Vehicle full-speed-range position sensorless control method and device, vehicle and medium

Abstract

The embodiment of the application provides a kind of full speed area position sensorless control method, device, vehicle and medium for vehicle. Wherein, including: obtaining the current three-phase voltage and three-phase current of vehicle motor;Two-phase stationary coordinate system voltage set, current set are obtained by preset coordinate transformation matrix;Using the current set of preset amplitude high-frequency rotating voltage injection estimator, the first rotor position of low speed mode, first rotor speed are obtained;Using the voltage set and current set of preset sliding mode control estimator, the first rotor position of medium-high speed mode, second rotor speed are obtained;According to first rotor speed and second rotor speed, calculate smoothing weight coefficient;According to the first rotor position and second rotor position, first rotor speed and second rotor speed, target rotor position, target rotor speed are obtained by fusing smoothing weight coefficient, and motor is controlled accordingly. Therefore, full speed area position sensorless switching and efficient operation are realized, and overall efficiency, reliability and driving comfort are improved.

Description

Technical Field

[0001] This application relates to the field of vehicle electric drive system control technology, and in particular to a sensorless control method, device, vehicle, and medium for full-speed range vehicles. Background Technology

[0002] Automotive permanent magnet synchronous motors rely on mechanical sensors to obtain rotor position, which not only increases cost, size and wiring complexity, but also causes a sharp drop in reliability under harsh environments such as high temperature, high vibration and high speed. This has become a bottleneck for cost reduction, efficiency improvement and long-term operation of electric drive systems. Sensorless technology replaces physical detection with algorithm estimation, which can eliminate the risk of sensor failure, reduce system complexity and provide core support for vehicle lightweighting and adaptation to extreme environments.

[0003] However, the transition between low-speed high-frequency injection and high-speed back EMF observation generally adopts hard switching or simple weighting, which is prone to torque shock, speed oscillation or slow dynamic response at critical speeds, and is sensitive to changes in motor parameters. Some solutions rely on upper computer threshold statistics, instantaneous switching of power angle self-balancing or offline intelligent optimization, which have the disadvantages of poor real-time performance, low switching reliability and large calibration workload. Other methods use hardware differentiating circuits to improve noise immunity, but add extra electronic components and sampling accuracy requirements, which limits engineering promotion and makes it difficult to balance smoothness, robustness and ease of implementation. Summary of the Invention

[0004] This application aims to at least partially address one of the technical problems in the related art.

[0005] Therefore, the first objective of this application is to propose a sensorless control method for full-speed range vehicles, which adopts a dual-observer parallel estimation and an exponential weighted single-cycle fusion strategy to achieve seamless and disturbance-free transition between low-speed and high-speed operating conditions, enabling the motor to operate smoothly and efficiently across the full speed range, and improving the overall switching efficiency, reliability and driving comfort.

[0006] The second objective of this application is to provide a sensorless control device for a vehicle with a full speed range.

[0007] The third objective of this application is to propose a vehicle.

[0008] The fourth objective of this application is to provide a computer-readable storage medium.

[0009] To achieve the above objectives, the first aspect of this application proposes a sensorless control method for a vehicle operating at full speed, comprising: acquiring the three-phase voltage and three-phase current of the vehicle motor in its current state; performing coordinate transformations on the three-phase voltage and three-phase current based on a preset coordinate transformation matrix to obtain voltage and current sets in a two-phase stationary coordinate system; calculating the first rotor position and first rotor speed of the vehicle motor in low-speed mode based on a preset variable amplitude high-frequency rotating voltage injection estimator and current set, and calculating the second rotor position and second rotor speed of the vehicle motor in medium- and high-speed mode based on a preset sliding mode control estimator, voltage and current sets; calculating a smoothing weight coefficient of the vehicle motor based on the first rotor speed and second rotor speed; calculating the target rotor position and target rotor speed of the vehicle motor based on the smoothing weight coefficient, the first rotor position, the first rotor speed, the second rotor position, and the second rotor speed; and controlling the vehicle motor based on the target rotor position and target rotor speed.

[0010] In addition, the vehicle full-speed-range sensorless control method according to the above embodiments of this application may also have the following additional technical features:

[0011] According to one embodiment of this application, the three-phase voltage includes a first voltage, a second voltage, and a third voltage, and the voltage set is obtained by the following formula:

[0012] in, express shaft voltage, express shaft voltage, Indicates the first voltage. Indicates the second voltage. Indicates the third voltage. This represents the preset coordinate transformation matrix; The three-phase current includes the first current, the second current, and the third current, and the current set is obtained by the following formula:

[0013] in, express shaft current, express shaft current, Indicates the first current. Indicates the second current. This indicates the third current.

[0014] According to one embodiment of this application, before obtaining the three-phase voltage and three-phase current of the vehicle motor in its current state, the vehicle full-speed-domain sensorless control method further includes: obtaining the absolute difference between the given speed and the estimated speed of the vehicle motor; calculating the instantaneous voltage value of the injection amplitude based on the absolute difference, and performing amplitude limiting processing on the instantaneous voltage value to obtain the dynamic voltage amplitude; calculating the injection voltage based on the dynamic voltage amplitude, and injecting the injection voltage into the vehicle motor.

[0015] According to one embodiment of this application, the first rotor position and first rotor speed of a vehicle motor in low-speed mode are calculated based on a preset amplitude high-frequency rotating voltage injection estimator and a current set, including: obtaining a high-frequency current component based on the current set; demodulating the high-frequency current component based on the preset amplitude high-frequency rotating voltage injection estimator to obtain a position error signal; processing the position error signal to obtain the first rotor position; and calculating the first rotor speed based on the first rotor position and a preset rotor speed algorithm.

[0016] According to one embodiment of this application, the second rotor position and second rotor speed of the vehicle motor in medium-high speed mode are calculated based on a preset sliding mode control estimator, voltage set, and current set. This includes: constructing a current sliding mode observer based on a preset motor model voltage set; determining a sliding mode control function based on the current sliding mode observer and current set; obtaining the back electromotive force (EMF) of the vehicle motor based on the sliding mode control function, the estimated speed of the vehicle motor, and the estimated rotor position; performing an arctangent calculation on the back EMF based on a preset four-quadrant arctangent function to obtain position parameters; and obtaining the second rotor position and second rotor speed of the vehicle motor in medium-high speed mode based on a preset low-pass filter and the position parameters.

[0017] According to one embodiment of this application, the smoothing weighting coefficient of the vehicle motor is calculated using the following formula:

[0018] in, This represents the exponential switching function. Indicates the current rotor speed. Indicates the first rotor speed. Indicates the second rotor speed. denoted by , where represents the center switching speed, and k represents the switching slope factor.

[0019] According to one embodiment of this application, the target rotor position and target rotor speed of the vehicle motor are calculated using the following formula:

[0020]

[0021] in, Indicates the target rotor position. Represents the smoothing weighting coefficient. Indicates the first rotor position. Indicates the position of the second rotor. Indicates the target rotor speed. Indicates the first rotor speed. This indicates the second rotor speed.

[0022] To achieve the above objectives, a second aspect of this application proposes a sensorless control device for a vehicle operating at full speed, comprising: an acquisition module for acquiring the three-phase voltage and three-phase current of the vehicle motor in its current state; a coordinate transformation module for performing coordinate transformations on the three-phase voltage and three-phase current based on a preset coordinate transformation matrix to obtain voltage and current sets in a two-phase stationary coordinate system; a first calculation module for calculating the first rotor position and first rotor speed of the vehicle motor in low-speed mode based on a preset high-frequency rotating voltage injection estimator and current set, and calculating the second rotor position and second rotor speed of the vehicle motor in medium- and high-speed mode based on a preset sliding mode control estimator, voltage and current sets; a second calculation module for calculating a smoothing weight coefficient of the vehicle motor based on the first rotor speed and second rotor speed; a third calculation module for calculating the target rotor position and target rotor speed of the vehicle motor based on the smoothing weight coefficient, the first rotor position, the first rotor speed, the second rotor position, and the second rotor speed; and a control module for controlling the vehicle motor based on the target rotor position and target rotor speed.

[0023] According to the embodiments of this application, the vehicle full-speed-range sensorless control device adopts a dual-observer parallel estimation and exponential weight single-cycle fusion strategy to achieve seamless and disturbance-free transition between low-speed and high-speed operating conditions, enabling the motor to operate smoothly and efficiently across the entire speed range, thereby improving overall switching efficiency, reliability and driving comfort.

[0024] To achieve the above objectives, a third aspect of this application provides a vehicle comprising: a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the processor executes the program to implement the aforementioned sensorless full-speed-range vehicle control method.

[0025] According to the embodiments of this application, when the processor executes the computer program, the vehicle can implement the above-mentioned sensorless control method for full-speed range of vehicles. Based on the above-mentioned sensorless control method for full-speed range of vehicles, a dual-observer parallel estimation and exponential weight single-cycle fusion strategy are adopted to achieve seamless and disturbance-free transition between low-speed and high-speed operating conditions, enabling the motor to operate smoothly and efficiently across the full speed range, and improving the overall switching efficiency, reliability and driving comfort.

[0026] To achieve the above objectives, a fourth aspect of this application provides a computer-readable storage medium having a computer program stored thereon, which is executed by a processor to implement the aforementioned sensorless control method for full-speed range vehicles.

[0027] According to the embodiments of this application, a computer-readable storage medium storing a computer program thereon implements the above-described sensorless full-speed-range control method for vehicles when executed by a processor. Based on the above-described sensorless full-speed-range control method for vehicles, a dual-observer parallel estimation and exponential weight single-cycle fusion strategy are adopted to achieve seamless and disturbance-free transition between low-speed and high-speed operating conditions, enabling the motor to operate smoothly and efficiently across the entire speed range, and improving the overall switching efficiency, reliability and driving comfort. Attached Figure Description

[0028] Figure 1 The flowchart below shows a sensorless control method for a vehicle across the full speed range according to some embodiments of this application. Figure 2 This is a flowchart of a sensorless control method for a vehicle across the full speed range according to a specific embodiment of this application; Figure 3 This is a block diagram of a sensorless full-speed-range vehicle control device according to some embodiments of this application; Figure 4 This is a block diagram of a vehicle according to some embodiments of this application. Detailed Implementation

[0029] The embodiments of this application are described in detail below. Examples of these embodiments are shown in the accompanying drawings, wherein the same or similar reference numerals denote the same or similar elements or elements having the same or similar functions throughout. The embodiments described below with reference to the accompanying drawings are exemplary and intended to explain this application, and should not be construed as limiting this application.

[0030] The following describes in detail, with reference to the accompanying drawings, a sensorless control method, apparatus, vehicle, and medium for full-speed range vehicles according to embodiments of this application.

[0031] Figure 1 This is a flowchart of a sensorless full-speed-range vehicle control method according to some embodiments of this application. (Refer to...) Figure 1 Sensorless control methods for full-speed range vehicles may include: S1, obtain the three-phase voltage and three-phase current of the vehicle motor in its current state.

[0032] Here, three phases refer to the three phases (A phase, B phase, and C phase) in a three-phase AC power system. Three-phase voltage refers to the instantaneous terminal voltage of the motor stator winding corresponding to phases A, B, and C, and three-phase current refers to the instantaneous line current flowing into the motor stator corresponding to phases A, B, and C. The three-phase voltage and three-phase current can be obtained in real time by a voltage sensor and a current sensor fixed on the motor stator, respectively, through a sampling circuit.

[0033] Specifically, the vehicle motor's three-phase voltage and three-phase current are collected in real time under the current operating conditions by deploying voltage and current sensors.

[0034] S2, based on the preset coordinate transformation matrix, performs coordinate transformation on the three-phase voltage and three-phase current respectively to obtain the voltage set and current set in the two-phase stationary coordinate system.

[0035] The preset coordinate transformation matrix refers to a pre-set transformation matrix used to convert three-phase instantaneous electrical quantities into two-phase stationary coordinate system components. The preset coordinate transformation matrix can be set by technicians according to actual conditions; no specific restrictions are imposed here. Coordinate transformation refers to the calculation process of linearly projecting three-phase voltages and currents to obtain orthogonal α-β axis signals.

[0036] The two-phase stationary coordinate system abstracts the three-phase windings of a motor into spatially orthogonal and fixed α-β axes, which simplifies the calculation of AC quantities and can process voltage and current signals under the same stationary reference frame.

[0037] The voltage set refers to the set of α-axis and β-axis voltage components generated after transformation. The current set refers to the set of α-axis and β-axis current components generated after transformation.

[0038] Specifically, the three-phase voltage and three-phase current are input to a preset coordinate transformation matrix, and after linear operation, the α-axis voltage, β-axis voltage, α-axis current, and β-axis current are output to form a voltage set and a current set.

[0039] S3, based on the preset amplitude value high-frequency rotating voltage injection estimator and current set, calculates the first rotor position and first rotor speed of the vehicle motor in low-speed mode, and based on the preset sliding mode control estimator, voltage set and current set, calculates the second rotor position and second rotor speed of the vehicle motor in medium and high-speed mode.

[0040] The preset amplitude high-frequency rotating voltage injection estimator refers to a pre-set low-speed observation module used to inject adjustable high-frequency rotating voltage into the motor in the zero-speed and low-speed ranges. Utilizing the high-frequency current response generated by the salient pole effect, rotor position information is extracted through demodulation and phase-locked loop, enabling reliable start-up and low-speed operation without position sensors. The preset amplitude high-frequency rotating voltage injection estimator can be set by technicians according to actual conditions; no specific restrictions are imposed here.

[0041] Low-speed mode refers to the operating mode where the motor speed is below the lower limit of the switching range. The first rotor position refers to the estimated electrical angle value of the motor rotor in low-speed mode, used to identify the real-time angular position of the rotor under this operating condition. The first rotor speed refers to the estimated electrical angular velocity of the motor rotor in low-speed mode, used to identify the real-time speed of the rotor under this operating condition.

[0042] The preset sliding mode control estimator refers to a pre-set medium- and high-speed observation module, which is used to quickly and accurately capture rotor position and speed information from back electromotive force in the medium- and high-speed range by virtue of its strong robustness, thereby improving the continuity and reliability of observation results across the entire speed range.

[0043] Medium-high speed mode refers to the operating mode where the motor speed is higher than the upper limit of the switching range. The second rotor position refers to the estimated electrical angle value of the motor rotor in medium-high speed mode, used to identify the real-time angular position of the rotor under this operating condition. The second rotor speed refers to the estimated electrical angular velocity of the motor rotor in medium-high speed mode, used to identify the real-time speed of the rotor under this operating condition.

[0044] Specifically, the current set is first fed into a preset amplitude high-frequency rotating voltage injection estimator to calculate the first rotor position and first rotor speed in low-speed mode. At the same time, the voltage set and current set are fed into a preset sliding mode control estimator to calculate the second rotor position and second rotor speed in medium- and high-speed mode.

[0045] S4. Based on the first rotor speed and the second rotor speed, the smoothing weighting coefficient of the vehicle motor is calculated.

[0046] Among them, the smoothing weight coefficient refers to the dimensionless weight value calculated based on the current rotational speed and the first rotor speed and the second rotor speed. It is used to proportionally fuse the estimation results of low-speed mode and medium-high speed mode to achieve a smooth transition process.

[0047] Specifically, a smoothing weighting coefficient in the 0–1 range is calculated based on the first rotor speed and the second rotor speed. This coefficient is used to proportionally fuse the estimation results of the low-speed mode and the medium-to-high-speed mode, ensuring a smooth and shock-free transition within the switching zone.

[0048] S5. Based on the smoothing weight coefficient, the first rotor position, the first rotor speed, the second rotor position, and the second rotor speed, the target rotor position and the target rotor speed of the vehicle motor are calculated.

[0049] The target rotor position refers to the final electrical angle value obtained by weighting and fusing the first rotor position and the second rotor position according to a smoothing weighting coefficient, which is used as the instantaneous angle reference for field-oriented control. The target rotor speed refers to the final electrical angular velocity obtained by weighting and fusing the first rotor speed and the second rotor speed according to a smoothing weighting coefficient, which is used as the unified speed reference for speed loop feedback and system status monitoring.

[0050] Specifically, a weighted operation is performed on the first rotor position, first rotor speed, second rotor position, and second rotor speed based on the smoothing weight coefficient to generate the target rotor position and target rotor speed required for the orientation of the vehicle motor's magnetic field.

[0051] S6 controls the vehicle motor based on the target rotor position and target rotor speed.

[0052] Specifically, the target rotor position is used as the real-time angle reference for rotational coordinate transformation, and the target rotor speed is used as the real-time speed reference for speed loop feedback to control the vehicle motor.

[0053] This application obtains the α-β axis voltage and current sets by real-time sampling of the stator three-phase voltage and three-phase current and transforming them through a preset coordinate transformation matrix; in the low-speed region, the first rotor position and first rotor speed are extracted by a variable amplitude high-frequency rotating voltage injection estimator, and in the medium- and high-speed regions, the second rotor position and second rotor speed are extracted by a sliding mode control estimator; smoothing weight coefficients are generated based on the two sets of speeds, and the target rotor position and target rotor speed are obtained by weighted fusion of the smoothing weight coefficients; the target rotor position is used as the rotation coordinate transformation angle reference and the target rotor speed is used as the speed loop feedback reference to achieve stable closed-loop operation without position sensors in the entire speed domain.

[0054] This reduces torque shock and speed oscillation caused by traditional hard switching; the absence of position sensors across the entire speed range reduces system cost and wiring complexity, while improving reliability in harsh environments such as high temperature and high speed. It also balances dynamic response speed and steady-state accuracy, enabling low-noise, high-efficiency, and highly robust sensorless operation of automotive motors across all operating conditions.

[0055] In some embodiments of this application, the three-phase voltage includes a first voltage, a second voltage, and a third voltage, and the voltage set is obtained by the following formula:

[0056] in, express shaft voltage, express shaft voltage, Indicates the first voltage. Indicates the second voltage. Indicates the third voltage. This represents the preset coordinate transformation matrix; The three-phase current includes the first current, the second current, and the third current, and the current set is obtained by the following formula:

[0057] in, express shaft current, express shaft current, Indicates the first current. Indicates the second current. This indicates the third current.

[0058] Specifically, the α-axis voltage is the voltage component projected onto the α-axis of a stationary two-phase coordinate system after the three-phase voltage has undergone coordinate transformation. Axis voltage is the projection of the three-phase terminal voltages onto a stationary two-phase coordinate system after coordinate transformation. Voltage components on the axis.

[0059] The first voltage can be the voltage at phase A, expressed as: The second voltage can be the voltage at phase B, expressed as... The third voltage can be the voltage at the C-phase terminal, expressed as... .

[0060] The α-axis current is the current component projected onto the α-axis of a stationary two-phase coordinate system after the three-phase current has undergone coordinate transformation. Shaft current is the projection of the three-phase terminal currents onto a stationary two-phase coordinate system after coordinate transformation. Current components on the axis.

[0061] The first current can be the A-phase line current, expressed as: The second current can be the B-phase line current, expressed as... The third current can be the C-phase line current, expressed as... .

[0062] Furthermore, the preset coordinate transformation matrix can be selected as the Clark transformation matrix (a mathematical tool for transforming variables in a three-phase stationary coordinate system to a two-phase stationary coordinate system). The specific format is as follows:

[0063] For example, matrix multiplication can be performed on the three-phase voltages (including the first voltage, the second voltage, and the third voltage) and the three-phase currents (including the first current, the second current, and the third current) at the same sampling time using the Clark matrix to obtain the voltage set (including the α-axis voltage and the β-axis voltage) and the current set (including the α-axis current and the β-axis current) in the α-β stationary coordinate system. This can be used for subsequent parallel calculations by the high-speed and low-speed dual observers to complete the full-speed domain signal preprocessing for sensorless control.

[0064] The voltage and current sets obtained by coordinate transformation maintain the same amplitude as the original three-phase quantities, providing a high-precision, low-latency data foundation for subsequent smooth switching and sensorless closed-loop control, thus balancing dynamic response speed and steady-state control accuracy across the entire speed range.

[0065] In some embodiments of this application, before obtaining the three-phase voltage and three-phase current of the vehicle motor in its current state, the vehicle full-speed-domain sensorless control method further includes: obtaining the absolute difference between the given speed and the estimated speed of the vehicle motor; calculating the instantaneous voltage value of the injection amplitude based on the absolute difference, and performing amplitude limiting processing on the instantaneous voltage value to obtain the dynamic voltage amplitude; calculating the injection voltage based on the dynamic voltage amplitude, and injecting the injection voltage into the vehicle motor.

[0066] Here, the given speed refers to the desired motor speed, which is used as the reference input for the speed loop. The estimated speed refers to the real-time motor speed calculated by the observer (high-frequency injection or sliding mode observer) in the current control cycle, which is compared with the given speed to generate an error signal.

[0067] The absolute difference can be calculated as follows:

[0068] in, This represents the absolute difference between the given speed and the estimated speed of the vehicle's electric motor. Indicates a given rotational speed. This indicates the estimated rotational speed.

[0069] The instantaneous voltage value of the injected amplitude refers to the high-frequency voltage amplitude, which is not yet limited, calculated in real time by the speed error through a PI (Proportional-Integral) regulator, and determines the strength of the injected signal.

[0070] For example, the calculation method of the PI controller can be expressed as follows:

[0071] in, The instantaneous voltage value representing the injection amplitude. The proportional gain determines the transient response speed of the error. This represents the integral gain, used to eliminate steady-state errors and maintain the accuracy of the injected amplitude. The proportional gain and integral gain can be set by technicians according to the actual situation; there are no specific restrictions.

[0072] Limiting refers to clamping the instantaneous voltage value to preset upper and lower limits to prevent overvoltage injection from causing motor saturation or excessive noise. Dynamic voltage amplitude refers to the final high-frequency injected voltage amplitude after limiting, which automatically increases or decreases with speed error, taking into account both signal-to-noise ratio and loss control.

[0073] For example, the clipping rule can be expressed as:

[0074] in, This indicates the dynamic voltage amplitude. This indicates the minimum allowable voltage amplitude for injection, preventing insufficient signal-to-noise ratio due to a weak signal. This indicates the maximum allowable voltage amplitude, preventing excessive voltage from causing motor saturation, noise, or additional losses. and It can be determined by a combination of motor parameters and operating condition calibration.

[0075] Injected voltage refers to a high-frequency voltage vector that rotates at a set high-frequency angular frequency in the α-β stationary coordinate system with dynamic voltage amplitude as the modulus. It is used to excite the salient pole current response to extract the low-speed rotor position.

[0076] For example, the injection voltage can be calculated as follows;

[0077]

[0078] in, This represents the high-frequency injection voltage component along the α-axis. This represents the β-axis high-frequency injected voltage component. This indicates the preset high-frequency angular frequency, which determines the rotational speed and spectral position of the injected signal. This represents the current control cycle time and is used to generate a continuous rotation vector.

[0079] Specifically, first, the given speed and the estimated speed are read, the absolute difference is calculated and sent to the PI controller to obtain the instantaneous voltage value of the injected amplitude. Then, the instantaneous voltage value of the injected amplitude is clamped to [the specified value] through amplitude limiting processing. , The dynamic voltage amplitude is output within the specified range. Finally, the injection voltage is generated based on the dynamic voltage amplitude.

[0080] By preprocessing the injected voltage, the amplitude of the injected voltage dynamically adjusts with the speed error: when the error is large, the amplitude is automatically increased to ensure the signal-to-noise ratio and rotor observation accuracy in the low-speed range; when the error is small, the amplitude is automatically reduced to suppress high-frequency losses, noise, and motor heating. This achieves adaptive injection intensity throughout the transition from zero speed to medium and high speeds, providing a continuous, stable, and low-disturbance raw signal for subsequent sensorless control, thus improving the full-speed-range start-up success rate, operating efficiency, and robustness.

[0081] In some embodiments of this application, the first rotor position and first rotor speed of the vehicle motor in low-speed mode are calculated based on a preset amplitude high-frequency rotating voltage injection estimator and a current set, including: obtaining a high-frequency current component based on the current set; demodulating the high-frequency current component based on the preset amplitude high-frequency rotating voltage injection estimator to obtain a position error signal; processing the position error signal to obtain the first rotor position; and calculating the first rotor speed based on the first rotor position and a preset rotor speed algorithm.

[0082] Among them, the high-frequency current component refers to the sinusoidal current component with a frequency equal to the injection frequency extracted from the α-β axis current set by the bandpass filter, which carries rotor salient pole position information.

[0083] For example, a band-pass filter (BPF) or other filters can be selected to extract the high-frequency current component. The extraction of the high-frequency current component can be expressed as:

[0084]

[0085] in, This represents the α-axis high-frequency current component extracted after bandpass filtering. This represents the β-axis high-frequency current component extracted after bandpass filtering.

[0086] Demodulation is a signal processing procedure that separates the low-frequency components carrying useful information from the high-frequency carrier in a modulated signal. In this application, the demodulation of the high-frequency current component is achieved by multiplying and summing the high-frequency current component with an orthogonal reference of the injected voltage.

[0087] The position error signal refers to the DC error obtained after demodulation, and its amplitude is proportional to the difference between the actual rotor position and the estimated position.

[0088] For example, demodulating the high-frequency current component to obtain the position error signal can be expressed as:

[0089] in, This indicates the position error signal.

[0090] Furthermore, a low-pass filter (LPF) can be used to filter out all high-frequency components in the position error signal, obtaining the DC error signal. For example, filtering the position error signal can be expressed as:

[0091]

[0092] in, This represents the DC position error signal obtained after low-pass filtering. This indicates the estimated rotor electrical angle. This represents the actual rotor electrical angle. This represents the difference between the estimated angle and the actual angle. K represents the gain coefficient related to the motor saliency ratio and the injection amplitude.

[0093] Furthermore, when the estimated location is close to the actual location, the error... Very small, sin(2 ) ≈2 Therefore ≈2K· The filtered output is proportional to the position error and can be directly used as the linear error input of the phase-locked loop.

[0094] Then the above error signal The input phase-locked loop (PLL) drives the internal PI controller error to near zero, forcing the estimated position to converge to the true position, thus outputting the estimated position and estimated speed of the high-frequency injection method.

[0095] The transfer function of a phase-locked loop can be expressed as:

[0096] in, Indicates the first rotor position. This represents the proportional gain of the phase-locked loop, which determines the transient response speed of the error. This represents the integral gain of the phase-locked loop, used to eliminate steady-state phase errors. denoted as the Laplace operator, representing the differential or integral operation in a continuous field.

[0097] The preset rotor speed algorithm refers to the preset calculation rules for calculating the first rotor speed. For example, the preset rotor speed algorithm can be set to differentiate the first rotor speed. The preset rotor speed algorithm can be set by technicians according to the actual situation, and there are no specific restrictions.

[0098] Specifically, a bandpass filter is first used to extract the high-frequency current component from the α-β current concentration. This component is then demodulated synchronously with an injection voltage quadrature reference to obtain a position error signal containing position information. After low-pass filtering, an approximately linear DC position error signal is output. This DC position error signal is then fed into a phase-locked loop (PLL) and driven to zero by a PI controller. The loop output is the first rotor position. Finally, the first rotor speed is obtained based on this first rotor position and a preset rotor speed algorithm.

[0099] By converting the salient pole information in the high-frequency current into linear error, and tracking it with zero steady-state error via a phase-locked loop, high-precision estimation of rotor position in the low-speed range is achieved, ensuring smooth start-up without reverse rotation and providing full-load starting capability. This lays the foundation for the reliability and efficiency of sensorless control across the entire speed range.

[0100] In some embodiments of this application, the second rotor position and second rotor speed of the vehicle motor in medium-to-high speed mode are calculated based on a preset sliding mode control estimator, voltage set, and current set. This includes: constructing a current sliding mode observer based on a preset motor model voltage set; determining a sliding mode control function based on the current sliding mode observer and current set; obtaining the back electromotive force (EMF) of the vehicle motor based on the sliding mode control function, the estimated speed of the vehicle motor, and the estimated rotor position; performing an arctangent calculation on the back EMF based on a preset four-quadrant arctangent function to obtain position parameters; and obtaining the second rotor position and second rotor speed of the vehicle motor in medium-to-high speed mode based on a preset low-pass filter and position parameters.

[0101] The preset motor model refers to the stator voltage equation constructed in the α-β stationary coordinate system using stator resistance, stator inductance, and back electromotive force, which is used to describe the electromagnetic relationships of the motor in the medium- and high-speed range.

[0102] A current sliding mode observer is a closed-loop observer that uses the estimated current to track the measured current based on the aforementioned preset motor model, and forces the current error to dynamically converge to zero through a sliding mode control law.

[0103] For example, a current sliding mode observer is constructed in the stationary α-β coordinate system as follows:

[0104]

[0105] in, This represents the α-axis stator current estimated by the observer. This represents the β-axis stator current estimated by the observer. and It is generated by the mathematical calculation model inside the observer.

[0106] This represents the stator phase resistance, used to characterize the copper loss of the winding. This represents the α-axis sliding mode control quantity, used to force the estimated current to track the measured current and to extract the back electromotive force equivalently. Represents the β-axis sliding mode control quantity, with the same function as... Together, they constitute the forced control term of the sliding mode surface. The back electromotive force is the α-β axis orthogonal voltage component extracted from the sliding mode control quantity after low-pass filtering, and its amplitude and phase contain rotor position and speed information.

[0107] The sliding mode control function is a saturation function used to generate continuous sliding mode control quantities. It is used to linearly adjust within the boundary layer and maintain a constant value outside the layer, which ensures that the current observation error converges quickly and effectively suppresses the high-frequency chattering caused by the traditional sign function.

[0108] For example, the sliding mode control function can be expressed as:

[0109]

[0110] Among them, K determines the magnitude of the sliding mode control variable; the larger the gain, the faster the convergence. σ sets the boundary layer thickness; increasing the thickness can reduce chattering but decrease transient response, while decreasing the thickness can improve tracking accuracy but easily induce chattering. This represents a continuously saturated function.

[0111] The error in the α-axis current observation can be expressed as follows: . The error in the observation of the β-axis current can be expressed as follows: .

[0112] For example, by continuously adjusting the sliding mode control item To force the observation current Approximates the actual current detected by the sensor. When the error between the two is very small, the sliding mode control quantity can be considered as small. Equivalent to back electromotive force This can be considered as the sliding mode control quantity. Including back EMF information, the back EMF can be estimated by eliminating high-frequency switching components through a low-pass filter.

[0113] The process of obtaining the back electromotive force estimation can be expressed as:

[0114]

[0115] in, This represents the back electromotive force along the α axis. Represents the back electromotive force along the β axis. This indicates the magnetic flux linkage of a permanent magnet.

[0116] Furthermore, the back electromotive force is calculated based on the preset four-quadrant arctangent function to obtain the position parameters.

[0117] The preset four-quadrant arctangent function can be used for atan2 calculation, which can automatically determine the quadrant based on the sign of the two-axis back electromotive force and output the position parameters. The position parameters refer to the original electrical angles obtained by the four-quadrant arctangent calculation.

[0118] For example, the location parameter can be calculated as follows:

[0119] in, Indicates positional parameters.

[0120] Then, based on the preset low-pass filter and position parameters, the second rotor position and second rotor speed of the vehicle motor in medium and high speed mode are obtained.

[0121] The preset low-pass filter refers to a pre-set low-pass filter used to filter out high-frequency ripple from the sliding mode switch, resulting in a smooth output of the second rotor position. The preset low-pass filter can be set by technicians according to actual conditions, and there are no specific restrictions.

[0122] For example, when position parameters are input into a phase-locked loop (PLL), the PLL's transfer function can be expressed as:

[0123] The estimated position is obtained by integration using the voltage-controlled oscillator in the phase-locked loop, and its calculation method can be expressed as follows: .

[0124] Finally, the second rotor position and second rotor speed of the vehicle motor in medium-to-high speed mode are obtained. This can be expressed as:

[0125]

[0126] A current sliding mode observer is constructed using the α-β axis stator voltage equation. A sliding mode control quantity is generated using a continuous saturation function to force the observed current to track the measured current. When the error converges to zero, the α-axis sliding mode control quantity and the β-axis sliding mode control quantity are low-pass filtered to extract the back electromotive force. Then, the original electrical angle is obtained by four-quadrant arctangent operation as the position parameter. The parameter is fed into a phase-locked loop to filter out the switching ripple and differentiated. Finally, the smooth and non-jumping second rotor position and second rotor speed are output, completing the sensorless estimation in the medium and high speed range.

[0127] This scheme maintains strong robustness to parameter disturbances and load abrupt changes while reducing back EMF estimation errors. The arctangent-phase-locked loop cascade structure further filters out switching noise, enabling smooth sensorless switching and stable speed operation in the medium and high speed ranges, thus improving estimation efficiency, noise quality, and full-speed-range reliability.

[0128] In some embodiments of this application, the smoothing weighting coefficient of the vehicle motor is calculated using the following formula:

[0129] in, This represents the exponential switching function. Indicates the current rotor speed. Indicates the first rotor speed. Indicates the second rotor speed. denoted by , where represents the center switching speed, and k represents the switching slope factor.

[0130] Furthermore, the current rotor speed can be obtained in real time by the sensor.

[0131] First rotor speed This indicates the starting speed of the switching zone. When the current rotor speed is lower than this speed, the estimated value is obtained entirely using the variable amplitude high-frequency injection method. Second rotor speed This indicates the end speed of the switching zone. When the current rotor speed is higher than this speed, the estimated value from the sliding mode control estimator is used entirely. Center switching speed. It is the center point of the switching area, and its calculation method can be expressed as: Weight .

[0132] The switching slope factor k is an adjustable parameter with a positive sign. By adjusting this value, the smoothness and speed of switching can be flexibly controlled.

[0133] Using an exponential switching function as a unified weight allocator across the entire speed domain, a seamless transition is achieved between the first and second rotor speeds via a monotonically continuous curve. Within the same control cycle, low-speed high-frequency injection and high-speed sliding mode observation results are proportionally fused, resulting in no torque shock or speed drop during the switching process, ensuring both low-speed signal-to-noise ratio and high-speed accuracy. Furthermore, the switching slope factor is adjustable offline, balancing response speed and stability, enabling smooth operation of the automotive motor without position sensors across all operating conditions.

[0134] In some embodiments of this application, the target rotor position and target rotor speed of the vehicle motor are calculated using the following formulas:

[0135]

[0136] in, Indicates the target rotor position. Represents the smoothing weighting coefficient. Indicates the first rotor position. Indicates the position of the second rotor. Indicates the target rotor speed. Indicates the first rotor speed. This indicates the second rotor speed.

[0137] Specifically, the control unit performs weighted fusion of the two sets of estimation results for low speed and high speed based on the smoothing weight coefficient, and outputs a unified target rotor position and target rotor speed as the basis for controlling the vehicle motor, so as to achieve continuous and smooth switching of sensorless operation in the full speed range.

[0138] As a specific embodiment of this application, please refer to the following: Figure 2 The sensorless full-speed-range vehicle control method of this application may further include: S201, Obtain three-phase voltage and three-phase current: Obtain three-phase voltage and three-phase current in real time from the sampling circuit.

[0139] S202, Coordinate Transformation: The three phases are mapped to a two-phase stationary coordinate system through a preset coordinate transformation matrix to obtain the current set and voltage set.

[0140] S203, Calculate the first rotor speed and first rotor position in low-speed mode: Call the variable amplitude high-frequency injection estimator and use the current set to generate the first rotor position and first rotor speed in the low-speed segment.

[0141] S204, Calculate the second rotor speed and second rotor position in high-speed mode: Call the sliding mode control estimator and use the voltage set and current set to generate the second rotor position and second rotor speed in the medium and high speed range.

[0142] S205, Calculate the smoothing weight coefficient: Calculate the exponential smoothing weight based on the current rotational speed and the first rotor speed and the second rotor speed.

[0143] S206, Calculate the target rotor position and target rotor speed: Use exponential smoothing weights to perform weighted fusion of the first rotor speed and the second rotor speed, the first rotor position and the second rotor position, and calculate the target rotor position and target rotor speed.

[0144] S207, Controlling the motor: Controlling the motor based on the target rotor position and target rotor speed.

[0145] This application also provides a sensorless, full-speed-range vehicle control device, referring to... Figure 3The device 300 includes: an acquisition module 310, a coordinate transformation module 320, a first calculation module 330, a second calculation module 340, a third calculation module 350, and a control module 360.

[0146] The acquisition module 310 is used to acquire the three-phase voltage and three-phase current of the vehicle motor in the current state; the coordinate transformation module 320 is used to perform coordinate transformation on the three-phase voltage and three-phase current respectively based on a preset coordinate transformation matrix to obtain the voltage set and current set in a two-phase stationary coordinate system; the first calculation module 330 is used to calculate the first rotor position and first rotor speed of the vehicle motor in low-speed mode based on a preset variable amplitude high-frequency rotating voltage injection estimator and current set, and to calculate the second rotor position and second rotor speed of the vehicle motor in medium- and high-speed mode based on a preset sliding mode control estimator, voltage set and current set; the second calculation module 340 is used to calculate the smoothing weight coefficient of the vehicle motor according to the first rotor speed and the second rotor speed; the third calculation module 350 is used to calculate the target rotor position and target rotor speed of the vehicle motor according to the smoothing weight coefficient, the first rotor position, the first rotor speed, the second rotor position and the second rotor speed; and the control module 360 ​​is used to control the vehicle motor according to the target rotor position and the target rotor speed.

[0147] In some embodiments of this application, the coordinate transformation module 320 is used to determine that the three-phase voltages include a first voltage, a second voltage, and a third voltage, and obtains the voltage set using the following formula:

[0148] in, express shaft voltage, express shaft voltage, Indicates the first voltage. Indicates the second voltage. Indicates the third voltage. This represents the preset coordinate transformation matrix; The three-phase current includes the first current, the second current, and the third current, and the current set is obtained by the following formula:

[0149] in, express shaft current, express shaft current, Indicates the first current. Indicates the second current. This indicates the third current.

[0150] In some embodiments of this application, before the acquisition module 310 acquires the three-phase voltage and three-phase current of the vehicle motor in its current state, the acquisition module 310 is further configured to: acquire the absolute difference between the given speed and the estimated speed of the vehicle motor; calculate the instantaneous voltage value of the injection amplitude based on the absolute difference, and perform amplitude limiting processing on the instantaneous voltage value to obtain the dynamic voltage amplitude; calculate the injection voltage based on the dynamic voltage amplitude, and inject the injection voltage into the vehicle motor.

[0151] In some embodiments of this application, the first calculation module 330 calculates the first rotor position and the first rotor speed of the vehicle motor in low-speed mode based on a preset amplitude high-frequency rotating voltage injection estimator and a current set. Specifically, it is used to: obtain high-frequency current components based on the current set; demodulate the high-frequency current components based on the preset amplitude high-frequency rotating voltage injection estimator to obtain a position signal; process the position signal to obtain the first rotor position; and calculate the first rotor speed based on the first rotor position and a preset rotor speed algorithm.

[0152] In some embodiments of this application, the second calculation module 340 calculates the second rotor position and second rotor speed of the vehicle motor in medium-high speed mode, including: constructing a current sliding mode observer based on a preset motor model voltage set; determining a sliding mode control function based on the current sliding mode observer and the current set; obtaining the back electromotive force of the vehicle motor based on the sliding mode control function, the estimated speed of the vehicle motor, and the estimated rotor position; performing arctangent calculation on the back electromotive force based on a preset four-quadrant arctangent function to obtain position parameters; and obtaining the second rotor position and second rotor speed of the vehicle motor in medium-high speed mode based on a preset low-pass filter and position parameters.

[0153] In some embodiments of this application, the third calculation module 350 calculates the smoothing weighting coefficient of the vehicle motor using the following formula:

[0154] in, This represents the exponential switching function. Indicates the current rotor speed. Indicates the first rotor speed. Indicates the second rotor speed. denoted by , where represents the center switching speed, and k represents the switching slope factor.

[0155] In some embodiments of this application, the third calculation module 350 calculates the target rotor position and target rotor speed of the vehicle motor using the following formula:

[0156]

[0157] in, Indicates the target rotor position. Represents the smoothing weighting coefficient. Indicates the first rotor position. Indicates the position of the second rotor. Indicates the target rotor speed. Indicates the first rotor speed. This indicates the second rotor speed.

[0158] It should be noted that for details not disclosed in the vehicle full-speed-range sensorless control device of this application embodiment, please refer to the details disclosed in the vehicle full-speed-range sensorless control method of this application embodiment, which will not be repeated here.

[0159] Corresponding to the above embodiments, this application also provides a vehicle, specifically referring to... Figure 4 The vehicle 400 includes: a memory 410, a processor 420, and a computer program stored on the memory 410 and executable on the processor 420. The processor 420 executes the program to implement the aforementioned sensorless full-speed-range vehicle control method.

[0160] This application also provides a computer-readable storage medium having a computer program stored thereon, which is executed by a processor to implement the aforementioned sensorless control method for full-speed range vehicles.

[0161] In the description of this specification, references to terms such as "one embodiment," "some embodiments," "example," "specific example," or "some examples," etc., indicate that a specific feature, structure, material, or characteristic described in connection with that embodiment or example is included in at least one embodiment or example of the invention. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Furthermore, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in one or more embodiments or examples.

[0162] Furthermore, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include at least one of that feature. In the description of this invention, "a plurality of" means at least two, such as two, three, etc., unless otherwise explicitly specified.

[0163] In this invention, unless otherwise explicitly specified and limited, the terms "installation," "connection," "linking," and "fixing," etc., should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral part; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; they can refer to the internal communication of two components or the interaction between two components, unless otherwise explicitly limited. Those skilled in the art can understand the specific meaning of the above terms in this invention according to the specific circumstances.

[0164] Although embodiments of the present invention have been shown and described above, it is understood that the above embodiments are exemplary and should not be construed as limiting the present invention. Those skilled in the art can make changes, modifications, substitutions and variations to the above embodiments within the scope of the present invention.

[0165] Any process or method described in the flowchart or otherwise herein is to be understood as representing a module, segment, or portion of code comprising one or more executable instructions for implementing custom logic functions or processes, and the scope of the preferred embodiments of this application includes additional implementations in which functions may be performed not in the order shown or discussed, including substantially simultaneously or in reverse order depending on the functions involved, as should be understood by those skilled in the art to which embodiments of this application pertain.

[0166] It should be noted that the logic and / or steps represented in the flowchart or otherwise described herein, for example, can be considered as a sequenced list of executable instructions for implementing logical functions, and can be specifically implemented in any computer-readable medium for use by, or in conjunction with, an instruction execution system, apparatus, or device (such as a computer-based system, a processor-included system, or other system that can fetch and execute instructions from, an instruction execution system, apparatus, or device). For the purposes of this specification, "computer-readable medium" can be any means that can contain, store, communicate, propagate, or transmit programs for use by, or in conjunction with, an instruction execution system, apparatus, or device. More specific examples (a non-exhaustive list) of computer-readable media include: an electrical connection having one or more wires (electronic device), a portable computer disk drive (magnetic device), random access memory (RAM), read-only memory (ROM), erasable and editable read-only memory (EPROM or flash memory), fiber optic devices, and portable optical disc read-only memory (CDROM). Alternatively, the computer-readable medium may be paper or other suitable media on which the program can be printed, since the program can be obtained electronically, for example, by optically scanning the paper or other medium, followed by editing, interpreting, or otherwise processing as necessary, and then stored in a computer memory.

[0167] It should be understood that various parts of the present invention can be implemented in hardware, software, firmware, or a combination thereof. In the above embodiments, multiple steps or methods can be implemented in software or firmware stored in memory and executed by a suitable instruction execution system. For example, if implemented in hardware, as in another embodiment, it can be implemented using any one or a combination of the following techniques known in the art: discrete logic circuits having logic gates for implementing logical functions on data signals, application-specific integrated circuits (ASICs) having suitable combinational logic gates, programmable gate arrays (PGAs), field-programmable gate arrays (FPGAs), etc.

[0168] Those skilled in the art will understand that all or part of the steps of the methods in the above embodiments can be implemented by a program instructing related hardware. The program can be stored in a computer-readable storage medium, and when executed, the program includes one or a combination of the steps of the method embodiments.

[0169] Furthermore, the functional units in the various embodiments of this application can be integrated into a processing module, or each unit can exist physically separately, or two or more units can be integrated into a module. The integrated module can be implemented in hardware or as a software functional module. If the integrated module is implemented as a software functional module and sold or used as an independent product, it can also be stored in a computer-readable storage medium.

[0170] The storage medium mentioned above can be a read-only memory, a disk, or an optical disk, etc. Although embodiments of this application have been shown and described above, it is understood that the above embodiments are exemplary and should not be construed as limiting this application. Those skilled in the art can make changes, modifications, substitutions, and variations to the above embodiments within the scope of this application.

[0171] It should be understood that the various forms of processes shown above can be used to rearrange, add, or delete steps. For example, the steps described in this application can be executed in parallel, sequentially, or in different orders, as long as the desired result of the technical solution of this application can be achieved, and this is not limited herein.

[0172] The specific embodiments described above do not constitute a limitation on the scope of protection of this application. Those skilled in the art should understand that various modifications, combinations, sub-combinations, and substitutions can be made according to design requirements and other factors. Any modifications, equivalent substitutions, and improvements made within the spirit and principles of this application should be included within the scope of protection of this application.

Claims

1. A sensorless control method for a vehicle across the entire speed range, characterized in that, include: Obtain the three-phase voltage and three-phase current of the vehicle motor in its current state; Based on a preset coordinate transformation matrix, the three-phase voltage and the three-phase current are transformed to obtain the voltage set and current set in a two-phase stationary coordinate system. Based on the preset amplitude value high-frequency rotating voltage injection estimator and the current set, the first rotor position and first rotor speed of the vehicle motor in low-speed mode are calculated, and based on the preset sliding mode control estimator, the voltage set and the current set, the second rotor position and second rotor speed of the vehicle motor in medium- and high-speed mode are calculated. The smoothing weighting coefficient of the vehicle motor is calculated based on the first rotor speed and the second rotor speed. The target rotor position and target rotor speed of the vehicle motor are calculated based on the smoothing weight coefficient, the first rotor position, the first rotor speed, the second rotor position, and the second rotor speed. The vehicle motor is controlled based on the target rotor position and the target rotor speed.

2. The method according to claim 1, characterized in that, The three-phase voltages include a first voltage, a second voltage, and a third voltage, and the voltage set is obtained using the following formula: in, express shaft voltage, express shaft voltage, Indicates the first voltage. Indicates the second voltage. Indicates the third voltage. This represents the preset coordinate transformation matrix; The three-phase currents include a first current, a second current, and a third current, and the current set is obtained using the following formula: in, express shaft current, express shaft current, Indicates the first current. Indicates the second current. This indicates the third current.

3. The method according to claim 1, characterized in that, Before obtaining the three-phase voltage and three-phase current of the vehicle motor in its current state, the method further includes: Obtain the absolute difference between the given speed and the estimated speed of the vehicle motor; The instantaneous voltage value of the injected amplitude is calculated based on the absolute difference, and the instantaneous voltage value is subjected to amplitude limiting processing to obtain the dynamic voltage amplitude; The injection voltage is calculated based on the dynamic voltage amplitude and then injected into the vehicle motor.

4. The method according to claim 3, characterized in that, The calculation of the first rotor position and first rotor speed of the vehicle motor in low-speed mode, based on the preset amplitude high-frequency rotating voltage injection estimator and the current set, includes: The high-frequency current component is obtained based on the current set; The high-frequency current component is demodulated based on the preset amplitude value high-frequency rotating voltage injection estimator to obtain the position error signal; The position error signal is processed to obtain the first rotor position; The first rotor speed is calculated based on the first rotor position and a preset rotor speed algorithm.

5. The method according to claim 1, characterized in that, The calculation of the second rotor position and second rotor speed of the vehicle motor in medium-high speed mode based on the preset sliding mode control estimator, the voltage set, and the current set includes: Based on the voltage set of the preset motor model, a current sliding mode observer is constructed; The sliding mode control function is determined based on the current sliding mode observer and the current set; Based on the sliding mode control function, the estimated speed of the vehicle motor, and the estimated rotor position, the back electromotive force of the vehicle motor is obtained. The back electromotive force is calculated by performing an arctangent function based on a preset four-quadrant arctangent function to obtain the position parameters; the second rotor position and second rotor speed of the vehicle motor in medium-high speed mode are obtained according to a preset low-pass filter and the position parameters.

6. The method according to claim 1, characterized in that, The smoothing weighting coefficient of the vehicle motor is calculated using the following formula: in, This represents the exponential switching function. Indicates the current rotor speed. Indicates the speed of the first rotor. This indicates the speed of the second rotor. denoted by , where represents the center switching speed, and k represents the switching slope factor.

7. The method according to claim 1, characterized in that, The target rotor position and target rotor speed of the vehicle motor are calculated using the following formulas: in, Indicates the target rotor position. This represents the smoothing weight coefficient. Indicates the position of the first rotor. Indicates the position of the second rotor. Indicates the target rotor speed, Indicates the speed of the first rotor. This indicates the speed of the second rotor.

8. A sensorless control device for a vehicle across the entire speed range, characterized in that, include: The acquisition module is used to acquire the three-phase voltage and three-phase current of the vehicle motor in its current state; The coordinate transformation module is used to perform coordinate transformation on the three-phase voltage and the three-phase current based on a preset coordinate transformation matrix, so as to obtain the voltage set and current set in a two-phase stationary coordinate system. The first calculation module is used to calculate the first rotor position and first rotor speed of the vehicle motor in low-speed mode based on a preset variable amplitude high-frequency rotating voltage injection estimator and the current set, and to calculate the second rotor position and second rotor speed of the vehicle motor in medium- and high-speed mode based on a preset sliding mode control estimator, the voltage set and the current set. The second calculation module is used to calculate the smoothing weighting coefficient of the vehicle motor based on the first rotor speed and the second rotor speed. The third calculation module is used to calculate the target rotor position and target rotor speed of the vehicle motor based on the smoothing weight coefficient, the first rotor position, the first rotor speed, the second rotor position, and the second rotor speed. The control module is used to control the vehicle motor according to the target rotor position and the target rotor speed.

9. A vehicle, characterized in that, include: A memory, a processor, and a computer program stored in the memory and executable on the processor, the processor executing the program to implement the sensorless full-speed-range vehicle control method as described in any one of claims 1-7.

10. A computer-readable storage medium having a computer program stored thereon, characterized in that, The program is executed by the processor to implement the sensorless full-speed-range vehicle control method as described in any one of claims 1-7.

Images