve the coordination between multiple motors and avoid resonance. Through comprehensive optimization of each parameter, the optimal configuration of the pulse torque control strategy can be finally achieved.

[0020] In a possible implementation, in the case where the target pulse torque parameters include the target pulse torque amplitude and the target pulse torque frequency, before the target pulse torque parameters of the target working mode are obtained, the method further includes: obtaining a target pulse amplitude range and a pulse frequency range; determining a first pulse amplitude output by the motor in the target pulse amplitude range, and determining a first pulse frequency output by the motor in the pulse frequency range; detecting the efficiency and the NVH performance of the test point of the motor at the first pulse amplitude and the first pulse frequency; in the case where the efficiency and the NVH performance of the test point do not meet the demand, adjusting the values of the first pulse amplitude and the first pulse frequency in the target pulse amplitude range and the pulse frequency range, and re-executing the detection of the efficiency and the NVH performance of the test point of the motor at the first pulse amplitude and the first pulse frequency, until the efficiency and the NVH performance of the test point meet the demand; in the case where the efficiency and the NVH performance of the test point meet the demand, determining the first pulse amplitude that meets the demand as the target pulse torque amplitude, and determining the first pulse frequency that meets the demand as the target pulse torque frequency.

[0021] According to the above technical means, first, the feasible range of pulse amplitude and frequency is defined, and the initial value is selected as the test point. Then, the efficiency and NVH performance of the point are evaluated through actual test, if it does not meet the requirements, the value of amplitude and frequency is adjusted gradually, and the test process is repeated until the optimal solution is found. This way can ensure that the selected parameters meet the system efficiency requirements and do not adversely affect the vehicle NVH performance, so as to realize more accurate and reliable pulse torque control.

[0022] In a possible implementation, the target pulse amplitude range is obtained, including: obtaining a plurality of reference speeds in a speed range of the motor; determining a plurality of reference torques at which the single motor reaches the efficiency peak at the plurality of reference speeds; determining a plurality of pulse amplitude ranges based on the plurality of reference torques; and determining the target pulse amplitude range based on the plurality of pulse amplitude ranges.

[0023] According to the above technical means, first, the efficiency characteristic data of the motor at different speeds is obtained, and the torque value corresponding to the efficiency peak is extracted as a reference. Then, a plurality of pulse amplitude ranges are constructed based on these reference torque values, and the amplitude range most suitable for the current working condition is selected from them. In this way, it can be ensured that the selected pulse amplitude is always close to the optimal efficiency region of the motor, so as to improve the system efficiency while avoiding problems such as efficiency decline or NVH deterioration caused by excessive or insufficient amplitude.

[0024] In a possible implementation, the method further includes: obtaining a current vehicle speed and / or a driving mode of the vehicle; determining a working parameter in the target working mode based on the current vehicle speed and / or the driving mode; and the working parameter includes at least one of the following: a target cycle mode, a target switching frequency, a target motor combination mode, and a target pulse torque parameter.

[0025] According to the above technical means, the related parameters in the target working mode are dynamically adjusted in combination with the current vehicle speed and / or driving mode information. For example, in the high-speed driving state, a higher efficiency working mode and a faster switching frequency can be selected; while in the low-speed or economic driving mode, lower NVH impact and lower energy consumption can be considered first. Through this dynamic adaptation mechanism, the system can always maintain the optimal operating state in different driving scenarios, thereby comprehensively improving the energy efficiency and driving experience of the vehicle.

[0026] In a possible implementation, in the case that the requested torque is a single motor requested torque, a target working mode is selected from the plurality of working modes based on the requested torque, including: obtaining a current speed of the single motor of the vehicle; determining a first reference torque of the single motor at which the single motor reaches an efficiency peak at the current speed; determining a single motor torque upper limit value in each working mode based at least on the first reference torque; and determining the target working mode based on the single motor torque upper limit value in each working mode and the requested torque of the single motor.

[0027] According to the above technical means, the current speed is first obtained, and the reference torque of the single motor at which the single motor reaches an efficiency peak at the current speed is determined. Then, the single motor torque upper limit value in each working mode is calculated based on the reference torque, and the current requested torque is combined for comparison, so as to select the most suitable working mode. This way can ensure that the selected mode not only meets the current power demand, but also maximizes the efficiency advantage of the motor, thereby realizing a more optimal energy utilization effect.

[0028] In a possible implementation, for each working mode, the single motor torque upper limit value in each working mode is determined based at least on the first reference torque, including: obtaining a torque upper limit compensation coefficient in the working mode; and determining the single motor torque upper limit value in the working mode based on the torque upper limit compensation coefficient in the working mode and the first reference torque.

[0029] According to the above technical means, by introducing the torque upper limit compensation coefficient, the single motor torque upper limit in different working modes is adjusted differently. The compensation coefficient can be optimized and set according to the efficiency difference and NVH performance between adjacent working modes, so as to ensure that the selected mode not only maximizes the efficiency, but also takes into account the comfort and stability of the vehicle. This way can more accurately match the actual demand under different working conditions, and improve the adaptability and flexibility of the system.

[0030] In a possible implementation, before the step of obtaining the torque upper limit compensation coefficient in the working mode is performed, the method further includes: determining an upper limit torque compensation coefficient and a lower limit torque compensation coefficient; determining an upper limit torque and a lower limit torque based on the upper limit torque compensation coefficient and the lower limit torque compensation coefficient; determining adjacent modes of the working mode; the second number of the adjacent modes is adjacent to the second number of the working mode; determining an efficiency turning torque of the working mode and the adjacent modes based on the upper limit torque and the lower limit torque; determining a target NVH performance limiting torque of the working mode and the adjacent modes based on the upper limit torque and the lower limit torque; and determining the torque upper limit compensation coefficient of the working mode based on the efficiency turning torque and the target NVH performance limiting torque.

[0031] According to the above technical means, first, the upper and lower limits of the torque compensation coefficient are set, and the corresponding upper and lower limit torques are determined accordingly. Subsequently, by comparing the efficiency and NVH performance of adjacent working modes at different torques, the efficiency turning point and the NVH performance limiting point are determined. Finally, the torque upper limit compensation coefficient of the current working mode is calculated based on the two key points, thereby providing a basis for subsequent mode selection and parameter optimization. This approach can ensure that the compensation coefficient is set more reasonably, avoiding errors caused by experience-based judgments, thereby improving the control accuracy and stability of the system.

[0032] In a possible implementation, based on the upper limit torque and the lower limit torque, the efficiency turning torque of the working mode and the adjacent mode is determined, including: determining a first efficiency curve of the working mode based on the upper limit torque and the target torque; the first efficiency curve is the relationship between torque and efficiency in the working mode; determining a second efficiency curve of the adjacent mode based on the upper limit torque and the target torque; the second efficiency curve is the relationship between torque and efficiency in the adjacent mode; and determining the torque at the intersection of the first efficiency curve and the second efficiency curve as the efficiency turning torque.

[0033] According to the above technical means, by drawing the efficiency curves of different working modes and analyzing the intersection positions, the efficiency turning point can be accurately identified. This turning point marks the key critical point of the efficiency change between the current working mode and the adjacent mode, and is an important basis for determining mode switching. In this way, the system can always select the mode with the highest efficiency under different working conditions, thereby achieving better energy utilization effect.

[0034] In a possible implementation, based on the upper limit torque and the lower limit torque, the target NVH performance limiting torque of the working mode and the adjacent mode is determined, including: determining a first NVH performance limiting torque of the working mode; the first NVH performance limiting torque is the torque corresponding to the highest NVH performance in the working mode; determining a second NVH performance limiting torque of the adjacent mode; the second NVH performance limiting torque is the torque corresponding to the highest NVH performance in the adjacent mode; and determining the target NVH performance limiting torque based on the first NVH performance limiting torque and the second NVH performance limiting torque.

[0035] According to the above technical means, first, the torque values corresponding to the highest NVH performance that the current working mode and the adjacent mode can achieve during their respective operation processes are obtained, and then a unified target NVH performance limiting torque is determined in combination with the two. The limiting torque is used to define the torque level at which good NVH performance can still be maintained, so as to consider both efficiency and comfort when selecting the working mode. In this way, more reasonable mode switching decisions can be made under different working conditions, ensuring the smoothness of system operation and the consistency of user experience.

[0036] In a possible implementation, the method further includes: obtaining a detection parameter; and entering the cooperative control mode when the detection parameter meets a first condition; the first condition includes at least one of a vehicle detection condition, a requested torque detection condition, an electric drive system running state detection condition, and a motor state detection condition.

[0037] According to the technical means described above, the system running environment is comprehensively evaluated through preset detection parameters and judgment conditions. Only when all conditions are met, the cooperative control mode is allowed to be entered. This way can effectively prevent the control strategy from being started under abnormal working conditions, thereby avoiding potential safety risks and system instability problems. By introducing a multiple detection mechanism, the reliability and robustness of the system can be significantly improved, ensuring that the control strategy can stably run under various complex working conditions.

[0038] In a possible implementation, if the detection parameter includes a vehicle state, the first condition includes the vehicle detection condition, and meeting the vehicle detection condition is used to represent that the vehicle is not in a fault, torque limiting, or abnormal state; if the detection parameter includes a requested torque, the first condition includes the requested torque detection condition, and the requested torque detection condition includes that the requested torque belongs to a set demand torque range; if the detection parameter includes an electric drive system running state, the first condition includes the electric drive system running state detection condition, and meeting the electric drive system running state detection condition is used to represent that the electric drive system is not in a fault or abnormal state; if the detection parameter includes a motor state, the first condition includes the motor state detection condition, and the motor state detection condition includes that a motor speed parameter and a motor torque parameter both belong to a set parameter range.

[0039] According to the technical means described above, specific judgment conditions are set for different types of detection parameters to ensure that the system has fully verified the reliability of the running environment before entering the cooperative control mode. For example, the vehicle detection condition is used to confirm that the vehicle is not in any abnormal state; the requested torque detection condition is used to ensure that the input signal is within a reasonable range; the electric drive system running state detection condition is used to exclude internal system faults; and the motor state detection condition is used to monitor basic running parameters of the motor, such as speed and torque, to prevent the control strategy from failing due to abnormal motor performance. Through the multi-level detection mechanism, the safety and stability of the system can be significantly improved.

[0040] In a second aspect, the present application provides a control device of a vehicle motor, the device comprising: an acquisition unit configured to acquire a requested torque of the vehicle in a case where a coordinated control mode of an electric drive control system of the vehicle is entered; a selection unit configured to select a target working mode from a plurality of working modes of the electric drive control system based on the requested torque, the electric drive control system comprising a plurality of motors, and a first number of the motors being different in different working modes; and a control unit configured to control the number of the motors in an off state to be the first number based on the target working mode, so as to drive the vehicle by the second number of the motors.

[0041] In a third aspect, the present application further provides a vehicle, the vehicle comprising an electric drive control system comprising a plurality of motors, and a memory and a vehicle controller, the memory storing a computer program or instructions, and the computer program or instructions being executed by the vehicle controller to implement the method provided in the first aspect.

[0042] In a fourth aspect, the present application further provides a computer readable storage medium, the computer readable storage medium storing a computer program or instructions, and the computer program or instructions being executed by a processor to implement the method provided in the first aspect.

[0043] In a fifth aspect, the present application further provides a computer program product, the computer program product comprising a computer program or instructions, and the computer program or instructions being executed by a processor to implement the method provided in the first aspect.

[0044] It should be noted that the technical effects of the second aspect to the fifth aspect can refer to the detailed description of the first aspect, which will not be repeated here. BRIEF DESCRIPTION OF DRAWINGS

[0045] Figure 1 A first optional flowchart of a control method of a vehicle motor provided by an embodiment of the present application; Figure 2 An optional flowchart of a process of determining whether the pulse torque coordinated control mode can be entered provided by an embodiment of the present application; Figure 3 An optional schematic diagram of working mode one provided by an embodiment of the present application; Figure 4 An optional schematic diagram of working mode two provided by an embodiment of the present application; Figure 5 An optional schematic diagram of working mode three provided by an embodiment of the present application; Figure 6 An optional schematic diagram of working mode four provided by an embodiment of the present application; Figure 7An optional flowchart of the process of selecting the working mode provided by the embodiment of the present application is shown in FIG. 1. Figure 8 An optional flowchart of the process of obtaining the working mode provided by the embodiment of the present application is shown in FIG. 2. An optional flowchart of the process of obtaining the working mode provided by the embodiment of the present application is shown in FIG. 2. Figure 9 An optional flowchart of the process of selecting the working mode provided by the embodiment of the present application is shown in FIG. 1. Figure 10 An optional flowchart of the process of adjusting the pulse torque output strategy provided by the embodiment of the present application is shown in FIG. 6. Figure 11 An optional flowchart of the process of adjusting the pulse torque output strategy provided by the embodiment of the present application is shown in FIG. 6. Figure 12 An optional diagram of the two cases that the two groups of torque cycle switching phases are 0 and is shown in FIG. 7. Figure 13 An optional flowchart of the process of optimizing the pulse torque phase and the pulse torque frequency provided by the embodiment of the present application is shown in FIG. 8. Figure 14 An optional diagram of the two cases that the two motor pulse torque phases are 0 and is shown in FIG. 9. Figure 15 An optional structural diagram of the control device of the vehicle motor provided by the embodiment of the present application is shown in FIG. 10. DETAILED DESCRIPTION

[0046] In order to make the purpose, technical solutions and advantages of the embodiments of the present application clearer, the specific technical solutions of the present application will be further described in detail below with reference to the drawings in the embodiments of the present application. The following embodiments are used to illustrate the present application, but not to limit the scope of the present application.

[0047] In the following description, "some embodiments" are described, which describe a subset of all possible embodiments, but it can be understood that "some embodiments" can be the same subset or different subsets of all possible embodiments, and can be combined with each other without conflict.

[0048] In the following description, the terms "first", "second", "third", etc. are merely used to distinguish different objects, do not represent a specific order, and do not have a prior or subsequent order limitation. It can be understood that the "first", "second", "third" can be exchanged in a specific order or sequence as appropriate, so that the embodiments described herein can be implemented in an order other than that illustrated or described herein.

[0049] Unless otherwise defined, all technical and scientific terms used herein have the same meaning as commonly understood by one of ordinary skill in the art to which this application belongs. The terminology used herein is for the purpose of describing embodiments of this application only, and is not intended to be limiting of this application.

[0050] Embodiments of the present application provide a vehicle motor control method, device, equipment, computer storage medium and computer program product. The vehicle motor control method is executed by a vehicle motor control device, which can be deployed in an electronic device. Below, embodiments of the vehicle motor control method, device, equipment, computer storage medium and computer program product provided by the present application are described.

[0051] In a first aspect, embodiments of the present application provide a vehicle motor control method. Below, the method is described with the execution subject being an electric drive control system as an example. The execution subject can also be a controller in the vehicle or in the electric drive control system.

[0052] Reference Figure 1 As shown, the process can include, but is not limited to, S101-S103.

[0053] S101, in the case of entering the cooperative control mode of the electric drive control system of the vehicle, the electric drive control system acquires the requested torque of the vehicle.

[0054] The requested torque is the driving demand torque value issued by the vehicle control unit (VCU) or other upper control system, representing the total output torque required for the current vehicle operation. The requested torque is an important basis for selecting the target working mode. For example, when the user accelerates or climbs, the VCU will output a higher requested torque; while cruising at a constant speed, the requested torque value is lower.

[0055] Cooperative control mode: is a control mode in which one or more distributed electric motors work cooperatively in an electric motor drive system. In the cooperative control mode, the electric drive control system dynamically adjusts the number of operating electric motors and the control strategy according to the requested torque to achieve the best efficiency.

[0056] In actual implementation, when the electric drive control system detects that the cooperative control mode is entered, the collection of the requested torque data sent by the VCU or the reception of the requested torque data is triggered. The vehicle requested torque here can be the total requested torque of the multiple motors, or the requested torque of each motor after the total requested torque is allocated to each motor.

[0057] Here, the timing of entering the cooperative control mode is not limited, and can be configured according to actual needs. For example, when motor control is needed, the cooperative control mode is entered by default. For another example, before entering the cooperative control mode, parameter detection is also needed to determine whether the conditions for entering the cooperative control mode are met, and the cooperative control mode is entered when the conditions for entering the cooperative control mode are met.

[0058] S102, the electric drive control system selects a target working mode from multiple working modes of the electric drive control system based on the requested torque.

[0059] The electric drive control system includes multiple motors, and the first number is different in different working modes; the first number is the number of motors in the off state, and the second number is the number of motors in the running state.

[0060] Working mode: refers to different motor running state combination modes set in the electric drive control system according to running requirements. Each working mode corresponds to a different number of running motors (i.e., the second number) and a different number of off motors (i.e., the first number), so as to realize the optimization of efficiency under different working conditions.

[0061] For example, for a four-motor system, the multiple working modes can include working mode one, working mode two, working mode three, and working mode four. Working mode one indicates that only one motor is running, and the remaining three motors are off; working mode two indicates that two motors are running, and the remaining two motors are off; working mode three indicates that three motors are running, and the remaining one motor is off; and working mode four indicates that all four motors are running. The design of multiple working modes enables the electric drive control system to flexibly switch according to real-time running requirements, so as to achieve optimal efficiency and user experience.

[0062] It should be noted that the off state of the motor is different from the zero-torque output state of the motor in the low-power state. In the off state, the motor is equivalent to the off state, the motor is completely powered off, the electromagnetic winding has no current, and the motor does not participate in any power control. The main power supply in the off state is disconnected. In the zero-torque output state of the motor, the motor remains powered on, and the electromagnetic system is in the on state, but the output torque is zero through the control strategy. The main power supply of the motor in the zero-torque output state is connected, and the motor is in the "standby" state. Therefore, compared with the zero-torque output state, the off state consumes less energy and the efficiency of the electric drive system is more optimal.

[0063] The plurality of working modes defined in the electric drive control system, after entering the cooperative control mode, according to the size of the current requested torque and the efficiency characteristics of the electric drive system, the electric drive control system selects the working mode that meets the request torque demand and has the highest energy efficiency as the target working mode based on the request torque. For example, in the case of low torque demand, the electric drive control system may select a working mode that runs fewer motors, thereby reducing energy loss; while in the case of high torque demand, the electric drive control system may select a working mode that runs more motors simultaneously, thereby ensuring sufficient power output. Here, the target working mode can be selected based on the request torque of a single motor, or the target working mode can be selected according to the total request torque.

[0064] In addition, the electric drive control system can also dynamically adjust the switching threshold between different working modes based on test data to adapt to the needs of different driving scenarios.

[0065] S103、The electric drive control system controls the number of motors in the off state to be the first number based on the target working mode, to drive the vehicle through the second number of motors.

[0066] The electric drive control system controls the number of motors in the off state to be the first number by sending a shutdown instruction, and controls the number of motors in the running state to be the second number by sending a running instruction, controls the second number of motors to run, so that the running motors can output effective torque, thereby driving the vehicle forward; while the motors in the off state indicate that the controllers of these motors are powered off and no longer participate in power output. In this way, the electric drive control system can maximize the overall energy consumption of the electric drive system while ensuring normal driving of the vehicle. For example, in working mode one, only one motor is running and the other three motors are off, thereby reducing unnecessary power consumption.

[0067] The electric drive control system will send start or shutdown instructions to the corresponding motor controllers according to the configuration of the running state and the off state of the motors in the selected working mode. The motors in the running state will output the corresponding power according to the request torque, while the motors in the off state will stop power supply and enter the energy-saving state. In this way, the overall energy efficiency can be significantly improved without sacrificing vehicle performance, and the battery range can be extended. The electric drive control system can adjust the number of running motors in real time according to the change of the request torque, thereby achieving the best efficiency in different driving scenarios.

[0068] In a possible implementation, in the target working mode, the second quantity and the first quantity are fixed, that is, the number of running motors and the number of closed motors are fixed, but the running motors and the closed motors can be fixed or adjustable. For example, if the second quantity is two, the first quantity can also be two. Then the running motors can always be motor 1 and motor 2, and the closed motors can always be motor 3 and motor 4. Alternatively, motor 1 and motor 2 form a group of motors, and motor 3 and motor 4 form another group of motors, and the two groups of motors can be operated in cycles, and when one group is running, the other group of motors is closed.

[0069] In a possible implementation, in the target working mode, the second quantity and the first quantity are fixed, that is, the number of running motors and the number of closed motors are fixed, but the combination of the running motors and the closed motors can be fixed or adjustable. For example, if the second quantity is two, the first quantity can also be two. Then the running motors can be motor 1 and motor 2, and the closed motors can be motor 3 and motor 4. Alternatively, the running motors can be motor 1 and motor 3, and the closed motors can be motor 2 and motor 4.

[0070] The torque output mode of the running motor is not limited in the embodiments of the present application and can be configured according to actual needs. For example, the torque output mode of the running motor can include but is not limited to a continuous torque output mode or a pulse torque output mode.

[0071] The control method of the vehicle motor provided in this embodiment includes: in the case of entering the cooperative control mode of the electric drive control system of the vehicle, obtaining a requested torque of the vehicle; selecting a target working mode in a plurality of working modes of the electric drive control system based on the requested torque; the electric drive control system includes a plurality of motors, and the first quantity is different in different working modes; based on the target working mode of the electric drive control system, the number of motors in the closed state is controlled to be the first quantity of the electric drive control system, so as to drive the vehicle of the electric drive control system by the second quantity of motors.

[0072] In this embodiment, in the case of entering the cooperative control mode of the electric drive control system of the vehicle, the optimal target working mode is selected in a plurality of working modes of the electric drive control system based on the current requested torque, and different working modes have different motor running / closing combination modes in the mode, which can flexibly adapt to different working condition requirements. According to the target working mode, a corresponding number of motors are controlled to run and close, which reduces the energy consumption of the redundant motors, optimizes the system efficiency, and improves the overall energy utilization effect; and different requested torques can be selected to select the target mode corresponding to the requested torque, so as to balance the system efficiency and response performance.

[0073] In some embodiments, in the case that the plurality of electric machines operate according to a cycle period, S103 can be implemented as: for each cycle period, based on the target working mode, controlling the number of electric machines in the off state within the cycle period to be a first number, and controlling the number of electric machines in the running state within the cycle period to be a second number, so as to drive the vehicle by the second number of electric machines according to the electric drive control system cycle period.

[0074] The first number is the number of electric machines in the off state within each cycle period, and the second number is the number of electric machines in the running state within each cycle period.

[0075] In one cycle period, the first number and the second number in the target working mode are determined first, and then the first number of electric machines is controlled to be off and the second number of electric machines is controlled to be running; reaching the next cycle period, the running and off electric machines are adjusted, and the first number and the second number remain unchanged, and the cycle is repeated in turn, so as to drive the vehicle by the second number of electric machines according to the cycle period. For example, in the first cycle period, electric machine 1 and electric machine 2 are controlled to be off, and electric machine 3 and electric machine 4 are controlled to be running, and in the second cycle period, electric machine 3 and electric machine 4 are controlled to be off, and electric machine 1 and electric machine 2 are controlled to be running.

[0076] In this way, the first number of electric machines is controlled to be off and the second number of electric machines is controlled to be running according to the cycle period, which can alleviate the problem of efficiency reduction caused by continuous running and heating, and the cycle running can realize the energy consumption and life balance of multiple electric machines.

[0077] Next, the process of controlling the number of electric machines in the off state within the electric drive control system cycle period to be a first number and the number of electric machines in the running state within the electric drive control system cycle period to be a second number based on the target working mode of the electric drive control system, so as to drive the vehicle by the second number of electric machines according to the electric drive control system cycle period, is described.

[0078] After the target working mode is determined, the efficiency has been greatly improved, but after careful study, it is found that different cycle modes will also have an impact on efficiency and NVH performance. In order to improve efficiency and NVH performance, the process of controlling based on the target cycle mode in the target working mode is described below.

[0079] In some embodiments, the process can include but is not limited to S201-S204 described below.

[0080] S201, the electric drive control system determines the value of the second number of the target working mode.

[0081] The second quantity in the present application refers to the number of motors in the running state in the target working mode. The second quantity is usually less than the total number of the plurality of motors and is dynamically adjusted according to the current working condition, for example, the number of running motors is reduced to reduce energy consumption at low load, and the number of running motors is increased to increase output torque at high load. For example, the target working mode can be a single motor, double motor, triple motor or four motor working mode corresponding to the working mode.

[0082] The electric drive control system reads the value of the second quantity of the target working mode, so as to determine the number of motors that need to be operated, in order to prepare for the subsequent control of the motors.

[0083] S202, the electric drive control system determines the target cycle mode among the plurality of cycle modes of the target working mode when the value of the second quantity is less than the total number of the plurality of motors.

[0084] The efficiency, noise, vibration and harshness (NVH) performance are different in different cycle modes.

[0085] The NVH performance refers to the noise, vibration and discomfort generated by the vehicle during operation, and the NVH performance is one of the important indicators for measuring the quality of the vehicle. The evaluation of the NVH performance in this embodiment is usually to collect acoustic signals inside and outside the vehicle, body vibration frequency and other parameters through sensors, and to make a comprehensive judgment combined with subjective evaluation.

[0086] The target cycle mode is the cycle mode whose NVH performance and efficiency meet the first demand among the plurality of cycle modes. For example, the first demand can be the case that the best efficiency corresponds to the NVH performance meeting the demand.

[0087] The cycle mode refers to the strategy of switching the operation in a specific order or frequency among the plurality of motors, and the purpose of the cycle mode is to optimize the system efficiency and reduce the influence of the NVH performance under the premise of considering the power output of the vehicle. The efficiency and NVH performance of the drive system corresponding to different cycle modes are different. The target cycle mode is the optimal cycle mode among the plurality of cycle modes in the efficiency and NVH performance dimensions.

[0088] The third quantity is different in different cycle modes. The third quantity represents the number of motors participating in the cycle switching in a cycle mode. Different cycle modes can have different numbers of participating motors and switching logic, for example, in the working mode two, there can be three cycle modes, cycle working mode 1: select two motors to work continuously, and the other two motors are always completely closed; cycle working mode 2: select two motors to work from three motors, and the other one motor is always completely closed; cycle working mode 3: select two motors to work from the selected four motors.

[0089] By screening the scheme meeting the requirements of NVH and efficiency in various circulating modes, the technician can effectively balance the contradiction between system efficiency and ride comfort, so as to ensure energy saving without sacrificing user experience. A more stable and comfortable driving experience can be provided under complex working conditions, while ensuring the high efficiency of the vehicle control system.

[0090] When the second number of values is equal to the total number of the plurality of motors, the electric drive control system controls all the motors to operate together, in which case no circulation is needed.

[0091] S203, the electric drive control system determines a target third number in the target circulating mode.

[0092] The target third number is the number of motors actually participating in switching in the selected target circulating mode. For example, in working mode two, if the 3-motor circulating working mode is adopted, the target third number is 3. The target third number determines which motors will be turned on or off in the circulating process, and directly affects the overall efficiency and NVH performance of the system.

[0093] By setting and specifying the third number parameter in the target, the developer can further refine the circulating strategy, so that the system has higher operability and higher execution accuracy in the specific execution process.

[0094] The electric drive control system reads the configuration information in the target circulating mode, thereby reading the value of the target third number.

[0095] S204, the electric drive control system circulates to select a second number of operating motors in the target third number of motors according to the electric drive control system circulation period, so as to drive the vehicle through the second number of operations according to the electric drive control system circulation period.

[0096] The electric drive control system circulates to select a second number of motors in the target third number of motors, sends operation instructions to these motors to drive the vehicle through the operation of these motors, and sends shutdown instructions to other motors to reduce energy consumption and improve efficiency.

[0097] In the target third number of motors, the electric drive control system selects part of the motors as the current operating object according to the set circulating strategy. For example, if the target third number is 3 and the second number is 1, the electric drive control system selects only one motor to operate each time, sets the other two motors to the off state, and then switches to the next motor to operate, and so on. This circulating strategy can avoid long-term operation of the same motor, help to balance the wear degree of each motor, and reduce the efficiency loss caused by heat concentration.

[0098] Firstly, the number of motors that should run in the target working mode (i.e., the second number) is determined, which is the basic parameter of the entire control process. Subsequently, in the case where the second number is less than the total number of multiple motors, the most suitable scheme is selected from multiple possible circulating modes, and this process considers both NVH and efficiency. Then, in the selected circulating mode, the number of motors participating in the circulation is further specified, thereby refining the control strategy. Finally, in the target third number of motors, periodic switching is performed according to the set rules to select the currently running motor. Through the synergistic effect of the above steps, intelligent regulation and control of the motor running state under different working conditions is achieved, and the overall running efficiency of the system and the user driving experience are improved.

[0099] In this embodiment, by dynamically adjusting the number of running motors and the circulating mode, pulse torque collaborative control of a distributed drive vehicle is achieved. By dynamically adjusting the number of running motors and the circulating mode, the efficiency of the electric drive system can be effectively improved, thereby reducing energy consumption and prolonging the cruising range of the electric vehicle, while optimizing the NVH performance and improving the user driving experience.

[0100] Next, the process of the electric drive control system in S204 selecting the second number of running motors in the target third number of motors to drive the vehicle according to the electric drive control system cycle period is described.

[0101] After determining the target circulating mode, the efficiency and NVH performance can meet the first demand, but after careful study, it is found that different switching frequencies will also affect the efficiency and NVH performance. In order to further improve the efficiency and NVH performance, the process of controlling based on the target switching frequency in the target circulating mode is described below. This process can include but is not limited to the following S301 to S303.

[0102] S301, the electric drive control system determines the target switching frequency of the target circulating mode.

[0103] The target switching frequency is the switching frequency in which the NVH performance and efficiency meet the second demand.

[0104] The NVH performance and efficiency in the second demand are better (higher) than those in the first demand.

[0105] The switching frequency refers to the reciprocal of the time interval of the motor switching between different working states, i.e., the number of switches per unit time. In this application, the selection of the target switching frequency directly affects the efficiency of the electric drive system and the NVH performance of the vehicle. In order to balance the system efficiency and ride comfort, an optimal value needs to be selected from multiple candidate switching frequencies, so that the NVH performance and efficiency under the target switching frequency meet the preset requirements.

[0106] In one possible implementation, these requirements (first requirement and second requirement, etc.) can be dynamically adjusted based on user-set thresholds or test data. For example, when driving at low speed, the control system can pay more attention to NVH performance, while when cruising at high speed, the control system can prioritize efficiency.

[0107] The determination process of the target switching frequency generally includes the following: first, obtain several candidate switching frequencies according to the current working conditions (such as vehicle speed, requested torque, motor speed, etc.); then, respectively simulate or measure the efficiency and NVH performance under each candidate frequency; finally, select the frequency that meets both efficiency and NVH performance indicators as the target switching frequency. The determination process of the target switching frequency can be achieved by table lookup method, model prediction or machine learning algorithm, and the specific method of the determination process of the target switching frequency can be flexibly configured according to the actual application scenario.

[0108] In actual application, the setting of the target switching frequency can also be optimized in combination with historical driving behavior data. For example, if a certain vehicle model frequently appears NVH problems in a specific working condition, the target switching frequency of this vehicle model can be appropriately reduced in subsequent driving process to reduce vibration and noise.

[0109] S302, the electric drive control system determines a target cycle period based on the target switching frequency.

[0110] The cycle period refers to the complete time period during which the motor works in a certain cycle mode. The cycle period is determined by the target switching frequency, and determines the working time and shutdown time of each motor. In this application, the setting of the target cycle period is to ensure that the motor can maintain the overall output while achieving reasonable energy distribution and loss control. By accurately calculating the target cycle period, it can avoid overloading of some motors, thereby prolonging the service life of the electric drive system and improving the overall energy efficiency.

[0111] The determination of the target cycle period is usually obtained by taking the reciprocal of the target switching frequency. For example, if the target switching frequency is 10 Hz, the corresponding target switching frequency cycle period is 0.1 seconds. On this basis, the working time sequence of each motor can be further refined, so that each motor alternately runs at different times to achieve the optimal collaborative effect.

[0112] In a multi-motor system, by reasonably setting the target cycle period through the control module, the resonance phenomenon caused by the simultaneous work of multiple motors can be effectively suppressed. For example, in a dual-motor driving mode, if the target switching periods of the two motors are the same but opposite in phase, the two motors can cancel out part of the vibration between them, thereby significantly improving the NVH performance of the whole vehicle.

[0113] In actual implementation, the target switching frequency and the target cycle period are closely related parameters. When the target switching frequency increases, the target cycle period will be shortened accordingly, and the switching operation of the motor will become more frequent. The increase of the motor switching frequency may bring higher system response speed, but may also increase mechanical wear and NVH problems. Therefore, when designing the system, the balance between the target switching frequency and the target cycle period needs to be considered to achieve the optimal system performance.

[0114] S303, the electric drive control system sequentially cycles the second number of running motors in the target third number of motors according to the target cycle period, to drive the vehicle through the second number of running motors according to the electric drive control system cycle period.

[0115] S303 is used to determine how to sequentially select running motors in multiple motors after determining the target cycle period. The so-called sequential cycle selection refers to turning on a specified number of motors in a predetermined order in each cycle period to drive the vehicle. This method not only helps to balance the load of each motor, but also effectively reduces the risk of heat accumulation and aging caused by long-term high-load operation of a single motor.

[0116] In actual execution, the switching sequence of the motor can be optimized based on various strategies. For example, a polling strategy can be used, that is, different motors are turned on in a fixed order; or a dynamic adjustment strategy can be used, which automatically adjusts the switching sequence of the motor according to real-time road conditions, battery status or driver intention. In addition, a pulse switching strategy can be introduced, which only briefly turns on a certain motor in each switching, and then quickly switches to the next motor to achieve more precise torque control.

[0117] In this embodiment, first, the suitable target switching frequency is determined by analyzing the current operating conditions, which is the basis of the entire control strategy. Then, the target cycle period is calculated according to the target switching frequency, so as to determine the working rhythm of each motor. Finally, the running order of the motor is arranged according to the target cycle period, to ensure that the system can maintain sufficient output while achieving good energy consumption management and NVH control. The above step-by-step design is not only conducive to stable operation of the system, but also helps to achieve higher control accuracy. And the efficiency and NVH performance under the target switching frequency meet the second requirement, which can further optimize the efficiency and NVH performance and improve the user experience.

[0118] Next, the process of S103, based on the target working mode of the electric drive control system, controlling the number of motors in the off state to be the first number of the electric drive control system, to drive the vehicle through the second number of motors, is described.

[0119] After the target working mode is determined, the efficiency has been greatly improved, but after careful study, it is found that different motor combination modes will also have an impact on efficiency and NVH performance. In order to improve efficiency and NVH performance, the process of controlling the target motor combination mode in the target working mode is described below.

[0120] Of course, this process can also be implemented on the basis of the control of the target cycle mode, or on the basis of the control of the target switching frequency. The process can include but is not limited to the following S401-S403.

[0121] S401, the electric drive control system determines the value of the second number of target working modes.

[0122] The electric drive control system reads the configuration information in the target working mode, thereby reading the value of the second number.

[0123] S402, the electric drive control system determines the target motor combination mode of the target working mode when the value of the second number is greater than one and less than the total number of the plurality of motors.

[0124] When the value of the second number is equal to the total number of the plurality of motors, the plurality of motors operate together and do not need to be combined. When the value of the second number is greater than one and less than the total number of the plurality of motors, different motors can be selected for combination to obtain the second number of operating motors.

[0125] Different motor combination modes correspond to different NVH performance and efficiency.

[0126] The target motor combination mode is a motor combination mode in which the NVH performance and efficiency of the plurality of motors meet the third demand. In one possible implementation, the third demand can be better than the second demand and the first demand.

[0127] The first demand, the second demand, and the third demand refer to two conditions that must be met when selecting the target motor combination mode: one is that the NVH performance reaches an acceptable level, and the other is that the overall efficiency (such as motor efficiency, inverter efficiency, energy utilization rate, etc.) is maximized. The above two conditions together constitute a constraint on the target motor combination mode, which can avoid a significant decrease in ride comfort in the process of improving efficiency. However, the first demand, the second demand, and the third demand have different levels of NVH performance and efficiency, for example, the third demand is higher than the second demand, and the second demand is higher than the first demand.

[0128] The target motor combination mode refers to selecting which motors as running motors under a given second number, and the working timing and coordination strategy of the motors. Since the distributed electric drive system has the multi-motor redundancy characteristic, the distributed electric drive system can calculate multiple feasible motor combination schemes according to real-time data, and screen the optimal combination from the schemes.

[0129] In actual implementation, a database containing multiple motor combination modes can be established in advance, and NVH and efficiency tests can be performed for each combination mode. When the second number is in the middle range (i.e., greater than 1 and less than the total number of motors), the optimal scheme that meets the third requirement can be screened from the combination modes in the database of multiple motor combination modes, and the optimal scheme that meets the third requirement can be used as the target motor combination mode for final execution.

[0130] S403, the electric drive control system selects the second number of running motors in turn according to the target motor combination mode, so as to drive the vehicle through the second number of running motors.

[0131] By reasonably determining the value of the second number under the target working mode and further screening the target motor combination mode that meets the dual requirements of NVH performance and efficiency, the system loss can be effectively reduced under the premise of ensuring the vehicle power performance, so as to improve the vehicle energy efficiency and user driving experience.

[0132] Next, the process of driving the vehicle by the second number of motors in S103 is described.

[0133] After the target working mode is determined, the efficiency has been greatly improved, but after careful study, it is found that different impact torque parameters will also have an impact on efficiency and NVH performance. In order to improve efficiency and NVH performance, the process of controlling based on the target impact torque parameter in the target working mode is described below.

[0134] Of course, this process can also be implemented on the basis of the control of the target cycle mode, or on the basis of the control of the target switching frequency, or on the basis of the target motor combination mode.

[0135] On the basis of not contradicting each other, the target cycle mode, the target switching frequency, the target motor combination mode and the target pulse torque parameter under the target working mode can be combined with each other, so as to improve the efficiency and NVH performance according to the actual requirements. This process can include but is not limited to the following S501 and S502.

[0136] S501, the electric drive control system obtains the target pulse torque parameter of the target working mode.

[0137] The target pulse torque parameter is a pulse torque parameter in the plurality of pulse torque parameters that satisfies both the fourth demand for NVH performance and the fourth demand for efficiency.

[0138] In a possible implementation, the fourth demand can be higher than the third demand.

[0139] The NVH performance and the efficiency corresponding to different pulse torque parameters are different.

[0140] The target pulse torque parameter is a set of optimal pulse torque setting values selected according to the NVH performance and the efficiency indicators. The target pulse torque parameter is used to guide the subsequent motor to output torque in a pulse manner, so that the overall system can meet the NVH comfort while achieving the highest energy efficiency. The target pulse torque parameter usually includes pulse frequency, duty cycle, high / low torque amplitude, and other elements. The target pulse torque parameter is dynamically calculated and updated by a system controller (such as VCU or MCU) according to real-time working conditions.

[0141] In a possible implementation, the electric drive control system queries a pre-established efficiency-NVH optimization table, in which different pulse torque parameters correspond to different NVH performance and efficiency. The most matched target pulse torque parameter combination is selected from the table. In another possible implementation, the target pulse torque parameter is related to vehicle speed and / or driving mode, so the most matched target pulse torque parameter combination is selected from the table based on the current vehicle speed and / or driving mode.

[0142] S502, the electric drive control system controls the second number of motors to perform torque control in a pulse manner based on the target pulse torque parameter, so that the output pulse torque meets the demand of the requested torque.

[0143] According to the target pulse torque parameter, the electric drive control system controls the second number of motors in a working state to output torque in a periodic manner, that is, in each cycle, the motor alternately outputs high torque and low torque, thereby forming a pulse output. The pulse output mode can reduce the switching loss of the motor and the inverter without sacrificing the power response of the whole vehicle, thereby improving the overall efficiency of the electric drive system. At the same time, by reasonably designing the pulse frequency and the duty cycle, the NVH problem caused by the pulse output can be effectively suppressed, thereby improving the driving experience.

[0144] In a specific implementation, the pulse parameters of each motor can be automatically adjusted according to the size of the current requested torque, to ensure that the total output torque corresponding to the target pulse torque parameter can accurately match the request of the VCU. For example, in a certain acceleration request, two motors can be set to alternately output high torque and zero torque at a high frequency, and a third motor can be set to continuously output, so as to meet the power demand while minimizing vibration and noise.

[0145] Next, the target pulse torque parameter is described.

[0146] The target pulse torque parameter includes at least one of the following: an amplitude of the target pulse torque, the amplitude of the target pulse torque being an amplitude of a pulse torque that meets the fifth demand for both NVH performance and efficiency; a frequency of the target pulse torque, the frequency of the target pulse torque being an amplitude of a pulse torque that meets the sixth demand for both NVH performance and efficiency; and a phase of the target pulse torque, the phase of the target pulse torque being an amplitude of a pulse torque that meets the seventh demand for both NVH performance and efficiency.

[0147] The amplitude of the target pulse torque refers to the maximum torque value of each pulse when the motor outputs periodic pulse torque. The amplitude of the target pulse torque directly affects the output capability of the motor and the overall efficiency of the electric drive system. When the amplitude of the target pulse torque is too large, it may cause the electric drive system to be overloaded or the efficiency to be reduced; when the amplitude of the target pulse torque is too small, it may not be able to meet the power demand of the vehicle, affecting the driving experience. Therefore, the amplitude of the target pulse torque must be set to meet the vehicle NVH performance (noise, vibration, and sound roughness) performance, while ensuring that the efficiency of the electric drive system is optimal.

[0148] In a distributed drive vehicle, due to independent control of multiple motors, it is easy to produce out-of-sync torque output, thereby causing vibration and abnormal noise. Therefore, when designing the pulse torque strategy, the NVH performance must be considered to avoid passengers perceiving abnormal vibration or noise due to improper setting of the amplitude of the target pulse torque.

[0149] The fifth demand refers to a comprehensive index set for the electric drive system under certain working conditions, i.e., achieving the highest possible system efficiency while ensuring acceptable NVH performance. Usually, the fifth demand is obtained through experimental testing and simulation optimization, for example, allowing the amplitude of the target pulse torque to fluctuate within a certain range within a certain speed range, thereby balancing efficiency and comfort.

[0150] In addition, the amplitude of the target pulse torque can also be dynamically adjusted according to different cyclic working modes. For example, in working mode one, when a single motor is continuously working, the amplitude of the target pulse torque can be set to be relatively high, because only one motor is working, and the system is easier to control; while in the cyclic mode of multiple motors working alternately, the amplitude of the target pulse torque needs to be appropriately reduced to prevent vibration superposition when multiple motors output high torque at the same time.

[0151] The frequency of the target pulse torque refers to the number of times the motor outputs the pulse torque per unit time. The frequency of the target pulse torque determines the speed of the motor switching the working state, thereby affecting the response speed and stability of the system. If the frequency of the target pulse torque is too high, it may cause the motor to frequently start and stop, increase system loss, and affect the NVH performance. If the frequency of the target pulse torque is too low, it may cause the system to respond slowly, affecting the driving smoothness.

[0152] The sixth requirement refers to the setting standard for the frequency of the target pulse torque under certain working conditions, which should not only meet the optimal system efficiency but also ensure good NVH performance.

[0153] Taking an actual scenario as an example, in urban congestion conditions, due to frequent changes in vehicle speed, the system can choose a higher frequency of the target pulse torque to quickly respond to the torque changes requested by the VCU, which can maintain the flexibility and maneuverability of driving. In the high-speed cruising state, the frequency of the target pulse torque can be lowered to reduce unnecessary motor switching, which can improve system efficiency and reduce vibration.

[0154] In addition, the frequency of the target pulse torque should also match the switching frequency of the motor cycle. For example, in working mode two, if two groups of motors are used alternately, the frequency of the target pulse torque should not be lower than the motor switching frequency, so that each group of motors can complete torque output at the best opportunity, thereby avoiding efficiency loss or NVH problems caused by mismatching of the frequency of the target pulse torque.

[0155] In actual implementation, there is a close relationship between the amplitude of the target pulse torque and the frequency of the target pulse torque. When the amplitude of the target pulse torque is high, the controller usually needs to adjust the frequency of the target pulse torque accordingly to avoid overheating or vibration of the motor. When the amplitude of the target pulse torque is low, the controller can appropriately increase the frequency of the target pulse torque to enhance the response capability. The coordination between the amplitude and the frequency of the target pulse torque helps to maintain stable operation under complex working conditions.

[0156] The phase of the target pulse torque refers to the starting time point or the relative position of the motor when outputting the pulse torque. The phase of the target pulse torque determines the coordination between the motors, especially in the multi-motor working mode. Reasonable setting of the phase of the target pulse torque can effectively reduce vibration superposition and improve the NVH performance.

[0157] The seventh requirement refers to the selection criteria for the phase of the target pulse torque under certain working conditions, which not only ensures the coordination between the motors, but also takes into account the system efficiency. The seventh requirement is usually determined by comparing the system performance under different phase combinations of the target pulse torque, for example, in the dual-motor working mode, the NVH performance and efficiency are tested under the conditions of the phase difference of the target pulse torque being 0°, 90°, 180°, etc., and the phase of the target pulse torque with the optimal performance is finally selected as the reference value of the seventh requirement.

[0158] In combination with actual scenarios, in a four-motor system, when using the alternating working mode of two groups of motors, the vibration source can be dispersed by setting appropriate phase differences, thereby avoiding resonance caused by all motors simultaneously outputting high torque. For example, the first group of motors outputs pulse torque at 0° phase, and the second group of motors outputs pulse torque at 180° phase. By outputting pulse torque at 0° phase for the first group of motors and outputting pulse torque at 180° phase for the second group of motors, the vibration superposition can be effectively reduced, and the ride comfort can be improved.

[0159] In addition, the phase of the target pulse torque can be dynamically adjusted according to the vehicle driving state. For example, when driving on a curve, in order to maintain vehicle body stability, the control system can appropriately adjust the phase difference of the target pulse torque of the front and rear motors to achieve better steering assistance effect; while driving in a straight line, the control system can set the phase difference of the target pulse torque to be consistent to improve system efficiency.

[0160] In actual implementation, the setting of the phase of the target pulse torque not only depends on the current working condition, but also needs to be combined with the overall strategy of the amplitude of the target pulse torque and the frequency of the target pulse torque on which the setting of the phase of the target pulse torque depends. For example, when the amplitude of the target pulse torque is high, the set phase difference of the target pulse torque should not be too large, so as to avoid vibration superposition caused by phase conflict; when the frequency of the target pulse torque is high, slight adjustment of the phase of the target pulse torque can have a significant impact on the dynamic response of the system. Therefore, the amplitude, frequency, and phase of the target pulse torque need to be optimized by the control system to achieve the best system performance.

[0161] In this embodiment, by setting the amplitude of the target pulse torque, the frequency of the target pulse torque, and the phase of the target pulse torque, and making these parameters meet the corresponding NVH performance and efficiency requirements, the system efficiency and driving comfort of the distributed drive vehicle can be effectively improved. By setting the amplitude, frequency, and phase of the target pulse torque and making them meet the corresponding requirements, more accurate power distribution and energy management can be achieved, thereby reducing system loss, further improving the cruising range, and thus enhancing the market competitiveness and user satisfaction of the whole vehicle.

[0162] The control method of the vehicle motor provided by the embodiments of the present application can further include but is not limited to the process of determining the target pulse torque parameter.

[0163] In a possible embodiment, in the case where the target pulse torque parameter includes the amplitude of the target pulse torque and the frequency of the target pulse torque, the process can include but is not limited to S601 to S605.

[0164] S601, the electric drive control system acquires a target pulse amplitude range and a pulse frequency range.

[0165] The target pulse amplitude range refers to a possible pulse amplitude interval set according to the operating characteristics (for example, the NVH performance) of the motor under different working conditions and the efficiency optimization target. The target pulse amplitude range is usually obtained through experimental or simulation data, and covers the upper and lower limits of the pulse amplitude under which the motor can stably operate and achieve high efficiency at a certain speed. For example, for a certain motor, the pulse amplitude corresponding to the optimal efficiency at 1500 rpm can be 0.8 Nm to 1.2 Nm, and the pulse amplitude interval of 0.8 Nm to 1.2 Nm is defined as the target pulse amplitude range. It can also be set as 0-1.2 Nm as the target pulse amplitude range.

[0166] The pulse frequency range refers to the pulse output frequency interval allowed to be used by the motor under different working conditions. The pulse frequency range is usually determined by factors such as the hardware limitation of the motor controller, the inverter switching loss, and the vehicle NVH performance. For example, in the low frequency band (such as 1 Hz~10 Hz), the system can guarantee good efficiency, but may produce obvious vibration; while in the high frequency band (such as 100 Hz~200 Hz), although the vibration is small, the system may increase the switching loss, thereby reducing the efficiency.

[0167] The target pulse amplitude range and the pulse frequency range jointly constitute a two-dimensional parameter space for subsequent searching of the optimal pulse output strategy. By limiting the target pulse amplitude range and the pulse frequency range, invalid parameter combinations can be avoided, the search efficiency can be improved, and unnecessary calculation resource consumption can be reduced.

[0168] The electric drive control system can also dynamically update the target pulse amplitude range and the pulse frequency range based on the current motor state, the requested torque, and the vehicle speed and other information. For example, when driving at low speed, a wider amplitude range can be set to improve acceleration performance, and when cruising at high speed, the system can narrow the amplitude range to improve the endurance capability.

[0169] S602, the electric drive control system determines a first pulse amplitude of the motor output in the target pulse amplitude range, and determines a first pulse frequency of the motor output in the pulse frequency range.

[0170] The first pulse amplitude is an initial value selected from the target pulse amplitude range, serving as the basis for subsequent test points. The first pulse amplitude is usually selected based on experience or preliminary simulation results, or it can be a randomly selected value, with the purpose of providing a starting point for subsequent testing and adjustment.

[0171] The first pulse frequency is an initial frequency value selected from the target pulse frequency range, serving as the basis for subsequent test points. The initial frequency value can also be selected according to preset rules or historical data to ensure that the optimal solution is as close as possible during the first test.

[0172] In actual operation, the selection of the first pulse amplitude and the first pulse frequency directly affects the efficiency and accuracy of the testing process. If the initial value deviates too far from the optimal value, it may result in a prolonged testing period, affecting system response speed. Therefore, historical data, current operating conditions, and preset algorithms are usually combined to reasonably select the initial value.

[0173] S603, the electric drive control system detects the efficiency and NVH performance of the test point of the motor at the first pulse amplitude and the first pulse frequency.

[0174] The test point refers to the specific operating point of the motor under the given first pulse amplitude and first pulse frequency. The efficiency performance and NVH performance indicators of the motor are collected at the test point.

[0175] Efficiency refers to the ability of the motor to convert input electrical energy into mechanical energy per unit time. The higher the efficiency, the more effective the energy conversion, and the lower the overall energy consumption of the system.

[0176] NVH performance refers to the comprehensive performance of noise, vibration, and ride comfort during vehicle operation. When the motor outputs pulse torque, due to the discontinuity of the output, it is easy to cause additional vibration and noise, thereby affecting the driving experience of the entire vehicle.

[0177] During the testing process, multiple key parameters are collected and analyzed, including but not limited to input power, output torque, current, voltage, temperature, vibration acceleration, and noise decibel value. The collection results of input power, output torque, current, voltage, temperature, vibration acceleration, and noise decibel value are used to evaluate whether the current test point meets the performance requirements of the system.

[0178] The detection of the test point is usually completed cooperatively by means of on-board sensors, data acquisition modules, and control systems. Automatic recording of various data, and comparison of recorded data with preset standards, determine whether the efficiency and NVH performance of the test point meet the requirements.

[0179] S604, if the efficiency and NVH performance of the test point do not meet the requirements, the electric drive control system adjusts the values of the first pulse amplitude and the first pulse frequency within the target pulse amplitude range and the pulse frequency range, and re-executes the detection of the efficiency and NVH performance of the test point of the motor at the first pulse amplitude and the first pulse frequency, until the efficiency and NVH performance of the test point meet the requirements.

[0180] When the efficiency and NVH performance of the test point do not meet the requirements, an iterative optimization phase is entered. Based on the performance of the test point, the values of the first pulse amplitude and the first pulse frequency are adjusted, a new test point is generated, and the detection process is executed again.

[0181] The adjustment strategy can be linear step, gradient descent or other optimization algorithms. For example, when the system has low efficiency and good NVH performance, the system will gradually increase the pulse amplitude to improve efficiency; when the NVH performance is poor, the pulse amplitude will be gradually reduced or the frequency will be adjusted to improve the vibration and noise performance.

[0182] During the entire adjustment process, the results of each test are continuously recorded, and a performance curve is constructed to assist decision-making. Ultimately, a set of optimal parameter combinations will be found within the target pulse amplitude range and pulse frequency range, so that the efficiency and NVH performance meet the requirements.

[0183] In practical applications, this adjustment mechanism can significantly improve the adaptive ability of the system, and the adjustment mechanism enables the system to maintain good performance in complex and variable working conditions.

[0184] S605, if the efficiency and NVH performance of the test point meet the requirements, the electric drive control system determines the first pulse amplitude that meets the requirements as the amplitude of the target pulse torque, and determines the first pulse frequency that meets the requirements as the frequency of the target pulse torque.

[0185] Once the efficiency and NVH performance of the test point meet the preset standard, the electric drive control system determines the current first pulse amplitude and the first pulse frequency as the final amplitude and frequency of the target pulse torque, respectively.

[0186] The amplitude of the target pulse torque determines the maximum torque value output by the motor in each pulse period, and the amplitude of the target pulse torque is one of the key parameters for achieving efficient driving.

[0187] The frequency of the target pulse torque determines the rhythm of pulse output, affecting the dynamic response capability of the motor and the smoothness of the vehicle. Higher frequency can bring smoother output, but may also increase system loss; lower frequency may reduce efficiency, but helps to save energy.

[0188] In practical applications, the finally determined target pulse torque parameters are written into the control strategy for subsequent motor control. The target pulse torque parameters not only determine the working mode of the motor, but also directly relate to the performance of the vehicle. Through the above method, the control system can meet the efficiency requirements while considering the NVH performance, so that the control system can balance the power output and comfort of the motor system, and further enable the distributed drive vehicle to run efficiently under various working conditions.

[0189] For the determination process of other target pulse parameters, reference can be made to the descriptions of the frequency of the target pulse torque and the amplitude of the target pulse torque, which will not be repeated here.

[0190] Next, the process of the electric drive control system obtaining the target pulse amplitude range in S601 is described. The process can include but is not limited to the following S701 to S704.

[0191] S701, the electric drive control system obtains a plurality of reference speeds in the speed range of the motor.

[0192] The reference speed refers to a number of representative speed points selected during the operation of the single motor, which are used for subsequent calculation and analysis of the efficiency performance of the single motor under different working conditions. The representative speed points usually cover the main working intervals of the single motor in actual operation, such as low speed, medium speed and high speed, etc. For example, during the driving of the electric vehicle, the single motor may take 500rpm, 1000rpm, 1500rpm and 2000rpm as reference speeds to simulate different driving scenarios.

[0193] By setting multiple reference speeds, the performance of the single motor under different speeds can be more comprehensively evaluated, thereby improving the accuracy and applicability of subsequent pulse amplitude optimization.

[0194] S702, the electric drive control system determines a plurality of reference torques of the single motor at the plurality of reference speeds at which the efficiency peaks.

[0195] The reference torque refers to the output torque value corresponding to the highest efficiency (i.e. efficiency peak) of the single motor at each of the plurality of reference speeds. The reference torque reflects the most efficient operating state of the single motor at a specific speed. For example, when the reference speed is 1000rpm, if the single motor reaches the maximum efficiency when outputting 80Nm torque, the reference torque at this reference speed is the reference torque.

[0196] By obtaining the reference torque corresponding to each of the plurality of reference rotation speeds, an optimal operation curve of the single motor at different rotation speeds can be constructed, thereby providing a basis for subsequent pulse amplitude range calculation. The control strategy ensures that the single motor is as close as possible to the efficiency optimal region in actual operation, thereby achieving the purpose of reducing energy loss and further improving the vehicle endurance.

[0197] In S703, the electric drive control system determines a plurality of pulse amplitude ranges based on the plurality of reference torques.

[0198] The pulse amplitude range refers to a set of upper and lower limit ranges of the allowable pulse torque variation calculated based on the plurality of reference torques. The pulse amplitude range determines the fluctuation amplitude of the single motor when executing the pulse torque output, thereby affecting the dynamic response and efficiency performance of the system. For example, when the reference torque is 80 Nm, a pulse amplitude range of [60 Nm, 100 Nm] can be set, indicating that the single motor can adjust the output torque within the set pulse amplitude range [60 Nm, 100 Nm] to adapt to different driving requirements and environmental conditions.

[0199] By mapping the plurality of reference torques to the plurality of pulse amplitude ranges, fine control of the single motor output can be achieved, allowing the system to ensure efficiency while considering NVH performance.

[0200] In S704, the electric drive control system determines a target pulse amplitude range based on the plurality of pulse amplitude ranges.

[0201] For example, the electric drive control system can combine the plurality of pulse amplitude ranges at the plurality of reference rotation speeds and select a pulse amplitude range that meets the efficiency requirement and does not cause significant NVH problems as the target value through weighted averaging or priority sorting. In this process, the system evaluates the applicability of each pulse amplitude range according to the satisfied efficiency requirement and selects a suitable pulse amplitude range as the target value. The union of the plurality of pulse amplitude ranges can also be determined as the target pulse amplitude range.

[0202] In this embodiment, by obtaining the plurality of reference torques corresponding to the efficiency peaks of the single motor at the plurality of reference rotation speeds, and determining the plurality of pulse amplitude ranges accordingly, and then synthesizing all the pulse amplitude ranges to obtain the target pulse amplitude range. In this way, more accurate pulse torque control can be achieved, thereby improving the overall efficiency of the motor system, and further prolonging the cruising range of the electric vehicle and improving the user experience.

[0203] The control method of the vehicle motor provided by the embodiments of the present application can also determine the working parameters in the target working mode.

[0204] In a possible implementation, the electric drive control system can directly look up the working parameters optimal for efficiency and NVH in the configuration information.

[0205] In another possible implementation, since the efficiency and NVH can be affected by the vehicle speed and driving mode, so that the optimal working parameters at different vehicle speeds and driving modes are variable, the electric drive control system can directly look up the working parameters optimal for efficiency and NVH in the configuration information based on the current vehicle speed and / or driving mode of the vehicle. The process can include, but is not limited to, the following S801 and S802.

[0206] S801, the electric drive control system obtains the current vehicle speed and / or driving mode of the vehicle.

[0207] The current vehicle speed refers to the speed at which the vehicle is currently traveling, which is generally obtained in real time by a vehicle-mounted sensor (such as a wheel speed sensor, GPS, etc.). The current driving mode refers to the operation mode in which the vehicle is currently located, such as economy mode, sports mode, comfort mode, off-road mode, etc. Different current driving modes will affect the power output strategy, energy consumption distribution and driving efficiency of the vehicle. The driving mode is generally obtained by reading the configuration information.

[0208] S802, the electric drive control system determines the working parameters in the target working mode based on the current vehicle speed and / or driving mode.

[0209] The working parameters include at least one of the following: target cycle mode, target switching frequency, target motor combination mode, and target pulse torque parameter.

[0210] The working parameters are determined by the current vehicle speed and / or current driving mode. For example, different working parameters correspond to different vehicle speeds and / or driving modes. For example, the target cycle mode is different for different vehicle speeds, and the target switching frequency is different for different driving modes.

[0211] In the embodiments of the present application, the system obtains the current vehicle speed and / or current driving mode of the vehicle, and determines the working parameters in the target working mode according to the current vehicle speed and / or current driving mode of the vehicle. Thus, the obtained working parameters match the current vehicle speed and / or current driving mode. Thus, the efficiency and NVH performance of the obtained working parameters in the target working mode are more optimal.

[0212] Next, the process in which the electric drive control system selects a target working mode based on the requested torque in the plurality of working modes of the electric drive control system in S102 is described. The process can include, but is not limited to, the following S901 to S904.

[0213] S901, the electric drive control system obtains the current speed of the single motor of the vehicle.

[0214] The implementation of S901 can refer to the related description in S801, which will not be repeated here.

[0215] S902, the electric drive control system determines a first reference torque at which the single motor reaches an efficiency peak at a current speed.

[0216] The first reference torque refers to the torque value at which the single motor outputs the highest efficiency at the current speed of the vehicle. The first reference torque is usually obtained by table lookup or model prediction method, and is derived from the pre-established motor efficiency characteristic curve. On the motor efficiency characteristic curve, the motor efficiency increases first and then decreases with the change of torque, and the highest point is the efficiency peak point, and the corresponding torque value is the first reference torque. The first reference torque reflects the optimal working state of the motor under the condition of the current speed of the vehicle, with high energy conversion rate and low loss.

[0217] The first reference torque is used in the present application to set the torque upper limit of the motor in each working mode, to ensure that the motor operates in the high efficiency interval as much as possible under the premise of meeting the requested torque.

[0218] S903, the electric drive control system determines a single motor torque upper limit value in each working mode based on at least the first reference torque.

[0219] The single motor torque upper limit value refers to the maximum torque value that the single motor is allowed to output in a specific working mode. The setting of the single motor torque upper limit value is not only limited by the performance of the motor itself, but also needs to consider the requirements of system efficiency and NVH performance. By taking the first reference torque as a reference, and combining the characteristics of different working modes, the torque upper limit in each mode is reasonably distributed. For example, in working mode one (single motor working), since only one motor bears all the torque output, the torque upper limit in single motor working mode may be set relatively high; while in working mode four (four motors working), each motor only needs to share part of the torque, so the torque upper limit is relatively low.

[0220] In this way, the motor overload can be avoided under the premise of meeting the vehicle requested torque, and the system efficiency is optimized. By setting a reasonable torque upper limit, NVH problems caused by frequent switching of the motor can also be effectively prevented, and the stability and comfort of the vehicle operation are improved.

[0221] S904, the electric drive control system determines a target working mode based on the single motor torque upper limit value in each working mode and the requested torque of the single motor.

[0222] The target working mode refers to a working mode selected from multiple optional working modes for performing a current driving task. The selection of the target working mode mainly depends on two factors: one is the torque upper limit value of the single motor in each working mode, and the other is the torque value requested by the VCU. When the torque value requested by the VCU is less than or equal to the torque upper limit value of the single motor in a certain working mode, the certain working mode becomes a candidate mode. In all candidate modes, the optimal target working mode is finally determined in combination with factors such as efficiency and NVH performance.

[0223] In this embodiment, the current speed of the single motor of the vehicle is obtained, and the first reference torque is calculated, and then the torque upper limit of the single motor in each working mode is set, and the target working mode is selected based on the comparison relationship between the requested torque and the upper limit value. By using the above method, it can be ensured that the motor always operates in the high-efficiency interval, so as to reduce the overall energy loss of the electric drive system, and thus the endurance and environmental protection performance of the electric vehicle can be improved.

[0224] Next, taking one working mode as an example, the process of determining the torque upper limit value of the single motor in each working mode by the electric drive control system based on at least the first reference torque in S903 is described. The process can include but is not limited to the following S1001 and S1002.

[0225] S1001, the electric drive control system obtains a torque upper limit compensation coefficient in the working mode.

[0226] In a possible implementation, the torque upper limit compensation coefficient is a dynamic adjustment coefficient obtained by comprehensively evaluating factors such as motor operating efficiency, heat loss, and NVH performance in different working modes. The torque upper limit compensation coefficient is used to correct the reference torque value to ensure that the output capacity of the single motor in a specific working mode neither exceeds the system safety range nor causes resource waste. For example, in working mode one (single motor working), since only one single motor bears all the load, the current and heat generated by the single motor during operation are high, and therefore the torque upper limit compensation coefficient in this working mode can be low to avoid overload; and in working mode four (single motor working simultaneously), multiple single motors share the load, and therefore the torque upper limit compensation coefficient in this working mode can be appropriately increased to fully utilize the system potential.

[0227] The torque upper limit compensation coefficient is usually obtained through experimental testing or simulation calculation and is associated with current working condition parameters (such as speed, temperature, requested torque, etc.). For example, when the speed of the single motor is in the high-efficiency interval, the compensation coefficient can be set to be close to 1, indicating that no additional limitation is needed; and when the speed is in the low-efficiency interval or the high-loss interval, the compensation coefficient is reduced to prevent the single motor from running in an unfavorable state for a long time.

[0228] S1002, the electric drive control system determines a single motor torque upper limit value in the working mode based on the torque upper limit compensation coefficient in the working mode and the first reference torque.

[0229] The obtained torque upper limit compensation coefficient is multiplied by the first reference torque to obtain a maximum output torque value allowed by the single motor in the current working mode. By introducing the torque upper limit compensation coefficient, the output capability of the single motor in different working conditions can be dynamically adjusted without changing the reference value.

[0230] In addition, the above method can also effectively deal with the switching problem between different working modes. For example, during the switching from working mode one to working mode two, as more single motors participate in driving, the load of each single motor decreases, and the controller can release more available torque by increasing the torque upper limit compensation coefficient. The operation of increasing the torque upper limit compensation coefficient can improve the response speed and energy utilization of the system.

[0231] In this embodiment, by obtaining the torque upper limit compensation coefficient in the working mode and combining the first reference torque to calculate the single motor torque upper limit value, the output capability of the single motor can be controlled in detail. This technical solution can avoid overloading of the single motor, thereby protecting the stability of the electric drive system, and further improving the efficiency and driving experience of the vehicle.

[0232] Next, the process of determining the torque upper limit compensation coefficient of each working mode is described. The process can include but is not limited to the following S1101 to S1105.

[0233] S1101, the electric drive control system determines a torque compensation coefficient upper limit and a torque compensation coefficient lower limit, and based on the torque compensation coefficient upper limit and the torque compensation coefficient lower limit, respectively determines an upper limit torque and a lower limit torque.

[0234] The torque compensation coefficient upper limit refers to the maximum torque adjustment ratio allowed in a specific working mode, which is used to ensure that the motor output does not exceed the safety range, while taking into account the efficiency improvement requirement. The maximum torque compensation coefficient upper limit of the electric drive system is usually determined by the maximum efficiency point of the electric drive system, the NVH performance boundary, and the mechanical structure bearing capacity. For example, in the single motor working mode, if the motor rated torque is Tmax, the control system can set the torque compensation coefficient upper limit to 1.2, indicating that the motor can output a maximum instantaneous torque of 1.2 Tmax under certain conditions.

[0235] The lower limit of the torque compensation coefficient refers to the minimum allowable torque adjustment ratio under a specific operating mode, to avoid sluggish vehicle power response or unstable control due to excessively low torque output. For example, in a multi-motor cooperative operating mode, if the torque value corresponding to the system's lowest efficiency point is Tmin, the lower limit of the torque compensation coefficient might be set to 0.8, indicating that in the multi-motor cooperative operating mode, the motor can output at least 0.8 × Tmin of torque. By setting reasonable upper and lower limits, system efficiency and dynamic response can be effectively balanced, preventing performance degradation or safety hazards under extreme operating conditions.

[0236] The upper limit torque is a value obtained by multiplying the upper limit of the torque compensation coefficient by the reference torque (such as the torque at the optimal efficiency point) under the current working mode. It represents the maximum instantaneous torque that the motor can output under the current working mode.

[0237] The lower limit torque is a value obtained by multiplying the lower limit of the torque compensation coefficient by the reference torque. It represents the minimum instantaneous torque that the motor can output in a specific mode. This process helps to clarify the torque operating boundary in each operating mode, providing basic data support for subsequent efficiency and NVH optimization.

[0238] S1102, The adjacent modes of the electric drive control system determine the working mode.

[0239] The second quantity in the adjacent pattern is adjacent to the value of the second quantity in the working pattern.

[0240] Adjacent modes refer to modes in the operating mode sequence that differ from the current operating mode in the number of motors activated by one. For example, if the current operating mode is a dual-motor operating mode, its adjacent modes are a single-motor operating mode and a three-motor operating mode. This definition method allows for smooth transitions between modes, facilitating seamless switching.

[0241] S1103, the electric drive control system determines the efficiency transition torque of the working mode and adjacent modes based on the upper limit torque and the lower limit torque.

[0242] The efficiency inflection point torque refers to the torque point where the efficiency curves intersect between two adjacent operating modes. Before and after the efficiency inflection point torque, the efficiency of the single-motor operating mode will be better than that of the dual-motor operating mode, or vice versa.

[0243] Determining the efficiency inflection point torque relies on efficiency test results across multiple torque request values ​​(the range between the upper and lower torque limits). By gradually adjusting the requested torque and recording the efficiency performance under different modes, the intersection point of the efficiency curves can ultimately be found. Determining the efficiency inflection point torque helps establish a scientific decision-making mechanism for switching work modes, avoiding indiscriminate switching that could lead to efficiency decline.

[0244] S1104, the electric drive control system determines the target NVH performance limit torque of the working mode and the adjacent mode based on the upper limit torque and the lower limit torque.

[0245] The target NVH performance limit torque refers to the highest torque threshold that meets the NVH performance requirements between two adjacent working modes. For example, between the single motor working mode and the double motor working mode, there may be a torque point, and after exceeding the torque point, the NVH performance of the single motor working mode cannot meet the user's perception requirements, at which time the double motor working mode should be switched to. The torque is the target NVH performance limit torque.

[0246] The target NVH performance limit torque is usually obtained by actual measurement, that is, under the same speed condition, the requested torque is gradually increased, and the NVH performance (such as vibration intensity, noise level, etc.) in two modes is recorded until the acceptable limit value is reached, and the torque corresponding to the maximum NVH performance in each current working mode is obtained. The torque is taken as the NVH performance limit torque of the mode, and then the same way is used to obtain the NVH performance limit torque of the adjacent mode.

[0247] S1105, the electric drive control system determines the torque upper limit compensation coefficient of the working mode based on the efficiency turning torque and the target NVH performance limit torque.

[0248] In one possible implementation, the torque upper limit compensation coefficient corresponding to the smaller value of the efficiency turning torque and the target NVH performance limit torque is determined as the torque upper limit compensation coefficient of the working mode.

[0249] In this embodiment, by setting reasonable torque compensation coefficient upper and lower limits, determining the efficiency and NVH performance boundaries of each mode, and optimizing the torque upper limit compensation coefficient accordingly, the system efficiency and vehicle comfort can be effectively balanced. By setting reasonable torque compensation coefficient upper and lower limits, determining the efficiency and NVH performance boundaries of each mode, and optimizing the torque upper limit compensation coefficient accordingly, precise control of motor output is achieved, the overall drive system efficiency is improved, the electric vehicle range is extended, and the user driving experience is improved.

[0250] Next, the process in which the electric drive control system determines the efficiency turning torque of the working mode and the adjacent mode based on the upper limit torque and the lower limit torque in S1103 is described. The process can include but is not limited to the following S1201 to S1203.

[0251] S1201, the electric drive control system determines the first efficiency curve of the working mode based on the upper limit torque and the target torque.

[0252] The first efficiency curve is the relationship between the torque and the efficiency in the working mode.

[0253] The target torque is a requested torque value issued by a vehicle control system (such as a VCU) according to driving requirements, used to guide the motor to output appropriate driving force. The target torque takes different values to test the efficiency in different working modes, so that by obtaining the upper limit torque and the target torque, a first efficiency curve in the working mode can be drawn, which reflects the energy conversion efficiency of the system at different torque outputs.

[0254] The first efficiency curve is a mathematical function or a data table representing the trend of the efficiency of the motor system changing with the output torque under a specific speed condition. The first efficiency curve is constructed based on experimental tests or simulation models, and usually shows a nonlinear relationship of first rising and then falling, with the peak point being the optimal efficiency point.

[0255] In S1202, the electric drive control system determines a second efficiency curve of the adjacent mode based on the upper limit torque and the target torque.

[0256] The second efficiency curve is the relationship between torque and efficiency in the adjacent mode.

[0257] S1202 is different from S1201 in that S1201 is for the working mode, and S1202 is for the adjacent mode.

[0258] In S1203, the electric drive control system determines the torque at the intersection of the first efficiency curve and the second efficiency curve as the efficiency turning torque.

[0259] The efficiency turning torque refers to the torque point at which the efficiency is equal between two working modes. When the requested torque is equal to the efficiency turning torque, the efficiencies of the two modes are the same, and the case where the requested torque is equal to the efficiency turning torque can be used as a critical point for mode switching. If the requested torque is lower than the efficiency turning torque, the current working mode has higher efficiency; if the requested torque is higher than the efficiency turning torque, the adjacent working mode has higher efficiency. The mode switching method based on the relationship between the requested torque and the efficiency turning torque can dynamically optimize the system operating efficiency and reduce unnecessary energy consumption.

[0260] The determination method of the efficiency turning torque is based on the intersection of the efficiency curves. Specifically, this method can solve the intersection of the two efficiency curves and obtain the efficiency turning torque value. The solving process of this method can be realized by numerical calculation or table lookup method, and is suitable for real-time control scenarios.

[0261] In this embodiment, the method of generating the first efficiency curve of each working mode based on the upper limit torque and the target torque, and further determining the efficiency turning torque between adjacent modes, can accurately identify the best timing for mode switching, thereby improving the overall system operating efficiency and effectively extending the cruising range of electric vehicles.

[0262] Next, the process of determining the target NVH performance limit torque of the working mode and the adjacent mode by the electric drive control system based on the upper limit torque and the lower limit torque in S1104 is described. The process can include, but is not limited to, the following S1301 to S1303.

[0263] S1301, the electric drive control system determines the first NVH performance limit torque of the working mode.

[0264] The first NVH performance limit torque is the torque corresponding to the highest NVH performance in the working mode.

[0265] The first NVH performance limit torque refers to the maximum output torque value that can maintain optimal NVH performance in the working mode. The first NVH performance limit torque is usually obtained through experimental or simulation tests, and the noise and vibration generated by the motor are minimized within a certain speed range, and the user experience is best.

[0266] The electric drive control system tests the NVH performance under different torques in the working mode to obtain the torque corresponding to the highest NVH performance in the working mode, and takes the torque as the first NVH performance limit torque.

[0267] S1302, the electric drive control system determines the second NVH performance limit torque of the adjacent mode.

[0268] The second NVH performance limit torque is the torque corresponding to the highest NVH performance in the adjacent mode.

[0269] The implementation of S1302 can refer to the description in S1301, except that S1301 is for the working mode and S1302 is for the adjacent mode.

[0270] S1303, the electric drive control system determines the target NVH performance limit torque based on the first NVH performance limit torque and the second NVH performance limit torque.

[0271] The target NVH performance limit torque is a compromise value or optimal point selected after considering the NVH performance of the working mode and the adjacent mode, and is used as an input parameter for the subsequent pulse torque control strategy. Usually, the target NVH performance limit torque will take the smaller one of the two limit torques to ensure that good NVH performance is maintained whether in the working mode or in the adjacent mode. In addition, an intermediate value can also be selected according to the actual test results to balance the efficiency and comfort of the system.

[0272] In this embodiment, the highest NVH performance corresponding torque values in the working mode and the adjacent mode are obtained respectively, and the target NVH performance limiting torque is determined based on the torque values in the two modes. The NVH deterioration problem caused by pulse torque output can be effectively avoided, the driving experience of the whole vehicle can be improved, and the dynamic balance between high efficiency and good NVH performance of the electric drive system can be achieved.

[0273] The control method of the vehicle motor provided in the embodiments of the present application can further include, but is not limited to, the following S104 and S105.

[0274] In S104, the electric drive control system obtains a detection parameter.

[0275] The detection parameter is used to determine whether a first condition for entering the cooperative control mode is met. For different cases, different detection parameters can be configured.

[0276] For example, the detection parameter can include, but is not limited to, at least one of the following: a vehicle state, a requested torque, an operating state of the electric drive system, and a motor state.

[0277] This detection parameter can be obtained by a sensor or can be obtained by reading configuration information.

[0278] In S105, the electric drive control system enters the cooperative control mode when the detection parameter meets the first condition.

[0279] The first condition includes at least one of the following: a whole vehicle detection condition, a requested torque detection condition, an operating state detection condition of the electric drive system, and a motor state detection condition.

[0280] The whole vehicle detection condition refers to a judgment standard for the operating state of the whole vehicle, such as whether there is a fault code, whether it is in a torque limiting state or other abnormal state. If the whole vehicle is in a fault or limited state, the cooperative control mode cannot be entered to ensure system safety and stability. The whole vehicle detection condition serves as one of the prerequisite conditions for starting the cooperative control mode.

[0281] The requested torque detection condition refers to a judgment of whether the requested torque value issued by the VCU meets the requirement for entering the cooperative control mode. If the requested torque exceeds the set threshold range, or the torque request difference between multiple motors is too large, it may affect the cooperative control effect or cause system instability, and thus does not meet the condition for entering the cooperative control mode. The requested torque detection condition serves to avoid starting the cooperative control strategy in a high load imbalance state, thereby preventing system efficiency from decreasing or NVH performance from deteriorating.

[0282] The operation state detection condition of the electric drive system refers to judging the state of each subsystem (such as an inverter, a DC / DC converter, a battery management system, etc.) inside the electric drive system. For example, if a motor controller has a communication interruption or an over-temperature alarm, it is determined that the operation state of the electric drive system is abnormal, and when the operation state of the electric drive system is abnormal, the control system should be prohibited from entering the cooperative control mode. The setting of the operation state detection condition of the electric drive system helps to improve the robustness of the system and prevent the entire system from failing due to individual component abnormalities.

[0283] The motor state detection condition refers to evaluating the working state of each motor, including whether there is a fault code, whether it is in an over-current, over-heat or low-efficiency working zone, etc. Only when all motors are in a normal working state, the cooperative control mode is allowed to be entered. The setting of the motor state detection condition can effectively reduce the system risk and improve the overall operation reliability.

[0284] Through the above detection parameter acquisition and condition judgment mechanism, dynamic monitoring of the vehicle operation state can be realized to determine whether to enter the cooperative control mode. Through the above detection parameter acquisition and condition judgment mechanism, it can be ensured that the system only executes the cooperative control strategy under suitable conditions, thereby improving the efficiency of the electric drive system and ensuring the safety of the vehicle operation. At the same time, by introducing multi-dimensional judgment conditions, the adaptability of the system under complex working conditions can be enhanced, thereby optimizing the overall energy consumption performance of the vehicle and prolonging the cruising range.

[0285] If the detection parameter includes the vehicle state, the first condition includes the vehicle detection condition, and satisfying the vehicle detection condition is used to represent that the vehicle is not in a fault, torque limit or abnormal state.

[0286] The overall operation state information of the vehicle usually includes: the working state of the vehicle controller, the state of the powertrain, the feedback signal of the battery management system, and whether there is a fault code and other state information. Only when the vehicle is in a normal working state, the system is allowed to enter the cooperative control mode to ensure the stability and safety of the system. By introducing the vehicle detection condition, it can avoid executing high-efficiency but unstable operations when the vehicle is faulty or performance limited, thereby improving the safety of the system operation, and further enhancing the trust of users in the vehicle control system.

[0287] If the detection parameter includes the request torque, the first condition includes the request torque detection condition, and the request torque detection condition includes: the request torque belongs to a set demand torque range.

[0288] The request torque detection condition refers to limiting and verifying the request torque sent by the VCU before entering the cooperative control mode. The set demand torque range is an interval determined according to system design and safety boundaries. Request torque within this interval is considered reasonable and can be used for subsequent cooperative control strategy development. By setting the request torque detection condition, request torque outside the reasonable range can be filtered out, avoiding system malfunction or efficiency decline caused by incorrect input, thereby improving system robustness and control accuracy.

[0289] If the detection parameter includes the operating state of the electric drive system, the first condition includes an operating state detection condition of the electric drive system, and satisfying the operating state detection condition of the electric drive system indicates that the electric drive system is not in a fault or abnormal state.

[0290] The operating state detection condition of the electric drive system refers to monitoring the operating state of each component in the distributed electric drive system, including but not limited to motor controller state, inverter state, temperature state, voltage state, etc. These detection data are used to determine whether the electric drive system has the hardware basis to enter cooperative control. For example, if a motor controller reports communication interruption or over-temperature protection, the operating state detection condition of the electric drive system will not be met, and the electric drive system will not be able to enter the cooperative control mode. The electric drive control system can prevent starting cooperative control in the case of partial failure or abnormality of the electric drive system, thereby reducing the risk of system failure and ensuring the reliability of vehicle operation.

[0291] If the detection parameter includes the motor state, the first condition includes a motor state detection condition, and the motor state detection condition is that the speed parameter of the motor and the torque parameter of the motor are within the set parameter range.

[0292] The motor state detection condition refers to monitoring the key operating parameters (such as speed and output torque) of each motor and comparing these key operating parameters with the pre-set normal operating range. The set parameter range is usually determined based on the maximum rated value and safety boundary of the motor. For example, the upper limit of the speed of a certain motor is 8000 rpm, and the upper limit of the torque is 200 N·m. When the actual measured speed and torque values exceed this parameter range, it is considered an abnormal state, and in this case, the motor state detection condition is not met, and the control system cannot enter the cooperative control mode.

[0293] In this embodiment, by adding multiple detection conditions before entering the cooperative control mode, including the vehicle detection condition, the request torque detection condition, the operating state detection condition of the electric drive system, and the motor state detection condition. In this way, the system can be comprehensively evaluated to determine whether it has the prerequisite conditions for entering efficient cooperative control, thereby effectively avoiding the execution of cooperative control strategies in non-ideal states, and thereby improving the stability and control accuracy of the system.

[0294] Next, the control process of the vehicle motor is described through an embodiment.

[0295] Range has always been one of the core concerns of users for electric vehicles, and the optimization of motor system efficiency can effectively improve the range of electric vehicles. At the same time, the optimization of motor system efficiency can reduce carbon emissions, respond to the requirements of national environmental protection and emission reduction, and promote the carbon neutralization goal of vehicle enterprises. With the gradual maturity of motor system technology, the efficiency improvement of motor system is approaching a bottleneck, which has also become the core competition focus of the industry.

[0296] With the increasing demand for performance and intelligence of electric vehicles, the performance and intelligence limits of traditional single motor systems are gradually exposed, and distributed drive vehicles have gradually increased their market share in the electric vehicle market due to their independent torque vectoring control advantages.

[0297] Related technology 1 dynamically switches between the first mode (efficiency optimization) and the second mode (stability priority) according to the driving conditions, obtains the optimal efficiency coefficient through the MAP table, and restricts the power input; in the second mode, the working conditions are distinguished according to the vehicle speed and yaw angle deviation, the driving force is calculated using the wheel speed difference or additional yaw torque, and the two strategies are combined to achieve smooth transition.

[0298] Related technology 2 determines the target motor that can be stopped by identifying the current working condition, and controls it to disengage from the drive shaft synchronizer to form an inertial energy storage device composed of the motor and the gear; when the energy recovery or battery charging efficiency is low, the target motor speed is adjusted to achieve energy storage and release, dynamically optimizing the efficiency of power use.

[0299] Related technology 3 dynamically determines whether the working condition allows pulse torque control to be performed, and calculates the ideal pulse torque curve based on the bus voltage and speed to convert continuous torque into periodic pulse torque; at the same time, the optimal pulse amplitude, duty cycle and frequency are determined based on the NVH test results to realize inverter gate closing loss reduction and efficiency improvement.

[0300] The above related technology 1 obtains the optimal efficiency distribution coefficient MAP table of the drive system by solving the objective function, and finally allocates the drive torque according to the MAP table. Although this method mentions dynamic allocation of drive torque, it does not mention complete closing of the motor system, i.e. the motor controller also enters the SPO state. Complete closing can further reduce energy consumption and optimize efficiency improvement compared to zero torque output.

[0301] Although the above related technology 2 mentions the shutdown strategy, it is achieved by disconnecting the synchronizer on the drive shaft, which is not suitable for distributed electric drive systems without a synchronizer, and also does not mention the complete closing state of the above motor system.

[0302] The above related technology 3 mentions the pulse torque control strategy of the single motor system, and mentions that the motor controller is closed when the pulse torque value is zero. However, the efficiency optimization strategy of the single motor system is described, and the cooperative control under distributed driving is not mentioned.

[0303] The pulse torque cooperative control method of the distributed driving vehicle of the embodiment reduces the loss of the electric drive system and improves the system efficiency by analyzing the running state of the vehicle in real time and controlling the dynamic closing of each motor of the distributed driving vehicle. Meanwhile, in view of the NVH problem that may be caused by the dynamic closing of the motor, an optimization strategy is proposed.

[0304] The pulse torque cooperative control method of the distributed driving vehicle is provided in the embodiment, and the specific implementation manner includes: Step 1: According to the current running state of the vehicle, it is judged whether the pulse torque cooperative control mode can be entered.

[0305] Reference Figure 2 The process of judging whether the pulse torque cooperative control mode can be entered can include but is not limited to the following S1401 to S1413.

[0306] S1401, obtaining the running state of the whole vehicle.

[0307] S1402, judging whether the whole vehicle is in a fault, torque limiting or other abnormal state.

[0308] If yes, the following S1412 is executed; if no, the following S1413 is executed. That is, if it is determined that the whole vehicle is in the above state, the pulse torque cooperative control mode is not entered or exited.

[0309] S1403, obtaining the VCU requested torque.

[0310] S1404, judging whether the requested torque is in the mode working threshold range.

[0311] If yes, the following S1413 is executed; if no, the following S1412 is executed. That is, if the requested torque value exceeds the threshold, the pulse torque cooperative control mode is not entered or exited.

[0312] S1405, judging whether the torque request difference of each motor is in the threshold range.

[0313] If yes, the following S1413 is executed; if no, the following S1412 is executed. That is, if the torque request difference exceeds the threshold range, the pulse torque cooperative control mode is not entered or exited.

[0314] S1406, obtaining the internal running state of the electric drive system.

[0315] S1407, judging whether the electric drive system is in a fault or other abnormal state.

[0316] If yes, execute the following S1412; if no, execute the following S1413. That is, if it is determined that the whole vehicle is in the above state, the pulse torque cooperative control mode is not entered or exited.

[0317] S1408, acquire the real-time rotation speed of all motors.

[0318] S1409, determine whether the rotation speed, rotation speed difference, and rotation speed fluctuation parameter are within the respective threshold ranges.

[0319] If yes, execute the following S1413; if no, execute the following S1412. That is, if any parameter exceeds the respective threshold range, the pulse torque cooperative control mode is not allowed to be entered or exited.

[0320] S1410, acquire the real-time effective torque of all motors.

[0321] S1411, determine whether the torque, torque difference, and torque fluctuation are within the respective threshold ranges.

[0322] If yes, execute the following S1413; if no, execute the following S1412. That is, if any parameter exceeds the respective threshold range, the pulse torque cooperative control mode is not allowed to be entered or exited.

[0323] S1412, the pulse torque cooperative control mode is not entered or exited.

[0324] S1413, the pulse torque cooperative control mode is entered.

[0325] After all the above conditions are met, the vehicle is allowed to enter the pulse torque cooperative control mode.

[0326] Step 2: Taking a four-motor electric drive system as an example (two-wheel drive and other drive forms can be analogously extended), the pulse torque cooperative control can select four working modes, each working mode can select multiple motor cyclic working ways, and each motor cyclic working way can select two different torque output ways. The specific contents are as follows: four working modes and cyclic ways.

[0327] Working mode one, one motor works, and the other three motors are completely turned off. In this mode, the torque output of the working motor is increased, and the equivalent output of the sum of the torques of four motors is increased.

[0328] Working mode one can select four motor cyclic working ways (equivalent to the above cyclic ways), as shown in the reference Figure 3 Working mode one includes cyclic working way 11, cyclic working way 12, cyclic working way 13, and cyclic working way 14.

[0329] Cyclic operating mode 11: Select one motor (motor 1) to work continuously, while the other three motors (motor 2, motor 3, and motor 4) remain completely off; Cyclic operating mode 12: Select two motors (motor 1 and motor 2) to work cyclically, while the other two motors (motor 3 and motor 4) remain completely off; Cyclic operating mode 13: Select three motors (motor 1, motor 2, and motor 3) to work cyclically, while the other motor (motor 4) remains completely off; Cyclic operating mode 14: Select four motors (motor 1, motor 2, motor 3, and motor 4) to work cyclically.

[0330] Four cyclic operating modes can be selected to be executed individually or in combination, and the switching time / cycle of the motor cyclic operation is adjustable.

[0331] Operating mode two involves two motors operating while the other two are completely off. In this mode, the output torque of the two operating motors is increased, effectively resulting in the sum of the torques of all four motors. For example... Figure 4 As shown, there are three motor cyclic operation modes available in working mode 2: Cyclic operation mode 21: Two motors (motor 1 and motor 2) are selected to work continuously, while the other two motors (motor 3 and motor 4) are always completely off; Cyclic operation mode 22: Three motors (motor 1, motor 2 and motor 3) are selected to work cyclically, while the other motor (motor 4) is always completely off; Cyclic operation mode 23: Four motors (motor 1, motor 2, motor 3 and motor 4) are selected to work cyclically.

[0332] The three cyclic operating modes can be executed individually or in combination, and the switching time / cycle of the motor cyclic operation is adjustable.

[0333] Operating mode three involves three motors operating while the other motor is completely off. In this mode, the output torque of the three operating motors is increased, effectively resulting in the sum of the torques of all four motors. For example... Figure 5 As shown, there are two motor cyclic working modes available in working mode 3: Cyclic working mode 31: Select 3 motors (motor 1, motor 2 and motor 3) to work continuously, while the other 1 motor (motor 4) is always completely off; Cyclic working mode 32: Select 4 motors (motor 1, motor 2, motor 3 and motor 4) to work in a cycle.

[0334] Two cyclic operating modes can be selected to be executed individually or in combination, and the switching time / frequency of motor cyclic operation is adjustable.

[0335] Operating mode four: Select four motors to operate. For example... Figure 6 As shown, in working mode four, one type of motor cyclic working mode can be selected, namely: Cyclic working mode 41: Select 4 motors (motor 1, motor 2, motor 3 and motor 4) to work continuously.

[0336] In each motor cycle operation mode, the adjustment of the pulse torque output strategy is achieved by adjusting the frequency and amplitude of the pulse torque. Generally, the frequency of the pulse torque is not lower than the switching frequency of the motor cycle operation , and the amplitude of the pulse torque is not higher than the optimal efficiency torque point .

[0337] Step 3: The embodiment provides a pulse torque cooperative control method for a distributed drive vehicle, which mainly aims to reduce system loss and achieve efficiency optimization. It is foreseeable that when the motor outputs pulse torque, the vehicle NVH performance will be deteriorated, and the trade-off between NVH performance and efficiency is inevitable. Moreover, the efficiency and NVH performance of the electric drive system are closely related to the speed and output torque of the motor. Therefore, under different speed and torque request conditions, the selection of the working mode is particularly important.

[0338] The efficiency of the electric drive system increases first and then decreases slowly with the change of torque at a certain speed. Especially when the motor is lightly loaded, the input electric energy is mainly used to maintain the magnetic field, and the output mechanical energy accounts for a small proportion, so the efficiency is low. In the medium and high torque range, the energy conversion rate is the highest, and the efficiency reaches the peak value. When the torque exceeds the rated torque, the copper loss and temperature rise increase, and the efficiency decreases again.

[0339] The selection of the working mode can first divide the torque range according to the efficiency characteristics of the electric drive system, and then select the working mode according to the requested torque value. Taking the VCU positive torque request as an example (the negative torque request can be analogously extended), referring to the content shown in Figure 7 , the process of selecting the working mode includes but is not limited to the following S1901 to S1904.

[0340] S1901, obtaining the VCU requested torque and the real-time speed of the motor.

[0341] S1902, obtaining the torque value at the current speed at which the efficiency reaches the peak value.

[0342] S1902, obtaining the torque value at the current speed at which the efficiency reaches the peak value. .

[0343] S1903, respectively obtaining the maximum requested torque at the current speed in different working modes when the efficiency reaches the peak value.

[0344] The torque upper limit of the single motor working mode in the working mode one can be obtained by formula (1).

[0345] Formula (1); In formula (1), represents the torque upper limit of the single motor working mode, Tmax,1 represents the maximum requested torque when the efficiency of the single motor working mode reaches the peak value at the current rotating speed, Tmax,1 represents the maximum requested torque when the efficiency of the single motor working mode reaches the peak value at the current rotating speed,

[0346] In the second working mode, the torque upper limit of the double motor working mode can be obtained through formula (2).

[0347] Formula (2); In formula (2), Tmax,2 represents the torque upper limit of the double motor working mode, Tmax,2 represents the maximum requested torque when the efficiency of the double motor working mode reaches the peak value at the current rotating speed, Tmax,2 represents the maximum 2-motor torque upper limit compensation coefficient.

[0348] The torque upper limit of the three motor working mode in the third working mode can be obtained through formula (3).

[0349] Formula (3); In formula (3), Tmax,3 represents the torque upper limit of the three motor working mode, Tmax,3 represents the maximum requested torque when the efficiency of the three motor working mode reaches the peak value at the current rotating speed, Tmax,3 represents the maximum 3-motor torque upper limit compensation coefficient.

[0350] The torque upper limit of the four motor working mode in the fourth working mode can be obtained through formula (4).

[0351] Formula (4); In formula (4), Tmax,4 represents the torque upper limit of the four motor working mode, Tmax,4 represents the maximum requested torque when the efficiency of the four motor working mode reaches the peak value at the current rotating speed, Tmax,4 represents the maximum 4-motor torque upper limit compensation coefficient.

[0352] S1904, selecting a working mode according to the single motor requested torque.

[0353] When the single motor requested torque , the first working mode is selected; when , the second working mode is selected; when , the third working mode is selected; when , the fourth working mode is selected; and when , the pulse torque coordination control is exited.

[0354] , , , is the mode switching coefficient. The switching coefficient value is obtained by comparing the efficiency value and NVH performance of adjacent working modes, so as to obtain Step is an example (application can be analogously applied), referring to the content shown in , , application can be analogously applied), referring to the content shown in Figure 8 application can be analogously applied), referring to the content shown in The process of obtaining

[0355] S2001, taking , respectively, to obtain the lower limit torque and the upper limit torque

[0356] respectively, to obtain the lower limit torque and the upper limit torque .

[0357] S2002, set the request torque to the lower limit torque.

[0358] S2003, respectively, to carry out the efficiency and NVH performance test of working mode one and working mode two, and record the efficiency and NVH performance of the two modes.

[0359] S2004, whether all torque point tests are completed.

[0360] If yes, execute the following S2006, if not, execute the following S2005.

[0361] S2005, set the request torque with N as the torque request step and the upper limit torque as the target.

[0362] respectively, to carry out the efficiency and NVH performance test of working mode one and working mode two, and record the efficiency and NVH performance of the two modes.

[0363] S2006, collate the efficiency switching calibration value and NVH performance switching calibration value of the two modes, and take the minimum value as the final switching calibration value.

[0364] collate the efficiency turning torque and the NVH performance limiting torque , and take the smaller value of and as

[0365] In the same working mode, if there are 2 or more motor cycles, the cycle working mode and cycle switching frequency (equivalent to the above-mentioned switching frequency) will affect the efficiency and NVH performance, taking working mode one as an example, the others are similar, referring to Figure 9The content shown, the cyclic operation mode and the cyclic switching frequency selection mode can include, but are not limited to, S2101 to S2108.

[0366] S2101, set the request torque.

[0367] wherein, .

[0368] S2102, select the cyclic operation mode 11, set the pulse torque frequency equal to the cyclic switching frequency, test the efficiency and NVH performance.

[0369] S2103, select the next cyclic operation mode, set the cyclic switching frequency as the initial frequency, test the efficiency and NVH performance.

[0370] S2104, sweep the point test one by one with the cyclic switching frequency as the maximum frequency, and the frequency step is .

[0371] S2105, set the pulse torque frequency equal to the cyclic switching frequency .

[0372] S2106, whether all frequency tests are completed.

[0373] If yes, execute the following S2107; if no, execute the above S2104.

[0374] S2107, whether all cyclic operation mode tests are completed.

[0375] If yes, execute the following S2108; if no, execute the above S2103.

[0376] S2108, select the cyclic operation mode and the cyclic switching frequency.

[0377] According to the above electric drive system efficiency characteristics, adjusting the pulse torque output strategy (equivalent to the above pulse torque parameters) in the same operation mode can further improve the electric drive system efficiency, referring to Figure 10 The content shown, taking operation mode one as an example, the process of adjusting the pulse torque output strategy can include the following S2201 to S2213.

[0378] S2201, set the motor speed to reach the target speed

[0379] S2202, obtain the torque value at the current speed, the efficiency reaches the peak value.

[0380] S2203, set the request torque.

[0381] wherein, .

[0382] S2204, set the pulse torque frequency to ≥ motor cycle switching frequency, initial pulse high torque value, pulse low torque value is 0.

[0383] set the pulse torque frequency to ≥ motor cycle switching frequency , initial pulse high torque value , pulse low torque value is 0.

[0384] S2205, calculate and adjust the pulse duty cycle, so that the pulse torque output effective value is equal to the request torque , record the efficiency and NVH performance.

[0385] S2206, take as the lower limit of the frequency, as the upper limit of the frequency, as the frequency adjustment step, and perform sweep test one by one.

[0386] S2207, take the request torque as the lower limit of the pulse high torque value, and the torque at which the efficiency reaches the peak value as the upper limit of the pulse high torque value, as the pulse high torque value adjustment step, and perform sweep test one by one.

[0387] take the request torque as the lower limit of the pulse high torque value, as the upper limit of the pulse high torque value, as the pulse high torque value adjustment step, and the pulse low torque value is 0, respectively adjust the pulse frequency and the pulse high torque value (equivalent to the amplitude of the above pulse torque). Record the test point efficiency and NVH performance. Generally, under the condition that the NVH performance meets the requirements, select the efficiency optimal point as the pulse torque output strategy of this point.

[0388] S2208, whether all pulse high pressure torque tests are completed.

[0389] If yes, execute the following S2209; if no, execute the above S2207.

[0390] S2209, whether all frequency tests are completed.

[0391] If yes, execute the following S2210; if no, execute the above S2206.

[0392] S2210, take as the torque request step, and the upper limit is , obtain the pulse torque output strategy of working mode one under the condition of this rotating speed. ​​

[0393] S2211, whether all torque request tests are completed.

[0394] If yes, perform the following S2212; if no, perform the above S2203.

[0395] S2212, with a rotational speed request step size, an upper limit of , all pulse torque output strategies of working mode one in the rotational speed range are obtained.

[0396] S2213, whether all rotational speed tests are completed.

[0397] If yes, end; if no, perform the above S2201.

[0398] Step 4: When the motor outputs pulse torque, it may cause perceptible NVH problems. This embodiment gives a multi-motor cooperative control strategy, which can effectively optimize the NVH performance. Taking working mode two cycle working mode 3 as an example, other modes can be similarly applicable. Referring to the content shown in Figure 11 , the multi-motor cooperative control strategy can include S2301 to S2308.

[0399] First, confirm the motor combination mode, torque cycle switching phase (corresponding to the above-mentioned pulse torque phase) and torque cycle switching frequency In this step, the pulse torque frequency is always equal to the cycle switching frequency.

[0400] S2301, select a motor combination mode, the same group of motors has the same torque cycle switching phase and the same torque cycle switching frequency.

[0401] For example, the left front motor and the right rear motor are a group, and the right front motor and the left rear motor are a group. The same group of motors has the same torque cycle switching phase and the same torque cycle switching frequency .

[0402] S2302, set the initial torque cycle switching phase of the two groups of motors to be the same, and the motor torque cycle switching frequency to be the same, and the pulse torque frequency to be always equal to the torque cycle switching frequency.

[0403] Set the initial torque cycle switching phase of the two groups of motors to be the same, and the motor torque cycle switching frequency to be the same, and the pulse torque frequency to be always equal to the torque cycle switching frequency. .

[0404] S2303, take the cycle switching frequency as the initial frequency, and the cycle switching frequency​​​ is the maximum frequency, and the frequency step is , and the point-by-point test is performed.

[0405] The cycle switching frequency is the initial frequency, and the cycle switching frequency is the maximum frequency, and the frequency step is , and the point-by-point test is performed to find the NVH optimal cycle switching frequency .

[0406] S2304, adjust the two groups of motor torque cycle switching phase, the adjustment range is 0- .

[0407] Record the NVH performance, find the NVH optimal torque cycle switching phase . As shown in Figure 12 , two cases of two groups of torque cycle switching phase are respectively shown, which are 0 and , in which motor 2 and motor 3 are a group, and motor 1 and motor 4 are a group. Figure 12

[0408] S2305, whether all phase tests are completed.

[0409] If yes, execute the following S2305; if no, execute the above S2304.

[0410] S2306, whether all frequency tests are completed.

[0411] If yes, execute the following S2306; if no, execute the above S2303.

[0412] S2307, whether all motor combination mode tests are completed.

[0413] If yes, execute the following S2308; if no, execute the above S2301.

[0414] S2308, select the motor combination mode, torque cycle switching phase and torque cycle switching frequency with the best NVH performance.

[0415] Further, the pulse torque phase and the pulse torque frequency can be further optimized.

[0416] Referring to the contents shown in Figure 13 , the pulse torque phase and the pulse torque frequency ​The optimization process (equivalent to the frequency of the pulse torque mentioned above) may include the following steps S2501 to S2504.

[0417] S2501. Set the pulse torque phase and frequency of motors in the same group to be the same.

[0418] Set the same group of motor pulse torque phases Same, frequency same.

[0419] S2502. Adjust the phase of the pulse torque of the two motors, adjustment range 0- .

[0420] Record NVH performance data and find the optimal motor pulse torque phase for NVH. ,like Figure 14 As shown, the pulse torque phases of two motors are illustrated respectively. For 0 and There are two scenarios.

[0421] S2503, Have all phase tests been completed?

[0422] If yes, execute S2504 below; if no, execute S2502 above.

[0423] S2504. Select the motor pulse torque phase with the best NVH performance.

[0424] Secondly, embodiments of this application provide a control device for a vehicle motor. The control of this vehicle motor can be deployed in an electric drive control system. (See reference...) Figure 15 As shown, the vehicle motor control device 270 may include, but is not limited to, an acquisition unit 2701, a selection unit 2702, and a control unit 2703.

[0425] The system includes: an acquisition unit 2701, used to acquire the requested torque of the vehicle when the vehicle's electric drive control system is in a cooperative control mode; a selection unit 2702, used to select a target operating mode from multiple operating modes of the electric drive control system based on the requested torque; the electric drive control system includes multiple motors, with different first numbers for different operating modes; and a control unit 2703, used to control the number of motors in the off state to a first number for the electric drive control system based on the target operating mode of the electric drive control system, so as to drive the vehicle of the electric drive control system through a second number of motors.

[0426] In some embodiments, the control unit 2703 is further configured to, in a case where the plurality of motors operate in a cycle period, for each electric drive control system cycle period, based on the target working mode of the electric drive control system, control the number of motors in the off state in the electric drive control system cycle period to be a first number of the electric drive control system, and control the number of motors in the running state in the electric drive control system cycle period to be a second number, so as to drive the electric drive control system vehicle by the second number of motors in the electric drive control system cycle period.

[0427] In some embodiments, the control unit 2703 is further configured to: determine a value of the second number of the target working mode; in a case where the value of the second number of the electric drive control system is less than the total number of the plurality of motors of the electric drive control system, determine a target cycle mode from the plurality of cycle modes of the target working mode of the electric drive control system; the target cycle mode of the electric drive control system is a cycle mode in which the noise, vibration and harshness (NVH) performance and efficiency of the plurality of cycle modes of the electric drive control system satisfy a first requirement; the third number is different for different cycle modes; determine a target third number in the target cycle mode of the electric drive control system; and select the second number of running motors in the target third number of motors in the electric drive control system cycle period, so as to drive the electric drive control system vehicle by the second number of motors in the electric drive control system cycle period.

[0428] In some embodiments, the control unit 2703 is further configured to: determine a target switching frequency of the target cycle mode; the target switching frequency is a switching frequency in which the NVH performance and efficiency of the plurality of switching frequencies satisfy a second requirement; determine a target cycle period based on the target switching frequency; and select the second number of running motors in the target third number of motors in turn in the target cycle period, so as to drive the vehicle by the second number of running motors.

[0429] In some embodiments, the control unit 2703 is further configured to: determine a value of the second number of the target working mode; in a case where the value of the second number is greater than one and less than the total number of the plurality of motors, determine a target motor combination mode of the target working mode; the target motor combination mode is a motor combination mode in which the NVH performance and efficiency of the plurality of motor combinations satisfy a third requirement; and select the second number of running motors in turn according to the target motor combination mode, so as to drive the vehicle by the second number of running motors.

[0430] In some embodiments, the control unit 2703 is further configured to: obtain a target pulse torque parameter of the target working mode; the target pulse torque parameter is a pulse torque parameter in which the NVH performance and efficiency of the plurality of pulse torque parameters satisfy a fourth requirement; and control the second number of motors to perform torque control in a pulse mode based on the target pulse torque parameter, so as to make the output pulse torque satisfy the requirement of the requested torque.

[0431] In some embodiments, the target pulse torque parameter comprises at least one of: an amplitude of the target pulse torque, the amplitude of the target pulse torque being an amplitude of a pulse torque satisfying the fifth demand in terms of both the NVH performance and the efficiency; a frequency of the target pulse torque, the frequency of the target pulse torque being an amplitude of a pulse torque satisfying the sixth demand in terms of both the NVH performance and the efficiency; a phase of the target pulse torque, the phase of the target pulse torque being an amplitude of a pulse torque satisfying the seventh demand in terms of both the NVH performance and the efficiency.

[0432] In some embodiments, the apparatus further comprises an adjusting module configured to, in the case that the target pulse torque parameter comprises the amplitude of the target pulse torque and the frequency of the target pulse torque, obtain a target pulse amplitude range and a pulse frequency range; determine a first pulse amplitude of the motor output in the target pulse amplitude range and a first pulse frequency of the motor output in the pulse frequency range; detect the efficiency and the NVH performance of the test point of the motor at the first pulse amplitude and the first pulse frequency; in the case that the efficiency and the NVH performance of the test point do not satisfy the demand, adjust the values of the first pulse amplitude and the first pulse frequency in the target pulse amplitude range and the pulse frequency range, and re-execute the detection of the efficiency and the NVH performance of the test point of the motor at the first pulse amplitude and the first pulse frequency until the efficiency and the NVH performance of the test point satisfy the demand; in the case that the efficiency and the NVH performance of the test point satisfy the demand, determine the first pulse amplitude satisfying the demand as the amplitude of the target pulse torque and the first pulse frequency satisfying the demand as the frequency of the target pulse torque.

[0433] In some embodiments, the adjusting module is further configured to obtain a plurality of reference speeds determined in a speed range of the motor; determine a plurality of reference torques of the single motor reaching the efficiency peak at the plurality of reference speeds; determine a plurality of pulse amplitude ranges based on the plurality of reference torques; determine the target pulse amplitude range based on the plurality of pulse amplitude ranges.

[0434] In some embodiments, the selection unit 2702 is further configured to obtain a current vehicle speed and / or a driving mode of the vehicle; determine the working parameter in the target working mode based on the current vehicle speed and / or the driving mode; the working parameter comprises at least one of: the target cycle mode, the target switching frequency, the target motor combination mode, the target pulse torque parameter.

[0435] In some embodiments, the selection unit 2702 is further configured to, in the case that the request torque is a request torque of the single motor, obtain a current speed of the single motor of the vehicle; determine a first reference torque of the single motor reaching the efficiency peak at the current speed; determine the single motor torque upper limit value in each working mode based on at least the first reference torque; determine the target working mode based on the single motor torque upper limit value in each working mode and the request torque of the single motor.

[0436] In some embodiments, the selection unit 2702 is further configured to, for each working mode, obtain a torque upper limit compensation coefficient in the working mode; and determine a single-motor torque upper limit value in the working mode based on the torque upper limit compensation coefficient in the working mode and the first reference torque.

[0437] In some embodiments, the apparatus further comprises a compensation module configured to, before the obtaining of the torque upper limit compensation coefficient in the working mode, determine a torque compensation coefficient upper limit and a torque compensation coefficient lower limit; determine an upper limit torque and a lower limit torque based on the torque compensation coefficient upper limit and the torque compensation coefficient lower limit; determine an adjacent mode of the working mode; the second quantity of the adjacent mode is adjacent to the second quantity of the working mode; determine an efficiency turning torque of the working mode and the adjacent mode based on the upper limit torque and the lower limit torque; determine a target NVH performance limit torque of the working mode and the adjacent mode based on the upper limit torque and the lower limit torque; and determine the torque upper limit compensation coefficient of the working mode based on the efficiency turning torque and the target NVH performance limit torque.

[0438] In some embodiments, the compensation module is further configured to, based on the upper limit torque and the target torque, determine a first efficiency curve of the working mode; the first efficiency curve is a relationship between torque and efficiency in the working mode; based on the upper limit torque and the target torque, determine a second efficiency curve of the adjacent mode; the second efficiency curve is a relationship between torque and efficiency in the adjacent mode; and determine the torque at the intersection of the first efficiency curve and the second efficiency curve as the efficiency turning torque.

[0439] In some embodiments, the compensation module is further configured to, determine a first NVH performance limit torque of the working mode; the first NVH performance limit torque is a torque corresponding to the highest NVH performance in the working mode; determine a second NVH performance limit torque of the adjacent mode; the second NVH performance limit torque is a torque corresponding to the highest NVH performance in the adjacent mode; and determine the target NVH performance limit torque based on the first NVH performance limit torque and the second NVH performance limit torque.

[0440] In some embodiments, the apparatus further comprises a judgment module configured to obtain a detection parameter; and enter the cooperative control mode when the detection parameter meets a first condition; the first condition comprises at least one of the following: a whole vehicle detection condition, a requested torque detection condition, an operating state detection condition of the electric drive system, and a motor state detection condition.

[0441] In some embodiments, the determining module is further configured to: if the detection parameter comprises a vehicle state, the first condition comprises a whole vehicle detection condition, and satisfying the whole vehicle detection condition indicates that the vehicle is not in a fault, torque limiting, or abnormal state; if the detection parameter comprises a requested torque, the first condition comprises a requested torque detection condition, and the requested torque detection condition comprises that the requested torque belongs to a set demand torque range; if the detection parameter comprises an operating state of the electric drive system, the first condition comprises an operating state detection condition of the electric drive system, and satisfying the operating state detection condition of the electric drive system indicates that the electric drive system is not in a fault or abnormal state; and if the detection parameter comprises a motor state, the first condition comprises a motor state detection condition, and the motor state detection condition comprises that a motor speed parameter and a motor torque parameter of the motor all belong to a set parameter range.

[0442] In a third aspect, the present application further provides a vehicle, which comprises an electric drive control system, the electric drive control system comprising a plurality of motors, and further comprising a memory and a vehicle controller, the memory storing a computer program or instructions, and the computer program or instructions are executed by the vehicle controller to implement the method provided in the first aspect.

[0443] In a fourth aspect, the present application provides a storage medium, that is, a computer readable storage medium, which stores a computer program or instructions, and the computer program or instructions are executed by a processor to implement the method provided in the first aspect.

[0444] In a fifth aspect, the present application provides a computer program product, which comprises a computer program or instructions, and the computer program or instructions are executed by a processor to implement the method provided in the first aspect.

[0445] It should be noted that: the descriptions of the above embodiments of the storage medium, device, and program product are similar to the descriptions of the above method embodiments, and have similar beneficial effects to the method embodiments. For technical details not disclosed in the embodiments of the storage medium, device, apparatus, and program product of the present application, please refer to the description of the method embodiments of the present application.

[0446] It should be understood that every feature, structure, or characteristic described herein is within a preferred embodiment of the present application. Thus, it is meant that the features, structures, or characteristics can be combined with each other in any manner within a preferred embodiment of the present application. In addition, it is contemplated that each feature, structure, or characteristic can be implemented in hardware, software, or a combination thereof.

[0447] It should be noted that, as used herein, the terms "includes," "including," or "includes" are intended to be open-ended terms that specifically permit the inclusion of other elements not specifically recited. As used herein, the terms "comprises," "comprising," or the like are to be construed as open-ended terms, indicating the presence of the stated features, groups of features, or the like, but not excluding the presence of one or more other features, groups of features, or the like.

[0448] In several 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 only illustrative, for example, the division of units is only a logical function division, and actual implementation can have another division manner, such as: multiple units or components can be combined, or can be integrated into another system, or some features can be ignored or not executed. In addition, the coupling or direct coupling or communication connection between each component part shown or discussed can be through some interface, indirect coupling or communication connection between devices or units, which can be electrical, mechanical or other forms.

[0449] The units described above as separate components can or can not be physically separated, and the components shown as units can or can not be physical units; they can be located in one place or distributed on multiple network units; some or all of the units can be selected according to actual needs to achieve the purpose of the embodiment scheme.

[0450] In addition, each functional unit in each embodiment of the present application can be integrated into one processing unit, or each unit can be a separate unit, or two or more units can be integrated into one unit; the integrated unit can be realized in the form of hardware or hardware plus software functional unit.

[0451] Those skilled in the art can understand that all or part of the steps of the above-mentioned method embodiments can be completed by program instruction related hardware, the foregoing program can be stored in a computer readable storage medium, and the program executes the steps of the method embodiments when executed; and the foregoing storage medium includes a mobile storage device, a read only memory (ROM), a magnetic disc or an optical disc, and various storage medium capable of storing program codes.

[0452] Alternatively, the integrated units of the present application can be stored in a computer readable storage medium if the integrated units are realized in the form of software function modules and sold or used as independent products. Based on this understanding, the technical solutions of the embodiments of the present application can be embodied in the form of software products, and the computer software products are stored in a storage medium, including a plurality of instructions for causing a computer device (which can be a personal computer, a server, or a network device, etc.) to execute all or part of the embodiments of the method of the present application. The foregoing storage medium includes a mobile storage device, a ROM, a magnetic disc or an optical disc, and various storage medium capable of storing program codes.

[0453] The above description is only an embodiment of the present application, but the protection scope of the present application is not limited thereto, and any person skilled in the art can easily think of changes or replacements within the technical range disclosed in the present application, which should be covered in the protection scope of the present application. Therefore, the protection scope of the present application should be subject to the protection scope of the claims.

Claims

1. A control method of a vehicle motor, characterized by, The method comprises: In the case of entering the cooperative control mode of the electric drive control system of the vehicle, the requested torque of the vehicle is obtained; Based on the requested torque, the target working mode is selected from the multiple working modes of the electric drive control system; the electric drive control system comprises multiple motors, and the first number is different in different working modes; Based on the target working mode, the number of motors in the off state is controlled to be the first number, and the vehicle is driven by the second number of motors.

2. The method of claim 1, wherein, In the case that the multiple motors operate according to a cycle period, the control of the number of motors in the off state to be the first number and the driving of the vehicle by the second number of motors based on the target working mode comprises: For each cycle period, the number of motors in the off state is controlled to be the first number and the number of motors in the running state is controlled to be the second number in the cycle period based on the target working mode, so that the vehicle is driven by the second number of motors according to the cycle period.

3. The method of claim 2, wherein, The control of the number of motors in the off state to be the first number and the driving of the vehicle by the second number of motors according to the cycle period based on the target working mode comprises: Determine the value of the second number of the target working mode; In the case that the value of the second number is less than the total number of the multiple motors, determine the target cycle mode from the multiple cycle modes of the target working mode; the target cycle mode is the cycle mode in which the noise, vibration and harshness (NVH) performance and efficiency meet the first demand in the multiple cycle modes; the third number is different in different cycle modes; Determine the target third number in the target cycle mode; In the target third number of motors, the second number of running motors is selected according to the cycle period, so that the vehicle is driven by the second number of motors according to the cycle period.

4. The method of claim 3, wherein, The control of the number of motors in the off state to be the first number and the driving of the vehicle by the second number of motors according to the cycle period based on the target working mode comprises: Determine the target switching frequency of the target cycle mode; the target switching frequency is the switching frequency in which the NVH performance and efficiency meet the second demand in the multiple switching frequencies; Determine the target cycle period based on the target switching frequency; In the target third number of motors, the second number of running motors is selected according to the target cycle period, so that the vehicle is driven by the second number of running motors.

5. The method of claim 1, wherein, The driving of the vehicle by the second number of motors comprises: Determine the value of the second number of the target working mode; In the case that the value of the second number is greater than one and less than the total number of the multiple motors, determine the target motor combination mode of the target working mode; the target motor combination mode is the motor combination mode in which the NVH performance and efficiency meet the third demand in the multiple motor combinations; sequentially selecting a second number of operating motors according to the target motor combination mode, so as to drive the vehicle by the second number of operating motors.

6. The method according to any one of claims 1 to 5, characterized in that, driving the vehicle by the second number of motors, comprising: obtaining a target pulse torque parameter of the target working mode; the target pulse torque parameter is a pulse torque parameter whose NVH performance and efficiency both meet a fourth demand among a plurality of pulse torque parameters; controlling the second number of motors to perform torque control in a pulse mode based on the target pulse torque parameter, so that the output pulse torque meets the demand of the request torque.

7. The method of claim 6, wherein, The target pulse torque parameter comprises at least one of: a target pulse torque amplitude, the target pulse torque amplitude being an amplitude of a pulse torque whose NVH performance and efficiency both meet a fifth demand; a target pulse torque frequency, the target pulse torque frequency being an amplitude of a pulse torque whose NVH performance and efficiency both meet a sixth demand; a target pulse torque phase, the target pulse torque phase being an amplitude of a pulse torque whose NVH performance and efficiency both meet a seventh demand.

8. The method of claim 6, wherein, In a case where the target pulse torque parameter comprises a target pulse torque amplitude and a target pulse torque frequency, before the step of obtaining the target pulse torque parameter of the target working mode, the method further comprises: obtaining a target pulse amplitude range and a pulse frequency range; determining a first pulse amplitude output by a motor in the target pulse amplitude range and a first pulse frequency output by the motor in the pulse frequency range; detecting the efficiency and the NVH performance of the motor at a test point under the first pulse amplitude and the first pulse frequency; in a case where the efficiency and the NVH performance of the test point do not meet the demand, adjusting the values of the first pulse amplitude and the first pulse frequency in the target pulse amplitude range and the pulse frequency range, and re-performing the detection of the efficiency and the NVH performance of the motor at the test point under the first pulse amplitude and the first pulse frequency, until the efficiency and the NVH performance of the test point meet the demand; in a case where the efficiency and the NVH performance of the test point meet the demand, determining the first pulse amplitude meeting the demand as the target pulse torque amplitude and determining the first pulse frequency meeting the demand as the target pulse torque frequency.

9. The method of claim 8, wherein, The obtaining of the target pulse amplitude range comprises: determining a plurality of reference speeds in a speed range of the motor; determining a plurality of reference torques at which a single motor reaches an efficiency peak value at the plurality of reference speeds; determining a plurality of pulse amplitude ranges based on the plurality of reference torques; determining the target pulse amplitude range based on the plurality of pulse amplitude ranges.

10. The method according to any one of claims 1 to 5, characterized in that, The method further comprises: obtaining a current vehicle speed and / or a driving mode of the vehicle; determining a working parameter in the target working mode based on the current vehicle speed and / or the driving mode; the working parameter comprises at least one of: a target cycle mode, a target switching frequency, a target motor combination mode, and a target pulse torque parameter.

11. The method according to any one of claims 1 to 5, characterized in that, In a case where the request torque is a single motor request torque, the selecting of the target working mode among a plurality of working modes based on the request torque comprises: obtaining a current rotating speed of a single motor of the vehicle; determining a first reference torque of the single motor at which the single motor reaches an efficiency peak at the current rotating speed; determining a single motor torque upper limit value in each of the working modes based on at least the first reference torque; determining the target working mode based on the single motor torque upper limit value in each of the working modes and a requested torque of the single motor.

12. The method of claim 11, wherein, For each working mode, the determining the single motor torque upper limit value in each of the working modes based on at least the first reference torque comprises: obtaining a torque upper limit compensation coefficient in the working mode; determining the single motor torque upper limit value in the working mode based on the torque upper limit compensation coefficient in the working mode and the first reference torque.

13. The method of claim 12, wherein, Before the obtaining the torque upper limit compensation coefficient in the working mode, the method further comprises: determining an upper limit torque compensation coefficient and a lower limit torque compensation coefficient, and determining an upper limit torque and a lower limit torque based on the upper limit torque compensation coefficient and the lower limit torque compensation coefficient, respectively; determining a neighboring mode of the working mode; a second value of the neighboring mode is adjacent to a second value of the working mode; determining an efficiency turning torque of the working mode and the neighboring mode based on the upper limit torque and the lower limit torque; determining a target NVH performance limit torque of the working mode and the neighboring mode based on the upper limit torque and the lower limit torque; determining the torque upper limit compensation coefficient of the working mode based on the efficiency turning torque and the target NVH performance limit torque.

14. The method of claim 13, wherein, The determining the efficiency turning torque of the working mode and the neighboring mode based on the upper limit torque and the lower limit torque comprises: determining a first efficiency curve of the working mode based on the upper limit torque and the target torque; the first efficiency curve is a relationship between torque and efficiency in the working mode; determining a second efficiency curve of the neighboring mode based on the upper limit torque and the target torque; the second efficiency curve is a relationship between torque and efficiency in the neighboring mode; determining the torque at the intersection of the first efficiency curve and the second efficiency curve as the efficiency turning torque.

15. The method of claim 13, wherein, The determining the target NVH performance limit torque of the working mode and the neighboring mode based on the upper limit torque and the lower limit torque comprises: determining a first NVH performance limit torque of the working mode; the first NVH performance limit torque is a torque corresponding to the highest NVH performance in the working mode; determining a second NVH performance limit torque of the neighboring mode; the second NVH performance limit torque is a torque corresponding to the highest NVH performance in the neighboring mode; determining the target NVH performance limit torque based on the first NVH performance limit torque and the second NVH performance limit torque.

16. The method according to any one of claims 1-5, characterized in that, The method further comprises: obtaining a detection parameter; entering the cooperative control mode when the detection parameter meets a first condition; the first condition comprises at least one of the following: a whole vehicle detection condition, a requested torque detection condition, an operating state detection condition of the electric drive system, and a motor state detection condition.

17. The method of claim 16, wherein, If the detection parameter comprises a vehicle state, the first condition comprises a whole-vehicle detection condition, and satisfaction of the whole-vehicle detection condition indicates that the vehicle is not in a fault, torque-limiting, or abnormal state; If the detection parameter comprises a requested torque, the first condition comprises a requested torque detection condition, and the requested torque detection condition comprises that the requested torque belongs to a set demand torque range; If the detection parameter comprises an operating state of the electric drive system, the first condition comprises an operating state detection condition of the electric drive system, and satisfaction of the operating state detection condition of the electric drive system indicates that the electric drive system is not in a fault or abnormal state; If the detection parameter comprises a motor state, the first condition comprises a motor state detection condition, and the motor state detection condition comprises that a motor speed parameter and a motor torque parameter of the motor all belong to a set parameter range.

18. A control device of a vehicle electric machine characterized by comprising: The device comprises: an acquisition unit configured to acquire a requested torque of the vehicle in a case where a cooperative control mode of an electric drive control system of the vehicle is entered; a selection unit configured to select a target working mode from a plurality of working modes of the electric drive control system based on the requested torque, the electric drive control system comprising a plurality of motors, and the first number of motors in different working modes being different; a control unit configured to control the number of motors in an off state to be the first number based on the target working mode, so as to drive the vehicle by the second number of motors.

19. A vehicle characterized by comprising: The vehicle comprises the electric drive control system, the electric drive control system comprising a plurality of motors, and further comprises a memory and a vehicle controller, the memory storing a computer program or instructions, and the computer program or instructions are executed by the vehicle controller to implement the method of any one of claims 1-17.

20. A computer readable storage medium, characterized in that, The computer readable storage medium stores a computer program or instructions, and the computer program or instructions are executed by the processor to implement the method of any one of claims 1-17.

21. A computer program product, characterised in that, The computer program product comprises a computer program or instructions, and the computer program or instructions are executed by the processor to implement the method of any one of claims 1-17.

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