Vehicle driving motor control method and device and vehicle

Abstract

The embodiment of the invention relates to the technical field of vehicles, and discloses a vehicle driving motor control method and device and a vehicle. When the operation working condition is the driving working condition, determining whether the current working condition point of the driving motor is in a first target area or not; under the condition that the current working condition point is not located in the first target area, determining a target working condition point; wherein the target working condition point is a search end point corresponding to an optimal search path which takes the current working condition point as a search starting point and takes entering of the first target area as a search target; according to the technical scheme, on the premise that the driving safety of complex and changeable vehicle conditions and road conditions is guaranteed, the working condition points of the driving motor are adjusted in a non-target mode by approaching the first target area, and therefore the operation efficiency of the driving motor is improved.

Description

Technical Field

[0001] This invention relates to the field of vehicle technology, and specifically to a vehicle drive motor control method, device, and vehicle. Background Technology

[0002] With the rapid development of the new energy vehicle industry, electric vehicles have gradually become the mainstream direction of the vehicle market due to their advantages such as environmental protection and low energy consumption. As the core power unit of electric vehicles, the efficiency of the electric drive system directly determines the vehicle's range, energy consumption level and overall user experience.

[0003] Currently, existing electric drive efficiency control methods have attempted to optimize efficiency based on single parameters such as torque and speed. However, due to the complex and ever-changing vehicle and road conditions, such as dynamic changes in vehicle load and frequent encounters with different road conditions like uphill, downhill, congestion, and high-speed cruising, a single parameter cannot fully adapt to these dynamically changing scenarios. Therefore, using a single parameter for efficiency optimization cannot meet the requirements for a stable and effective improvement in electric drive efficiency. Summary of the Invention

[0004] In view of the shortcomings of the prior art, the purpose of this application is to provide a vehicle drive motor control method, device and vehicle, which, while ensuring driving safety under complex and ever-changing vehicle and road conditions, adjusts the operating point of the drive motor to approach the first target area, thereby improving the operating efficiency of the drive motor.

[0005] In a first aspect, embodiments of this application provide a vehicle drive motor control method, the vehicle drive motor control method comprising: The operating conditions of the drive motor in the vehicle are determined. If the operating condition is drive condition, it is determined whether the current operating point of the drive motor is within a first target region. The first target region is the area where operating points with operating efficiencies greater than a first preset operating efficiency are gathered in the drive condition mapping relationship of the drive motor. The drive condition mapping relationship is used to characterize the correspondence between operating points and operating efficiencies under drive condition. Operating points characterize torque and speed. If the current operating point is not within the first target region, a target operating point is determined. The target operating point is the search endpoint corresponding to the optimal search path that takes the current operating point as the search starting point and enters the first target region as the search objective. Based on the target operating point, the drive motor is controlled.

[0006] Based on the above technical means, by determining the operating conditions of the drive motor in the vehicle, when the operating condition is the drive condition and the current operating point does not fall into the high-efficiency operating zone, the optimal path to enter the high-efficiency operating zone is searched starting from the current operating point. Then, the target operating point that has just entered the high-efficiency operating zone is used as the target for optimized control of the drive motor, thereby significantly improving the operating efficiency of the drive motor.

[0007] In one possible embodiment, determining the target operating point can be specifically implemented as follows: starting from the current operating point, perform an iterative search for operating points in the drive operating point diagram until the operating point enters the torque boundary line; wherein, the drive operating point diagram is a coordinate graph constructed using the drive operating point mapping relationship, with speed as the horizontal axis and torque as the vertical axis; the origin of the coordinate graph is the operating point corresponding to the maximum operating efficiency in the drive operating point mapping relationship; the torque boundary line is the boundary line of the coordinate region corresponding to the first target region; and the finally searched operating point is determined as the target operating point.

[0008] Based on the above technical means, a driving condition diagram is established using the driving condition mapping relationship, with the horizontal axis of speed and the vertical axis of torque, and the origin being the driving condition point with the maximum efficiency. This places the high-efficiency driving condition zone near the origin. Then, the torque boundary line of the high-efficiency driving condition zone is marked on the driving condition diagram. The target driving condition point is iteratively searched with the approach to the torque boundary line as the search target, thereby reducing invalid iteration steps and accelerating the search efficiency of the target driving condition point.

[0009] This reduces torque and speed adjustment ranges and unnecessary iterations during the determination of the target operating point, thus accelerating the search efficiency. In one possible embodiment, the iterative search for operating points in the driving operating condition diagram can be specifically implemented as follows: for each iteration, based on the torque extreme value corresponding to the torque boundary line, the initial torque in the iteration starting operating point is adjusted, wherein the adjustment step size of the initial torque is less than the maximum allowable adjustment step size; wherein the torque extreme value includes the maximum torque value and the minimum torque value; based on the adjusted initial torque, the iteration termination operating point is determined.

[0010] Based on the above technical means, the maximum and minimum torque values ​​of the high-efficiency operating zone are determined based on the torque boundary line. If the torque corresponding to the starting point of the iteration is not within the high-efficiency torque range defined by the maximum and minimum torque values, the iteration search is performed with the torque value closer to the high-efficiency torque range. Thus, the torque is adjusted to the correct position first by prioritizing torque and then speed. This effectively reduces the number of invalid iterations and improves the iteration efficiency.

[0011] In addition, each iteration limits the maximum allowable torque adjustment step size to match the operating characteristic of the drive motor that the torque adjustment cannot change abruptly in each iteration. At the same time, it allows the torque adjustment value to be flexibly adjusted within the range of 0 to the maximum allowable torque adjustment step size in different iterations to match the operating characteristic of the drive motor that the torque adjustment value can change in different iterations. This enhances the feasibility of the search path for the target operating point and avoids the situation where the search for the target operating point is out of reality and cannot be used.

[0012] In one possible embodiment, the initial torque in the iterative starting point is adjusted based on the torque extreme value corresponding to the torque boundary line. Specifically, this can be achieved by reducing the initial torque when the initial torque is greater than the maximum torque value.

[0013] Based on the above technical means, the torque can be precisely reduced when the initial torque exceeds the maximum torque value, which can quickly pull the operating point back into the efficient torque range, avoid invalid iterations outside the efficient torque range, and improve search efficiency.

[0014] In one possible embodiment, the initial torque in the iterative starting point is adjusted based on the torque extreme value corresponding to the torque boundary line. Specifically, this can be achieved by increasing the initial torque when the initial torque is less than the minimum torque value.

[0015] Based on the above technical means, the torque can be precisely increased when the initial torque is lower than the minimum torque value, which can quickly pull the operating point into the efficient torque range, avoid invalid iterations outside the efficient torque range, and improve search efficiency.

[0016] In one possible embodiment, the initial torque in the iteration starting point is adjusted based on the torque extreme value corresponding to the torque boundary line. Specifically, this can be achieved by: determining the quadrant in the drive condition diagram where the iteration starting point is located when the initial torque is within the closed interval formed by the minimum and maximum torque values; and adjusting the initial torque in the iteration starting point based on the quadrant.

[0017] Based on the aforementioned technical methods, after adjusting the torque to the efficient torque range, the adjustment direction corresponding to the speed is determined according to the quadrant where the operating point is currently located. Since the changes in speed and torque are non-linearly positively correlated, the torque adjustment direction is further determined based on the speed adjustment direction. Then, the process iterates according to the torque adjustment direction to explore the target operating point where the torque is within the efficient torque range and the speed also falls within the efficient operating range's corresponding efficient speed range. By exploring torque first and then speed, the operating point is gradually approached towards the efficient operating range, improving exploration efficiency.

[0018] In one possible embodiment, adjusting the starting torque in the iterative starting point based on the quadrant can be specifically implemented as follows: reducing the starting torque when the quadrant is the first or fourth quadrant; and increasing the starting torque when the quadrant is the second or third quadrant.

[0019] Based on the aforementioned technical methods, if the operating point is not in the high-efficiency operating zone, the corresponding torque is within the high-efficiency torque range, and the operating point falls in the first or fourth quadrant, it indicates the entry into the torque-first, speed-second iterative search phase. At this point, the speed is too high, so the speed needs to be reduced; since reducing torque is necessary to reduce speed, the torque is correspondingly reduced. Similarly, if the operating point is not in the high-efficiency operating zone, the corresponding torque is within the high-efficiency torque range, and the operating point falls in the second or third quadrant, it indicates the entry into the torque-first, speed-second iterative search phase. At this point, the speed is too low, so the speed needs to be increased; since increasing torque is necessary to increase speed, the torque is correspondingly increased. Thus, by clearly identifying the quadrant in which the operating point is located, the direction of torque adjustment is determined, avoiding blind fine-tuning, reducing ineffective iteration steps, and accelerating the exploration efficiency of the operating point approaching the core high-efficiency zone of the first target area.

[0020] In one possible embodiment, controlling the drive motor based on a target operating point includes: determining the road conditions where the vehicle is located; wherein the road conditions include uphill road conditions, downhill road conditions, and level road conditions; determining the allowable acceleration range of the road conditions; and controlling the drive motor according to the target operating point when the acceleration corresponding to the target operating point is within the allowable acceleration range.

[0021] Based on the aforementioned technical methods, by combining different road surface conditions such as uphill, downhill, and level, the allowable acceleration range is accurately matched. Then, it is determined whether the acceleration corresponding to the target working point falls within the allowable acceleration range. Only when the acceleration corresponding to the target working point falls within the allowable acceleration range is control of the target working point permitted. This avoids safety risks caused by the target working point being incompatible with the road surface conditions. In one possible embodiment, the process of determining the acceleration corresponding to the target operating point can be specifically implemented as follows: based on the vehicle's equivalent inertia coefficient under the current load, the current operating point and its corresponding vehicle speed information, the vehicle's gradient resistance is determined; wherein, the vehicle speed information includes vehicle speed and vehicle acceleration; based on the gradient resistance, the acceleration corresponding to the target operating point is determined.

[0022] Based on the above technical means, the slope resistance is accurately derived by combining the equivalent inertia coefficient of the vehicle's current load, the current operating point, and the vehicle speed information. The target acceleration is accurately inferred based on the slope resistance, the vehicle's current load, and the target operating point, thus avoiding the problem of inaccurate target acceleration calculation due to neglect of road surface factors.

[0023] In one possible embodiment, controlling the drive motor according to the target operating point can be specifically implemented as follows: determining the target operating efficiency corresponding to the target operating point in the drive operating condition mapping relationship; determining the current operating efficiency corresponding to the current operating point in the drive operating condition mapping relationship; determining the efficiency difference between the target operating efficiency and the current operating efficiency; and controlling the drive motor according to the target operating point when the ratio between the efficiency difference and the current operating efficiency is greater than a preset ratio.

[0024] Based on the above technical means, the ratio of the efficiency difference between the target operating point and the current operating efficiency to the current operating efficiency is calculated and compared. Based on this ratio, the efficiency improvement is determined. The torque adjustment corresponding to the target operating point is only performed when the efficiency improvement is significant, ensuring that each adjustment brings significant optimization of electric drive efficiency.

[0025] In one possible embodiment, the vehicle drive motor control method may further be implemented as follows: when the operating condition is braking, determine whether the current operating point of the drive motor is within a second target region; wherein, the second target region is the region where operating points with operating efficiencies greater than a second preset operating efficiency are gathered in the braking condition mapping relationship of the drive motor; the braking condition mapping relationship is used to characterize the correspondence between operating points and operating efficiencies under braking conditions; when the current operating point is not within the second target region, determine the torque limit corresponding to the rotational speed at the current operating point in the braking condition mapping relationship; wherein, the torque limit includes a maximum torque value and a minimum torque value; and control the drive motor based on the torque limit.

[0026] Based on the above technical means, by dividing the second target area for the braking condition, it is possible to accurately determine whether the current operating point is in the high-efficiency energy recovery range. Combined with the current speed matching the corresponding torque limit adjustment of the motor control, the braking energy recovery efficiency can be maximized, avoiding energy waste caused by the operating point leaving the high-efficiency range. At the same time, it can prevent the reverse torque from exceeding the safe range and ensure the stable operation of the motor during braking.

[0027] In one possible embodiment, the drive motor is controlled based on torque limitation, which can be specifically implemented as follows: if the torque at the current operating point is greater than the maximum torque, the torque at the current operating point is reduced; and the drive motor is controlled according to the reduced torque.

[0028] Based on the aforementioned technical methods, the drive motor has a torque range at each speed that enables efficient energy recovery during braking. Therefore, if the torque at the current operating point exceeds the maximum torque value of the torque range at the corresponding speed during braking, the torque is reduced. This quickly pulls the current operating point into the torque range, avoiding inefficient energy recovery caused by excessive torque.

[0029] In one possible embodiment, the drive motor is controlled based on torque limitation, which can be specifically implemented as follows: if the torque at the current operating point is less than the minimum torque value, the torque at the current operating point is increased; and the drive motor is controlled according to the increased torque.

[0030] Based on the aforementioned technical methods, the drive motor has a torque range at each speed that enables efficient energy recovery during braking. Therefore, if the torque at the current operating point is lower than the maximum torque value of the torque range at the corresponding speed, increasing the torque can quickly pull the current operating point into that torque range, avoiding inefficient energy recovery due to excessively low torque.

[0031] Secondly, embodiments of this application provide a vehicle drive motor control device, including: a first determining module, a second determining module, a third determining module, and a control module.

[0032] The first determining module is used to determine the operating conditions of the drive motor in the vehicle.

[0033] The second determining module is used to determine whether the current operating point of the drive motor is in the first target region when the operating condition is the drive condition; wherein, the first target region is the region where the operating points with operating efficiency greater than the first preset operating efficiency are gathered in the drive condition mapping relationship of the drive motor; the drive condition mapping relationship is used to characterize the correspondence between the operating point and the operating efficiency under the drive condition; the operating point is used to characterize torque and speed.

[0034] The third determination module is used to determine the target working point when the current working point is not in the first target area; wherein, the target working point is the search endpoint corresponding to the optimal search path with the current working point as the search starting point and the first target area as the search objective.

[0035] The control module is used to control the drive motor based on the target operating point.

[0036] In one possible embodiment, the third determining module is further configured to perform an iterative search for operating points in the driving operating point diagram, starting from the current operating point, until the operating point enters the torque boundary line; wherein, the driving operating point diagram is a coordinate graph constructed using the driving operating point mapping relationship, with speed as the horizontal axis and torque as the vertical axis; the origin of the coordinate graph is the operating point corresponding to the maximum operating efficiency in the driving operating point mapping relationship; the torque boundary line is the boundary line of the coordinate region corresponding to the first target region; and the finally searched operating point is determined as the target operating point.

[0037] In one possible embodiment, the third determining module is further configured to, for each iteration, adjust the initial torque in the iteration starting point based on the torque extreme value corresponding to the torque boundary line, wherein the adjustment step size of the initial torque is less than the maximum allowable adjustment step size; wherein the torque extreme value includes the maximum torque value and the minimum torque value; and determine the iteration termination point based on the adjusted initial torque.

[0038] In one possible embodiment, the third determining module is further configured to reduce the initial torque when the initial torque is greater than the maximum torque value.

[0039] In one possible embodiment, the third determining module is further configured to increase the initial torque when the initial torque is less than the minimum torque value.

[0040] In one possible embodiment, the third determining module is further configured to determine the quadrant in the driving condition diagram where the initial operating point of the iteration is located when the initial torque is within the closed interval formed by the minimum torque value and the maximum torque value; and adjust the initial torque in the initial operating point of the iteration based on the quadrant.

[0041] In one possible embodiment, the third determining module is further configured to reduce the starting torque when the quadrant is the first quadrant or the fourth quadrant, and increase the starting torque when the quadrant is the second quadrant or the third quadrant.

[0042] In one possible embodiment, the control module is further configured to determine the road conditions under which the vehicle is located; wherein the road conditions include uphill road conditions, downhill road conditions, and level road conditions; determine the allowable acceleration range of the road conditions; and, if the acceleration corresponding to the target operating point is within the allowable acceleration range, control the drive motor according to the target operating point.

[0043] In one possible embodiment, the control module is further configured to determine the vehicle's gradient resistance based on the vehicle's equivalent inertia coefficient under the current load, the current operating point, and the corresponding vehicle speed information; wherein the vehicle speed information includes vehicle speed and vehicle acceleration; and to determine the acceleration corresponding to the target operating point based on the gradient resistance.

[0044] In one possible embodiment, the control module is further configured to determine the target operating efficiency corresponding to the target operating point in the drive operating condition mapping relationship; determine the current operating efficiency corresponding to the current operating point in the drive operating condition mapping relationship; determine the efficiency difference between the target operating efficiency and the current operating efficiency; and control the drive motor according to the target operating point when the ratio between the efficiency difference and the current operating efficiency is greater than a preset ratio.

[0045] In one possible embodiment, the control module is further configured to determine whether the current operating point of the drive motor is within a second target region when the operating condition is braking; wherein, the second target region is the region where operating points with operating efficiencies greater than a second preset operating efficiency are gathered in the braking condition mapping relationship of the drive motor; the braking condition mapping relationship is used to characterize the correspondence between operating points and operating efficiencies under braking conditions; if the current operating point is not within the second target region, the module determines the torque limit corresponding to the rotational speed at the current operating point in the braking condition mapping relationship; wherein, the torque limit includes a maximum torque value and a minimum torque value; and controls the drive motor based on the torque limit.

[0046] In one possible embodiment, the control module is further configured to reduce the torque at the current operating point when the torque is greater than the maximum torque value, and control the drive motor according to the reduced torque.

[0047] In one possible embodiment, the control module is further configured to increase the torque at the current operating point when the torque is less than the minimum torque value, and control the drive motor according to the increased torque.

[0048] Thirdly, embodiments of this application provide a vehicle, which includes a drive motor and a vehicle drive motor control device. The vehicle drive motor control device controls the drive motor using the vehicle drive motor control method provided in the second aspect.

[0049] Fourthly, this application provides an electronic device, including: a processor and a memory, wherein the memory stores at least one computer program, and the at least one computer program is loaded and executed by the processor to implement the method described in the first aspect and any possible implementation thereof.

[0050] Fifthly, this application provides a computer-readable storage medium that, when the instructions in the computer-readable storage medium are executed by a processor of an electronic device, enables the electronic device to perform the methods described in the first aspect and any possible implementation thereof.

[0051] In a sixth aspect, this application provides a computer program product comprising computer instructions that, when executed on an electronic device, cause the electronic device to perform the method described in the first aspect and any of its possible implementations.

[0052] The solutions provided in aspects two through six above are used to implement the method provided in aspect one above, and their specific implementations will not be described in detail here. The technical effects corresponding to any implementation method of the solutions provided in aspects two through three above can be found in the technical effects corresponding to any implementation method in aspect one above, and will not be described in detail here.

[0053] It should be noted that any of the possible implementations of any of the above aspects can be combined, provided that the solutions do not contradict each other. Attached Figure Description

[0054] To more clearly illustrate the technical solutions in the embodiments of this application or the background art, the accompanying drawings used in the embodiments of this application will be described below.

[0055] Figure 1 This is a schematic diagram of the structure of a vehicle disclosed in an embodiment of this application; Figure 2 This is a schematic diagram of the structure of a drive motor control system disclosed in an embodiment of this application; Figure 3 This is another structural schematic diagram of the drive motor control system disclosed in the embodiments of this application; Figure 4 This is a schematic flowchart of a vehicle drive motor control method disclosed in an embodiment of this application; Figure 5 This is a schematic flowchart of another vehicle drive motor control method disclosed in the embodiments of this application; Figure 6 This is a driving condition diagram disclosed in an embodiment of this application; Figure 7 This is a schematic flowchart of another vehicle drive motor control method disclosed in the embodiments of this application; Figure 8 This is a schematic flowchart of another vehicle drive motor control method disclosed in the embodiments of this application; Figure 9 This is a braking condition diagram disclosed in an embodiment of this application; Figure 10 This is a flowchart illustrating an optimal efficiency control method for intelligent driving electric vehicles disclosed in an embodiment of this application. Figure 11 This is a schematic diagram of the structure of a vehicle drive motor control device disclosed in an embodiment of this application.

[0056] Figure 12 This is a schematic diagram of the structure of an electronic device disclosed in an embodiment of this application. Detailed Implementation

[0057] The terms "first," "second," etc., are used for descriptive purposes only and have no sequential or technical meaning, nor should they be construed as indicating or implying relative importance or implicitly specifying the number of technical features indicated. In the description of the embodiments of this application, unless otherwise expressly specified and limited, the term "connection," etc., should be interpreted broadly. For example, "connection" can be a detachable connection or a non-detachable connection; it can be a direct connection or an indirect connection through an intermediate medium. "Fixed connection" refers to a connection where the relative positional relationship remains unchanged after the connection.

[0058] In the embodiments of this application, "and / or" is merely a description of the relationship between related objects, indicating that three relationships can exist. For example, A and / or B can represent: A existing alone, A and B existing simultaneously, or B existing alone. Additionally, the character " / " in this document generally indicates that the preceding and following related objects have an "or" relationship.

[0059] The embodiments of this application are described below with reference to the accompanying drawings.

[0060] Please see Figure 1 , Figure 1 This is a schematic diagram of the structure of a vehicle disclosed in an embodiment of this application. The vehicle 100 can be, but is not limited to, a pure electric vehicle (PEV / BEV), a hybrid electric vehicle (HEV), a range-extended electric vehicle (REEV), a plug-in hybrid electric vehicle (PHEV), or a new energy vehicle.

[0061] In this embodiment, the vehicle 100 includes a drive motor and a drive motor control system. The drive motor control system is the core unit for optimizing the efficiency and stabilizing the vehicle's electric drive system. It is used to collect actual vehicle operating information and control the torque of the drive motor based on the actual vehicle operating information, the driving condition mapping relationship, and the braking condition mapping relationship, so that the drive motor can operate in the high-efficiency operating range while taking into account driving safety. The driving condition mapping relationship is used to characterize the correspondence between the operating point and the operating efficiency under the driving condition; the braking condition mapping relationship is used to characterize the correspondence between the operating point and the operating efficiency under the braking condition; and the operating point is used to characterize torque and speed.

[0062] Please see Figure 2 , Figure 2This is a schematic diagram of the structure of a drive motor control system 102 disclosed in an embodiment of this application. The vehicle 100 includes a drive motor 101 and a drive motor control system 102. The drive motor control system 102 includes a sensing module 201 and a control module 202. The control module 202 is communicatively connected to the drive motor 101 and the sensing module 201.

[0063] The sensing module 201 includes numerous sensors for collecting real-time vehicle operating information, including data such as the output torque and speed of the drive motor, vehicle speed, vehicle acceleration, and road surface slope. The sensing module 201 is also used to transmit the vehicle operating information to the control module 202.

[0064] Among them, the numerous data acquisition sensors mentioned above include: environmental perception sensors such as vehicle radar and cameras, as well as data acquisition sensors such as wheel speed sensors and rotation speed sensors; Vehicle-mounted radar, cameras, and other environmental perception sensors serve as environmental input sources, collecting information such as road conditions, obstacles, and lane information around the vehicle.

[0065] Wheel speed sensor: Collects wheel rotation speed in real time.

[0066] Speed ​​sensor: Real-time acquisition of rotor speed of electric drive system.

[0067] The control module 202 is the core of the drive motor control system for computation and decision-making. Based on the actual vehicle operating information collected by the sensor module 201, it determines the vehicle's safe driving boundary. When the vehicle's operating condition is drive condition and the current operating point is not in the first target area (i.e., the high-efficiency operating area), it iteratively searches for a target operating point (within the high-efficiency operating area) based on the drive condition mapping relationship. Then, it verifies whether the target operating point meets the safe driving boundary. If the target operating point meets the safe driving boundary, it controls the drive motor 101 using the target operating point, so that the drive motor 101 operates in the high-efficiency operating area while maintaining driving safety, thereby improving the efficiency of the drive motor 101. The first target area is the region in the drive condition mapping relationship of the drive motor 101 where operating points with operating efficiencies greater than a first preset operating efficiency converge.

[0068] The control module 202 is further configured to: determine the torque limit corresponding to the rotational speed at the current operating point in the braking condition mapping relationship when the vehicle's operating condition is braking and the current operating point is not within the second target region (i.e., the high-efficiency energy recovery zone); wherein the torque limit includes a maximum torque value and a minimum torque value; and control the drive motor 101 based on the torque limit. The second target region is the area in the braking condition mapping relationship where operating points with operating efficiencies greater than a second preset operating efficiency converge.

[0069] Figure 3 This is another structural schematic diagram of the drive motor control system 102 disclosed in the embodiments of this application, as shown below. Figure 3 As shown, the control module 202 includes an intelligent driving control module 2021, a vehicle control module 2022, and an electric drive control module 2023; Among them, the environmental information collected by the vehicle radar, camera and other environmental perception sensors in the sensing module 201 is transmitted to the intelligent driving control module 2021. The vehicle speed signal collected by the wheel speed sensor is transmitted to the vehicle control module 2022.

[0070] The speed signal collected by the speed sensor is transmitted to the vehicle control module 2022 and the electric drive control module 2023.

[0071] The intelligent driving control module 2021 is used to convert wheel rotation speed into vehicle speed, and then, based on vehicle speed, environmental information and intelligent driving strategy, determines the safe driving boundaries such as safe speed and safe acceleration in the current operating environment, and transmits the safe driving boundaries to the vehicle control module 2022.

[0072] The vehicle control module 2022 is used to determine the current operating point based on the rotor speed. Then, when the vehicle's operating condition type is drive condition and the current operating point is not in the first target area (i.e., the high-efficiency operating area), it iteratively searches for the target operating point (in the high-efficiency operating area) based on the drive condition mapping relationship. Then, it verifies whether the target operating point meets the safe driving boundary. If the target operating point meets the safe driving boundary, it generates a torque control command using the target operating point and sends the torque control command to the electric drive control module 2023.

[0073] The vehicle control module 2022 is also used to determine the torque limit corresponding to the speed at the current operating point in the braking condition mapping relationship when the vehicle's operating condition type is braking condition and the current operating point is not in the second target area (i.e., the high-efficiency energy recovery range); wherein the torque limit includes the maximum torque value and the minimum torque value; based on the torque limit, a torque control command is generated and sent to the electric drive control module 2023.

[0074] The electric drive control module 2023 is used to control the torque output of the drive motor 101 based on torque control commands and real-time speed / real-time torque. In this way, while taking into account driving safety, the drive motor 101 is controlled to operate in the high-efficiency operating range of the driving condition, thereby improving the working efficiency of the drive motor; or the drive motor 101 is controlled to operate in the high-efficiency energy recovery range of the braking condition, thereby improving the energy recovery efficiency of the drive motor.

[0075] The drive motor control system 102 is also used to communicate with the vehicle display terminal to output information such as torque and operating efficiency under the current driving / braking conditions for users to view.

[0076] Please see Figure 4 , Figure 4 This is a flowchart illustrating a vehicle drive motor control method disclosed in an embodiment of this application. The vehicle drive motor control method provided in this embodiment can be executed by a controller, which can be... Figure 2 The control module 202 in this embodiment provides a vehicle drive motor control method including the following steps: S401: Determine the operating conditions of the drive motor in the vehicle.

[0077] Among them, the torque of the drive motor refers to the power torque or resistance torque output by the rotor of the drive motor. Its direction determines the driving motor's action mode on the vehicle and is the core parameter characterizing the working state of the drive motor.

[0078] The above operating conditions include: driving conditions, braking conditions, and coasting conditions.

[0079] The aforementioned driving conditions refer to the conditions in which the drive motor outputs positive torque in the same direction as the vehicle's travel, providing traction for the vehicle and enabling active driving needs such as starting, acceleration, cruising, and climbing.

[0080] The aforementioned braking condition refers to a condition in which the drive motor outputs reverse torque, opposite to the vehicle's direction of travel, providing braking resistance to the vehicle while simultaneously converting the vehicle's kinetic energy into electrical energy for recovery and storage.

[0081] The aforementioned coasting condition refers to a condition where the drive motor outputs zero torque, does not provide active power or braking resistance to the vehicle, and only passively rotates with the vehicle's inertia, with the vehicle relying on its own inertia to maintain its movement.

[0082] In one possible implementation, determining the operating conditions of the drive motor in the vehicle includes: determining the operating conditions of the drive motor based on the torque of the drive motor in the vehicle.

[0083] Specifically, when the torque of the drive motor is greater than 0, the drive motor operates in a driving condition; when the torque of the drive motor is less than 0, the drive motor operates in a braking condition; if the torque of the drive motor is equal to 0, the motor does not output power or resistance, but only passively rotates with the inertia of the vehicle, and the drive motor operates in a coasting condition.

[0084] For example, when a vehicle starts moving at a green light on a city road, the driver presses the accelerator pedal, causing the drive motor to output 110N. When the positive torque is m, the motor provides traction to the vehicle to overcome its static inertia; this is the driving condition. When the vehicle is cruising at high speed, the drive motor outputs 45N. The positive torque m just balances air resistance and rolling resistance, maintaining a constant speed, which is also a driving condition. When the vehicle is following another vehicle in congested traffic and the driver applies the brakes, the drive motor outputs -35N. The reverse torque of m slows down the vehicle speed through reverse resistance, while converting the vehicle's kinetic energy into electrical energy stored in the battery; the operating condition is braking. When driving on long downhill sections, the driver activates the forced energy recovery mode, and the motor outputs -50N. The reverse torque of m achieves both deceleration and braking, and efficiently recovers downhill kinetic energy, thus also falling under braking conditions. If the vehicle is traveling on a straight, high-speed road and the driver completely releases the accelerator pedal, the drive motor torque is 0, and the vehicle continues to move forward solely due to inertia, with the motor passively rotating with the wheels; this state is considered coasting.

[0085] S402: When the operating condition is drive condition, determine whether the current operating point of the drive motor is in the first target area.

[0086] The first target region is the region where the operating efficiency of the drive motor is greater than the first preset operating efficiency in the driving condition mapping relationship.

[0087] The aforementioned first preset operating efficiency refers to the efficiency threshold value preset based on the vehicle's energy consumption optimization target and motor characteristics. It serves as the dividing line between the high-efficiency zone and the low-efficiency zone under driving conditions and can be dynamically calibrated according to the energy consumption requirements of different vehicle models.

[0088] The above driving condition mapping relationship is used to characterize the correspondence between the operating point and the operating efficiency under the driving condition; the operating point is used to characterize torque and speed.

[0089] Specifically, determining whether the current operating point of the drive motor is within the first target region involves first collecting the current torque and current speed of the drive motor in real time, combining the two to form the current operating point; then retrieving the drive operating point mapping relationship to query the actual operating efficiency corresponding to the current operating point; finally, comparing the actual operating efficiency obtained with the first preset operating efficiency. If the actual operating efficiency is greater than the first preset operating efficiency, the current operating point is determined to be within the first target region; otherwise, the current operating point is determined not to be within the first target region.

[0090] S403: Determine the target operating point if the current operating point is not in the first target area.

[0091] Among them, the target working point is the search endpoint corresponding to the optimal search path that takes the current working point as the search starting point and the first target area as the search objective.

[0092] Specifically, the target operating point refers to the point that is located inside the torque boundary line, within the first target area, and that enables the drive motor to achieve the first preset operating efficiency.

[0093] The aforementioned search starting point refers to the operating point corresponding to the actual torque-speed combination of the current drive motor, which is the initial reference point for the entire operating point search iteration process.

[0094] The aforementioned optimal search path refers to the adjustment path at the working point from the search starting point to the first target area, which minimizes the adjustment range of torque and speed, maximizes the efficiency improvement rate, and meets the safety limits of vehicle speed and acceleration throughout the process, thus achieving the required efficiency at the lowest adjustment cost.

[0095] The aforementioned search endpoint refers to the operating point at which the motor first enters the first target area after iterative adjustment along the optimal search path. This operating point can be used as the reference operating point for subsequent motor control.

[0096] S404: Control the drive motor based on the target operating point.

[0097] The vehicle drive motor control method provided in this application determines the operating condition of the drive motor in the vehicle. When the operating condition is the drive condition and the current operating point does not fall into the high-efficiency operating zone, the optimal path to enter the high-efficiency operating zone is searched starting from the current operating point. Then, the target operating point that has just entered the high-efficiency operating zone is used as the target for optimized control of the drive motor, thereby significantly improving the operating efficiency of the drive motor.

[0098] In one embodiment, please refer to Figure 5 , Figure 5This is a flowchart illustrating another vehicle drive motor control method disclosed in this application. The vehicle drive motor control method provided in this embodiment can be executed by a controller, which can be... Figure 2 The control module 202 in this embodiment provides a vehicle drive motor control method including the following steps: S501: Determine the operating conditions of the drive motor in the vehicle.

[0099] S502: When the operating condition is drive condition, determine whether the current operating point of the drive motor is in the first target area.

[0100] S503: If the current operating point is not in the first target area, start from the current operating point and perform an iterative search for the operating point in the drive operating point diagram until the operating point enters the torque boundary line.

[0101] Please see Figure 6 , Figure 6 This application discloses a driving condition diagram, such as... Figure 6 As shown: The drive condition diagram is a coordinate graph constructed using drive condition mapping relationships, with speed on the horizontal axis and torque on the vertical axis; the unit of torque is N. m represents the rotational speed in r / min. The origin of this coordinate graph is the operating point corresponding to the maximum operating efficiency in the drive condition mapping relationship. This coordinate graph includes the first target region (i.e., the high-efficiency operating region, the shaded area in the graph) and its corresponding torque boundary line. At the same time, the dashed outline corresponding to the external characteristics of the drive is marked, which is the torque-speed limit range that the motor can stably output under the drive condition. The motor cannot continue to work if it exceeds this range.

[0102] The driving condition diagram corresponds to the working scenario where the drive motor outputs positive torque. It is divided into four regions corresponding to the first quadrant, the second quadrant, the third quadrant, and the fourth quadrant, respectively. The first target region is located at the center of the four regions.

[0103] Specifically, the first quadrant is the region where the engine speed is higher than the origin speed and the torque is higher than the origin torque; this is generally the driving scenario when the vehicle is under high speed and high load. The second quadrant: the area where the engine speed is lower than the origin speed and the torque is higher than the origin torque; this is generally the driving scenario when the vehicle is under low speed and high load, such as climbing a hill or starting under heavy load. The third quadrant: the area where the engine speed is lower than the original speed and the torque is lower than the original torque; this is generally the driving scenario when the vehicle is at low speed and low load, such as crawling in congested traffic. The fourth quadrant is the region where the engine speed is higher than the origin speed and the torque is lower than the origin torque. This is generally the driving scenario when the vehicle is at high speed and low load, such as driving before coasting at the end of high-speed cruising.

[0104] As one feasible approach, the above-mentioned iterative search for operating points in the driving operating point diagram, starting from the current operating point, includes the following steps: Step 1: For each iteration, adjust the initial torque in the initial operating point of the iteration based on the torque extreme value corresponding to the torque boundary line.

[0105] The initial torque adjustment step size is smaller than the maximum allowable adjustment step size; the torque extreme values ​​include the maximum torque value and the minimum torque value.

[0106] The aforementioned starting torque refers to the initial torque value used as the adjustment benchmark during each round of working condition point iteration adjustment. Its initial value is the torque at the search starting point, and in subsequent iterations, it is the torque corresponding to the working condition point at the end of the previous iteration.

[0107] The aforementioned adjustment step size refers to the magnitude of the increase or decrease in the initial torque during each iteration, and is a key parameter for achieving smooth iteration at the operating point.

[0108] Specifically, the adjustment step size is determined based on the rated torque of the drive motor, the current speed range, and the overall vehicle comfort threshold. The rated torque determines the reasonable range of the adjustment step size, the current speed range determines the adaptability of the step size, and the overall vehicle comfort threshold limits the upper limit of the step size.

[0109] Optionally, the adjustment step size can be a fixed value, such as 5N for stable operating conditions like high-speed cruising. m is a fixed adjustment step size. This method simplifies the iterative calculation logic, improves adjustment efficiency, and ensures that the operating point smoothly approaches the first target region. Alternatively, it can be a non-fixed value, such as dynamically adapting based on the difference between the current starting torque and the torque extreme value, where the difference is greater than 30N. m times using 10N The step size m is used for rapid approximation, with the difference being less than or equal to 30N. Switch to 2N at m The step size m is precisely adjusted.

[0110] The aforementioned maximum allowable adjustment step size refers to the maximum threshold value for a single torque adjustment that is preset to avoid sudden torque changes that could lead to a decrease in driving comfort or damage to drive motor components. This threshold value is calibrated based on drive motor performance and overall vehicle comfort requirements.

[0111] The aforementioned torque extreme values ​​refer to the critical torque values ​​corresponding to the efficient operation of the drive motor on the torque boundary line, including the maximum torque value and the minimum torque value, which together define the effective torque range within the first target region.

[0112] As one possible approach, step I above specifically includes: If the initial torque is greater than the maximum torque, reduce the initial torque; Alternatively, if the initial torque is less than the minimum torque, increase the initial torque; Alternatively, if the initial torque is within a closed interval formed by the minimum and maximum torque values, determine the quadrant in the drive condition diagram where the initial operating point of the iteration is located. Based on the quadrant, adjust the initial torque in the initial operating point of the iteration.

[0113] Specifically, adjusting the initial torque in the initial operating point of the iteration based on the quadrant includes: When the quadrant is the first or fourth quadrant, reduce the starting torque; when the quadrant is the second or third quadrant, increase the starting torque.

[0114] For example, if the operating point of the current driving condition is not inside the torque boundary line and is in the second quadrant (speed 1500 r / min is lower than the origin speed 2000 r / min, torque 110 N), m is 80N higher than the origin torque. (m), at this point, the torque needs to be reduced to adjust the torque towards the closed range formed by the minimum and maximum torque values; Step II: Determine the iteration termination point based on the adjusted starting torque.

[0115] As one possible approach, the above-mentioned determination of the iteration termination point based on the adjusted starting torque includes: determining the rotational speed corresponding to the adjusted starting torque point, and using the operating point formed by the two as the iteration termination point.

[0116] If the iteration termination point is inside the torque boundary line, the iteration is terminated and the iteration termination point is taken as the target point; if the iteration termination point is not inside the torque boundary line, the iteration termination point is taken as the starting torque for the next iteration.

[0117] S504: The final searched operating point is determined as the target operating point.

[0118] S505: Controls the drive motor based on the target operating point.

[0119] The above-mentioned S501, S502 and S505 have been described in detail in the above-mentioned S401, S402 and S404, and will not be repeated here.

[0120] The vehicle drive motor control method provided in this application determines the operating condition as a drive condition and, when the current operating point does not fall into the high-efficiency operating zone, takes the current operating point as the starting point, determines the quadrant in the drive condition diagram, and then determines the stage of the current operating point search iteration. If the speed is too high in the first or fourth quadrant, the speed is reduced; if the speed is too low in the second or third quadrant, the speed is increased. Based on the adjustment direction corresponding to the above quadrants, the operating point search iteration is performed in the drive condition diagram, reducing invalid iteration steps and accelerating the exploration efficiency of the operating point approaching the core high-efficiency zone of the first target area.

[0121] Please see Figure 7 , Figure 7 This is a flowchart illustrating another vehicle drive motor control method disclosed in this application. The vehicle drive motor control method provided in this embodiment can be executed by a controller, which can be... Figure 2 The control module 202 in this embodiment provides a vehicle drive motor control method including the following steps: S701: Determine the operating conditions of the drive motor in the vehicle.

[0122] S702: When the operating condition is drive condition, determine whether the current operating point of the drive motor is in the first target area.

[0123] The first target region is the region where the operating efficiency of the drive motor is greater than the first preset operating efficiency in the drive condition mapping relationship; the drive condition mapping relationship is used to characterize the correspondence between the operating point and the operating efficiency under the drive condition; the operating point is used to characterize torque and speed.

[0124] S703: Determine the target operating point when the current operating point is not in the first target area.

[0125] Among them, the target working point is the search endpoint corresponding to the optimal search path that takes the current working point as the search starting point and the first target area as the search objective.

[0126] S704: Determine the road conditions where the vehicle is located.

[0127] Among them, road conditions include uphill road conditions, downhill road conditions, and horizontal road conditions.

[0128] S705: Determine the allowable acceleration range for road surface conditions.

[0129] Specifically, the aforementioned allowable acceleration range refers to the vehicle acceleration range that is pre-set for different road conditions, taking into account both driving safety and comfort.

[0130] The upper limit of the allowable acceleration range for uphill road conditions is higher than that for level roads to prevent insufficient power from causing the vehicle to roll downhill; the lower limit of the allowable acceleration range for downhill road conditions is more stringent, with the absolute value of negative acceleration higher than that for level roads to prevent the vehicle from accelerating downhill; the allowable acceleration range for level road conditions is relatively wide, balancing power and comfort.

[0131] For example, the allowable acceleration range for level road conditions is set at 0.2-1.0 m / s², which meets daily acceleration needs without affecting comfort due to excessive acceleration; for uphill roads with a gradient of 15%, the allowable acceleration range is adjusted to 0.4-1.2 m / s², which is suitable for the power characteristics when climbing; for downhill roads with a gradient of 10%, the allowable acceleration range is set at -1.5 to 0.7 m / s², which strictly limits negative acceleration and prevents the vehicle from losing control.

[0132] S706: When the acceleration corresponding to the target operating point is within the allowable acceleration range, determine the target operating efficiency corresponding to the target operating point in the drive operating condition mapping relationship. As one feasible approach, the process of determining the acceleration corresponding to the aforementioned target operating point includes: As one possible approach, the process of determining the acceleration corresponding to the aforementioned target operating point includes the following steps: Based on the vehicle's equivalent inertia coefficient under the current load, the current operating point, and the corresponding vehicle speed information, the vehicle's gradient resistance is determined, where the vehicle speed information includes vehicle speed and vehicle acceleration; based on the gradient resistance, the acceleration corresponding to the target operating point is determined.

[0133] The equivalent inertia coefficient mentioned above refers to the coefficient after converting the rotational inertia of rotating parts of a vehicle, such as wheels, drive shafts, and motor rotors, into the equivalent translational mass of the vehicle. It is used to accurately calculate the total inertial resistance during the vehicle's acceleration process. Its value will be dynamically adjusted with the vehicle's load. The greater the load, the closer the equivalent inertia coefficient is to 1.

[0134] Optionally, the equivalent inertia coefficient can be calculated by subtracting the two variable torque operating points intercepted during the vehicle's start-up and acceleration process, combined with the vehicle's driving equation, and is limited to a preset theoretical design range to ensure the rationality of the calculation results and improve the accuracy of acceleration derivation.

[0135] Specifically, the total resistance of the vehicle is first broken down using the vehicle's driving equation: Total resistance = Rolling resistance + Air resistance + Gradient resistance + Acceleration resistance. Combining the collected vehicle speed, acceleration, and equivalent inertia coefficient, the acceleration resistance is calculated: Acceleration resistance = Equivalent inertia coefficient × Vehicle mass × Vehicle acceleration. Then, by subtracting rolling resistance, air resistance, and acceleration resistance from the total resistance, the gradient resistance is derived in reverse. Next, the traction force of the drive wheels is calculated based on the torque at the target operating point. The effective driving force is obtained by subtracting the total resistance from the traction force. Finally, combining the equivalent inertia coefficient and vehicle mass, the acceleration corresponding to the target operating point is determined using the formula: Target acceleration = Effective driving force ÷ (Equivalent inertia coefficient × Vehicle mass).

[0136] As an achievable method, the process of determining the target operating efficiency corresponding to the target operating point in the drive operating condition mapping relationship includes: firstly, extracting the target torque and target speed contained in the target operating point; then, using the target torque and target speed as retrieval input conditions, performing a precise matching query in the drive operating condition mapping relationship, and obtaining the efficiency value corresponding to the combination of the target torque and target speed, which is the target operating efficiency.

[0137] S707: Determine the current operating efficiency corresponding to the current operating point in the drive condition mapping relationship.

[0138] As one feasible approach, the process of determining the current operating efficiency corresponding to the current operating point in the driving condition mapping relationship includes: firstly, extracting the current torque and current speed contained in the current operating point; then, using the current torque and current speed as retrieval input conditions, performing a precise matching query in the driving condition mapping relationship, and obtaining the efficiency value corresponding to the combination of the current torque and current speed, which is the current operating efficiency.

[0139] S708: Determine the efficiency difference between the target operating efficiency and the current operating efficiency.

[0140] S709: When the ratio between the efficiency difference and the current operating efficiency is greater than the preset ratio, control the drive motor according to the target operating point.

[0141] The aforementioned preset ratio refers to a critical ratio threshold pre-set based on the vehicle's energy consumption optimization needs and the motor control response accuracy. It is used to determine whether the efficiency improvement is worth adjusting the operating point, so as to avoid frequent torque adjustments due to minor efficiency improvements, which could affect driving stability.

[0142] The vehicle drive motor control method provided in this application first determines the driving condition, then iteratively searches the driving condition diagram from the current operating point to the torque boundary line to determine the target operating point. Next, it combines the vehicle's current load equivalent inertia coefficient, operating point, and vehicle speed information to derive the slope resistance and calculate the target acceleration. This avoids the problem of inaccurate target acceleration calculation due to neglecting road factors. Furthermore, it matches the target acceleration to the allowable acceleration range for uphill and downhill road conditions to avoid safety risks caused by road factors. Finally, it judges the ratio of the difference between the target and the current operating efficiency, and only executes control when the efficiency improvement is significant. This ensures that each adjustment achieves an improvement in electric drive efficiency while also considering the accuracy of the efficiency improvement.

[0143] Please see Figure 8 , Figure 8 This is a flowchart illustrating another vehicle drive motor control method disclosed in this application. The vehicle drive motor control method provided in this embodiment can be executed by a controller, which can be... Figure 2 The control module 202 in this embodiment provides a vehicle drive motor control method including the following steps: S801: Determine the operating conditions of the drive motor in the vehicle.

[0144] S802: When the operating condition is braking, determine whether the current operating point of the drive motor is in the second target area.

[0145] The second target region is the region where operating points with operating efficiency greater than the second preset operating efficiency are gathered in the braking condition mapping relationship of the drive motor; the braking condition mapping relationship is used to characterize the correspondence between operating points and operating efficiency under braking conditions.

[0146] The aforementioned second preset operating efficiency refers to the efficiency threshold value preset based on the vehicle's braking energy recovery target and the braking characteristics of the drive motor. It is the standard for dividing the energy recovery high-efficiency zone and low-efficiency zone under braking conditions. Its value is usually calibrated in combination with battery charging efficiency and motor reverse power generation characteristics, and can be dynamically adjusted according to the range requirements of different vehicle models.

[0147] The above braking condition mapping relationship is used to characterize the correspondence between the operating point and the operating efficiency under braking conditions.

[0148] Specifically, the braking condition mapping relationship is constructed by collecting massive amounts of energy recovery efficiency data under different reverse torque-speed combinations through motor bench braking tests and real vehicle braking road tests. After screening, fitting and optimization, the data is stored in the controller in the form of a two-dimensional efficiency map. Each reverse torque-speed condition point in the table corresponds to a unique braking recovery efficiency value, which can be queried and matched in real time.

[0149] Please see Figure 9 , Figure 9 This application discloses a braking condition diagram, such as... Figure 9 As shown: The braking condition diagram is a coordinate graph constructed using braking condition mapping relationships, with speed on the horizontal axis and torque on the vertical axis; the unit of torque is N. m represents rotational speed in r / min. The diagonally filled area in the braking condition diagram is the second target area, also known as the high-efficiency zone. This is the area where the motor's energy recovery efficiency is highest during braking. Controlling the motor to operate in this area maximizes the recovery of vehicle kinetic energy.

[0150] The two dashed lines in the braking condition diagram represent the minimum and maximum recoverable torque in the high-efficiency zone, respectively. They are the upper and lower boundaries of the torque corresponding to the highest efficiency zone. Only when the recoverable torque is between these two boundaries and matches the corresponding speed can it enter the high-efficiency recovery zone. The dashed outline is the limit range of the recoverable torque that the motor can stably output under braking conditions. If the torque exceeds this curve, the motor cannot continuously and safely recover energy.

[0151] Specifically, the dashed lines in the braking condition diagram include two types: one type is the dashed outline corresponding to the external characteristics of energy recovery, which represents the performance limit of the motor's reverse power generation under braking conditions. The reverse torque-speed combination exceeding this outline will cause the motor to overheat or the recovery efficiency to drop sharply; the other type is the two dashed lines corresponding to the maximum recovery torque and the minimum recovery torque in the high-efficiency zone, which are the upper and lower torque boundaries of the highest efficiency zone under braking conditions, respectively. The reverse torque must be between these two dashed lines to ensure that the energy recovery efficiency is greater than or equal to the second preset operating efficiency.

[0152] Among them, the external characteristics of recovery refer to the torque-speed combination limit range that the motor can stably achieve reverse power generation under braking conditions, which is determined through bench tests and real vehicle verification, taking into account factors such as the motor's electrical performance, such as maximum reverse current carrying capacity and thermal management capabilities, such as the heat dissipation limit for continuous operation and battery charging power limitations.

[0153] It is the safe operating boundary of the motor under braking conditions: within this contour, the reverse torque-speed combination allows the motor to run continuously for a long time without faults such as current overload or overheating; however, once it exceeds this contour, either the reverse torque will cause the motor winding current to exceed the rated value, triggering thermal protection and even damaging motor components, or the battery will be unable to withstand the excessive charging power, causing the energy recovery efficiency to drop sharply to the inefficient range, while also posing a safety risk of battery overcurrent charging.

[0154] For example, if the current operating point under braking conditions is a speed of 2500 r / min and a reverse torque of -20 N... m, and the minimum recovery torque in the high-efficiency zone corresponding to this speed is -30N. If m, then the operating point is outside the high-efficiency zone, and the absolute value of the reverse torque needs to be reduced according to the iterative strategy, adjusted to -30N. m, so that it falls within the boundary of the high-efficiency zone.

[0155] Assuming the vehicle is descending a long slope, the current engine speed under braking conditions is 2000 r / min and the reverse torque is -45 N. m, and the maximum recovery torque in the high-efficiency zone corresponding to this speed is -40N. If m, then the absolute value of the reverse torque needs to be increased and adjusted to -40N. m ensures that the recycling efficiency is within the second target range while avoiding exceeding the motor's recycling performance limit.

[0156] S803: If the current operating point is not in the second target region, determine the torque limit in the braking condition mapping relationship corresponding to the speed at the current operating point.

[0157] The torque limit includes the maximum torque value and the minimum torque value.

[0158] Specifically, the torque limit is the boundary torque value of the second target region corresponding to the current motor speed in the braking condition mapping relationship. The maximum torque value is the maximum reverse torque that can achieve efficient recovery at the current speed, with the largest absolute value of the negative torque. The minimum torque value is the minimum reverse torque that can achieve efficient recovery at the current speed, with the smallest absolute value of the negative torque. Together, they define the efficient torque range for braking energy recovery at the current speed.

[0159] S804: Controls the drive motor based on torque limits.

[0160] As one possible approach, the above-mentioned control of the drive motor based on torque limitation includes: If the torque at the current operating point is greater than the maximum torque, the torque at the current operating point is reduced; the drive motor is then controlled according to the reduced torque.

[0161] Alternatively, if the torque at the current operating point is less than the minimum torque, increase the torque at the current operating point; and control the drive motor according to the increased torque.

[0162] Specifically, increasing the torque at the current operating point means increasing the absolute value of the reverse torque, for example, if the current reverse torque is -30N. m, maximum torque is -45N m, adjusted to -40N after increasing torque. m. During adjustment, the braking torque adjustment step size is gradually increased according to the preset adjustment step size. After each adjustment, the braking condition mapping relationship is queried to verify whether the adjusted condition point is in the second target area, until the torque reaches the high-efficiency range within the maximum torque value. Then the controller sends a command to the drive motor to make it run stably at the torque value to maximize the recovery of braking energy.

[0163] Specifically, torque reduction also applies to the reverse torque under braking conditions, that is, reducing the absolute value of the reverse torque, for example, if the current reverse torque is -15N. m, minimum torque is -25N m, adjusted to -22N after reducing torque. m is adjusted gradually with a preset fine-tuning step size. After each adjustment, the operating point status is checked by the braking operating efficiency diagram to confirm whether the second target area has been entered. Once the target is met, the adjustment stops, the controller issues a control command, and the drive motor runs according to the adjusted torque to ensure that the braking recovery efficiency meets the preset requirements, while avoiding inefficient recovery due to insufficient torque.

[0164] Based on the above technical means, when the torque at the current operating point exceeds the maximum torque value of the torque range at the corresponding speed, the torque is reduced; when the torque at the current operating point is lower than the maximum torque value of the torque range at the corresponding speed, the torque is increased. In this way, the current operating point can be quickly pulled into the torque range, avoiding the problem of inefficient recovery caused by excessive torque.

[0165] Please see Figure 10 , Figure 10 This is a flowchart illustrating an optimal efficiency control method for intelligent driving electric vehicles. The steps of this optimal efficiency control method for intelligent driving electric vehicles are as follows: S1001: Enter intelligent driving power saving mode.

[0166] Intelligent driving power saving mode refers to a driving mode that, under the premise that intelligent driving function is enabled, takes the optimal operating efficiency of the electric drive system as the core objective, while also taking into account the safety boundaries of intelligent driving. Its core is to dynamically adjust the electric drive torque so that the electric drive works in the high-efficiency range as much as possible, thereby minimizing power consumption and adapting to the intelligent driving needs of long-range driving scenarios.

[0167] S1002: Look up the table to calculate the current electric drive efficiency and determine whether the electric drive is working in the high efficiency range. The high-efficiency zone refers to the first target zone under driving conditions, where the operating efficiency is greater than or equal to the first preset operating efficiency, and the second target zone under braking conditions, where the operating efficiency is greater than or equal to the second preset operating efficiency. It is the optimal working area of ​​the electric drive system.

[0168] Specifically, the efficiency chart corresponding to the driving / braking conditions is called, the current operating point is determined based on the real-time torque and speed of the current electric drive, the operating efficiency corresponding to the operating point is queried, and it is compared with the preset operating efficiency of the corresponding operating condition. The driving condition corresponds to the first preset operating efficiency, and the braking condition corresponds to the second preset operating efficiency, so as to determine whether the current electric drive is in the high-efficiency range.

[0169] If the electric drive is in the high-efficiency range, execute S1003; if the electric drive is not in the high-efficiency range, end the electric drive adjustment.

[0170] S1003: Select the corresponding torque iteration strategy to calculate the target torque.

[0171] Specifically, the current operating condition of the electric drive is first identified: if it is a driving condition, starting from the current operating point, the operating point search is iterated in the driving condition diagram until the operating point enters the torque boundary line. After the torque is adjusted to the high-efficiency torque range, the adjustment direction corresponding to the speed is determined according to the quadrant where the operating point is currently located, and then the torque is adjusted to gradually approach the first target area; if it is a braking condition, a torque limiting iteration strategy under braking condition is adopted: the reverse torque is adjusted based on the maximum / minimum torque value corresponding to the current speed to approach the second target area. Through the step-by-step iterative calculation of the corresponding strategy, the target torque that takes into account both efficiency and operating condition characteristics is obtained.

[0172] The torque iteration strategy refers to a set of pre-set operating point adjustment rules for different driving and braking conditions, with the goal of entering the corresponding high-efficiency zone. It includes quadrant adjustment logic for driving conditions and torque boundary adjustment logic for braking conditions.

[0173] S1004: Calculate the target acceleration using the target torque and determine whether the intelligent driving acceleration limit is met. Specifically, the target acceleration is calculated using the vehicle driving equation by combining the target torque, the vehicle's equivalent inertia coefficient, and the vehicle mass corresponding to the current load. At the same time, the allowable acceleration range for the current scenario is retrieved from the intelligent driving control module, and the calculated target acceleration is compared with this range to determine whether it is within the range.

[0174] If the intelligent driving acceleration limit is met, execute S1005; if the intelligent driving acceleration limit is not met, end the electric drive adjustment.

[0175] S1005: Use the target torque to look up the table to obtain the target efficiency, and determine whether the target efficiency meets the set conditions. Specifically, the efficiency chart for the corresponding operating condition is called, and the target operating efficiency corresponding to the target torque and the current speed is queried based on the target operating point. The condition is set as follows: the target operating efficiency is greater than or equal to the preset operating efficiency of the corresponding operating condition, so as to determine whether the target efficiency meets the efficiency optimization requirements.

[0176] If the target efficiency meets the set conditions, execute S1006; if the target efficiency does not meet the set conditions, return to S1001.

[0177] S1006: Output target torque command.

[0178] The target torque command refers to the control command containing the target torque parameters issued by the vehicle control module to the electric drive control module, and it is the core basis for adjusting the working state of the electric drive.

[0179] Specifically, the instruction carries the speed parameters that match the target torque. After receiving the instruction, the electric drive control module adjusts the electrical parameters such as the input current and voltage of the electric drive to gradually transition the output torque of the electric drive to the target torque and stably operate in the corresponding high-efficiency range. At the same time, the instruction is also fed back to the intelligent driving control module for dynamic calibration of subsequent driving strategies.

[0180] The vehicle drive motor control method provided in this application determines whether the current electric drive efficiency is within the high-efficiency range and whether adjustment is needed. If adjustment is needed, it selects the corresponding torque iteration strategy based on the driving and braking conditions, calculates the target torque, achieves condition-adaptive calculation of the target torque, reduces ineffective adjustments, calculates the target acceleration in combination with vehicle parameters and matches the intelligent driving acceleration limit, and verifies whether the target efficiency is met, thus forming a dual guarantee of safety and efficiency.

[0181] Please see Figure 11 , Figure 11 This is a schematic diagram of the structure of a vehicle drive motor control device disclosed in an embodiment of this application.

[0182] like Figure 11 The vehicle remaining driving range estimation device shown includes: a first determining module 1101, a second determining module 1102, a third determining module 1103, and a control module 1104.

[0183] The first determining module 1101 is used to execute Figure 4 In the illustrated method, S401, Figure 5 In the illustrated method, S501, Figure 7 The operation of S701 in the illustrated method and Figure 8 In the illustrated method, S801; the second determining module 1102 is used to execute Figure 4 In the illustrated method, S402 is... Figure 5 In the illustrated method, S502, Figure 7 The illustrated methods S702, S704, S705, S706, S707, and S709, as well as Figure 8 In the illustrated method, the operation of S802 is executed by the third determining module 1103. Figure 4 In the illustrated method, S403 and Figure 5 S503 and S504 in the illustrated method Figure 7 S703 in the illustrated method and Figure 8 In the illustrated method, the operation of S802 is executed by the control module 1104. Figure 4 The illustrated method includes S404 and Figure 5 S505 in the illustrated method Figure 7 S709 in the illustrated method and Figure 8 The illustrated method shows the operation of S804. The first determining module 1101 is used to determine the operating conditions of the drive motor in the vehicle.

[0184] The second determining module 1102 is used to determine whether the current operating point of the drive motor is in the first target region when the operating condition is the drive condition; wherein, the first target region is the region where the operating points with operating efficiency greater than the first preset operating efficiency are gathered in the drive condition mapping relationship of the drive motor; the drive condition mapping relationship is used to characterize the correspondence between the operating point and the operating efficiency under the drive condition; the operating point is used to characterize torque and speed.

[0185] The third determining module 1103 is used to determine the target working point when the current working point is not in the first target area; wherein, the target working point is the search endpoint corresponding to the optimal search path with the current working point as the search starting point and the entry into the first target area as the search objective.

[0186] The control module 1104 is used to control the drive motor based on the target operating point.

[0187] The third determining module 1103 is also used to perform iterative search for operating points in the drive operating point diagram starting from the current operating point until the operating point enters the torque boundary line; wherein, the drive operating point diagram is a coordinate graph constructed using the drive operating point mapping relationship, with speed as the horizontal axis and torque as the vertical axis; the origin of the coordinate graph is the operating point corresponding to the maximum operating efficiency in the drive operating point mapping relationship; the torque boundary line is the boundary line of the coordinate region corresponding to the first target region; and the finally searched operating point is determined as the target operating point.

[0188] The aforementioned third determining module 1103 is further configured to, for each iteration, adjust the initial torque in the iteration starting point based on the torque extreme value corresponding to the torque boundary line, wherein the adjustment step size of the initial torque is less than the maximum allowable adjustment step size; wherein the torque extreme value includes the maximum torque value and the minimum torque value; and determine the iteration termination point based on the adjusted initial torque.

[0189] The aforementioned third determining module 1103 is also used to reduce the initial torque when the initial torque is greater than the maximum torque value.

[0190] The aforementioned third determining module 1103 is also used to increase the initial torque when the initial torque is less than the minimum torque value.

[0191] The third determining module 1103 is further used to determine the quadrant in the driving condition diagram where the initial operating point of the iteration is located when the initial torque is in the closed interval formed by the minimum torque value and the maximum torque value; and to adjust the initial torque in the initial operating point of the iteration based on the quadrant.

[0192] The aforementioned third determining module 1103 is also used to reduce the starting torque when the quadrant is the first quadrant or the fourth quadrant, and to increase the starting torque when the quadrant is the second quadrant or the third quadrant.

[0193] The aforementioned control module 1104 is also used to determine the road conditions where the vehicle is located; wherein, the road conditions include uphill road conditions, downhill road conditions and horizontal road conditions; determine the allowable acceleration range of the road conditions; and control the drive motor according to the target operating point when the acceleration corresponding to the target operating point is within the allowable acceleration range.

[0194] The aforementioned control module 1104 is also used to determine the vehicle's gradient resistance based on the vehicle's equivalent inertia coefficient under the current load, the current operating point, and the corresponding vehicle speed information; wherein, the vehicle speed information includes vehicle speed and vehicle acceleration; and based on the gradient resistance, to determine the acceleration corresponding to the target operating point.

[0195] The aforementioned control module 1104 is also used to determine the target operating efficiency corresponding to the target operating point in the drive operating condition mapping relationship; determine the current operating efficiency corresponding to the current operating point in the drive operating condition mapping relationship; determine the efficiency difference between the target operating efficiency and the current operating efficiency; and control the drive motor according to the target operating point when the ratio between the efficiency difference and the current operating efficiency is greater than a preset ratio.

[0196] The aforementioned control module 1104 is further configured to determine whether the current operating point of the drive motor is within the second target region when the operating condition is braking; wherein, the second target region is the region where operating points with operating efficiencies greater than a second preset operating efficiency are gathered in the braking condition mapping relationship of the drive motor; the braking condition mapping relationship is used to characterize the correspondence between operating points and operating efficiencies under braking conditions; and when the current operating point is not within the second target region, the control module 1104 determines the torque limit corresponding to the rotational speed at the current operating point in the braking condition mapping relationship; wherein, the torque limit includes a maximum torque value and a minimum torque value; and controls the drive motor based on the torque limit.

[0197] The aforementioned control module 1104 is also used to reduce the torque at the current operating point when the torque at the current operating point is greater than the maximum torque value; and to control the drive motor according to the increased torque.

[0198] The aforementioned control module 1104 is also used to increase the torque at the current operating point when the torque at the current operating point is less than the minimum torque value; and to control the drive motor according to the reduced torque.

[0199] Please see Figure 12 , Figure 12 This is a schematic diagram of the structure of an electronic device disclosed in an embodiment of this application. The electronic device may include a processor 1201 and a memory 1202. The processor 1201 and the memory 1202 are communicatively connected. The memory 1202 is used to store programs, and the processor 1201 is used to execute the programs, specifically performing the relevant steps described above in the embodiment of the vehicle drive motor control method.

[0200] It should be noted that those skilled in the art will understand that Figure 12 The electronic device structure shown does not constitute a limitation on the electronic device; the electronic device may include, but is not limited to, other electronic devices. Figure 12 This may indicate more or fewer components, or combinations of certain components, or different component arrangements.

[0201] Processor 1201 is the control center of the electronic device. It connects various parts of the electronic device via various interfaces and lines. By running or executing software programs and / or modules stored in memory 1202, and by calling data stored in memory 1202, it performs various functions and processes data, thereby providing overall monitoring of the electronic device. Processor 1201 may include one or more processing units. Optionally, processor 1201 may integrate an application processor and a modem processor. The application processor mainly handles the operating system, user interface, and applications, while the modem processor mainly handles wireless communication. It is understood that the modem processor may not be integrated into processor 1201.

[0202] The memory 1202 can be used to store software programs and various data. The memory 1202 may primarily include a program storage area and a data storage area. The program storage area may store the operating system, application programs required by at least one functional module (such as a determination unit, processing unit, etc.), etc. Furthermore, the memory 1202 may include high-speed random access memory, and may also include non-volatile memory, such as at least one disk storage device, flash memory device, or other volatile solid-state storage device.

[0203] Through the above description of the implementation methods, those skilled in the art will clearly understand that, for the sake of convenience and brevity, only the division of the above functional modules is used as an example. In practical applications, the above functions can be assigned to different functional modules as needed, that is, the internal structure of the module can be divided into different functional modules to complete all or part of the functions described above. The specific working process of the system, modules, and units described above can be referred to the corresponding process in the foregoing method embodiments, and will not be repeated here.

[0204] The method steps in this embodiment can be implemented in hardware or by a processor executing software instructions. The software instructions can consist of corresponding software modules, which can be stored in random access memory (RAM), flash memory, read-only memory (ROM), programmable read-only memory (PROM), erasable programmable read-only memory (EPROM), electrically erasable programmable read-only memory (EEPROM), registers, hard disks, portable hard disks, CD-ROMs, or any other form of storage medium known in the art. An exemplary embodiment couples a storage medium to a processor, enabling the processor to read information from and write information to the storage medium. Of course, the storage medium can also be a component of the processor. The processor and storage medium can reside in an ASIC. Additionally, the ASIC can reside in a network device. Alternatively, the processor and storage medium can exist as discrete components in the network device. In the above embodiments, implementation can be entirely or partially achieved through software, hardware, firmware, or any combination thereof. When implemented in software, it can be implemented entirely or partially as a computer program product. A computer program product includes one or more computer programs or instructions. When a computer program or instruction is loaded and executed on a computer, all or part of the processes or functions of the embodiments of this application are performed. The computer may be a general-purpose computer, a special-purpose computer, a computer network, a network device, a user equipment, or other programmable module. The computer program or instructions may be stored in a computer-readable storage medium or transferred from one computer-readable storage medium to another. For example, a computer program or instructions may be transferred from one website, computer, server, or data center to another website, computer, server, or data center via wired or wireless means. The computer-readable storage medium may be any available medium that a computer can access, or a data storage device such as a server or data center that integrates one or more available media. The available medium may be a magnetic medium, such as a floppy disk, hard disk, or magnetic tape; or an optical medium, such as a digital video disc (DVD); or a semiconductor medium, such as a solid-state drive (SSD). The above are merely specific embodiments of this application, but the scope of protection of this application is not limited thereto. Any person skilled in the art can easily conceive of various equivalent modifications or substitutions within the technical scope disclosed in this application, and these modifications or substitutions should all be covered within the scope of protection of this application. Therefore, the scope of protection of this application should be determined by the scope of the claims.

[0205] Since the data processing apparatus in the embodiments of the present invention can be applied to the above-described method, the technical effects it can achieve can also be referred to the above-described method embodiments, and the embodiments of the present invention will not be repeated here. The above are merely specific embodiments of this application, but the scope of protection of this application is not limited thereto. Any changes or substitutions within the technical scope disclosed in this application should be covered within the scope of protection of this application. Therefore, the scope of protection of this application should be determined by the scope of the claims.

[0206] It should be understood that the application of this application is not limited to the examples above. Those skilled in the art can make improvements or modifications based on the above description, and all such improvements and modifications should fall within the protection scope of the appended claims. Those skilled in the art can understand that implementing all or part of the processes of the above embodiments and making equivalent changes according to the claims of this application still fall within the scope of this application.

Claims

1. A vehicle drive motor control method, characterized in that, The vehicle drive motor control method includes: Determine the operating conditions of the drive motor in the vehicle; When the operating condition is the drive condition, it is determined whether the current operating point of the drive motor is in the first target region; wherein, the first target region is the region where the operating points with operating efficiency greater than a first preset operating efficiency are gathered in the drive condition mapping relationship of the drive motor; the drive condition mapping relationship is used to characterize the correspondence between operating points and operating efficiency under the drive condition; the operating point is used to characterize torque and speed; If the current working point is not located in the first target area, a target working point is determined; wherein, the target working point is the search endpoint corresponding to the optimal search path with the current working point as the search starting point and entering the first target area as the search objective. The drive motor is controlled based on the target operating point.

2. The vehicle drive motor control method according to claim 1, characterized in that, The determination of the target operating point includes: Starting from the current operating point, an iterative search for operating points is performed in the drive operating point diagram until the operating point enters the torque boundary line; wherein, the drive operating point diagram is a coordinate graph constructed using the drive operating point mapping relationship, with speed as the horizontal axis and torque as the vertical axis; the origin of the coordinate graph is the operating point corresponding to the maximum operating efficiency in the drive operating point mapping relationship; the torque boundary line is the boundary line of the coordinate region corresponding to the first target region; The final searched operating point is determined as the target operating point.

3. The vehicle drive motor control method according to claim 2, characterized in that, The iterative search for operating points in the driving operating condition diagram includes: For each iteration, based on the torque extreme value corresponding to the torque boundary line, the initial torque in the iteration starting point is adjusted, wherein the adjustment step size of the initial torque is less than the maximum allowable adjustment step size; wherein the torque extreme value includes the maximum torque value and the minimum torque value; Based on the adjusted starting torque, the iteration termination point is determined.

4. The vehicle drive motor control method according to claim 3, characterized in that, The step of adjusting the initial torque in the iterative starting point based on the torque extreme value corresponding to the torque boundary line includes: If the initial torque is greater than the maximum torque value, the initial torque is reduced.

5. The vehicle drive motor control method according to claim 3, characterized in that, The step of adjusting the initial torque in the iterative starting point based on the torque extreme value corresponding to the torque boundary line includes: If the initial torque is less than the minimum torque value, the initial torque is increased.

6. The vehicle drive motor control method according to claim 3, characterized in that, The step of adjusting the initial torque in the iterative starting point based on the torque extreme value corresponding to the torque boundary line includes: When the initial torque is within the closed interval formed by the minimum torque value and the maximum torque value, determine the quadrant in the drive condition diagram where the iterative starting operating point is located. Based on the quadrant, adjust the initial torque in the initial operating point of the iteration.

7. The vehicle drive motor control method according to claim 6, characterized in that, The adjustment of the initial torque in the iteration starting point based on the quadrant includes: If the quadrant is the first quadrant or the fourth quadrant, reduce the starting torque; If the quadrant is the second or third quadrant, the starting torque is increased.

8. The vehicle drive motor control method according to any one of claims 1-7, characterized in that, The step of controlling the drive motor based on the target operating point includes: Determine the road conditions where the vehicle is located; wherein, the road conditions include uphill road conditions, downhill road conditions, and level road conditions; Determine the allowable acceleration range for the aforementioned road surface conditions; When the acceleration corresponding to the target operating point is within the allowable acceleration range, the drive motor is controlled according to the target operating point.

9. The vehicle drive motor control method according to claim 8, characterized in that, The process of determining the acceleration corresponding to the target operating point includes: Based on the vehicle's equivalent inertia coefficient under the current load, the current operating point, and its corresponding vehicle speed information, the vehicle's gradient resistance is determined; wherein, the vehicle speed information includes vehicle speed and vehicle acceleration. Based on the slope resistance, the acceleration corresponding to the target operating point is determined.

10. The vehicle drive motor control method according to claim 8, characterized in that, The step of controlling the drive motor according to the target operating point includes: Determine the target operating efficiency corresponding to the target operating point in the driving condition mapping relationship; Determine the current operating efficiency corresponding to the current operating point in the driving condition mapping relationship; determine the efficiency difference between the target operating efficiency and the current operating efficiency; If the ratio between the efficiency difference and the current operating efficiency is greater than a preset ratio, the drive motor is controlled according to the target operating point.

11. The vehicle drive motor control method according to claim 1, characterized in that, The vehicle drive motor control method further includes: When the operating condition is braking, it is determined whether the current operating point of the drive motor is in the second target region; wherein, the second target region is the region where the operating points with operating efficiency greater than a second preset operating efficiency are gathered in the braking operating condition mapping relationship of the drive motor; the braking operating condition mapping relationship is used to characterize the correspondence between operating points and operating efficiency under braking conditions. If the current operating point is not in the second target region, determine the torque limit in the braking condition mapping relationship corresponding to the speed at the current operating point; wherein, the torque limit includes a maximum torque value and a minimum torque value; The drive motor is controlled based on the torque limitation.

12. The vehicle drive motor control method according to claim 11, characterized in that, The control of the drive motor based on the torque limitation includes: If the torque at the current operating point is greater than the maximum torque value, reduce the torque at the current operating point; The drive motor is controlled according to the reduced torque.

13. The vehicle drive motor control method according to claim 11, characterized in that, The control of the drive motor based on the torque limitation includes: If the torque at the current operating point is less than the minimum torque value, increase the torque at the current operating point; The drive motor is controlled according to the increased torque.

14. A vehicle drive motor control device, characterized in that, The vehicle drive motor control device includes: The first determining module is used to determine the operating conditions of the drive motor in the vehicle; The second determining module is used to determine whether the current operating point of the drive motor is in a first target region when the operating condition is a drive condition; wherein, the first target region is the region where the operating points with operating efficiency greater than a first preset operating efficiency are gathered in the drive condition mapping relationship of the drive motor; the drive condition mapping relationship is used to characterize the correspondence between operating points and operating efficiency under the drive condition; the operating point is used to characterize torque and speed. The third determining module is used to determine a target working point when the current working point is not in the first target area; wherein, the target working point is the search endpoint corresponding to the optimal search path with the current working point as the search starting point and entering the first target area as the search objective. The control module is used to control the drive motor based on the target operating point.

15. A vehicle, characterized in that, The vehicle includes a drive motor and a vehicle drive motor control device; the vehicle drive motor control device controls the drive motor using the vehicle drive motor control method as described in any one of claims 1-13.

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