Vehicle, method for controlling power equipment of vehicle, storage medium and program product

Abstract

The application discloses a vehicle, a power equipment control method thereof, a storage medium and a program product. The method comprises the following steps: acquiring a current control instruction, a current operation parameter and a historical driving current of power equipment; determining an expected driving current of the power equipment based on the current control instruction; inputting the expected driving current, the current operation parameter and the historical driving current into an equipment operation model, and determining a target control voltage corresponding to the current control instruction of the power equipment by using the equipment operation model; and constructing a target control instruction based on the target control voltage, and controlling the power equipment to operate based on the target control instruction. The application solves the technical problem of low control accuracy of the power equipment of the vehicle in the related art.

Description

Technical Field

[0001] This invention relates to the field of vehicle engineering, and more specifically, to a method for controlling a vehicle and its power equipment, a storage medium, and a program product. Background Technology

[0002] In the drive system of new energy vehicles, the power unit, as the core actuator, directly determines the vehicle's acceleration performance, ride comfort, and energy efficiency through its dynamic response speed and steady-state accuracy. However, current mainstream control strategies result in lower control precision for the power unit, leading to poorer performance in terms of power, comfort, and energy efficiency in new energy vehicles.

[0003] There is currently no effective solution to the above problems. Summary of the Invention

[0004] This invention provides a vehicle and its power equipment control method, storage medium, and program product to at least solve the technical problem of low control accuracy of vehicle power equipment in related technologies.

[0005] According to one aspect of the present invention, a method for controlling a vehicle's power equipment is provided, comprising: acquiring a current control command, current operating parameters, and historical drive current of the power equipment, wherein the historical drive current is the drive current generated by the power equipment during a historical control cycle; determining a desired drive current of the power equipment based on the current control command, wherein the desired drive current is used to characterize the drive current generated by the power equipment under the control of the current control command in an ideal state; inputting the desired drive current, current operating parameters, and historical drive current into a device operation model, and using the device operation model to determine a target control voltage corresponding to the current control command for the power equipment, wherein the device operation model is obtained by modeling the relationship between the drive current, operating parameters, and control voltage of the power equipment; constructing a target control command based on the target control voltage, and controlling the operation of the power equipment based on the target control command, wherein the deviation between the drive current generated by the power equipment under the control of the target control command and the desired drive current is less than a preset value.

[0006] Furthermore, the method also includes: acquiring test data and an initial operating model, wherein the test data includes multiple test drive currents and test operating parameters of the test equipment, the model of the test equipment is the same as the model of the power equipment, the values ​​of the multiple test drive currents include the values ​​of the expected drive current and the historical drive current, the parameter types of the test operating parameters are the same as the parameter types of the current operating parameters, and the parameter values ​​of the test operating parameters include the parameter values ​​of the current operating parameters; the initial operating model is obtained by modeling the relationship between the drive current and the control voltage of the test equipment under ideal conditions; based on the multiple test drive currents, an inductance mapping relationship is constructed, wherein the inductance mapping relationship is used to characterize the mapping relationship between the drive current and the inductance of the test equipment; based on the multiple test drive currents and the test operating parameters, a voltage compensation model is constructed, wherein the voltage compensation model is used to determine the degree of compensation for the control voltage of the test equipment according to the drive current and the test operating parameters of the test equipment; and the initial operating model, the inductance mapping relationship, and the voltage compensation model are fused to obtain the equipment operating model.

[0007] Furthermore, based on multiple test drive currents, an inductance mapping relationship is constructed, including: determining the flux linkage value generated by the test device under the control of the test drive current based on any one of the multiple test drive currents; determining the inductance generated by the test device under the control of the test drive current based on the test drive current and the flux linkage value; and constructing an inductance mapping relationship based on the inductances corresponding to the multiple test drive currents.

[0008] Furthermore, the test drive current includes a direct-axis test current and a quadrature-axis test current; based on any one of the multiple test drive currents, the flux linkage value generated by the test device under the control of the test drive current is determined, including: based on the direct-axis test current, determining the direct-axis flux linkage value generated by the test device under the control of the direct-axis test current; based on the quadrature-axis test current, determining the quadrature-axis flux linkage value generated by the test device under the control of the quadrature-axis test current; and obtaining the flux linkage value based on the direct-axis flux linkage value and the quadrature-axis flux linkage value.

[0009] Further, based on the test drive current and flux linkage value, the inductance generated by the test equipment under the control of the test drive current is determined, including: determining the partial derivative of the direct-axis flux linkage value with respect to the direct-axis test current to obtain the first direct-axis inductance corresponding to the direct-axis test current; determining the partial derivative of the direct-axis flux linkage value with respect to the quadrature-axis test current to obtain the second direct-axis inductance corresponding to the quadrature-axis test current; determining the partial derivative of the quadrature-axis flux linkage value with respect to the quadrature-axis test current to obtain the first quadrature-axis inductance corresponding to the quadrature-axis test current; determining the partial derivative of the quadrature-axis flux linkage value with respect to the direct-axis test current to obtain the second quadrature-axis inductance corresponding to the direct-axis test current; and obtaining the inductance based on the first direct-axis inductance, the second direct-axis inductance, the first quadrature-axis inductance, and the second quadrature-axis inductance.

[0010] Furthermore, based on the inductors corresponding to multiple test drive currents, an inductance mapping relationship is constructed, including: constructing a first self-inductance mapping relationship based on multiple direct-axis test currents and multiple first direct-axis inductors corresponding to each direct-axis test current, wherein the multiple direct-axis test currents correspond to multiple test drive currents, and the first self-inductance mapping relationship is used to characterize the mapping relationship between the direct-axis test currents and the first direct-axis inductors; and constructing a second self-inductance mapping relationship based on multiple quadrature-axis test currents and multiple first quadrature-axis inductors corresponding to each quadrature-axis test current, wherein the multiple quadrature-axis test currents correspond to multiple test drive currents, and the second self-inductance mapping relationship is used to characterize the mapping relationship between the quadrature-axis test currents and the first direct-axis inductors. A mapping relationship is established between first quadrature-axis inductors; based on multiple quadrature-axis test currents and multiple second direct-axis inductors corresponding to the multiple quadrature-axis test currents, a first mutual inductance mapping relationship is constructed, wherein the first mutual inductance mapping relationship is used to characterize the mapping relationship between quadrature-axis test currents and second direct-axis inductors; based on multiple direct-axis test currents and multiple second quadrature-axis inductors corresponding to the multiple direct-axis test currents, a second mutual inductance mapping relationship is constructed, wherein the second mutual inductance mapping relationship is used to characterize the mapping relationship between direct-axis test currents and second quadrature-axis inductors; based on the first self-inductance mapping relationship, the second self-inductance mapping relationship, the first mutual inductance mapping relationship, and the second mutual inductance mapping relationship, an inductance mapping relationship is determined.

[0011] Furthermore, the test operation parameters include multiple test loss values ​​and multiple test temperature values ​​of the test equipment; based on multiple test drive currents and test operation parameters, a voltage compensation model is constructed, including: a loss compensation model based on multiple test drive currents and multiple test loss values, wherein the loss compensation model is used to determine the degree of compensation for deviations in control voltage caused by equipment losses according to the drive current and the loss values ​​of the test equipment; a temperature compensation model based on multiple test drive currents and multiple test temperature values, wherein the temperature compensation model is used to determine the degree of compensation for deviations in control voltage caused by changes in operating temperature according to the drive current and the temperature values ​​of the test equipment; and a voltage compensation model is constructed based on the loss compensation model and the temperature compensation model.

[0012] Furthermore, based on multiple test drive currents and multiple test loss values, a loss compensation model is constructed, including: obtaining the direct-axis test current and quadrature-axis test current corresponding to any test drive current; constructing an initial loss compensation model corresponding to the test drive current based on the direct-axis test current, quadrature-axis test current, and multiple test loss values; and constructing a loss compensation model based on the initial loss compensation model corresponding to multiple test drive currents.

[0013] Furthermore, based on the direct-axis test current, quadrature-axis test current, and multiple test loss values, an initial loss compensation model corresponding to the test drive current is constructed, including: determining the compensation ratio corresponding to the test drive current based on the direct-axis test current and quadrature-axis test current, wherein the compensation ratio is used to characterize the distribution ratio of any one of the multiple test loss values ​​in the direct-axis and quadrature-axis directions of the test drive current, respectively; determining the direct-axis compensation value based on the direct-axis test current and the compensation ratio, and determining the quadrature-axis compensation value based on the quadrature-axis test current and the compensation ratio; constructing a sub-loss compensation model corresponding to the test loss value based on the direct-axis compensation value and the quadrature-axis compensation value; and constructing the initial loss compensation model based on the sub-loss compensation models corresponding to the multiple test loss values.

[0014] Furthermore, based on multiple test drive currents and multiple test temperature values, a temperature compensation model is constructed, including: obtaining the operating speed of the test equipment under any test drive current; constructing an initial temperature compensation model corresponding to the operating speed based on the operating speed and multiple test temperature values; and constructing a temperature compensation model based on the initial temperature compensation models corresponding to multiple operating speeds, wherein the multiple operating speeds correspond to multiple test drive currents respectively.

[0015] Furthermore, based on the operating speed and multiple test temperature values, an initial temperature compensation model corresponding to the operating speed is constructed, including: determining the back electromotive force of the test equipment at the test temperature value based on the operating speed and any one of the multiple test temperature values; determining the target flux linkage value of the test equipment at the test temperature value based on a preset correlation and the back electromotive force; constructing an initial temperature compensation value corresponding to the test temperature value based on the correlation between the target flux linkage value and the reference flux linkage value, wherein the reference flux linkage value is used to characterize the flux linkage value of the test equipment at the preset temperature value; and fitting the initial temperature compensation values ​​corresponding to multiple test temperature values ​​to obtain the initial temperature compensation model.

[0016] Furthermore, the current operating parameters include: the operating resistance, angular velocity change rate, operating loss value, and operating temperature of the power equipment; the desired drive current, current operating parameters, and historical drive current are input into the equipment operating model, and the target control voltage of the power equipment corresponding to the current control command is determined using the equipment operating model, including: determining the initial control voltage based on the desired drive current and operating resistance; determining the inductance compensation value based on the inductance mapping relationship, desired drive current, historical drive current, and angular velocity change rate; determining the deviation compensation value based on the voltage compensation model, desired drive current, operating loss value, operating temperature, and angular velocity change rate; and constructing the target control voltage based on the initial control voltage, inductance compensation value, and deviation compensation value.

[0017] Furthermore, the desired drive current includes the direct-axis desired current and the quadrature-axis desired current, and the historical drive current includes the direct-axis reference current and the quadrature-axis reference current. Based on the inductance mapping relationship, the desired drive current, the historical drive current, and the rate of change of angular velocity, the inductance compensation value is determined, including: determining the inductance value based on the inductance mapping relationship and the desired drive current; determining the direct-axis current rate of change based on the direct-axis desired current and the direct-axis reference current, and determining the quadrature-axis current rate of change based on the quadrature-axis desired current and the quadrature-axis reference current; and determining the direct-axis inductance compensation value and the quadrature-axis inductance compensation value based on the inductance value, the direct-axis current rate of change, the quadrature-axis current rate of change, the direct-axis desired current, the quadrature-axis desired current, and the rate of change of angular velocity.

[0018] Further, the inductance value is determined based on the inductance mapping relationship and the desired drive current, including: determining the first self-inductance value based on the first self-inductance mapping relationship and the desired direct-axis current; determining the second self-inductance value based on the second self-inductance mapping relationship and the desired quadrature-axis current; determining the first mutual inductance value based on the first mutual inductance mapping relationship and the desired quadrature-axis current; determining the second mutual inductance value based on the second mutual inductance mapping relationship and the desired direct-axis current; and determining the inductance value based on the first self-inductance value, the second self-inductance value, the first mutual inductance value, and the second mutual inductance value.

[0019] Furthermore, based on the inductance value, the rate of change of direct-axis current, the rate of change of quadrature-axis current, the desired direct-axis current, the desired quadrature-axis current, and the rate of change of angular velocity, the direct-axis inductance compensation value and the quadrature-axis inductance compensation value are determined. This includes: summing the product of the first self-inductance value and the rate of change of direct-axis current with the product of the second mutual inductance value and the rate of change of quadrature-axis current to obtain the first direct-axis inductance compensation value; and summing the product of the first mutual inductance value, the rate of change of angular velocity, and the desired direct-axis current with the product of the second self-inductance value, the rate of change of angular velocity, and the desired quadrature-axis current to obtain the second direct-axis inductance compensation value. The first quadrature-axis inductance compensation value is obtained by summing the product of the second self-inductance value and the quadrature-axis current rate of change with the product of the first mutual inductance value and the direct-axis current rate of change. The second quadrature-axis inductance compensation value is obtained by summing the product of the second mutual inductance value, the angular velocity rate of change, and the quadrature-axis desired current with the product of the first self-inductance value, the angular velocity rate of change, and the direct-axis desired current. The direct-axis inductance compensation value is constructed based on the difference between the first and second direct-axis inductance compensation values. The quadrature-axis inductance compensation value is constructed based on the sum of the first and second quadrature-axis inductance compensation values.

[0020] Furthermore, based on the voltage compensation model, the desired drive current, the operating loss value, the operating temperature, and the rate of change of angular velocity, the deviation compensation value is determined, including: determining the direct-axis loss compensation value and the quadrature-axis loss compensation value based on the loss compensation model, the desired drive current, and the operating loss value; determining the initial quadrature-axis temperature compensation value based on the temperature compensation model, the desired drive current, and the operating temperature; and obtaining the quadrature-axis temperature compensation value by multiplying the rate of change of angular velocity and the initial quadrature-axis temperature compensation value.

[0021] Furthermore, the initial control voltage includes a direct-axis initial voltage and a quadrature-axis initial voltage. The direct-axis initial voltage is the product of the desired direct-axis current and the operating resistance, and the quadrature-axis initial voltage is the product of the desired quadrature-axis current and the operating resistance. Based on the initial control voltage, inductance compensation value, and deviation compensation value, a target control voltage is constructed, including: constructing a direct-axis target voltage based on the sum of the direct-axis inductance compensation value, the direct-axis loss compensation value, and the direct-axis initial voltage; constructing a quadrature-axis target voltage based on the sum of the quadrature-axis inductance compensation value, the quadrature-axis loss compensation value, the quadrature-axis temperature compensation value, and the quadrature-axis initial voltage; and constructing a target control voltage based on the direct-axis target voltage and the quadrature-axis target voltage.

[0022] According to another aspect of the present invention, a power equipment control device for a vehicle is also provided, comprising: a first acquisition module, configured to acquire the current control command, current operating parameters, and historical drive current of the power equipment, wherein the historical drive current is the drive current generated by the power equipment during a historical control cycle; a current determination module, configured to determine the desired drive current of the power equipment based on the current control command, wherein the desired drive current is used to characterize the drive current generated by the power equipment under the control of the current control command in an ideal state; a voltage calculation module, configured to input the desired drive current, current operating parameters, and historical drive current into a device operation model, and use the device operation model to determine the target control voltage of the power equipment corresponding to the current control command, wherein the device operation model is obtained by modeling the relationship between the drive current, operating parameters, and control voltage of the power equipment; and a device control module, configured to construct a target control command based on the target control voltage, and control the operation of the power equipment based on the target control command, wherein the deviation between the drive current generated by the power equipment under the control of the target control command and the desired drive current is less than a preset value.

[0023] According to another aspect of the present invention, a vehicle is also provided, comprising: a memory storing an executable program; and a processor for running the program, wherein the program executes the methods of various embodiments of the present invention during runtime.

[0024] According to another aspect of the present invention, a computer-readable storage medium is also provided, the computer-readable storage medium including a stored executable program, wherein, when the executable program is executed, it controls the device where the computer-readable storage medium is located to perform the methods of various embodiments of the present invention.

[0025] According to another aspect of the present invention, a computer program product is also provided, including a computer program that, when executed by a processor, implements the methods of various embodiments of the present invention.

[0026] According to another aspect of the present invention, a computer program product is also provided, including a non-volatile computer-readable storage medium storing a computer program that, when executed by a processor, implements the methods of various embodiments of the present invention.

[0027] According to another aspect of the present invention, a computer program is also provided, which, when executed by a processor, implements the methods of the various embodiments of the present invention.

[0028] In this embodiment of the invention, the following methods are employed: acquiring the current control command, current operating parameters, and historical drive current of the power equipment; determining the desired drive current of the power equipment based on the current control command; inputting the desired drive current, current operating parameters, and historical drive current into the equipment operation model; using the equipment operation model to determine the target control voltage corresponding to the power equipment and the current control command; constructing a target control command based on the target control voltage; and controlling the operation of the power equipment based on the target control command. By acquiring the current control command, real-time operating parameters, and historical drive current of the power equipment, the nonlinear dynamic behavior of the power equipment under complex operating conditions can be comprehensively captured. Subsequently, the desired drive current is generated based on the control command, and this desired drive current, along with the current operating parameters and historical drive current data, is input into a high-precision equipment operation model. This allows for accurate prediction of the actual voltage response required to meet the desired drive current under the current operating conditions. This model can calculate a better target control voltage and construct a high-precision target control command to achieve high-precision control of the power equipment. This achieves the goal of making the operating state of the power equipment highly consistent with the control requirements reflected by the current control command, thereby improving the technical effect of controlling the vehicle's power equipment and solving the technical problem of low control accuracy of vehicle power equipment in related technologies. Attached Figure Description

[0029] The accompanying drawings, which are included to provide a further understanding of the invention and form part of this application, illustrate exemplary embodiments of the invention and, together with their description, serve to explain the invention and do not constitute an undue limitation thereof. In the drawings:

[0030] Figure 1 This is a flowchart of a vehicle power equipment control method according to an embodiment of the present invention;

[0031] Figure 2 This is a schematic diagram of an optional inductance value calculation process according to an embodiment of the present invention;

[0032] Figure 3 This is a schematic diagram of an optional target control voltage calculation process according to an embodiment of the present invention;

[0033] Figure 4 This is a schematic diagram illustrating the execution process of an optional control algorithm for a power device according to an embodiment of the present invention;

[0034] Figure 5 This is a schematic diagram illustrating the control principle of an optional power device according to an embodiment of the present invention;

[0035] Figure 6 This is a schematic diagram of a vehicle power equipment control device according to an embodiment of the present invention. Detailed Implementation

[0036] To enable those skilled in the art to better understand the present invention, the technical solutions of the present invention will be clearly and completely described below with reference to the accompanying drawings of the embodiments of the present invention. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort should fall within the scope of protection of the present invention.

[0037] It should be noted that the terms "first," "second," etc., in the specification, claims, and accompanying drawings of this invention are used to distinguish similar objects and are not necessarily used to describe a specific order or sequence. It should be understood that such data can be interchanged where appropriate so that the embodiments of the invention described herein can be implemented in orders other than those illustrated or described herein. Furthermore, the terms "comprising" and "having," and any variations thereof, are intended to cover a non-exclusive inclusion; for example, a process, method, system, product, or apparatus that comprises a series of steps or units is not necessarily limited to those steps or units explicitly listed, but may include other steps or units not explicitly listed or inherent to such processes, methods, products, or apparatus.

[0038] According to an embodiment of the present invention, an embodiment of a power equipment control method for a vehicle is provided. It should be noted that the steps shown in the flowchart in the accompanying drawings can be executed in a computer system such as a set of computer-executable instructions. Furthermore, although a logical order is shown in the flowchart, in some cases, the steps shown or described may be executed in a different order than that shown here.

[0039] Figure 1 This is a flowchart of a vehicle power equipment control method according to an embodiment of the present invention, such as... Figure 1 As shown, the method includes the following steps:

[0040] Step S102: Obtain the current control command, current operating parameters, and historical drive current of the power equipment, wherein the historical drive current is the drive current generated on the power equipment during the historical control cycle.

[0041] The aforementioned power equipment can refer to devices in vehicles that convert electrical energy or other forms of energy into kinetic energy, including but not limited to permanent magnet synchronous motors, servo motors, induction motors, etc. The core function of this equipment is to generate controllable torque and speed output based on the input electrical control signal.

[0042] The aforementioned current control command can refer to the command signal issued by the vehicle's power equipment control system (hereinafter referred to as the control system) to the power equipment within the current control cycle. It can be expressed in the form of torque command, speed command, or current command, etc. It is used to define the expected output state that the power equipment should achieve within the current control cycle and is the reference input quantity for the control system to perform closed-loop regulation.

[0043] The aforementioned current operating parameters can refer to physical quantities that reflect the operating status of the power equipment, which are collected or calculated within the current control cycle. These parameters may include, but are not limited to, the rotor electric angular velocity, winding temperature, bus voltage, inverter switching status, coolant temperature and flow rate, etc. These parameters can be used to characterize the actual working condition of the power equipment and can serve as feedback inputs to the control system.

[0044] The aforementioned historical drive current can refer to the three-phase or two-phase drive current value that was actually applied to the power equipment and flowed through the winding in one or more consecutive historical control cycles before the current control cycle. It can be stored in the form of current components in the direct-axis-quadrature coordinate system, used to characterize the past current response behavior of the power equipment, and can be used as input data for predicting the control voltage of the power equipment.

[0045] The aforementioned historical control cycle can refer to the standard time intervals that occur sequentially before the current control cycle for collecting or calculating the operating data of the power equipment. This cycle can be determined by the sampling frequency of the control system. Each cycle can complete one current sampling, model calculation, voltage command generation, and PWM modulation (Pulse Width Modulation), etc. It is the smallest time unit for the control system to realize discrete-time closed-loop control.

[0046] In one optional embodiment, considering that the current control command of the power equipment determines the expected output response of the control system, the current operating parameters can reflect the current specific operating state of the power equipment, and the historical drive current, as the drive current generated on the power equipment during the historical control cycle, can provide the control system with the timing dependency information required for control behavior. Based on this, the control system can construct an accurate state space of the power equipment by acquiring the current control command, current operating parameters, and historical drive current, thereby providing the necessary input for the generation of the subsequent target control voltage, accurately calculating the optimal control command for the current control cycle, and thus achieving precise control of the power equipment.

[0047] For example, at the beginning of each control cycle, the control system can read the torque command from the vehicle controller as the current control command. It can also collect or calculate data such as temperature, speed, and core loss of the power unit in the current control cycle using multiple sensors and computing units pre-deployed on the vehicle, as current operating parameters. Simultaneously, the control system can read the drive current from the previous control cycle from the memory buffer as historical drive current for subsequent control voltage prediction.

[0048] For example, the motor controller receives the current torque target value as the current control command via the CAN (Controller Area Network) bus, and can obtain the rotor electrical angle and electrical angular velocity in the power equipment as operating parameters through the resolver calculation module. At the same time, the control system can also read the three-phase current of the three most recent control cycles from the annular buffer as the historical drive current.

[0049] For example, the control system can trigger data acquisition at a fixed sampling time to read the torque reference value at the current time as a control command. It can also read the bus voltage, inverter junction temperature and coolant temperature as operating parameters. Furthermore, it can retrieve the three-phase current sampling data recorded in the previous control cycle from the non-volatile memory, and extract the corresponding direct axis and quadrature axis current components after coordinate transformation as historical drive currents.

[0050] Step S104: Based on the current control command, determine the desired drive current of the power equipment, wherein the desired drive current is used to characterize the drive current generated by the power equipment under the control of the current control command in an ideal state.

[0051] The aforementioned desired drive current can refer to the ideal current value that, under the current control command, theoretically enables the power equipment to output the target torque or target performance based on the mathematical model of the power equipment. This current value can disregard delays, noise, parameter deviations, nonlinear effects, or actuator limitations during actual operation, and only reflects the current value required to achieve the control target under ideal modeling conditions. It can be used as a reference input for current closed-loop control to achieve benchmark regulation of the actual drive current.

[0052] In an optional embodiment, considering that the operating state of the power equipment is determined by the input control command, and that there is a definite physical mapping relationship between the drive current and the control command, the control system can convert the current control command into the expected drive current corresponding to the ideal state through a pre-constructed mathematical model of the power equipment or a pre-stored mapping relationship. This characterizes the current response that the power equipment should produce under the influence of non-ideal factors (such as parameter deviation, delay, loss, and interference), that is, the drive current produced by the power equipment under the control of the current control command in the ideal state, thereby providing a current reference for subsequent control decisions.

[0053] For example, the aforementioned power equipment can be a drive motor. The control system can read the torque command of the drive motor and convert the command into a quadrature axis current value in the direct-axis-quadrature axis coordinate system. At the same time, the control system can calculate the corresponding direct axis current value based on the motor flux linkage and inductance parameters, and thus combine the quadrature axis current value and the direct axis current value to output as the desired drive current.

[0054] For example, the control system can pre-build a lookup table between control commands and desired drive currents. In practical applications, the control system can use the lookup table to obtain the optimal current trajectory point corresponding to the current speed and torque commands. Subsequently, the control system can use the components of this trajectory point on the direct and quadrature axes as the desired drive current.

[0055] For example, the control system can also collect the terminal voltage and phase current of the drive motor, and can use the voltage equation of the drive motor to inversely deduce the current flux linkage state, and combine it with the torque formula to calculate the direct axis and quadrature axis current combination that minimizes torque error, and can use this current combination as the desired drive current output.

[0056] Step S106: Input the desired drive current, current operating parameters and historical drive current into the equipment operation model. Use the equipment operation model to determine the target control voltage of the power equipment corresponding to the current control command. The equipment operation model is obtained by modeling the relationship between the drive current, operating parameters and control voltage of the power equipment.

[0057] The aforementioned equipment operation model can be a mathematical expression or calculation model describing the physical and electrical relationship between the drive current, operating parameters and control voltage of the power equipment. This model can be composed of the electromagnetic equations, thermodynamic equations and nonlinear parameters of the power equipment. The input of this model can be the desired drive current, the current operating parameters and the historical drive current, and the output can be the optimal control voltage required to achieve target current tracking.

[0058] The aforementioned target control voltage can be a voltage designed to ensure that the actual drive current of the power equipment accurately tracks the desired drive current within the current control cycle. This voltage can be calculated based on the equipment operation model. Specifically, it can be obtained by updating parameters such as inductance, flux linkage, resistance, back electromotive force, and loss compensation in the equipment operation model, and then solving the problem through control algorithms such as deadbeat prediction and model prediction. The physical meaning of this voltage is to provide the optimal voltage input for the power equipment to achieve current tracking with minimal error while meeting dynamic response constraints and steady-state accuracy requirements. This voltage, after being modulated by the inverter, can generate actual switching pulses to drive the power equipment.

[0059] In an optional embodiment, considering the nonlinear dynamic coupling relationship between the drive current, operating parameters, and control voltage of the power equipment, the control system can input the desired drive current, current operating parameters, and historical drive current as inputs to the equipment operation model obtained by modeling the relationship between the drive current, operating parameters, and control voltage of the power equipment. The model can then be used to predict the operating state of the power equipment forward through physical equations or data-driven methods, thereby solving for the target control voltage required to meet the current control objective. This allows the drive current of the power equipment to approach the desired drive current as closely as possible under the control of the target control voltage, thus achieving precise control of the power equipment.

[0060] For example, the control system can input the desired drive current, current operating parameters, and historical drive current into a pre-built offline lookup table model. This offline lookup table model can then be used as the operating model for the aforementioned equipment. The model can use direct-axis and quadrature-axis currents, electrical angular velocity, rotor temperature, and control voltage from past control cycles as input dimensions. Through a three-dimensional interpolation algorithm, it can locate the corresponding target control voltage output value in a multi-dimensional lookup table space. This lookup table data can be generated by finite element simulation and bench calibration. The output of this model can be directly used as the control voltage for the inverter of the power equipment.

[0061] For example, the control system can input the desired drive current, current operating parameters, and historical drive current into a calculation model based on physical equations. This model can include a nonlinear inductance matrix, a temperature-dependent flux linkage correction term, and a loss equivalent voltage component. The model can dynamically read the inductance lookup table and flux linkage correction coefficients using real-time acquired current and temperature values, and calculate each term in the physical equations. Subsequently, the control system can accumulate the calculation results and output the target control voltage.

[0062] Step S108: Based on the target control voltage, construct a target control command, and based on the target control command, control the operation of the power equipment. The deviation between the drive current generated by the power equipment under the control of the target control command and the expected drive current is less than a preset value.

[0063] The aforementioned target control command can be a voltage vector command calculated based on the target control voltage, used to make the actual drive current track the desired drive current. This command can be directly applied to the inverter of the power equipment to generate switching signals for the drive power devices.

[0064] In an optional embodiment, considering that the power equipment experiences parameter perturbations, nonlinear characteristics, and external disturbances during actual operation, the target control voltage calculated in the aforementioned steps can be used to correct the impact of these factors on the power equipment. Based on this, the control system can first construct a target control command corresponding to the target control voltage. By constructing this target control command and controlling the operation of the power equipment based on it, the effects of parameter errors and disturbances can be accurately compensated. This allows the drive current generated by the power equipment under the action of the target control command to dynamically approximate the desired drive current. Thus, under a closed-loop control mechanism, the current tracking deviation can be stably constrained within a preset tolerance range, ensuring the dynamic response accuracy of the power equipment under all operating conditions.

[0065] In this embodiment of the invention, the following methods are employed: acquiring the current control command, current operating parameters, and historical drive current of the power equipment; determining the desired drive current of the power equipment based on the current control command; inputting the desired drive current, current operating parameters, and historical drive current into the equipment operation model; using the equipment operation model to determine the target control voltage corresponding to the power equipment and the current control command; constructing a target control command based on the target control voltage; and controlling the operation of the power equipment based on the target control command. By acquiring the current control command, real-time operating parameters, and historical drive current of the power equipment, the nonlinear dynamic behavior of the power equipment under complex operating conditions can be comprehensively captured. Subsequently, the desired drive current is generated based on the control command, and this desired drive current, along with the current operating parameters and historical drive current data, is input into a high-precision equipment operation model. This model can accurately predict the actual voltage response required to meet the desired drive current under the current operating conditions. The model can calculate a better target control voltage and construct a high-precision target control command to achieve high-precision control of the power equipment. This achieves the goal of making the operating state of the power equipment highly consistent with the control requirements reflected by the current control command, thereby improving the technical effect of controlling the vehicle's power equipment and solving the technical problem of low control accuracy of vehicle power equipment in related technologies.

[0066] Furthermore, the method also includes: acquiring test data and an initial operating model, wherein the test data includes multiple test drive currents and test operating parameters of the test equipment, the model of the test equipment is the same as the model of the power equipment, the values ​​of the multiple test drive currents include the values ​​of the expected drive current and the historical drive current, the parameter types of the test operating parameters are the same as the parameter types of the current operating parameters, and the parameter values ​​of the test operating parameters include the parameter values ​​of the current operating parameters; the initial operating model is obtained by modeling the relationship between the drive current and the control voltage of the test equipment under ideal conditions; based on the multiple test drive currents, an inductance mapping relationship is constructed, wherein the inductance mapping relationship is used to characterize the mapping relationship between the drive current and the inductance of the test equipment; based on the multiple test drive currents and the test operating parameters, a voltage compensation model is constructed, wherein the voltage compensation model is used to determine the degree of compensation for the control voltage of the test equipment according to the drive current and the test operating parameters of the test equipment; and the initial operating model, the inductance mapping relationship, and the voltage compensation model are fused to obtain the equipment operating model.

[0067] The aforementioned test data can be a set of values ​​consisting of test drive current and test operating parameters collected by test equipment of the same model as the power equipment under actual operating conditions. The test drive current can include the expected drive current and the historical drive current. The test operating parameters can be physical quantities consistent with the current operating parameter type of the power equipment, and the parameter values ​​of the test operating parameters can cover the parameter values ​​of the current operating parameters.

[0068] The aforementioned initial operating model can be a mathematical relationship model between the drive current and the control voltage established based on the circuit and electromagnetic theory of the test equipment under ideal operating conditions, ignoring nonlinear effects and parameter drift, and relying solely on nominal parameters.

[0069] The aforementioned test drive current can be the current applied or recorded during the operation of the test equipment to obtain the response characteristics of the test equipment. The value of this current can cover the normal operating range and boundary conditions, including steady-state and dynamically changing current points.

[0070] The aforementioned test operation parameters can be environmental and state variables that are synchronously collected during the operation of the test equipment and are consistent with the current operating parameter type of the power equipment. These can include, but are not limited to, physical quantities that may affect the electrical parameters of the test equipment, such as rotor temperature, equipment loss, ambient temperature, load torque, and motor speed.

[0071] The aforementioned inductance mapping relationship can be established through experimental or simulation data to reflect how the inductance of the test equipment changes with the test drive current. The input of this mapping relationship can be the test drive current, and the output can be the corresponding inductance value, which is used to describe magnetic saturation and nonlinear inductance characteristics caused by cross-coupling.

[0072] The voltage compensation model described above can be a mathematical model established based on the voltage deviation measured by the test equipment under different combinations of drive current and test operating parameters. It is used to calculate the additional compensation required for the control voltage. The input of the model can be the test drive current and test operating parameters, and the output can be the voltage compensation value of the test equipment.

[0073] In one alternative embodiment, considering that traditional voltage prediction models are typically based on idealized mathematical models of permanent magnet synchronous motors, these models assume constant inductance parameters, ignore magnetic saturation effects, do not consider stator resistance variations with temperature, and do not account for voltage drops due to core losses and inverter power module losses. Furthermore, these models treat permanent magnet flux linkage as constant, leading to significant deviations between the predicted stator voltage and the actual motor back EMF and voltage requirements under high current, high speed, or long-term operating conditions. This results in increased current tracking error, exacerbated torque ripple, and decreased control stability. Therefore, to improve the prediction accuracy and system robustness of the control voltage, the control system can quantify non-ideal characteristics such as magnetic saturation, cross-coupling, losses, and temperature rise as functions of drive current and operating parameters through experimental calibration and simulation modeling, embedding them into the voltage calculation process. This improves the fidelity of the target control voltage under all operating conditions, ensuring that the predicted control voltage can achieve high-precision steady-state control while maintaining high dynamic response.

[0074] Specifically, to ensure the reliability of the experimental calibration process, a test device with the same model as the power equipment can be pre-constructed. Multiple test drive currents and test operating parameters for this test device can be built. During the construction process, it is necessary to ensure that the value of the test drive current covers both the expected drive current and historical drive current values, that the parameter type of the test operating parameters is the same as the parameter type of the current operating parameters, and that the parameter values ​​of the test operating parameters include the parameter values ​​of the current operating parameters. Simultaneously, an initial operating model can be obtained. This model can be obtained by modeling the relationship between the drive current and control voltage of the test device under ideal conditions, serving as the basis for constructing the device's operating model.

[0075] Subsequently, in order to accurately reflect the nonlinear characteristics of inductance caused by current changes in the actual operation of the power equipment (such as magnetic saturation and cross coupling), the control system can construct an inductance mapping relationship based on multiple test drive currents, that is, the mapping relationship between the drive current of the test equipment and the inductance. In this way, the calculation of the target control voltage no longer depends on the ideal constant inductance parameters, but can match the actual electromagnetic behavior of the power equipment in real time and accurately, so as to improve the accuracy of voltage calculation.

[0076] Furthermore, to more accurately calculate the control voltage of the test equipment, the control system can superimpose a dynamic compensation value on the base control voltage to offset voltage deviations caused by non-ideal behaviors (such as temperature rise losses) resulting from operating parameters such as current variations, temperature, and load. The control system can construct a voltage compensation model using multiple test drive currents and test operating parameters to quantify the impact of these disturbances on the control voltage. This allows for real-time adjustment of the output voltage during actual operation, ensuring the accuracy of the control voltage calculation.

[0077] Finally, the control system can use the initial operating model as a base and integrate the inductance mapping relationship and voltage compensation model to construct the equipment operating model.

[0078] For example, the control system can establish an initial operating model by using the drive current and control voltage response data of the test equipment under ideal, undisturbed operating conditions. This model can be a linear voltage equation constructed based on ideal inductance, resistance, and back electromotive force. Subsequently, the control system can use multiple test drive currents and synchronously acquired flux linkage data to calculate the direct-axis and quadrature-axis inductance values ​​corresponding to each test drive current through numerical differentiation, thereby constructing a two-dimensional inductance mapping table. This table can take the direct-axis current and quadrature-axis current as inputs and output nonlinear inductance parameters.

[0079] In addition, the control system can calculate the total inverter switching loss and motor core loss based on the test drive current and the temperature, coolant flow rate and power module junction temperature data in the test operation parameters. Then, the total loss is decomposed into equivalent voltage compensation components of the direct axis and quadrature axis according to the current vector direction. A voltage compensation model can be established by fitting the least squares method. The input of the model can be the direct axis current, quadrature axis current, temperature and cooling flow rate, and the output is the compensation voltage value.

[0080] Then, the control system can embed the inductance mapping relationship as a nonlinear inductance term into the voltage equation of the initial operating model, and superimpose the voltage compensation model output as an additional voltage term into the voltage equation to form a fused equipment operating model. This model can update the inductance parameters and compensation voltage in real time during the control cycle by looking up the table, and is used to generate the optimal voltage for the current control cycle, that is, the target control voltage.

[0081] Furthermore, based on multiple test drive currents, an inductance mapping relationship is constructed, including: determining the flux linkage value generated by the test device under the control of the test drive current based on any one of the multiple test drive currents; determining the inductance generated by the test device under the control of the test drive current based on the test drive current and the flux linkage value; and constructing an inductance mapping relationship based on the inductances corresponding to the multiple test drive currents.

[0082] The aforementioned flux linkage value can refer to the product of the magnetic flux and the number of turns of a coil or winding in a test device. Specifically, in a drive motor, the flux linkage value can be the total flux linkage induced in the winding by the magnetic field generated by the sub-winding or rotor permanent magnet, and can be used as a physical quantity to describe the coupling relationship between the magnetic field and the current.

[0083] In one optional embodiment, considering the nonlinear variation of inductance with drive current, the control system can apply any test drive current to the test device and measure the flux linkage value generated by the test device under that test drive current. Subsequently, the control system can calculate the inductance generated by the test device under that test drive current based on the flux linkage value. Then, the control system can synthesize the inductances corresponding to multiple test drive currents to quantify the dynamic variation characteristics of inductance with test drive current, thereby establishing a discrete mapping relationship between inductance and test drive current, i.e., the aforementioned inductance mapping relationship. In actual control, this inductance mapping relationship can be used to obtain an accurate inductance value to compensate for calculation errors caused by magnetic saturation and cross-coupling phenomena during voltage calculation.

[0084] For example, the control system can select any one of multiple test drive currents to apply a current excitation with a fixed amplitude and phase to the drive motor, and synchronously acquire the flux linkage value under steady-state conditions corresponding to the test drive current through a high-precision flux linkage sensor. Subsequently, the control system can analyze each pair of current and flux linkage data and calculate the equivalent inductance components of the drive motor along the direct and quadrature axes according to the definition of flux linkage. Then, the control system can store the inductance values ​​corresponding to all current points in a gridded two-dimensional lookup table according to the direct-axis-quadrature-axis coordinate system, forming a mapping relationship between inductance and current. In subsequent voltage calculations, the control system can interpolate the instantaneous inductance parameters based on the real-time current command.

[0085] Furthermore, the test drive current includes a direct-axis test current and a quadrature-axis test current; based on any one of the multiple test drive currents, the flux linkage value generated by the test device under the control of the test drive current is determined, including: based on the direct-axis test current, determining the direct-axis flux linkage value generated by the test device under the control of the direct-axis test current; based on the quadrature-axis test current, determining the quadrature-axis flux linkage value generated by the test device under the control of the quadrature-axis test current; and obtaining the flux linkage value based on the direct-axis flux linkage value and the quadrature-axis flux linkage value.

[0086] The aforementioned direct-axis test current can be a current component applied along the direct axis direction of the test equipment in the direct-axis-quadrature coordinate system of the test equipment, used to excite the magnetic circuit of the test equipment in order to measure the flux linkage response characteristics in the direct axis direction.

[0087] The aforementioned quadrature-axis test current can be a current component applied along the quadrature-axis direction of the test equipment in the direct-axis-quadrature-axis coordinate system of the test equipment, used to excite the magnetic circuit of the test equipment in order to measure the flux linkage response characteristics in the quadrature-axis direction.

[0088] The aforementioned direct-axis flux linkage value can be the total flux linkage generated in the stator winding of the test equipment in the direct-axis direction when a direct-axis test current is applied. It is the result of the combined effect of the direct-axis test current and the inductance and nonlinear magnetic circuit characteristics in the direct-axis direction.

[0089] The aforementioned quadrature-axis flux linkage value can be the total flux linkage generated in the stator winding of the test equipment in the quadrature-axis direction when the quadrature-axis test current is applied. It is the result of the combined effect of the quadrature-axis test current and the inductance and nonlinear magnetic circuit characteristics in the quadrature-axis direction.

[0090] In one optional embodiment, considering that the flux linkage characteristics of the power equipment are independently affected by the direct-axis test current and the quadrature-axis test current in the direct-axis and quadrature-axis directions, respectively, and that the power equipment exhibits coupling and saturation effects in the nonlinear magnetic circuit, the control system can determine the direct-axis flux linkage value generated by the test equipment under the control of the direct-axis test current based on the direct-axis test current, and determine the quadrature-axis flux linkage value generated by the test equipment under the control of the quadrature-axis test current based on the quadrature-axis test current. This allows for the separate acquisition of the single-axis flux linkage response of the test equipment under conditions without cross-coupling interference, providing independent and quantifiable input data for constructing an accurate inductance mapping model. Furthermore, by superimposing the direct-axis and quadrature-axis flux linkage values, a complete flux linkage value can be synthesized, achieving high-precision modeling of the motor's electromagnetic characteristics.

[0091] For example, during testing, the control system can first apply a set of preset amplitude direct-axis test currents to the direct-axis winding of the testing equipment, while keeping the quadrature-axis test current zero or constant. It then collects the corresponding direct-axis flux linkage response data under steady-state conditions. The direct-axis voltage signal can be integrated over time using a flux linkage integrator, and the direct-axis flux linkage value under the corresponding direct-axis test current can be calculated by combining this with known winding resistance voltage drop compensation. Subsequently, the control system can apply a set of preset amplitude quadrature-axis test currents to the quadrature-axis winding of the testing equipment, while keeping the direct-axis current zero or constant. It then collects the corresponding quadrature-axis flux linkage response data under steady-state conditions, and similarly calculates the quadrature-axis flux linkage value under the corresponding quadrature-axis test current using voltage integration and resistor voltage drop compensation. Finally, the control system can combine the obtained direct-axis and quadrature-axis flux linkage values ​​according to the current amplitude correspondence to form a complete flux linkage characteristic data set, which serves as the input for subsequent model parameter identification or control algorithm input.

[0092] Further, based on the test drive current and flux linkage value, the inductance generated by the test equipment under the control of the test drive current is determined, including: determining the partial derivative of the direct-axis flux linkage value with respect to the direct-axis test current to obtain the first direct-axis inductance corresponding to the direct-axis test current; determining the partial derivative of the direct-axis flux linkage value with respect to the quadrature-axis test current to obtain the second direct-axis inductance corresponding to the quadrature-axis test current; determining the partial derivative of the quadrature-axis flux linkage value with respect to the quadrature-axis test current to obtain the first quadrature-axis inductance corresponding to the quadrature-axis test current; determining the partial derivative of the quadrature-axis flux linkage value with respect to the direct-axis test current to obtain the second quadrature-axis inductance corresponding to the direct-axis test current; and obtaining the inductance based on the first direct-axis inductance, the second direct-axis inductance, the first quadrature-axis inductance, and the second quadrature-axis inductance.

[0093] The first direct-axis inductance mentioned above can be the partial derivative of the direct-axis flux linkage value with respect to the direct-axis test current. It characterizes the response characteristics of the direct-axis flux linkage value when the direct-axis test current changes, and can reflect the relationship between the self-inductance in the direct-axis direction and the change of current.

[0094] The aforementioned second direct-axis inductance can be the partial derivative of the direct-axis flux linkage value with respect to the quadrature-axis test current, characterizing the coupling response of the direct-axis flux linkage value when the quadrature-axis test current changes, and can reflect the mutual inductance effect of the quadrature-axis test current on the direct-axis flux linkage value.

[0095] The aforementioned first quadrature-axis inductance can be the partial derivative of the quadrature-axis flux linkage value with respect to the quadrature-axis test current, characterizing the response characteristics of the quadrature-axis flux linkage value when the quadrature-axis test current changes, and can reflect the relationship between the quadrature-axis self-inductance and the change of current.

[0096] The aforementioned second quadrature-axis inductance can be the partial derivative of the quadrature-axis flux linkage value with respect to the direct-axis test current. It characterizes the coupling response of the quadrature-axis flux linkage value when the direct-axis test current changes, and can reflect the mutual inductance effect of the direct-axis test current on the quadrature-axis flux linkage value.

[0097] In one optional embodiment, considering the magnetic saturation and cross-coupling effects during the operation of the test equipment, the direct-axis and quadrature-axis inductances of the test equipment are no longer constants, but become nonlinear functions jointly related to the direct-axis test current and the quadrature-axis test current. Based on this, the control system can obtain the first direct-axis inductance corresponding to the direct-axis test current by determining the partial derivatives of the direct-axis flux linkage value and the direct-axis test current, and can obtain the second direct-axis inductance corresponding to the quadrature-axis test current by determining the partial derivatives of the direct-axis flux linkage value with respect to the quadrature-axis test current. Furthermore, the control system can also obtain the first quadrature-axis inductance corresponding to the quadrature-axis test current by determining the partial derivatives of the quadrature-axis flux linkage value with respect to the quadrature-axis test current, and can obtain the second quadrature-axis inductance corresponding to the direct-axis test current by determining the partial derivatives of the quadrature-axis flux linkage value with respect to the direct-axis test current. These four inductors together constitute a complete nonlinear inductance matrix, which can be used to accurately describe the electromagnetic characteristics of the test equipment under any test drive current, thereby providing real physical parameter support for high-precision voltage calculations.

[0098] Furthermore, based on the inductors corresponding to multiple test drive currents, an inductance mapping relationship is constructed, including: constructing a first self-inductance mapping relationship based on multiple direct-axis test currents and multiple first direct-axis inductors corresponding to each direct-axis test current, wherein the multiple direct-axis test currents correspond to multiple test drive currents, and the first self-inductance mapping relationship is used to characterize the mapping relationship between the direct-axis test currents and the first direct-axis inductors; and constructing a second self-inductance mapping relationship based on multiple quadrature-axis test currents and multiple first quadrature-axis inductors corresponding to each quadrature-axis test current, wherein the multiple quadrature-axis test currents correspond to multiple test drive currents, and the second self-inductance mapping relationship is used to characterize the mapping relationship between the quadrature-axis test currents and the first direct-axis inductors. A mapping relationship is established between first quadrature-axis inductors; based on multiple quadrature-axis test currents and multiple second direct-axis inductors corresponding to the multiple quadrature-axis test currents, a first mutual inductance mapping relationship is constructed, wherein the first mutual inductance mapping relationship is used to characterize the mapping relationship between quadrature-axis test currents and second direct-axis inductors; based on multiple direct-axis test currents and multiple second quadrature-axis inductors corresponding to the multiple direct-axis test currents, a second mutual inductance mapping relationship is constructed, wherein the second mutual inductance mapping relationship is used to characterize the mapping relationship between direct-axis test currents and second quadrature-axis inductors; based on the first self-inductance mapping relationship, the second self-inductance mapping relationship, the first mutual inductance mapping relationship, and the second mutual inductance mapping relationship, an inductance mapping relationship is determined.

[0099] The aforementioned first self-inductance mapping relationship can be a discrete data mapping relationship between the direct-axis test current and the corresponding direct-axis self-inductance value, that is, the first direct-axis inductance. It is used to describe the nonlinear characteristics of the first direct-axis inductance as the direct-axis test current changes when the quadrature-axis test current is zero or constant.

[0100] The aforementioned second self-inductance mapping relationship can be a discrete data mapping relationship between the quadrature-axis test current and the corresponding quadrature-axis self-inductance value, i.e., the first quadrature-axis inductance. It is used to describe the nonlinear characteristics of the first quadrature-axis inductance as the quadrature-axis test current changes when the direct-axis test current is zero or constant.

[0101] The aforementioned first mutual inductance mapping relationship can be a discrete data mapping relationship between the quadrature-axis test current and the corresponding direct-axis mutual inductance value, i.e., the second direct-axis inductance. It is used to describe the coupling sensitivity of the direct-axis flux linkage value to the quadrature-axis test current when the direct-axis test current is constant, and the characteristics of the change of the quadrature-axis test current.

[0102] The aforementioned second mutual inductance mapping relationship can be a discrete data mapping relationship between the direct-axis test current and the corresponding quadrature-axis mutual inductance value, i.e., the second quadrature-axis inductance. It is used to describe the coupling sensitivity of the quadrature-axis flux linkage value to the direct-axis test current when the quadrature-axis test current is constant, and the characteristics of the change of the direct-axis test current.

[0103] In one optional embodiment, considering that traditional control strategies employ linear models with constant inductance parameters, the nonlinear inductance characteristics caused by magnetic saturation and cross-coupling during test equipment operation are ignored. When the test equipment operates under high current or high speed conditions, the core permeability decreases with increasing direct-axis and quadrature-axis test currents, causing nonlinear decay in both direct-axis and quadrature-axis self-inductance. Simultaneously, the direct-axis test current affects the quadrature-axis flux linkage through magnetic circuit coupling; similarly, the quadrature-axis test current also negatively affects the direct-axis flux linkage, making the direct-axis-quadrature-axis mutual inductance and quadrature-axis-direct-axis mutual inductance indispensable in the calculation of the control voltage. If the traditional nominal inductance value is used for voltage calculation, the induced electromotive force term in the voltage equation will mismatch with the actual back electromotive force, causing the voltage to deviate from the true value, thereby increasing torque output error, current oscillation, or control instability.

[0104] Based on this, in order to accurately calculate the control voltage, during the calibration stage, the control system can determine the first self-inductance mapping relationship, the second self-inductance mapping relationship, the first mutual inductance mapping relationship, and the second mutual inductance mapping relationship based on the direct-axis test current and the quadrature-axis test current, so as to truly reflect the electromagnetic characteristics of the motor magnetic circuit at the current operating point, thereby eliminating calculation errors and realizing high-precision current tracking and torque control.

[0105] Specifically, the control system can set multiple quadrature-axis test currents to fixed values ​​and, based on multiple direct-axis test currents and the multiple first direct-axis inductors corresponding to each direct-axis test current, construct a first self-inductance mapping relationship, i.e., a mapping relationship regarding direct-axis self-inductance, to reflect the mapping relationship between direct-axis test currents and first direct-axis inductors. The multiple direct-axis test currents each correspond to multiple test drive currents. Similarly, the control system can set multiple direct-axis test currents to fixed values ​​and, based on multiple quadrature-axis test currents and the multiple first quadrature-axis inductors corresponding to each quadrature-axis test current, construct a second self-inductance mapping relationship, i.e., a mapping relationship regarding quadrature-axis self-inductance, to reflect the mapping relationship between quadrature-axis test currents and first quadrature-axis inductors. The multiple quadrature-axis test currents each correspond to multiple test drive currents.

[0106] Furthermore, the control system can construct a first mutual inductance mapping relationship, i.e., a mapping relationship between direct-axis and quadrature-axis mutual inductance, based on multiple quadrature-axis test currents and the multiple second direct-axis inductors corresponding to each quadrature-axis test current, to reflect the mapping relationship between the quadrature-axis test currents and the second direct-axis inductors. Similarly, the control system can construct a second mutual inductance mapping relationship, i.e., a quadrature-axis and direct-axis mutual inductance mapping relationship, based on multiple direct-axis test currents and the multiple second quadrature-axis inductors corresponding to each direct-axis test current, to reflect the mapping relationship between the direct-axis test currents and the second quadrature-axis inductors. Finally, the control system can determine the inductance mapping relationship based on the first self-inductance mapping relationship, the second self-inductance mapping relationship, the first mutual inductance mapping relationship, and the second mutual inductance mapping relationship.

[0107] For example, in this embodiment, the magnetic saturation and cross-coupling phenomena of the test equipment can be expressed as shown in the following formula:

[0108] ;

[0109] ;

[0110] in, This indicates the flux linkage value of the testing equipment in the direct axis direction. This represents the self-inductance along the direct axis, which is also the first direct-axis inductance mentioned above. Indicates the direct-axis test current. Indicates the quadrature-axis test current. This represents the mutual inductance between the quadrature axis and the direct axis, which is also the second direct-axis inductance mentioned above. This represents the constant flux linkage value produced by a permanent magnet. This indicates the flux linkage value of the testing equipment in the quadrature axis direction. This represents the mutual inductance between the direct axis and the quadrature axis, which is also the second quadrature axis inductance mentioned above. This represents the self-inductance of the quadrature axis, which is also the first quadrature axis inductance mentioned above.

[0111] For ease of understanding, Figure 2 This is a schematic diagram of an optional inductance value calculation process according to an embodiment of the present invention, such as... Figure 2 As shown, the partial derivative of the direct-axis flux linkage value with respect to the direct-axis test current yields the self-inductance of the direct axis. The partial derivative of the direct-axis flux linkage value with respect to the quadrature-axis test current yields the mutual inductance of the quadrature-axis relative to the direct axis. The partial derivative of the quadrature-axis flux linkage value with respect to the direct-axis test current yields the mutual inductance of the direct axis relative to the quadrature axis. The partial derivative of the quadrature-axis flux linkage value with respect to the quadrature-axis test current yields the self-inductance of the quadrature axis.

[0112] Furthermore, the test operation parameters include multiple test loss values ​​and multiple test temperature values ​​of the test equipment; based on multiple test drive currents and test operation parameters, a voltage compensation model is constructed, including: a loss compensation model based on multiple test drive currents and multiple test loss values, wherein the loss compensation model is used to determine the degree of compensation for deviations in control voltage caused by equipment losses according to the drive current and the loss values ​​of the test equipment; a temperature compensation model based on multiple test drive currents and multiple test temperature values, wherein the temperature compensation model is used to determine the degree of compensation for deviations in control voltage caused by changes in operating temperature according to the drive current and the temperature values ​​of the test equipment; and a voltage compensation model is constructed based on the loss compensation model and the temperature compensation model.

[0113] The aforementioned test loss values ​​can be measured values ​​of the total electrical energy loss generated by the inverter power module and motor core in the test equipment under different drive current conditions. They can be used to characterize the energy conversion loss of the test equipment during steady-state or transient operation.

[0114] The above-mentioned test temperature values ​​can be the actual measured temperature values ​​of the rotor permanent magnet or stator winding area in the test equipment under different drive current and load conditions, and can be used to characterize the heat accumulation state inside the test equipment.

[0115] The aforementioned loss compensation model can be a mathematical model based on the test drive current and the test loss value. It can be used to calculate the equivalent voltage deviation caused by power loss under a given test drive current, thereby outputting the compensation amount for the control voltage.

[0116] The temperature compensation model described above can be a mathematical model based on the test drive current and the test temperature value. It can be used to calculate the back electromotive force deviation caused by the change of permanent magnet flux with temperature, thereby outputting the compensation amount for the control voltage.

[0117] In one alternative embodiment, considering that inverter power module losses and motor core losses in the test equipment can cause the actual required stator voltage to be higher than the predicted value of the ideal model, failure to compensate for these losses will result in increased tracking error of the drive current, decreased torque output accuracy, and current distortion and equipment instability under high load or high speed conditions. Therefore, during the calibration phase, the control system can establish a loss compensation model to determine the degree of compensation for deviations in the control voltage caused by equipment losses, based on the drive current and the loss values ​​of the test equipment. Thus, the control system can construct a loss compensation model based on multiple test drive currents and multiple test loss values.

[0118] Furthermore, considering that during the operation of the testing equipment, the increase in rotor temperature leads to a decrease in the remanent flux density of the permanent magnet material, thereby directly reducing the back electromotive force amplitude of the testing equipment and weakening its electromagnetic torque output capability, if the deviation in control voltage caused by rotor temperature changes is not modeled and compensated, systematic errors will occur in the equipment operation model, leading to a decrease in current tracking deviation, torque output accuracy, and control stability. Therefore, the control system can construct a temperature compensation model based on multiple test drive currents and multiple test temperature values ​​to determine the degree of compensation for control voltage deviations caused by operating temperature changes, based on the drive current and the temperature value of the testing equipment. Finally, the control system can construct a voltage compensation model based on the loss compensation model and the temperature compensation model, thereby ensuring the consistency between the control voltage of the testing equipment and its actual physical behavior.

[0119] For example, the control system can fit the nonlinear relationship between the test drive current and the loss value using the least squares method based on multiple test drive currents and multiple test loss values. Furthermore, the loss value can be decomposed into equivalent voltage compensation components according to the ratio of direct-axis and quadrature-axis currents, thereby establishing a loss compensation model. The output of this model can be a voltage compensation amount related to the current amplitude and direction, used to correct the voltage command in deadbeat control to offset errors caused by power loss.

[0120] Subsequently, the control system can obtain the rotor temperature change curves under different test drive currents and multiple test temperature values ​​through bench temperature rise experiments. It can also fit the linear decay relationship of the permanent magnet flux linkage with temperature, thereby establishing a temperature compensation model. This model can take the test drive current and temperature sensor signals as inputs, output the correction amount of the permanent magnet flux linkage, and convert it into a quadrature-axis voltage compensation component to correct the torque prediction deviation caused by flux linkage demagnetization.

[0121] Finally, the control system can substitute the voltage compensation component output by the loss compensation model and the flux correction amount output by the temperature compensation model into the voltage equation of the deadbeat control, and construct a comprehensive voltage compensation model by superposition. This model can call the current and temperature inputs in real time in each control cycle, synchronously calculate the loss equivalent voltage compensation and the voltage deviation caused by flux variation, and generate the corrected voltage compensation value.

[0122] Furthermore, based on multiple test drive currents and multiple test loss values, a loss compensation model is constructed, including: obtaining the direct-axis test current and quadrature-axis test current corresponding to any test drive current; constructing an initial loss compensation model corresponding to the test drive current based on the direct-axis test current, quadrature-axis test current, and multiple test loss values; and constructing a loss compensation model based on the initial loss compensation model corresponding to multiple test drive currents.

[0123] The aforementioned initial loss compensation model can refer to a mathematical model established by numerical fitting or table lookup based on the direct-axis test current, quadrature-axis test current and test loss value corresponding to different test drive currents. It reflects the mapping relationship between the loss of the test equipment and the current component under the operating condition and can be used to quantify the equivalent compensation requirement of the control voltage caused by the loss under the test drive current.

[0124] In one optional embodiment, considering the nonlinear dependence of the loss values ​​generated by the test equipment under different combinations of direct-axis and quadrature-axis test currents, the control system can collect multiple sets of test drive currents corresponding to the direct-axis and quadrature-axis test currents and their corresponding test loss values. It can also establish an initial loss compensation model for each set of direct-axis and quadrature-axis test currents. This model can use the direct-axis and quadrature-axis test currents as input variables and output the equivalent voltage compensation amount for the corresponding loss. Subsequently, the control system can perform spatial interpolation and fitting on the initial loss compensation models under all test conditions to form a continuous loss compensation model covering the entire working area, thereby achieving real-time loss compensation for any direct-axis and quadrature-axis test currents.

[0125] Furthermore, based on the direct-axis test current, quadrature-axis test current, and multiple test loss values, an initial loss compensation model corresponding to the test drive current is constructed, including: determining the compensation ratio corresponding to the test drive current based on the direct-axis test current and quadrature-axis test current, wherein the compensation ratio is used to characterize the distribution ratio of any one of the multiple test loss values ​​in the direct-axis and quadrature-axis directions of the test drive current, respectively; determining the direct-axis compensation value based on the direct-axis test current and the compensation ratio, and determining the quadrature-axis compensation value based on the quadrature-axis test current and the compensation ratio; constructing a sub-loss compensation model corresponding to the test loss value based on the direct-axis compensation value and the quadrature-axis compensation value; and constructing the initial loss compensation model based on the sub-loss compensation models corresponding to the multiple test loss values.

[0126] The aforementioned compensation ratio can be the weighting of the test loss value between the direct-axis test current and the quadrature-axis test current under a given test drive current condition. It can be expressed as the ratio of the direct-axis loss component or the quadrature-axis loss component to the total loss. The specific value of this compensation ratio can be obtained by fitting the test results and is used to quantify the spatial distribution characteristics of the loss in the direct-axis-quadrature-axis coordinate system.

[0127] The aforementioned direct-axis compensation value can be calculated based on the direct-axis test current and the compensation ratio, and is used as an equivalent voltage compensation amount to offset the direct-axis loss effect.

[0128] The aforementioned quadrature axis compensation value can be calculated based on the quadrature axis test current and the compensation ratio, and is used as an equivalent voltage compensation amount to offset the quadrature axis directional loss effect.

[0129] The aforementioned sub-loss compensation model can refer to a single test loss value. Under a given direct-axis test current and quadrature-axis test current, the corresponding mathematical model can be expressed as a voltage compensation function established based on the direct-axis test current, quadrature-axis test current, test loss value, and compensation ratio. It can output two-axis compensation components used to correct the control voltage and describe the loss characteristics under the test loss value.

[0130] In one optional embodiment, considering the total loss value generated by the test equipment under different combinations of direct-axis and quadrature-axis test currents, it can be composed of loss components in both the direct-axis and quadrature-axis directions. Based on this, the control system can first determine the compensation ratio corresponding to the currently used test drive current based on the direct-axis and quadrature-axis test currents, that is, the allocation ratio of any one of the multiple test loss values ​​in the direct-axis and quadrature-axis directions of the test drive current. Subsequently, the control system can allocate each test loss value to a corresponding direct-axis compensation value and quadrature-axis compensation value according to the compensation ratio, thereby establishing a sub-loss compensation model corresponding to each test loss value. Then, all sub-loss compensation models corresponding to the test loss values ​​can be integrated by interpolation or table lookup to form an initial loss compensation model, thereby achieving accurate decomposition and dynamic compensation of the loss voltage in the direct-axis and quadrature-axis directions.

[0131] For example, this embodiment mainly considers inverter power module losses and motor core losses, which can be calculated using a thermal network model. Compensation for these two types of losses can be described by the following formula:

[0132] ;

[0133] ;

[0134] in, This indicates the stator direct-axis voltage in the test equipment. This represents the stator winding resistance. Indicates the stator direct-axis flux linkage. This represents the rate of change of the direct-axis flux linkage over time. Represents electric angular velocity. Indicates stator quadrature-axis flux linkage. This indicates the equivalent voltage compensation for direct-axis losses. Represents the stator quadrature-axis voltage. This indicates the equivalent voltage compensation for quadrature axis loss.

[0135] Specifically, and The calculation process can be shown in the following formula:

[0136] ;

[0137] ;

[0138] in, Indicates power module loss. This indicates the loss of the motor core.

[0139] Furthermore, based on multiple test drive currents and multiple test temperature values, a temperature compensation model is constructed, including: obtaining the operating speed of the test equipment under any test drive current; constructing an initial temperature compensation model corresponding to the operating speed based on the operating speed and multiple test temperature values; and constructing a temperature compensation model based on the initial temperature compensation models corresponding to multiple operating speeds, wherein the multiple operating speeds correspond to multiple test drive currents respectively.

[0140] The aforementioned operating speed can be the number of revolutions the rotor makes per unit time in the test equipment, reflecting the dynamic response characteristics of the test equipment under given test drive current and load conditions.

[0141] The aforementioned initial temperature compensation model can be a mathematical model established based on the measured relationship between different test temperature values, motor operating speed and magnetic flux characteristics of the test equipment under different test drive currents. It can be further used to describe the influence of temperature changes on the magnetic flux characteristics of the test equipment and can serve as the basic functional form of temperature compensation.

[0142] In one optional embodiment, considering the non-linear relationship between the temperature rise characteristics of the testing equipment and the test drive current, and that the steady-state operating speed under different test drive currents can directly reflect the degree of heat accumulation of the testing equipment in thermal equilibrium, the control system can establish an initial compensation relationship model between the operating speed, temperature value, and magnetic flux characteristics of the testing equipment by acquiring the steady-state operating speed corresponding to each test drive current and combining multiple test temperature values. Subsequently, the control system can fit a temperature compensation model covering the entire operating range based on multiple initial temperature compensation models under different operating speeds, thereby achieving dynamic compensation for the demagnetization effect of the permanent magnet flux linkage in the testing equipment.

[0143] Furthermore, based on the operating speed and multiple test temperature values, an initial temperature compensation model corresponding to the operating speed is constructed, including: determining the back electromotive force of the test equipment at the test temperature value based on the operating speed and any one of the multiple test temperature values; determining the target flux linkage value of the test equipment at the test temperature value based on a preset correlation and the back electromotive force; constructing an initial temperature compensation value corresponding to the test temperature value based on the correlation between the target flux linkage value and the reference flux linkage value, wherein the reference flux linkage value is used to characterize the flux linkage value of the test equipment at the preset temperature value; and fitting the initial temperature compensation values ​​corresponding to multiple test temperature values ​​to obtain the initial temperature compensation model.

[0144] The aforementioned back electromotive force can be the voltage induced in the stator windings by the rotor permanent magnet cutting the stator windings during the rotation of the test equipment. The magnitude of this back electromotive force can be proportional to the rotor electric angular velocity and the permanent magnet flux linkage, and its direction can be opposite to the applied voltage.

[0145] The target flux linkage value mentioned above can be the total flux linkage value linked by the stator winding obtained by back-calculation based on the measured back electromotive force at different operating temperatures through the voltage equation of the testing equipment. It can include the superposition of permanent magnet flux linkage and inductor flux linkage.

[0146] The aforementioned reference flux linkage value can be the nominal value of the permanent magnet flux linkage obtained by bench calibration or simulation of the motor at the standard reference temperature, i.e., the aforementioned preset temperature value, and can be used as a benchmark reference quantity for temperature compensation calculation.

[0147] The aforementioned initial temperature compensation value can be the difference between the target flux linkage value and the reference flux linkage value at a given test temperature. It can be used to quantify the deviation caused by temperature changes in the flux linkage of permanent magnets, thereby characterizing the direct influence of temperature on flux linkage characteristics.

[0148] The preset temperature value can be a standard reference temperature set by humans, a reference ambient temperature designed or calibrated for the test equipment, or a zero-point reference for establishing a temperature compensation model.

[0149] In one optional embodiment, considering the direct physical coupling between the back electromotive force of the test equipment and the flux linkage value, the control system can indirectly obtain the actual change in the flux linkage value at different test temperatures by measuring the back electromotive force of the test equipment at those test temperatures.

[0150] Specifically, the control system can determine the back electromotive force (EMF) of the test equipment at a given test temperature based on the equipment's operating speed under the current test drive current and any one of multiple test temperature values. Then, based on a preset functional relationship between the back EMF and flux linkage, the control system substitutes the measured back EMF into this relationship to solve for the target flux linkage value at that test temperature. Next, based on the target flux linkage value and the reference flux linkage value corresponding to the preset temperature value, the control system can construct an initial temperature compensation value at that test temperature to quantify temperature-induced flux linkage drift. Finally, the control system can perform polynomial or piecewise linear fitting on the initial temperature compensation values ​​corresponding to multiple test temperature values ​​to obtain a continuous initial temperature compensation model, thereby enabling real-time correction of the flux linkage parameters at the given operating speed and at any operating temperature to compensate for the effects of temperature rise.

[0151] For example, because the permanent magnet flux linkage decreases as the rotor temperature of a permanent magnet synchronous motor rises, affecting torque output, this embodiment primarily considers rotor temperature rise. The variation law of the permanent magnet flux linkage can be derived by calibrating the back electromotive force at different rotor temperatures, and this law can be expressed as follows:

[0152] ;

[0153] in, Indicates the actual rotor temperature The flux linkage of the permanent magnet is below. Indicates reference temperature The reference value for permanent magnet flux linkage is as follows. This indicates the current actual temperature of the rotor. Indicates the reference temperature (calibration reference temperature). This represents the temperature coefficient that indicates the change in magnetic flux linkage of a permanent magnet with temperature.

[0154] Furthermore, the current operating parameters include: the operating resistance, angular velocity change rate, operating loss value, and operating temperature of the power equipment; the desired drive current, current operating parameters, and historical drive current are input into the equipment operating model, and the target control voltage of the power equipment corresponding to the current control command is determined using the equipment operating model, including: determining the initial control voltage based on the desired drive current and operating resistance; determining the inductance compensation value based on the inductance mapping relationship, desired drive current, historical drive current, and angular velocity change rate; determining the deviation compensation value based on the voltage compensation model, desired drive current, operating loss value, operating temperature, and angular velocity change rate; and constructing the target control voltage based on the initial control voltage, inductance compensation value, and deviation compensation value.

[0155] The aforementioned operating resistance can be the DC resistance value exhibited by the stator winding in the power equipment under the current operating conditions. It can reflect the conductivity characteristics of the winding material and the resistance drift caused by temperature changes.

[0156] The aforementioned rate of change of angular velocity can be the derivative of the rotor's electrical angular velocity with respect to time in a power device, and can be used to characterize the acceleration or deceleration of the rotor's rotational state.

[0157] The above operating loss value can be the total power loss of the power equipment under the current operating state caused by power module loss, iron core loss and switching loss, etc., and can be used to reflect the ineffective output part in the energy conversion process.

[0158] The aforementioned operating temperature can be the thermodynamic temperature of key components in the power equipment (such as permanent magnets, windings, and iron cores), and can be used to characterize the heat accumulation state inside the power equipment.

[0159] The aforementioned initial control voltage can be calculated based on Ohm's law of the desired drive current and operating resistance. It can be used to offset the voltage drop across the resistor and is a fundamental component of the control voltage.

[0160] The aforementioned inductance compensation value can be a voltage compensation term calculated based on the desired drive current, historical drive current, and angular velocity change rate from the inductance mapping relationship. It is used to correct the voltage error caused by the dynamic change of inductance due to the current change rate and magnetic circuit nonlinearity.

[0161] The aforementioned deviation compensation value can be a voltage correction calculated based on the voltage compensation model, taking into account the operating loss value, operating temperature, expected drive current, and angular velocity change rate. It can be used to compensate for non-ideal effects not modeled in the model, such as core saturation, temperature rise flux decay, and loss equivalent voltage offset.

[0162] In an optional embodiment, considering the Ohm's law relationship of the power equipment in the current control cycle, the base value of the stator voltage required to achieve the control objective, i.e., the aforementioned initial control voltage, can be initially calculated, neglecting the dynamic effects of inductance and nonlinear losses. This voltage can serve as a reference component of the control output, ensuring that, under an ideal linear model, the drive current generated by the power equipment based on this voltage can approximately track the desired drive current. Based on this, the control system can determine the initial control voltage using the product of the desired drive current and the operating resistance.

[0163] Furthermore, considering the use of pre-calibrated inductance mapping relationships, the control voltage error caused by inductance parameter deviations from ideal values ​​due to magnetic saturation and cross-coupling can be corrected by combining the current current state and dynamic trends of the direct and quadrature axes. Based on this, the control system can determine the inductance compensation value for the control voltage according to the inductance mapping relationship, the desired drive current, the historical drive current, and the rate of change of angular velocity.

[0164] Furthermore, considering the established voltage compensation model and the impact of real-time acquired operating loss and operating temperature values ​​on the permanent magnet flux linkage, the control system can calculate the control voltage deviation caused by equipment losses and flux linkage attenuation. This allows for the determination of the compensation amount for the control voltage, thereby correcting control voltage deviations caused by energy loss and material property drift. Based on this, the control system can determine the deviation compensation value for the control voltage according to the voltage compensation model, desired drive current, operating loss values, operating temperature, and angular velocity change rate.

[0165] Finally, based on the initial control voltage, the control system can combine the inductance compensation value and the deviation compensation value to form a complete voltage output that comprehensively considers resistance, inductance nonlinearity, loss dynamics and temperature drift, thus obtaining the final target control voltage. This allows the power equipment to conform to the control requirements as closely as possible under the action of the target control voltage, thereby achieving high-precision and low-latency current tracking without the need for complex adaptive algorithms.

[0166] Furthermore, the desired drive current includes the direct-axis desired current and the quadrature-axis desired current, and the historical drive current includes the direct-axis reference current and the quadrature-axis reference current. Based on the inductance mapping relationship, the desired drive current, the historical drive current, and the rate of change of angular velocity, the inductance compensation value is determined, including: determining the inductance value based on the inductance mapping relationship and the desired drive current; determining the direct-axis current rate of change based on the direct-axis desired current and the direct-axis reference current, and determining the quadrature-axis current rate of change based on the quadrature-axis desired current and the quadrature-axis reference current; and determining the direct-axis inductance compensation value and the quadrature-axis inductance compensation value based on the inductance value, the direct-axis current rate of change, the quadrature-axis current rate of change, the direct-axis desired current, the quadrature-axis desired current, and the rate of change of angular velocity.

[0167] The aforementioned desired direct-axis current can be a reference value for the current flowing in the direct-axis direction of the desired driving current in the direct-axis-quadrature coordinate system.

[0168] The aforementioned desired quadrature axis current can be a reference value for the current flowing in the quadrature axis direction of the desired driving current in the direct-quadrature axis coordinate system.

[0169] The aforementioned direct-axis reference current can be the current reference value of the historical driving current flowing in the direct-axis direction in the direct-axis-quadrature coordinate system.

[0170] The aforementioned quadrature axis reference current can be the reference value of the historical driving current flowing in the quadrature axis direction in the direct-quadrature axis coordinate system.

[0171] The aforementioned rate of change of the direct-axis current can be the rate of change of the desired direct-axis current relative to the direct-axis reference current.

[0172] The aforementioned rate of change of quadrature-axis current can be the rate of change of the desired quadrature-axis current relative to the reference quadrature-axis current.

[0173] In one optional embodiment, considering that the direct-axis and quadrature-axis inductances of the power equipment exhibit nonlinear changes with current amplitude and direction, the corresponding direct-axis self-inductance, quadrature-axis self-inductance, and cross-coupled inductances (i.e., direct-axis-quadrature-axis mutual inductance and quadrature-axis direct-axis mutual inductance) can be retrieved in real time based on the current desired direct-axis and quadrature-axis currents through a pre-established inductance mapping relationship. This accurately reflects the actual electromagnetic characteristics of the power equipment in the current control cycle, avoiding control errors caused by using a constant parameter model. Based on this, the control system can determine the inductance value of the power equipment based on the inductance mapping relationship and the desired drive current. This inductance value can include direct-axis self-inductance, quadrature-axis self-inductance, direct-axis-quadrature-axis mutual inductance, and quadrature-axis direct-axis mutual inductance.

[0174] Furthermore, considering the requirement of deadbeat control to ensure accurate tracking of the reference current by the actual current within a single control cycle, a complete current prediction equation can be constructed by calculating the expected changes in the direct-axis current and quadrature-axis current between the current and previous control cycles, i.e., the current rate of change. This ensures that the predicted current instantaneously tracks the desired drive current in the discrete-time domain. Based on this, the control system can determine the direct-axis current rate of change based on the desired direct-axis current and the direct-axis reference current, and determine the quadrature-axis current rate of change based on the desired quadrature-axis current and the quadrature-axis reference current.

[0175] Furthermore, considering that the time-varying nature of inductance and the rate of change of current jointly affect the back electromotive force, while the rate of change of angular velocity introduces additional coupling, the control system can calculate the dynamic compensation component of inductance by multiplying the inductance value by the rate of change of current. Combined with the flux linkage and angular velocity terms, this allows for real-time compensation of the inductance-related terms of the direct-axis and quadrature-axis voltages, eliminating model mismatch caused by inductor nonlinearity and dynamic coupling, and improving prediction accuracy. Based on this, the control system can determine the direct-axis inductance compensation value and the quadrature-axis inductance compensation value based on the inductance value, the rate of change of direct-axis current, the rate of change of quadrature-axis current, the desired direct-axis current, the desired quadrature-axis current, and the rate of change of angular velocity, respectively.

[0176] Further, the inductance value is determined based on the inductance mapping relationship and the desired drive current, including: determining the first self-inductance value based on the first self-inductance mapping relationship and the desired direct-axis current; determining the second self-inductance value based on the second self-inductance mapping relationship and the desired quadrature-axis current; determining the first mutual inductance value based on the first mutual inductance mapping relationship and the desired quadrature-axis current; determining the second mutual inductance value based on the second mutual inductance mapping relationship and the desired direct-axis current; and determining the inductance value based on the first self-inductance value, the second self-inductance value, the first mutual inductance value, and the second mutual inductance value.

[0177] The aforementioned first self-inductance value can be an inductance value determined based on the first self-inductance mapping relationship and the desired direct-axis current, and can be used to reflect the self-inductance characteristics of the direct-axis magnetic circuit under the desired direct-axis current.

[0178] The aforementioned second self-inductance value can be an inductance value determined based on the second self-inductance mapping relationship and the quadrature axis desired current, and can be used to reflect the self-inductance characteristics of the quadrature axis magnetic circuit under the quadrature axis desired current.

[0179] The aforementioned first mutual inductance value can be an inductance value determined based on the first mutual inductance mapping relationship and the desired cross-axis current, and can be used to reflect the coupling effect of the desired cross-axis current on the direct-axis flux linkage.

[0180] The aforementioned second mutual inductance value can be an inductance value determined based on the second mutual inductance mapping relationship and the desired direct-axis current, and can be used to reflect the coupling effect of the desired direct-axis current on the quadrature-axis flux linkage.

[0181] In one optional embodiment, considering the nonlinear characteristics of the amplitudes and mutual coupling effects of the direct-axis and quadrature-axis inductor currents during actual operation of the power equipment, the control system can query the first self-inductance value based on the desired direct-axis current in the first self-inductance mapping relationship, output the second self-inductance value based on the desired quadrature-axis current in the second self-inductance mapping relationship, output the first mutual inductance value based on the desired quadrature-axis current in the first mutual inductance mapping relationship, and output the second mutual inductance value based on the desired direct-axis current in the second mutual inductance mapping relationship. Subsequently, the control system can synthesize these four dynamic inductance parameters into an inductance matrix to accurately characterize the electromagnetic coupling characteristics of the power equipment within the current control cycle, thereby providing inductance parameter inputs consistent with the actual operating state for subsequent inductance compensation value calculations.

[0182] Furthermore, based on the inductance value, the rate of change of direct-axis current, the rate of change of quadrature-axis current, the desired direct-axis current, the desired quadrature-axis current, and the rate of change of angular velocity, the direct-axis inductance compensation value and the quadrature-axis inductance compensation value are determined. This includes: summing the product of the first self-inductance value and the rate of change of direct-axis current with the product of the second mutual inductance value and the rate of change of quadrature-axis current to obtain the first direct-axis inductance compensation value; and summing the product of the first mutual inductance value, the rate of change of angular velocity, and the desired direct-axis current with the product of the second self-inductance value, the rate of change of angular velocity, and the desired quadrature-axis current to obtain the second direct-axis inductance compensation value. The first quadrature-axis inductance compensation value is obtained by summing the product of the second self-inductance value and the quadrature-axis current rate of change with the product of the first mutual inductance value and the direct-axis current rate of change. The second quadrature-axis inductance compensation value is obtained by summing the product of the second mutual inductance value, the angular velocity rate of change, and the quadrature-axis desired current with the product of the first self-inductance value, the angular velocity rate of change, and the direct-axis desired current. The direct-axis inductance compensation value is constructed based on the difference between the first and second direct-axis inductance compensation values. The quadrature-axis inductance compensation value is constructed based on the sum of the first and second quadrature-axis inductance compensation values.

[0183] The aforementioned first direct-axis inductance compensation value can be obtained by multiplying the first self-inductance value (i.e., the direct-axis self-inductance value) with the direct-axis current change rate, plus the second mutual inductance value (i.e., the quadrature-axis to direct-axis mutual inductance) with the quadrature-axis current change rate. This value can be used to characterize the induced voltage increment caused by the dynamic change of current in the direct-axis inductance.

[0184] The aforementioned second direct-axis inductance compensation value can be obtained by adding the first mutual inductance value, i.e., the direct-axis to quadrature-axis mutual inductance, and the product of the rate of change of electric angular velocity and the desired direct-axis current, to the second self-inductance value, i.e., the quadrature-axis self-inductance, and the product of the rate of change of electric angular velocity and the desired quadrature-axis current. This value can be used to characterize the induced voltage increment of the direct-axis inductance caused by the change in rotational speed and the coupling of the desired current.

[0185] The aforementioned first quadrature-axis inductance compensation value can be obtained by multiplying the second self-inductance value (i.e., quadrature-axis self-inductance) with the quadrature-axis current change rate, plus the first mutual inductance value (i.e., direct-axis to quadrature-axis mutual inductance) with the direct-axis current change rate. This value can be used to characterize the induced voltage increment caused by the dynamic change of current in the quadrature-axis inductance.

[0186] The aforementioned second quadrature-axis inductance compensation value can be obtained by adding the second mutual inductance value, i.e., the quadrature-axis to direct-axis mutual inductance, and the product of the rate of change of electric angular velocity and the desired quadrature-axis current, to the first self-inductance value, i.e., the direct-axis self-inductance, and the product of the rate of change of electric angular velocity and the desired direct-axis current. It can be used to characterize the induced voltage increment of the quadrature-axis inductance caused by the change in rotational speed and the coupling of the desired current.

[0187] In one optional embodiment, considering that during the dynamic operation of the power equipment, the inductance of the direct-axis and quadrature-axis exhibits nonlinear time-varying characteristics due to magnetic saturation and cross-coupling effects, and that this characteristic is also related to the rate of change of the angular velocity of the power equipment, the control system can obtain a first direct-axis inductance compensation value caused by the dynamic change of current by superimposing the product of the first self-inductance value and the rate of change of the direct-axis current with the product of the second mutual inductance value and the rate of change of the quadrature-axis current. The control system can also obtain a second direct-axis inductance compensation value generated by the combined effect of electromagnetic induction coupling and rotational motion by superimposing the product of the first mutual inductance value, the rate of change of angular velocity, and the desired direct-axis current with the product of the second self-inductance value, the rate of change of angular velocity, and the desired quadrature-axis current. The difference between the first and second direct-axis inductance compensation values ​​can be used as the final direct-axis inductance compensation value to eliminate the asymmetric coupling effect between the current dynamic term and the induction term.

[0188] Simultaneously, the control system can superimpose the product of the second self-inductance value and the quadrature-axis current change rate with the product of the first mutual inductance value and the direct-axis current change rate to obtain the first quadrature-axis inductance compensation value. The control system can also superimpose the product of the second mutual inductance value, the angular velocity change rate, and the quadrature-axis desired current with the product of the first self-inductance value, the angular velocity change rate, and the direct-axis desired current to obtain the second quadrature-axis inductance compensation value. The sum of the first and second quadrature-axis inductance compensation values ​​can be used as the final quadrature-axis inductance compensation value to retain the synergistic effect of the rotating magnetic field and current coupling, thereby accurately compensating for the dynamic deviation of the direct-axis and quadrature-axis inductances under nonlinear operating conditions.

[0189] For example, the direct-axis inductance compensation value in this embodiment can be expressed as follows:

[0190] ;

[0191] in, This indicates the direct-axis inductance compensation value. This represents the rate of change of the direct-axis current. The above-mentioned rate of change of quadrature-axis current is represented by the formula. The meanings of other symbols in the formula are the same as those in the previous formula, and will not be repeated here. The quadrature-axis inductance compensation value in this embodiment can be expressed as follows:

[0192] ;

[0193] in, This represents the quadrature axis inductance compensation value. The meanings of other symbols in the formula are the same as those in the previous formula, and will not be repeated here.

[0194] Furthermore, based on the voltage compensation model, the desired drive current, the operating loss value, the operating temperature, and the rate of change of angular velocity, the deviation compensation value is determined, including: determining the direct-axis loss compensation value and the quadrature-axis loss compensation value based on the loss compensation model, the desired drive current, and the operating loss value; determining the initial quadrature-axis temperature compensation value based on the temperature compensation model, the desired drive current, and the operating temperature; and obtaining the quadrature-axis temperature compensation value by multiplying the rate of change of angular velocity and the initial quadrature-axis temperature compensation value.

[0195] The aforementioned direct-axis loss compensation value can refer to the equivalent voltage compensation amount in the direct-axis direction calculated based on the loss compensation model to compensate for the voltage drop caused by the inverter power module loss and motor core loss in the power equipment. It can be used to correct the actual voltage demand in the direct-axis direction to maintain the target current tracking accuracy.

[0196] The aforementioned quadrature axis loss compensation value can be used to compensate for the voltage drop caused by inverter power module losses and motor core losses. The equivalent voltage compensation amount in the quadrature axis direction calculated based on the loss compensation model can be used to correct the actual voltage demand in the quadrature axis direction in order to maintain the target current tracking accuracy.

[0197] The aforementioned initial quadrature-axis temperature compensation value can be the quadrature-axis flux linkage correction amount calculated based on the temperature compensation model, the desired drive current, and the operating temperature. It can be used to reflect the influence of temperature changes on back electromotive force and torque output, and thus can serve as a reference input for temperature compensation.

[0198] The aforementioned quadrature axis temperature compensation value can be a dynamic compensation value generated by multiplying the initial quadrature axis temperature compensation value and the rate of change of the motor's electric angular velocity. It can be used to compensate for the temperature rise lag effect caused by dynamic changes in speed and the instantaneous torque deviation introduced into the quadrature axis current control loop, thereby enhancing the control system's ability to adjust to the dynamic process of temperature rise.

[0199] In one optional embodiment, considering the nonlinear coupling relationship between the operating losses of the power equipment and the direct-axis and quadrature-axis currents, the control system can use a loss compensation model to proportionally allocate the total losses into direct-axis loss compensation values ​​and quadrature-axis loss compensation values ​​according to the current vector direction, in order to compensate for the equivalent voltage loss caused by iron and copper losses. Furthermore, considering the characteristic that the permanent magnet flux linkage in the power equipment decays with increasing rotor temperature, the control system can use a temperature compensation model to determine an initial quadrature-axis temperature compensation value based on the desired drive current and real-time operating temperature, in order to correct the torque deviation caused by flux linkage degradation. Since the rate of change of angular velocity reflects the influence of the motor's dynamic operating conditions on the thermal time constant, the control system can further multiply the initial quadrature-axis temperature compensation value by the rate of change of angular velocity to obtain a dynamically corrected quadrature-axis temperature compensation value, in order to compensate for the transient error in flux linkage prediction caused by thermal inertia delay due to sudden changes in speed, thereby improving the accuracy of the target control voltage calculation.

[0200] Furthermore, the initial control voltage includes a direct-axis initial voltage and a quadrature-axis initial voltage. The direct-axis initial voltage is the product of the desired direct-axis current and the operating resistance, and the quadrature-axis initial voltage is the product of the desired quadrature-axis current and the operating resistance. Based on the initial control voltage, inductance compensation value, and deviation compensation value, a target control voltage is constructed, including: constructing a direct-axis target voltage based on the sum of the direct-axis inductance compensation value, the direct-axis loss compensation value, and the direct-axis initial voltage; constructing a quadrature-axis target voltage based on the sum of the quadrature-axis inductance compensation value, the quadrature-axis loss compensation value, the quadrature-axis temperature compensation value, and the quadrature-axis initial voltage; and constructing a target control voltage based on the direct-axis target voltage and the quadrature-axis target voltage.

[0201] The aforementioned direct-axis initial voltage can be a voltage component obtained by multiplying the desired direct-axis current by the resistance value of the motor stator winding at the current operating temperature, and can be used to provide the base drive voltage required for direct-axis current tracking.

[0202] The aforementioned quadrature axis initial voltage can be a voltage component obtained by multiplying the quadrature axis desired current by the resistance value of the motor stator winding at the current operating temperature, and can be used to provide the base drive voltage required for quadrature axis current tracking.

[0203] The aforementioned direct-axis target voltage can be the sum of the direct-axis initial voltage, the direct-axis inductance compensation value, and the direct-axis loss compensation value. This voltage value can compensate for the voltage deviation caused by the nonlinear change of inductance and power loss in the direct-axis circuit, so as to achieve precise control of the direct-axis current.

[0204] The aforementioned quadrature axis target voltage can be the sum of the quadrature axis initial voltage, the quadrature axis inductance compensation value, the quadrature axis loss compensation value, and the quadrature axis temperature compensation value. This voltage value can compensate for the voltage deviation caused by the nonlinear change of inductance, power loss, and the change of permanent magnet flux linkage with temperature in the quadrature axis circuit, so as to achieve precise control of the quadrature axis current.

[0205] In one alternative embodiment, considering that the direct-axis inductance compensation value corrects the inductance nonlinearity deviation caused by magnetic saturation and cross-coupling, and the direct-axis loss compensation value offsets the equivalent voltage drop caused by inverter switching losses and core losses, the control system can calculate the sum of the direct-axis inductance compensation value, the direct-axis loss compensation value, and the initial direct-axis voltage as a direct-axis voltage reference value that can truly drive the direct-axis current tracking command, thereby obtaining the direct-axis target voltage.

[0206] Similarly, the quadrature-axis inductance compensation value should address the inductance changes caused by mutual inductance and magnetic saturation between the direct and quadrature axes. The quadrature-axis loss compensation value quantifies the equivalent voltage component of power loss in the quadrature-axis direction. The quadrature-axis temperature compensation value corrects the back electromotive force based on the permanent magnet flux decay caused by rotor temperature rise. Based on this, the control system can calculate the sum of the quadrature-axis inductance compensation value, quadrature-axis loss compensation value, quadrature-axis temperature compensation value, and quadrature-axis initial voltage to obtain a quadrature-axis voltage reference value that ensures the quadrature-axis current accurately follows the command, thereby obtaining the quadrature-axis target voltage.

[0207] Finally, the control system can construct a target control voltage based on the direct-axis target voltage and the quadrature-axis target voltage to synthesize the accurate voltage compensation results of the two axes in the direct-axis-quadrature-axis coordinate system, forming a complete stator voltage vector command. This voltage vector can be directly used as the output of deadbeat predictive control to drive the inverter to generate the corresponding PWM pulse. Thus, without introducing additional feedback loops or complex optimization algorithms, high-precision and high-dynamic-response control of the drive current of the power equipment can be achieved, ensuring that the power equipment can simultaneously meet the dual requirements of response speed and torque accuracy under all operating conditions.

[0208] For example, the direct-axis target voltage and quadrature-axis target voltage in this embodiment can be represented by the following formula:

[0209] ;

[0210] ;

[0211] in, Indicates the direct-axis target voltage. Indicates the quadrature-axis target voltage. The above cross-axis temperature compensation value is represented by the symbol , and the meanings of other symbols in the formula are the same as those in the previous formula, so they will not be repeated here.

[0212] For ease of understanding, Figure 3 This is a schematic diagram illustrating an optional target control voltage calculation process according to an embodiment of the present invention, such as... Figure 3As shown, the direct-axis target voltage can be determined by the sum of the direct-axis initial voltage, the direct-axis inductance compensation value, and the direct-axis loss compensation value, while the quadrature-axis target voltage can be determined by the sum of the quadrature-axis initial voltage, the quadrature-axis inductance compensation value, the quadrature-axis loss compensation value, and the quadrature-axis temperature compensation value.

[0213] Figure 4 This is a schematic diagram illustrating the execution process of an optional control algorithm for a power device according to an embodiment of the present invention, as shown below. Figure 4 As shown, the execution of this algorithm can be divided into two parts: offline calibration and online calculation. During offline calibration, two-dimensional lookup tables for the direct-axis and quadrature-axis flux linkages can be obtained through finite element simulation. Furthermore, by calculating the partial derivatives of the direct-axis and quadrature-axis flux linkages with respect to the direct-axis and quadrature-axis test currents, the self-inductance of the direct-axis, the mutual inductance of the quadrature-axis to the direct-axis, the mutual inductance of the direct-axis to the quadrature-axis, and the self-inductance of the quadrature-axis can be obtained. In addition, during offline calibration, inverter and motor thermal network model parameters can be built, and the inverter and motor thermal network models can be calibrated, thereby outputting the rotor temperature, direct-axis loss compensation value, and quadrature-axis loss compensation value.

[0214] During online calculation, the initial control command can be parsed first to obtain the desired direct-axis current and quadrature-axis current. Then, through the electric drive system, operating parameters, direct-axis reference current, and quadrature-axis reference current can be collected. At the same time, the rotor temperature, direct-axis loss compensation value, and quadrature-axis loss compensation value output by the inverter and motor thermal network model calibration can also be obtained. Subsequently, based on the desired direct-axis current, quadrature-axis current, operating parameters, direct-axis reference current, quadrature-axis reference current, rotor temperature, direct-axis loss compensation value, and quadrature-axis loss compensation value, the target direct-axis voltage and target quadrature-axis voltage for the current control cycle can be calculated.

[0215] Figure 5 This is a schematic diagram illustrating the control principle of an optional power device according to an embodiment of the present invention, such as... Figure 5 As shown, the inverter and motor thermal network model receive input parameters such as coolant temperature, coolant flow rate, torque, and speed, and output direct-axis loss compensation values, quadrature-axis loss compensation values, and rotor temperature to the deadbeat predictive control unit. The current control unit receives the initial control command, parses the desired direct-axis and quadrature-axis currents, and inputs them to the deadbeat predictive control unit. Simultaneously, it samples the motor's phase current and position, performs coordinate transformation on the sampled data, and outputs direct-axis and quadrature-axis reference currents to the deadbeat predictive control unit. The deadbeat predictive control unit calculates based on the input data from each component to output the direct-axis and quadrature-axis target voltages to the PWM modulation module. The PWM modulation module converts these two voltages into modulation signals, inputs them to the inverter, and then drives the motor.

[0216] According to an embodiment of the present invention, a power equipment control device for a vehicle is provided. It should be noted that this device can be used to execute the aforementioned power equipment control method for a vehicle. The specific implementation process and application scenarios are the same as those in the above embodiment, and will not be repeated here. Figure 6 This is a schematic diagram of a vehicle power equipment control device according to an embodiment of the present invention, such as... Figure 6 As shown, the device includes:

[0217] The first acquisition module 602 is used to acquire the current control command, current operating parameters, and historical drive current of the power equipment, wherein the historical drive current is the drive current generated on the power equipment during the historical control cycle.

[0218] The current determination module 604 is used to determine the desired drive current of the power equipment based on the current control command, wherein the desired drive current is used to characterize the drive current generated by the power equipment under the control of the current control command in an ideal state.

[0219] The voltage calculation module 606 is used to input the desired drive current, current operating parameters and historical drive current into the equipment operation model, and use the equipment operation model to determine the target control voltage of the power equipment corresponding to the current control command. The equipment operation model is obtained by modeling the relationship between the drive current, operating parameters and control voltage of the power equipment.

[0220] The equipment control module 608 is used to construct a target control command based on the target control voltage, and control the operation of the power equipment based on the target control command. The deviation between the drive current generated by the power equipment under the control of the target control command and the expected drive current is less than a preset value.

[0221] Furthermore, the device also includes: a second acquisition module for acquiring test data and an initial operating model, wherein the test data includes multiple test drive currents and test operating parameters of the test equipment, the model of the test equipment is the same as the model of the power equipment, the values ​​of the multiple test drive currents include the values ​​of the expected drive current and the historical drive current, the parameter types of the test operating parameters are the same as the parameter types of the current operating parameters, and the parameter values ​​of the test operating parameters include the parameter values ​​of the current operating parameters, and the initial operating model is obtained by modeling the relationship between the drive current and the control voltage of the test equipment under ideal conditions; a relationship construction module for constructing an inductance mapping relationship based on multiple test drive currents, wherein the inductance mapping relationship is used to characterize the mapping relationship between the drive current and the inductance of the test equipment; a model construction module for constructing a voltage compensation model based on multiple test drive currents and test operating parameters, wherein the voltage compensation model is used to determine the degree of compensation for the control voltage of the test equipment according to the drive current and test operating parameters of the test equipment; and a model fusion module for fusing the initial operating model, the inductance mapping relationship, and the voltage compensation model to obtain the equipment operating model.

[0222] Furthermore, the relationship construction module is also used to: determine the flux linkage value generated by the test device under the control of the test drive current based on any one of the multiple test drive currents; determine the inductance generated by the test device under the control of the test drive current based on the test drive current and the flux linkage value; and construct an inductance mapping relationship based on the inductances corresponding to the multiple test drive currents.

[0223] Furthermore, the test drive current includes a direct-axis test current and a quadrature-axis test current; the relationship construction module is also used to: determine the direct-axis flux linkage value generated by the test equipment under the control of the direct-axis test current based on the direct-axis test current; determine the quadrature-axis flux linkage value generated by the test equipment under the control of the quadrature-axis test current based on the quadrature-axis test current; and obtain the flux linkage value based on the direct-axis flux linkage value and the quadrature-axis flux linkage value.

[0224] Furthermore, the relationship construction module is also used to: determine the partial derivative of the direct-axis flux linkage value with respect to the direct-axis test current to obtain the first direct-axis inductance corresponding to the direct-axis test current; determine the partial derivative of the direct-axis flux linkage value with respect to the quadrature-axis test current to obtain the second direct-axis inductance corresponding to the quadrature-axis test current; determine the partial derivative of the quadrature-axis flux linkage value with respect to the quadrature-axis test current to obtain the first quadrature-axis inductance corresponding to the quadrature-axis test current; determine the partial derivative of the quadrature-axis flux linkage value with respect to the direct-axis test current to obtain the second quadrature-axis inductance corresponding to the direct-axis test current; and obtain the inductance based on the first direct-axis inductance, the second direct-axis inductance, the first quadrature-axis inductance, and the second quadrature-axis inductance.

[0225] Furthermore, the relationship construction module is also used to: construct a first self-inductance mapping relationship based on multiple direct-axis test currents and multiple first direct-axis inductors corresponding to the multiple direct-axis test currents, wherein the multiple direct-axis test currents correspond to multiple test drive currents, and the first self-inductance mapping relationship is used to characterize the mapping relationship between the direct-axis test currents and the first direct-axis inductors; and construct a second self-inductance mapping relationship based on multiple quadrature-axis test currents and multiple first quadrature-axis inductors corresponding to the multiple quadrature-axis test currents, wherein the multiple quadrature-axis test currents correspond to multiple test drive currents, and the second self-inductance mapping relationship is used to characterize the mapping relationship between the quadrature-axis test currents and the first quadrature-axis inductors. Mapping relationships: Based on multiple quadrature-axis test currents and multiple second direct-axis inductors corresponding to the multiple quadrature-axis test currents, a first mutual inductance mapping relationship is constructed, wherein the first mutual inductance mapping relationship is used to characterize the mapping relationship between the quadrature-axis test currents and the second direct-axis inductors; Based on multiple direct-axis test currents and multiple second quadrature-axis inductors corresponding to the multiple direct-axis test currents, a second mutual inductance mapping relationship is constructed, wherein the second mutual inductance mapping relationship is used to characterize the mapping relationship between the direct-axis test currents and the second quadrature-axis inductors; Based on the first self-inductance mapping relationship, the second self-inductance mapping relationship, the first mutual inductance mapping relationship, and the second mutual inductance mapping relationship, an inductance mapping relationship is determined.

[0226] Furthermore, the test operation parameters include multiple test loss values ​​and multiple test temperature values ​​of the test equipment; the model building module is also used to: construct a loss compensation model based on multiple test drive currents and multiple test loss values, wherein the loss compensation model is used to determine the degree of compensation for the deviation of control voltage caused by equipment loss according to the drive current and the loss value of the test equipment; construct a temperature compensation model based on multiple test drive currents and multiple test temperature values, wherein the temperature compensation model is used to determine the degree of compensation for the deviation of control voltage caused by the change of operating temperature according to the drive current and the temperature value of the test equipment; and construct a voltage compensation model based on the loss compensation model and the temperature compensation model.

[0227] Furthermore, the model building module is also used to: obtain the direct-axis test current and quadrature-axis test current corresponding to any test drive current; construct an initial loss compensation model corresponding to the test drive current based on the direct-axis test current, quadrature-axis test current, and multiple test loss values; and construct a loss compensation model based on the initial loss compensation models corresponding to multiple test drive currents.

[0228] Furthermore, the model building module is also used to: determine the compensation ratio corresponding to the test drive current based on the direct-axis test current and the quadrature-axis test current, wherein the compensation ratio is used to characterize the distribution ratio of any one of the multiple test loss values ​​in the direct-axis and quadrature-axis directions of the test drive current, respectively; determine the direct-axis compensation value based on the direct-axis test current and the compensation ratio, and determine the quadrature-axis compensation value based on the quadrature-axis test current and the compensation ratio; construct the sub-loss compensation model corresponding to the test loss value based on the direct-axis compensation value and the quadrature-axis compensation value; and construct the initial loss compensation model based on the sub-loss compensation models corresponding to the multiple test loss values.

[0229] Furthermore, the model building module is also used to: obtain the operating speed of the test equipment under any test drive current; build an initial temperature compensation model corresponding to the operating speed based on the operating speed and multiple test temperature values; and build a temperature compensation model based on the initial temperature compensation models corresponding to multiple operating speeds, wherein the multiple operating speeds correspond to multiple test drive currents respectively.

[0230] Furthermore, the model building module is also used to: determine the back electromotive force of the test equipment at the test temperature value based on the operating speed and any one of multiple test temperature values; determine the target flux linkage value of the test equipment at the test temperature value based on the preset correlation and the back electromotive force; construct the initial temperature compensation value corresponding to the test temperature value based on the correlation between the target flux linkage value and the reference flux linkage value, wherein the reference flux linkage value is used to characterize the flux linkage value of the test equipment at the preset temperature value; and fit the initial temperature compensation values ​​corresponding to multiple test temperature values ​​to obtain the initial temperature compensation model.

[0231] Furthermore, the current operating parameters include: the operating resistance of the power equipment, the rate of change of angular velocity, the operating loss value, and the operating temperature; the voltage calculation module is also used to: determine the initial control voltage based on the desired drive current and operating resistance; determine the inductance compensation value based on the inductance mapping relationship, the desired drive current, the historical drive current, and the rate of change of angular velocity; determine the deviation compensation value based on the voltage compensation model, the desired drive current, the operating loss value, the operating temperature, and the rate of change of angular velocity; and construct the target control voltage based on the initial control voltage, the inductance compensation value, and the deviation compensation value.

[0232] Furthermore, the desired drive current includes the direct-axis desired current and the quadrature-axis desired current, and the historical drive current includes the direct-axis reference current and the quadrature-axis reference current. The voltage calculation module is also used to: determine the inductance value based on the inductance mapping relationship and the desired drive current; determine the direct-axis current change rate based on the direct-axis desired current and the direct-axis reference current, and determine the quadrature-axis current change rate based on the quadrature-axis desired current and the quadrature-axis reference current; and determine the direct-axis inductance compensation value and the quadrature-axis inductance compensation value based on the inductance value, the direct-axis current change rate, the quadrature-axis current change rate, the direct-axis desired current, the quadrature-axis desired current, and the angular velocity change rate.

[0233] Furthermore, the voltage calculation module is also used to: determine the first self-inductance value based on the first self-inductance mapping relationship and the desired direct-axis current; determine the second self-inductance value based on the second self-inductance mapping relationship and the desired quadrature-axis current; determine the first mutual inductance value based on the first mutual inductance mapping relationship and the desired quadrature-axis current; determine the second mutual inductance value based on the second mutual inductance mapping relationship and the desired direct-axis current; and determine the inductance value based on the first self-inductance value, the second self-inductance value, the first mutual inductance value, and the second mutual inductance value.

[0234] Furthermore, the voltage calculation module is also used to: sum the product of the first self-inductance value and the direct-axis current change rate with the product of the second mutual inductance value and the quadrature-axis current change rate to obtain the first direct-axis inductance compensation value; and sum the product of the first mutual inductance value, the angular velocity change rate, and the desired direct-axis current with the product of the second self-inductance value, the angular velocity change rate, and the desired quadrature-axis current to obtain the second direct-axis inductance compensation value; sum the product of the second self-inductance value and the quadrature-axis current change rate with the product of the first mutual inductance value and the direct-axis current change rate to obtain the first quadrature-axis inductance compensation value; and sum the product of the second mutual inductance value, the angular velocity change rate, and the desired quadrature-axis current with the product of the first self-inductance value, the angular velocity change rate, and the desired direct-axis current to obtain the second quadrature-axis inductance compensation value; construct the direct-axis inductance compensation value based on the difference between the first direct-axis inductance compensation value and the second direct-axis inductance compensation value; and construct the quadrature-axis inductance compensation value based on the sum of the first quadrature-axis inductance compensation value and the second quadrature-axis inductance compensation value.

[0235] Furthermore, the voltage calculation module is also used to: determine the direct-axis loss compensation value and the quadrature-axis loss compensation value based on the loss compensation model, the expected drive current, and the operating loss value; determine the initial quadrature-axis temperature compensation value based on the temperature compensation model, the expected drive current, and the operating temperature; and obtain the quadrature-axis temperature compensation value based on the product of the angular velocity change rate and the initial quadrature-axis temperature compensation value.

[0236] Furthermore, the initial control voltage includes a direct-axis initial voltage and a quadrature-axis initial voltage. The direct-axis initial voltage is the product of the desired direct-axis current and the operating resistance, and the quadrature-axis initial voltage is the product of the desired quadrature-axis current and the operating resistance. The voltage calculation module is also used to: construct the direct-axis target voltage based on the sum of the direct-axis inductance compensation value, the direct-axis loss compensation value, and the direct-axis initial voltage; construct the quadrature-axis target voltage based on the sum of the quadrature-axis inductance compensation value, the quadrature-axis loss compensation value, the quadrature-axis temperature compensation value, and the quadrature-axis initial voltage; and construct the target control voltage based on the direct-axis target voltage and the quadrature-axis target voltage.

[0237] Embodiments of this application also provide a vehicle, including: a memory storing an executable program; and a processor for running the program, wherein the program executes the methods of various embodiments of the present invention during runtime.

[0238] Embodiments of this application also provide a computer-readable storage medium including a stored executable program, wherein, when the executable program is running, it controls the device where the computer-readable storage medium is located to perform the methods of various embodiments of the present invention.

[0239] Embodiments of this application also provide a computer program product, including a computer program that, when executed by a processor, implements the methods of various embodiments of the present invention.

[0240] Embodiments of this application also provide a computer program product, including a non-volatile computer-readable storage medium for storing a computer program that, when executed by a processor, implements the methods in various embodiments of the present invention.

[0241] Embodiments of this application also provide a computer program that, when executed by a processor, implements the methods described in the various embodiments of the present invention.

[0242] The sequence numbers of the above embodiments of the present invention are for descriptive purposes only and do not represent the superiority or inferiority of the embodiments.

[0243] In the above embodiments of the present invention, the descriptions of each embodiment have different focuses. For parts not described in detail in a certain embodiment, please refer to the relevant descriptions of other embodiments.

[0244] In the several embodiments provided in this application, it should be understood that the disclosed technical content can be implemented in other ways. The device embodiments described above are merely illustrative; for example, the division of units can be a logical functional division, and in actual implementation, there may be other division methods. For instance, multiple units or components may be combined or integrated into another system, or some features may be ignored or not executed. Furthermore, the displayed or discussed mutual coupling, direct coupling, or communication connection may be through some interfaces; the indirect coupling or communication connection between units or modules may be electrical or other forms.

[0245] The units described as separate components may or may not be physically separate. The components shown as units may or may not be physical units; that is, they may be located in one place or distributed across multiple units. Some or all of the units can be selected to achieve the purpose of this embodiment according to actual needs.

[0246] Furthermore, the functional units in the various embodiments of the present invention can be integrated into one processing unit, or each unit can exist physically separately, or two or more units can be integrated into one unit. The integrated unit can be implemented in hardware or as a software functional unit.

[0247] If the integrated unit is implemented as a software functional unit and sold or used as an independent product, it can be stored in a computer-readable storage medium. Based on this understanding, the technical solution of the present invention, in essence, or the part that contributes to the prior art, or all or part of the technical solution, can be embodied in the form of a software product. This computer software product is stored in a storage medium and includes several instructions to cause a computer device (which may be a personal computer, server, or network device, etc.) to execute all or part of the steps of the methods described in the various embodiments of the present invention. The aforementioned storage medium includes various media capable of storing program code, such as USB flash drives, read-only memory (ROM), random access memory (RAM), portable hard drives, magnetic disks, or optical disks.

[0248] The above description is only a preferred embodiment of the present invention. It should be noted that for those skilled in the art, several improvements and modifications can be made without departing from the principle of the present invention, and these improvements and modifications should also be considered within the scope of protection of the present invention.

Claims

1. A method for controlling the power equipment of a vehicle, characterized in that, include: The current control command, current operating parameters, and historical drive current of the power equipment are obtained, wherein the historical drive current is the drive current generated on the power equipment during the historical control cycle. Based on the current control command, the desired drive current of the power equipment is determined, wherein the desired drive current is used to characterize the drive current generated by the power equipment under the control of the current control command in an ideal state; The desired drive current, the current operating parameters, and the historical drive current are input into the device operation model. Using the device operation model, the target control voltage corresponding to the power equipment and the current control command is determined. The device operation model is obtained by modeling the relationship between the drive current, operating parameters, and control voltage of the power equipment. Based on the target control voltage, a target control command is constructed, and based on the target control command, the power equipment is controlled to operate, wherein the deviation between the drive current generated by the power equipment under the control of the target control command and the desired drive current is less than a preset value.

2. The vehicle power equipment control method according to claim 1, characterized in that, The method further includes: Acquire test data and an initial operating model, wherein the test data includes multiple test drive currents and test operating parameters of the test equipment, the model of the test equipment is the same as the model of the power equipment, the values ​​of the multiple test drive currents include the values ​​of the expected drive current and the historical drive current, the parameter type of the test operating parameters is the same as the parameter type of the current operating parameters, and the parameter value of the test operating parameters includes the parameter value of the current operating parameters, and the initial operating model is obtained by modeling the relationship between the drive current and the control voltage of the test equipment under the ideal state; Based on the multiple test drive currents, an inductance mapping relationship is constructed, wherein the inductance mapping relationship is used to characterize the mapping relationship between the drive current and the inductance of the test device; Based on the multiple test drive currents and the test operation parameters, a voltage compensation model is constructed, wherein the voltage compensation model is used to determine the degree of compensation for the control voltage of the test equipment according to the drive current of the test equipment and the test operation parameters; The initial operating model, the inductance mapping relationship, and the voltage compensation model are fused to obtain the device operating model.

3. The vehicle power equipment control method according to claim 2, characterized in that, Based on the multiple test drive currents, the inductance mapping relationship of the test equipment is constructed, including: Based on any one of the plurality of test drive currents, determine the flux linkage value generated by the test device under the control of the test drive current; Based on the test drive current and the flux linkage value, determine the inductance generated by the test device under the control of the test drive current; Based on the inductors corresponding to the multiple test drive currents, the inductance mapping relationship is constructed.

4. The vehicle power equipment control method according to claim 3, characterized in that, The test drive current includes direct-axis test current and quadrature-axis test current; Based on any one of the plurality of test drive currents, determine the flux linkage value generated by the test device under the control of the test drive current, including: Based on the direct-axis test current, determine the direct-axis flux linkage value generated by the test equipment under the control of the direct-axis test current; Based on the quadrature-axis test current, determine the quadrature-axis flux linkage value generated by the test equipment under the control of the quadrature-axis test current; The flux linkage value is obtained based on the direct-axis flux linkage value and the quadrature-axis flux linkage value.

5. The vehicle power equipment control method according to claim 4, characterized in that, Based on the test drive current and the flux linkage value, determining the inductance generated by the test device under the control of the test drive current includes: Determine the partial derivative of the direct-axis flux linkage value with respect to the direct-axis test current to obtain the first direct-axis inductance corresponding to the direct-axis test current; Determine the partial derivative of the direct-axis flux linkage value with respect to the quadrature-axis test current to obtain the second direct-axis inductance corresponding to the quadrature-axis test current; Determine the partial derivative of the quadrature-axis flux linkage value with respect to the quadrature-axis test current to obtain the first quadrature-axis inductance corresponding to the quadrature-axis test current; Determine the partial derivative of the quadrature-axis flux linkage value with respect to the direct-axis test current to obtain the second quadrature-axis inductance corresponding to the direct-axis test current; The inductance is obtained based on the first direct-axis inductance, the second direct-axis inductance, the first quadrature-axis inductance, and the second quadrature-axis inductance.

6. The vehicle power equipment control method according to claim 5, characterized in that, Based on the inductors corresponding to the multiple test drive currents, the inductance mapping relationship is constructed, including: Based on multiple direct-axis test currents and multiple first direct-axis inductors corresponding to the multiple direct-axis test currents, a first self-inductance mapping relationship is constructed, wherein the multiple direct-axis test currents correspond to the multiple test drive currents, and the first self-inductance mapping relationship is used to characterize the mapping relationship between the direct-axis test currents and the first direct-axis inductors; Based on multiple quadrature-axis test currents and multiple first quadrature-axis inductors corresponding to the multiple quadrature-axis test currents, a second self-inductance mapping relationship is constructed, wherein the multiple quadrature-axis test currents correspond to the multiple test drive currents, and the second self-inductance mapping relationship is used to characterize the mapping relationship between the quadrature-axis test currents and the first quadrature-axis inductors; Based on multiple quadrature-axis test currents and multiple second direct-axis inductors corresponding to the multiple quadrature-axis test currents, a first mutual inductance mapping relationship is constructed, wherein the first mutual inductance mapping relationship is used to characterize the mapping relationship between the quadrature-axis test currents and the second direct-axis inductors; Based on multiple direct-axis test currents and multiple second quadrature-axis inductors corresponding to the multiple direct-axis test currents, a second mutual inductance mapping relationship is constructed, wherein the second mutual inductance mapping relationship is used to characterize the mapping relationship between the direct-axis test currents and the second quadrature-axis inductors; The inductance mapping relationship is determined based on the first self-inductance mapping relationship, the second self-inductance mapping relationship, the first mutual inductance mapping relationship, and the second mutual inductance mapping relationship.

7. The vehicle power equipment control method according to claim 2, characterized in that, The test operation parameters include multiple test loss values ​​and multiple test temperature values ​​of the test equipment; Based on the multiple test drive currents and the test operation parameters, a voltage compensation model for the test equipment is constructed, including: Based on the plurality of test drive currents and the plurality of test loss values, a loss compensation model is constructed, wherein the loss compensation model is used to determine the degree of compensation for the deviation of the control voltage caused by equipment loss according to the drive current and the loss value of the test equipment. Based on the multiple test drive currents and the multiple test temperature values, a temperature compensation model is constructed, wherein the temperature compensation model is used to determine the degree of compensation for the deviation of the control voltage caused by the change in operating temperature, according to the drive current and the temperature value of the test equipment. Based on the loss compensation model and the temperature compensation model, the voltage compensation model is constructed.

8. The vehicle power equipment control method according to claim 7, characterized in that, Based on the multiple test drive currents and the multiple test loss values, a loss compensation model is constructed, including: Obtain the direct-axis test current and quadrature-axis test current corresponding to any test drive current; Based on the direct-axis test current, the quadrature-axis test current, and the multiple test loss values, an initial loss compensation model corresponding to the test drive current is constructed. The loss compensation model is constructed based on the initial loss compensation model corresponding to the multiple test drive currents.

9. The vehicle power equipment control method according to claim 8, characterized in that, Based on the direct-axis test current, the quadrature-axis test current, and the multiple test loss values, an initial loss compensation model corresponding to the test drive current is constructed, including: Based on the direct-axis test current and the quadrature-axis test current, a compensation ratio corresponding to the test drive current is determined, wherein the compensation ratio is used to characterize any one of the plurality of test loss values, and the distribution ratio of the test drive current in the direct-axis direction and the quadrature-axis direction, respectively. Based on the direct-axis test current and the compensation ratio, the direct-axis compensation value is determined, and based on the quadrature-axis test current and the compensation ratio, the quadrature-axis compensation value is determined. Based on the direct axis compensation value and the quadrature axis compensation value, a sub-loss compensation model corresponding to the test loss value is constructed; The initial loss compensation model is constructed based on the sub-loss compensation models corresponding to the multiple test loss values.

10. The vehicle power equipment control method according to claim 7, characterized in that, Based on the multiple test drive currents and the multiple test temperature values, a temperature compensation model is constructed, including: Obtain the operating speed of the test equipment under any test drive current; Based on the operating speed and the multiple test temperature values, an initial temperature compensation model corresponding to the operating speed is constructed; The temperature compensation model is constructed based on the initial temperature compensation model corresponding to multiple operating speeds, wherein the multiple operating speeds correspond to the multiple test drive currents respectively.

11. The vehicle power equipment control method according to claim 10, characterized in that, Based on the operating speed and the multiple test temperature values, an initial temperature compensation model corresponding to the operating speed is constructed, including: Based on the operating speed and any one of the plurality of test temperature values, determine the back electromotive force of the test equipment at the test temperature value; Based on the preset correlation and the back electromotive force, the target flux linkage value of the test equipment at the test temperature value is determined; Based on the correlation between the target flux linkage value and the reference flux linkage value, an initial temperature compensation value corresponding to the test temperature value is constructed, wherein the reference flux linkage value is used to characterize the flux linkage value of the test equipment at a preset temperature value; The initial temperature compensation model is obtained by fitting the initial temperature compensation values ​​corresponding to the multiple test temperature values.

12. The vehicle power equipment control method according to any one of claims 1 to 11, characterized in that, The current operating parameters include: the operating resistance, angular velocity change rate, operating loss value, and operating temperature of the power equipment; the desired drive current, the current operating parameters, and the historical drive current are input into the equipment operating model, and the target control voltage corresponding to the current control command is determined using the equipment operating model, including: The initial control voltage is determined based on the desired drive current and the operating resistance; The inductance compensation value is determined based on the inductance mapping relationship, the desired drive current, the historical drive current, and the rate of change of angular velocity. Based on the voltage compensation model, the desired drive current, the operating loss value, the operating temperature, and the rate of change of angular velocity, the deviation compensation value is determined. The target control voltage is constructed based on the initial control voltage, the inductance compensation value, and the deviation compensation value.

13. The vehicle power equipment control method according to claim 12, characterized in that, The desired drive current includes the direct-axis desired current and the quadrature-axis desired current, and the historical drive current includes the direct-axis reference current and the quadrature-axis reference current; Based on the inductance mapping relationship, the desired drive current, the historical drive current, and the rate of change of angular velocity, the inductance compensation value is determined, including: The inductance value is determined based on the inductance mapping relationship and the desired drive current; Based on the desired direct-axis current and the reference direct-axis current, the rate of change of the direct-axis current is determined, and based on the desired quadrature-axis current and the reference quadrature-axis current, the rate of change of the quadrature-axis current is determined. Based on the inductance value, the direct-axis current change rate, the quadrature-axis current change rate, the desired direct-axis current, the desired quadrature-axis current, and the angular velocity change rate, the direct-axis inductance compensation value and the quadrature-axis inductance compensation value are determined.

14. The vehicle power equipment control method according to claim 13, characterized in that, Determining the inductance value based on the inductance mapping relationship and the desired drive current includes: The first self-inductance value is determined based on the first self-inductance mapping relationship and the direct-axis desired current; The second self-inductance value is determined based on the second self-inductance mapping relationship and the cross-axis expected current; The first mutual inductance value is determined based on the first mutual inductance mapping relationship and the expected cross-axis current; The second mutual inductance value is determined based on the second mutual inductance mapping relationship and the desired direct-axis current; The inductance value is determined based on the first self-inductance value, the second self-inductance value, the first mutual inductance value, and the second mutual inductance value.

15. The vehicle power equipment control method according to claim 13, characterized in that, Based on the inductance value, the direct-axis current change rate, the quadrature-axis current change rate, the desired direct-axis current, the desired quadrature-axis current, and the angular velocity change rate, the direct-axis inductance compensation value and the quadrature-axis inductance compensation value are determined, including: The first direct-axis inductance compensation value is obtained by summing the product of the first self-inductance value and the rate of change of the direct-axis current with the product of the second mutual inductance value and the rate of change of the quadrature-axis current. The second direct-axis inductance compensation value is obtained by summing the product of the first mutual inductance value, the rate of change of the angular velocity and the desired direct-axis current with the product of the second self-inductance value, the rate of change of the angular velocity and the desired quadrature-axis current. The product of the second self-inductance value and the rate of change of the quadrature-axis current is summed with the product of the first mutual inductance value and the rate of change of the direct-axis current to obtain the first quadrature-axis inductance compensation value. The product of the second mutual inductance value, the rate of change of the angular velocity, and the desired quadrature-axis current is summed with the product of the first self-inductance value, the rate of change of the angular velocity, and the desired direct-axis current to obtain the second quadrature-axis inductance compensation value. The direct-axis inductance compensation value is constructed based on the difference between the first direct-axis inductance compensation value and the second direct-axis inductance compensation value; The cross-axis inductance compensation value is constructed based on the sum of the first cross-axis inductance compensation value and the second cross-axis inductance compensation value.

16. The vehicle power equipment control method according to claim 12, characterized in that, Based on the voltage compensation model, the desired drive current, the operating loss value, the operating temperature, and the rate of change of angular velocity, the deviation compensation value is determined, including: Based on the loss compensation model, the expected drive current, and the operating loss value, the direct-axis loss compensation value and the quadrature-axis loss compensation value are determined. Based on the temperature compensation model, the desired drive current, and the operating temperature, the initial quadrature axis temperature compensation value is determined. The cross-axis temperature compensation value is obtained by producting the angular velocity change rate and the initial cross-axis temperature compensation value.

17. The vehicle power equipment control method according to claim 12, characterized in that, The initial control voltage includes a direct-axis initial voltage and a quadrature-axis initial voltage. The direct-axis initial voltage is the product of the desired direct-axis current and the operating resistance, and the quadrature-axis initial voltage is the product of the desired quadrature-axis current and the operating resistance. Based on the initial control voltage, the inductance compensation value, and the deviation compensation value, the target control voltage is constructed, including: The direct-axis target voltage is constructed based on the sum of the direct-axis inductance compensation value, the direct-axis loss compensation value, and the initial direct-axis voltage. The quadrature axis target voltage is constructed based on the sum of the quadrature axis inductance compensation value, quadrature axis loss compensation value, quadrature axis temperature compensation value, and the initial quadrature axis voltage. The target control voltage is constructed based on the direct-axis target voltage and the quadrature-axis target voltage.

18. A vehicle, characterized in that, include: Memory, which stores executable programs; A processor for running the program, wherein the program, when running, performs the method according to any one of claims 1 to 17.

19. A computer-readable storage medium, characterized in that, The computer-readable storage medium includes a stored executable program, wherein, when the executable program is executed, it controls the device on which the storage medium is located to perform the method according to any one of claims 1 to 17.

20. A computer program product, characterized in that, Includes a computer program that, when executed by a processor, implements the method according to any one of claims 1 to 17.

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