Vehicle motor noise adaptive suppression method, controller and vehicle

Abstract

The application relates to the technical field of vehicle control, and discloses a vehicle motor noise self-adaptive suppression method, a controller and a vehicle, wherein an operation parameter in a vehicle operation process is acquired; if the operation parameter meets a preset low modulation ratio control condition, an expected low modulation ratio of the vehicle and a preset slope of modulation ratio switching are calculated according to the operation parameter; based on the preset slope and an adjustment period, a target modulation ratio of each adjustment period is divided between a current modulation ratio of the vehicle and the expected low modulation ratio; and the target modulation ratio of each adjustment period is used to control the vehicle to perform smooth switching of the modulation ratio. The beneficial effect is that the vehicle noise is reduced on the basis of ensuring safe operation of the vehicle.

Description

Technical Field

[0001] This application relates to the field of vehicle control technology, and in particular to an adaptive suppression method for vehicle motor noise, a controller, and a vehicle. Background Technology

[0002] With the rapid iteration and development of vehicle technology, the market and users are constantly increasing their requirements for vehicle power performance and ride quietness.

[0003] The vehicle controls the motor current through an inverter, generating driving torque through the interaction of the stator and rotor magnetic fields. Ideally, the stator magnetic field is sinusoidal, but permanent magnet synchronous motors have structural deviations, and the inverter's switching modulation introduces harmonics. These harmonics, when superimposed, form electromagnetic force waves that excite motor vibration. These harmonics can induce specific orders of electromagnetic howling noise, such as the 18th order. Summary of the Invention

[0004] This application provides a vehicle motor noise adaptive suppression method, controller, and vehicle, which solves the technical problem of how to reduce vehicle noise while ensuring safe vehicle operation, and achieves the technical effect of reducing vehicle noise and optimizing user experience.

[0005] To achieve the above objectives, the main technical solutions adopted in this application include: In a first aspect, embodiments of this application provide an adaptive noise suppression method for vehicle motors, the method comprising: Obtain the operating parameters of the vehicle during operation; If the operating parameters meet the preset low modulation ratio control conditions, then the expected low modulation ratio and the preset slope of the modulation ratio switching of the vehicle are calculated based on the operating parameters. Based on a preset slope and adjustment period, a target adjustment ratio is defined for each adjustment period between the current modulation ratio of the vehicle and the expected low modulation ratio. Using the target modulation ratio for each adjustment cycle, the vehicle is controlled to perform smooth switching of the modulation ratio.

[0006] In this embodiment, by acquiring operating parameters and identifying driving intentions based on these parameters, the expected low modulation ratio under quiet driving conditions is determined. Then, based on this expected low modulation ratio and a preset slope, the target modulation ratio for each adjustment cycle is determined. Finally, based on the target modulation ratio for each adjustment cycle, the modulation ratio is switched cycle by cycle to optimize current control and motor output torque control during modulation ratio switching, thereby ensuring low motor noise and preventing motor whine. Furthermore, this application intelligently switches the modulation ratio through precise, adaptive, and predictable driving intention recognition, thereby balancing noise suppression and performance efficiency. A corresponding current control strategy for inverter modulation ratio changes is also developed, effectively ensuring control stability, torque output accuracy, and smoothness during modulation ratio changes, guaranteeing cyclic operating efficiency, and ensuring vehicle range.

[0007] Secondly, embodiments of this application provide a vehicle motor noise adaptive suppression device, the device comprising: The acquisition module is used to acquire the operating parameters of the vehicle during operation. The switching module is used to calculate the expected low modulation ratio of the vehicle and the preset slope of the modulation ratio switching based on the operating parameters if the operating parameters meet the preset low modulation ratio control conditions; divide the target modulation ratio of each adjustment period between the current modulation ratio of the vehicle and the expected low modulation ratio based on the preset slope and the adjustment period; and use the target modulation ratio of each adjustment period to control the vehicle to perform a smooth switching of the modulation ratio.

[0008] Thirdly, embodiments of this application provide a controller, including: a memory and a processor, wherein the memory and the processor are communicatively connected to each other, the memory stores computer instructions, and the processor executes the computer instructions to perform the method described in any of the above embodiments.

[0009] Fourthly, embodiments of this application provide a computer-readable storage medium storing computer instructions, which are used to cause a computer to perform the method described in any one of the above embodiments.

[0010] Fifthly, embodiments of this application provide a computer program product, including computer instructions, which are used to cause a computer to perform the method described in any of the above embodiments. Attached Figure Description

[0011] To more clearly illustrate the technical solutions in the specific embodiments of this application or the prior art, the drawings used in the description of the specific embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are some embodiments of this application. For those skilled in the art, other drawings can be obtained from these drawings without creative effort.

[0012] Figure 1 A flowchart of a vehicle motor noise adaptive suppression method provided in this application embodiment; Figure 2 A flowchart illustrating the determination of low modulation ratio control conditions provided in an embodiment of this application; Figure 3 A flowchart illustrating the calculation of a preset speed range is provided for an embodiment of this application. Figure 4 A flowchart illustrating a vehicle modulation ratio switching process is provided as an embodiment of this application; Figure 5 A modulation ratio switching flowchart is provided as an embodiment of this application; Figure 6 A flowchart of a vehicle motor noise adaptive suppression method provided in this application embodiment; Figure 7 This is a structural diagram of a vehicle motor noise adaptive suppression device provided in an embodiment of this application; Figure 8 This is a structural diagram of a controller provided in an embodiment of this application. Detailed Implementation

[0013] To make the objectives, technical solutions, and advantages of the embodiments of this application clearer, the technical solutions of the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this application, not all embodiments. Based on the embodiments of this application, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this application.

[0014] Vehicle motors have a fast torque response and high output torque. During acceleration, the high output torque results in more severe noise, causing noticeable motor whine during vehicle operation. Due to the high frequency of this noise, it can be harsh and uncomfortable, significantly impacting the driving experience. Particularly when the motor operates in the high-speed, weak-field region, the inverter current control often employs overmodulation to improve voltage utilization. However, this method increases harmonic components, further exacerbating the noise problem.

[0015] Currently, vehicles control current via an inverter, which generates a magnetic field. This magnetic field interacts with the rotor magnetic field of a permanent magnet synchronous motor to produce torque. Ideally, the magnetic field generated by the stator is a pure sine wave. However, in actual control, due to non-ideal factors in the motor structure such as stator slotting, pole shape, and winding distribution, the stator and rotor magnetic fields are not ideally sinusoidal in space, but contain a series of spatial harmonics. Furthermore, the inverter outputs voltage through modulation to drive the motor and generate current; this output voltage is not an ideal sine wave and typically contains switching frequency harmonics introduced by the switching action. The interaction of these harmonic magnetic fields generates electromagnetic force waves, exciting the motor structure to vibrate, thus producing specific orders of electromagnetic noise. Taking a 3-pole permanent magnet synchronous motor as an example, the 5th and 7th current harmonics introduced by the controller's switching frequency will correspond to the 18th order of electromagnetic noise.

[0016] Therefore, optimizing specific-order noise of the motor is of great significance for improving the driving experience. Currently, noise optimization mainly focuses on two aspects: first, optimizing the motor's electromagnetic design at its source, such as using rotor skew, stator skew, or optimizing pulse width modulation (PWM) strategies, increasing carrier frequency, and performing harmonic current injection compensation; second, isolating noise along the transmission path, such as adding acoustic enclosures to block or attenuate motor noise. Among these, the optimization space for increasing carrier frequency and harmonic current injection compensation is limited. PWM modulation algorithms typically employ overmodulation. While this method can improve voltage utilization and, to some extent, improve the efficiency of the motor and controller system, overmodulation disrupts the linear modulation characteristics of the normal PWM waveform, causing the modulated wave to be clipped in some cycles, thus generating 5th and 7th harmonic currents and worsening specific-order (18th-order) noise of the motor. Overmodulation corresponds to high modulation ratio control, which, while improving voltage utilization and optimizing efficiency and performance, exacerbates noise problems; while low modulation ratio strategies can avoid noise degradation, they reduce system efficiency and power performance.

[0017] However, existing methods all have certain drawbacks: optimizing the electromagnetic design of motors requires multiple rounds of simulation and verification, resulting in a long development cycle; acoustic wrapping is complex to process and has a high cost.

[0018] To address the issue of specific noise degradation in motors, this application proposes an adaptive noise suppression method for vehicle motors. This method optimizes current control at the controller level to achieve noise suppression, offering advantages such as low cost and rapid effectiveness.

[0019] This application can identify driving intentions based on the current motor operating conditions and information such as driving mode and driver throttle depth, and adaptively adjust the modulation ratio based on the identification results: when the motor is about to enter the noise-prone area, a low modulation ratio control is adopted to improve the quietness of the ride; when the noise is not prominent, a high modulation ratio control is adopted to optimize driving efficiency and improve the range.

[0020] However, the driving conditions of a driver are highly variable and random. Adaptive adjustment of the modulation ratio based on driver intent recognition can lead to frequent switching between high and low modulation ratios. For the inverter, frequent changes in the modulation ratio can cause abrupt changes in the control current, potentially resulting in sudden torque fluctuations. In this situation, abnormal vehicle vibration may occur. In severe cases, current control instability and loss of vehicle power may even occur.

[0021] Therefore, this application optimizes the modulation ratio switching process based on driving intention recognition, in addition to the adaptive adjustment of the modulation ratio based on driving intention recognition. It proposes to transition the modulation ratio based on a preset slope, thereby ensuring smooth motor torque output and smooth vehicle power. This ensures that the vehicle can adaptively adjust to a low modulation ratio based on driving intention while maintaining driving safety, thereby achieving noise reduction.

[0022] According to an embodiment of this application, an adaptive noise suppression method for vehicle motors is provided. It should be noted that the steps shown in the flowchart in the accompanying drawings can be executed on the vehicle's controller via 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 performed in a different order than that presented here.

[0023] The vehicle described in this application can be a new energy vehicle, an electric vehicle, a hybrid vehicle, etc. The vehicle is equipped with a motor, which needs to be used during vehicle operation.

[0024] Figure 1 A flowchart of a vehicle motor noise adaptive suppression method provided in this application embodiment is shown below. Figure 1 As shown, with the controller as the main execution entity, the process includes the following steps: S11. Obtain the operating parameters during vehicle operation.

[0025] For example, the controller in the vehicle can acquire the vehicle's operating parameters during vehicle operation. These operating parameters may include at least the motor's current operating speed, current torque, and current modulation ratio, etc. They may also include vehicle control parameters such as throttle opening and other vehicle operating parameters. Furthermore, they may include voltage parameters such as current stator voltage and battery voltage.

[0026] S12. If the operating parameters meet the preset low modulation ratio control conditions, the expected low modulation ratio of the vehicle and the preset slope of the modulation ratio switching are calculated based on the operating parameters.

[0027] For example, after collecting all operating parameters, the controller can determine the driver's intention based on these parameters. Specifically, the controller can compare these operating parameters with preset low modulation ratio control conditions. If the operating parameters meet the low modulation ratio control conditions, it indicates that the vehicle has entered a noise-prone area. At this time, the driver's intention is to improve ride quietness.

[0028] Furthermore, after recognizing the driving intention, the controller can determine the expected low modulation ratio based on the driving intention. Also, the controller can determine a preset slope for the modulation ratio switching based on the driving intention.

[0029] In operating conditions where the low modulation ratio control condition is met, the driver's intention is typically quiet driving. In this case, the controller prioritizes low-noise control. Low modulation ratio control effectively reduces noise interference and prevents electromagnetic whine. Therefore, the controller can determine a target low modulation ratio when the vehicle's operating parameters meet the low modulation ratio control condition. Based on this target low modulation ratio, noise interference can be controlled during vehicle operation.

[0030] In one implementation, the specific value of the expected low modulation ratio can be obtained by looking up a table. Technicians can calibrate the expected low modulation ratio for different operating parameters in a laboratory environment during bench testing of the vehicle. Furthermore, the controller can store a mapping table between the operating parameters and the expected low modulation ratio. After obtaining the operating parameters, the controller can look up the corresponding expected low modulation ratio in the mapping table based on those parameters.

[0031] In another implementation, the expected low modulation ratio can be calculated based on a preset calculation model. The controller can store the calculation model that yields the expected low modulation ratio based on operating parameters. After obtaining the operating parameters, the controller can input them into the calculation model to calculate the expected low modulation ratio. This calculation model can be a big data model, a neural network model, a deep learning model, etc.

[0032] Optionally, the expected low modulation ratio is a relatively low modulation ratio. This expected low modulation ratio is typically lower than the vehicle's current modulation ratio.

[0033] Specifically, different preset slopes can be set for different expected low modulation ratios. These preset slopes ensure that the vehicle can achieve the fastest possible switching when switching from the current modulation ratio to the expected low modulation ratio, while also ensuring driving safety during the switching process and avoiding abnormalities such as jamming or power loss.

[0034] S13. Based on the preset slope and adjustment period, divide the target modulation ratio for each adjustment period between the vehicle's current modulation ratio and the expected low modulation ratio.

[0035] For example, after determining the expected low modulation ratio, the controller can control the vehicle to switch its modulation ratio from the current modulation ratio to the expected low modulation ratio based on the preset slope, thereby achieving a quiet driving experience, ensuring driving safety during the modulation ratio switching process, and ensuring the smoothness of the vehicle's modulation ratio switching.

[0036] During the switching of the modulation ratio, the vehicle can have multiple preset adjustment cycles. Within each adjustment cycle, the controller can implement a partial change in the modulation ratio. Furthermore, based on the accumulation of changes across multiple adjustment cycles, the controller can ultimately achieve a switch from the current modulation ratio to the expected low modulation ratio. Therefore, the controller can divide the change between the vehicle's current modulation ratio and the expected low modulation ratio based on a preset slope, thereby determining the amount of change within each adjustment cycle, and the target modulation ratio for that adjustment cycle based on the amount of change.

[0037] The target modulation ratio can be the modulation ratio that the vehicle needs to achieve after the adjustment of the modulation ratio in the adjustment cycle is completed.

[0038] Optionally, the larger the preset slope, the faster the vehicle's modulation ratio switching speed. However, excessively fast modulation ratio switching can easily lead to current control overshoot in the inverter.

[0039] S14. Using the target modulation ratio for each adjustment cycle, control the vehicle to smoothly switch the modulation ratio.

[0040] For example, the controller can control the vehicle cycle by cycle after determining the target modulation ratio for each adjustment cycle, thereby ensuring that the vehicle can achieve a smooth overall switching from the current modulation ratio to the expected low modulation ratio based on the changes in each cycle.

[0041] It is important to note that in existing technologies, the switching of the vehicle's modulation ratio can easily lead to abnormalities such as vehicle vibration and power loss. Therefore, existing technologies typically do not optimize noise interference from the perspective of switching the modulation ratio.

[0042] In this embodiment, by acquiring operating parameters and identifying driving intentions based on these parameters, the expected low modulation ratio under quiet driving conditions is determined. Then, based on this expected low modulation ratio and a preset slope, the target modulation ratio for each adjustment cycle is determined. Finally, based on the target modulation ratio for each adjustment cycle, the modulation ratio is switched cycle by cycle to optimize current control and motor output torque control during modulation ratio switching, thereby ensuring low motor noise and preventing motor whine. Furthermore, this application intelligently switches the modulation ratio through precise, adaptive, and predictable driving intention recognition, thereby balancing noise suppression and performance efficiency. A corresponding current control strategy for inverter modulation ratio changes is also developed, effectively ensuring control stability, torque output accuracy, and smoothness during modulation ratio changes, guaranteeing cyclic operating efficiency, and ensuring vehicle range.

[0043] In one example, adjusting the vehicle to a low modulation ratio can reduce the probability of specific-order noise from the vehicle's motor, thus achieving noise-reduced driving. Currently, during vehicle operation, a high modulation ratio is typically used in scenarios such as high-speed cruising, rapid acceleration, and rapid deceleration. A low modulation ratio can be used in scenarios such as urban driving and city cruising. Therefore, the controller can determine whether the vehicle requires switching to a high modulation ratio and whether the user intends to drive quietly. If the user intends to drive quietly and there is a possibility of increased vehicle noise, the controller can switch the vehicle to a low modulation ratio to ensure quiet driving.

[0044] Specifically, the controller can confirm driving intentions based on the following low modulation ratio control conditions. When the vehicle's operating parameters meet at least one of the following low modulation ratio control conditions, the controller can determine that the motor is in or about to be in a condition of deteriorating noise, and the vehicle can switch to low modulation ratio operation. Conversely, if the operation does not meet the following low modulation ratio control conditions, it can be determined that the vehicle meets the high modulation ratio control conditions.

[0045] The low modulation ratio control conditions include: S31. The current speed included in the operating parameters is within the preset speed range.

[0046] For example, the controller can first obtain the current speed from the operating parameters. This current speed can be the current speed of the motor in the vehicle. If the current speed is within a preset speed range, it means that the vehicle meets the parameter requirements for switching to a low modulation ratio.

[0047] In one implementation, the controller first determines whether the vehicle has activated the adaptive motor noise suppression method described in this embodiment. If the adaptive motor noise suppression method is activated, the controller can determine that the vehicle has entered.

[0048] S32, The operating parameters indicate that the vehicle is in non-sport mode, and the throttle opening in the operating parameters is greater than or equal to the opening threshold.

[0049] For example, the controller can also acquire the driving mode and accelerator pedal opening from the operating parameters. If the driving mode indicates that the vehicle is in non-sport, comfort, or standard mode, it is assumed that the driver needs quietness and comfort and requires noise suppression. Otherwise, if the vehicle is in sport mode, it is assumed that the driver needs more power and has acceptable noise levels.

[0050] Furthermore, the controller can determine whether the throttle opening is greater than or equal to the opening threshold. If the throttle opening is greater than or equal to the opening threshold, it indicates that the driver expects a large torque and requires a large output torque from the motor. In this case, the high excitation energy can easily trigger noise problems.

[0051] Based on the driving mode, the controller determines that the user needs quiet driving. When it is determined that the vehicle may produce a lot of noise, the controller can switch the vehicle to low modulation ratio control, thereby ensuring that the noise is reduced while the vehicle is accelerating.

[0052] For example, the threshold for throttle opening could be 60%. For example, the judgment process in this step could be as follows: Figure 2 As shown.

[0053] S33. The current stator voltage included in the operating parameters is greater than or equal to the stator voltage threshold.

[0054] For example, the controller can also obtain the current stator voltage contained in the row parameters. This current stator voltage is obtained by the inverter modulating the DC bus voltage. In the field weakening region after the motor's inflection point speed, the stator voltage is generally close to or equal to the voltage output at the inverter's maximum modulation ratio. In the base speed region before the inflection point, the stator voltage generally gradually increases from zero to its maximum value (corresponding to the field weakening region voltage).

[0055] The controller can obtain the maximum value of the stator voltage. The controller can determine the stator voltage threshold based on the maximum value of the stator voltage. For example, the stator voltage threshold can be 0.8 times the maximum value of the stator voltage.

[0056] The controller can compare the current stator voltage with a stator voltage threshold. If the current stator voltage is greater than or equal to the stator voltage threshold, it indicates that the stator voltage is too high, and the vehicle may experience significant noise. In this case, the controller can switch the vehicle to a low modulation ratio to reduce vehicle noise.

[0057] In this example, three low modulation ratio control conditions are used to determine whether the vehicle needs to switch to a low modulation ratio, thereby enabling the vehicle to accurately, adaptively, and predictably identify operating conditions with noise risks. Accuracy lies in its ability to determine the speed range based on the characteristics of the motor itself, adaptability lies in its ability to self-adjust based on different voltages under operating conditions, and predictability lies in its ability to identify the driver's intentions in advance and complete optimized suppression before the motor generates noise.

[0058] In one example, the controller can also calculate the first intent parameter, the second intent parameter, and the third intent parameter based on the three conditions in steps S31 to S33 above. Then, the controller can fuse these three intent parameters to obtain the final fused intent parameter. The controller can then determine the final judgment result based on this fused intent parameter. This judgment result is used to indicate whether the vehicle needs to switch to a low modulation ratio.

[0059] S311. The controller can obtain the maximum and minimum values ​​of the preset speed range. If the current speed is within the preset speed range, the controller can determine that the first intention parameter is 0. Otherwise, if the current speed is less than the minimum value, the controller can use the difference between the minimum value and the current speed as the first difference. Otherwise, if the current speed is greater than the maximum value, the controller can use the difference between the current speed and the maximum value as the first difference. The controller can also calculate the difference between the maximum and minimum values ​​as the second difference. The controller can calculate the ratio of the first difference to the second difference to obtain the first intention parameter. The first intention parameter is a value greater than or equal to 0. The larger the first intention parameter, the smaller the switching intention.

[0060] S321. If the operating parameters indicate that the vehicle is in non-sport mode, the controller can determine that the first parameter is 0. Otherwise, if the vehicle is in sport mode, the controller can determine that the first parameter is 1. The controller can calculate the difference between the opening threshold and the throttle opening to obtain the second parameter. The controller can calculate the sum of the first parameter and the second parameter to obtain the second intention parameter. The larger the second intention parameter, the smaller the switching intention.

[0061] The throttle opening is a value between 0 and 1, and this opening parameter is also a value between 0 and 1. For example, the throttle opening can be 20%.

[0062] For example, in scenario 1: when the vehicle is in non-sport mode and the throttle opening is greater than or equal to the opening threshold, the first parameter is 0, and the second parameter is a value less than 0. In this case, the sum of the first and second parameters is less than 0, indicating a strong intention to switch.

[0063] For example, in scenario 2: when the vehicle is in non-sport mode and the throttle opening is less than the threshold, the first parameter is 0, and the second parameter is a value greater than 0 and less than 1. In this case, the sum of the first and second parameters is greater than 0 and less than 1. Therefore, the switching intent in scenario 2 is less than that in scenario 1.

[0064] For example, in scenario 3: when the vehicle is in sport mode and the throttle opening is greater than or equal to the opening threshold, the first parameter is 1, and the second parameter is a value less than 0 and greater than -1. In this case, the sum of the first and second parameters is greater than 0 and less than 1. Therefore, the switching intent in scenario 3 is less than that in scenario 1.

[0065] For example, in scenario 4: when the vehicle is in sport mode and the throttle opening is less than the threshold, the first parameter is 1, and the second parameter is a value greater than 0 and less than 1. In this case, the sum of the first and second parameters is greater than 1. Therefore, the switching intent of scenario 4 is less than that of the previous scenarios 1, 2, and 3.

[0066] S331, the controller can calculate a third difference between the stator voltage threshold and the current stator voltage. The controller can calculate the ratio between this difference and the stator voltage threshold. The controller can use this ratio as the third intention parameter. The larger this third intention parameter is, the smaller the iron ring intention is.

[0067] For example, when the current stator voltage is greater than or equal to the stator voltage threshold, the third difference is less than 0. Otherwise, when the current stator voltage is less than the stator voltage threshold, the third difference is greater than 0. Correspondingly, when the current stator voltage is greater than or equal to the stator voltage threshold, the value of the third intention parameter is between -1 and 0. And when the current stator voltage is less than the stator voltage threshold, the value of the third intention parameter is greater than 0 and less than 1.

[0068] S341. The controller can calculate the average of the first intent parameter, the second intent parameter, and the third intent parameter, and use this average as the fused intent parameter. If the fused intent parameter is less than or equal to 0, it indicates that the vehicle meets the preset low modulation ratio control conditions and can switch to low modulation ratio. Otherwise, if the fused intent parameter is greater than 0, it indicates that the vehicle's switching intent is relatively low.

[0069] In this example, the controller achieves more accurate intent recognition by calculating the first intent parameter, the second intent parameter, and the third intent parameter separately, as well as by calculating the fused intent parameter, thereby improving the quantization efficiency and recognition accuracy of intent recognition.

[0070] In one example, in step S31 above, the preset speed range can be a dynamic value. This preset speed range can be determined based on parameters such as motor speed.

[0071] This preset speed range can be adjusted based on the motor's external characteristic curve and the current vehicle battery voltage. This speed range is related to the motor's peak power operating range, which varies with different voltages. When the motor operates in the peak power range, it is in the field weakening region and requires full modulation ratio control. Noise issues are generally prone to occur in this region. In the base speed range, the modulation ratio linearity is good, harmonic components are low, and there are no noise problems. The motor's inflection point speed is the boundary between the field weakening region and the base speed range. In reality, different voltages result in different motor external characteristic curves and therefore different inflection point speeds.

[0072] During vehicle operation, the battery's state of charge (SOC) changes, causing the voltage to change accordingly. To ensure that the preset speed range, which may have noise issues, can be obtained under different voltage conditions, this calculation method can be as follows: Figure 3 As shown, it includes the following steps: S311. Obtain the motor inflection point speed corresponding to the rated voltage, and determine the reference speed range based on the motor inflection point speed.

[0073] For example, the controller first acquires the motor's external characteristic curve under rated voltage, and then obtains the upper and lower limits of the reference speed range based on the inflection point speed. The lower limit is calculated by subtracting 1000 rpm from the inflection point speed. This lower limit setting allows for early identification. The upper limit is calculated by adding 2000 rpm to the inflection point speed.

[0074] In one implementation, as the rotational speed increases, the external characteristic torque of the motor's field weakening region decreases significantly, which weakens the noise excitation source. This region does not require modulation ratio downsampling optimization.

[0075] The corrected speed range is obtained and used as the speed range under the current operating conditions. If the actual motor speed is within this range, the first condition is considered satisfied.

[0076] S312. Determine the speed correction coefficient based on the battery voltage and rated voltage included in the operating parameters.

[0077] For example, the controller can acquire the battery voltage from the operating parameters. This battery voltage can be the battery voltage measured by the controller at the current moment. The controller can acquire the motor's rated voltage. The controller can calculate the ratio of this battery voltage to the rated voltage. The controller can use this ratio as a speed correction factor.

[0078] S313. Use the speed correction coefficient to correct the reference speed range to obtain the preset speed range.

[0079] For example, the controller can use the speed correction coefficient to correct the upper and lower limits of the reference speed range. Specifically, the controller can multiply the speed correction coefficient by the upper and lower limits of the reference speed range to obtain the corrected upper and lower limits. These corrected upper and lower limits constitute the preset speed range.

[0080] In this example, a reference speed range is obtained by acquiring the motor inflection point speed corresponding to the rated voltage. Then, the reference speed range is corrected using a speed correction coefficient calculated based on the rated voltage and battery voltage to obtain the final preset speed range. This achieves dynamic adjustment of the preset speed range based on the battery voltage, further ensuring the accuracy of driving intention judgment.

[0081] In one example, the preset modulation ratio can be obtained by looking up a table based on the operating parameters. This mapping table between the preset modulation ratio and the operating parameters can be pre-calibrated by a technician.

[0082] In one example, in step S12 above, calculating the preset slope for modulation ratio switching based on the operating parameters includes: S121. Based on the current speed and torque of the motor in the vehicle included in the operating parameters, determine the motor operating condition range. The motor operating condition range is either the constant torque operating range or the field weakening operating range.

[0083] For example, the operating parameters include at least the current speed and current torque of the motor in the vehicle. After obtaining the current speed and current torque from the operating parameters, the controller can determine the motor operating condition region based on the current speed and current torque. This motor operating condition region can be a constant torque operating region or a field weakening operating region.

[0084] Specifically, the controller can combine the pre-calibrated base speed inflection point speed, torque boundary curve (Maximum Torque Per Ampere, MTPA), and maximum output torque boundary curve to make logical judgments on the current speed and current torque, thereby determining whether the current speed and current torque belong to the constant torque operating region or the field weakening operating region.

[0085] If the current speed is greater than the base speed inflection point and the current torque is between the torque boundary curve and the maximum torque curve, the motor is determined to be in the field weakening operating region. If the current speed is less than or equal to the base speed inflection point and the current torque is within the control range of the torque boundary curve, it is determined to be in the constant torque operating region.

[0086] Among them, the base speed inflection point speed is the critical speed at which the motor switches from maximum torque constant torque control to field weakening control, and it is the dividing reference speed between the constant torque working area and the field weakening working area.

[0087] Among them, the torque boundary curve is the optimal torque boundary line obtained by calibration based on the MTPA control strategy at different motor speeds.

[0088] Among them, the maximum output torque boundary curve represents the physical limit torque that the motor can output under different speed conditions, constrained by the bus voltage and the inverter's limit output. It is the upper limit envelope of the motor torque output across the entire speed domain.

[0089] S122. If the motor operating condition is in the field weakening zone, the preset calibration value will be used as the preset slope.

[0090] For example, if it is determined from step S21 that the motor has fallen into the field weakening operating zone, considering that sudden changes in the modulation ratio under field weakening conditions can easily cause current oscillations and control system instability, the controller can directly retrieve the fixed slope value that was pre-calibrated and solidified in the previous bench load test. The slope of this operating condition cannot change rapidly. Therefore, using this calibration value directly as the preset slope for this modulation ratio switching can constrain the rate of change of the modulation ratio and ensure stable and reliable current control.

[0091] S123. If the motor's operating condition is in the constant torque operating range, the preset slope will be obtained by looking up the mapping table based on the current speed and current torque. The mapping table includes the mapping relationship between speed, torque, and slope.

[0092] For example, if the motor is determined to be in the constant torque operating range according to step S21 above, then considering that the current control margin is large in this operating range, the modulation ratio can be quickly adjusted by increasing the slope.

[0093] Specifically, the controller can pre-store a mapping table. This mapping table includes the mapping relationship between speed and torque and slope. The controller can perform a lookup in this mapping table based on the acquired current speed and current torque to obtain the preset slope.

[0094] One implementation method is that the slopes corresponding to each speed and torque in the mapping table can be pre-calibrated tables from previous bench load tests.

[0095] In another implementation, the slopes corresponding to each speed and torque in the mapping table can be calculated and stored based on the vehicle's own parameters and a preset calculation model.

[0096] In this example, the motor's operating condition range is divided based on its current speed and torque. A preset slope is then obtained for each operating condition range, enabling the modulation ratio to switch at the maximum rate while ensuring vehicle safety, thus optimizing vehicle noise. This preset slope setting ensures a rapid reduction in the modulation ratio and smooth motor torque delivery.

[0097] The above embodiment mainly implements the switching from high to low modulation ratio. During this switching process, the slope obtained is a preset slope, which is a decreasing slope. This decreasing slope is primarily intended to quickly lower the modulation ratio of the controller inverter, rapidly reduce harmonic current components, and thus quickly or prematurely suppress noise. This slope needs to be as large as possible, and its value is related to the inverter's control current response capability.

[0098] In one example, in step S13 above, based on a preset slope and adjustment period, a target adjustment ratio is divided for each adjustment period between the current modulation ratio of the vehicle and the expected low modulation ratio, including: S131. Based on the current modulation ratio, the expected low modulation ratio, and the preset slope, plot the modulation ratio change curve. The horizontal axis of the modulation ratio change curve represents time, and the vertical axis represents the modulation ratio.

[0099] For example, the controller can use the current modulation ratio as the starting point and the expected low modulation ratio as the ending point, and plot the change curve between the current modulation ratio and the expected low modulation ratio based on a preset slope.

[0100] Optionally, if the preset slope is a numerical value, the change curve can be a linear change. If the preset slope is a slope sequence, the change curve can be a curve drawn sequentially according to the slope sequence.

[0101] In one implementation, the preset slope can be the change in modulation ratio per unit time.

[0102] S132. Based on the duration indicated by the adjustment cycle, determine multiple adjustment cycle points on the horizontal axis of the modulation ratio change curve.

[0103] For example, the time corresponding to the current modulation ratio can be 0. The time corresponding to the current modulation ratio can be recorded as the start time.

[0104] The time corresponding to the preset low modulation ratio can be determined based on the change in the preset slope. The time corresponding to the preset low modulation ratio can be recorded as the end time.

[0105] The controller can store adjustment periods. Optionally, the adjustment period can be a fixed duration. Alternatively, the duration of the adjustment period can be a duration sequence.

[0106] The controller can determine multiple adjustment cycle points between the start and end times corresponding to the change curve, based on the adjustment cycle. Each adjustment cycle point corresponds to a specific time point between the start and end times. This time point is the end time of that adjustment cycle.

[0107] S133. Take the modulation ratio value on the modulation ratio change curve corresponding to each adjustment cycle point as the target modulation ratio of the adjustment cycle.

[0108] For example, the controller can determine the point on the curve corresponding to the time of each adjustment cycle point in step S132. Furthermore, the controller can determine the modulation ratio value corresponding to the point on the curve on the vertical axis of the curve. This modulation ratio value is the target modulation ratio corresponding to the adjustment cycle.

[0109] In this example, by plotting a modulation ratio change curve and determining the target modulation ratio for each adjustment cycle based on the adjustment cycle, the amount of change in each adjustment cycle is determined, thereby ensuring the smooth switching of the vehicle's modulation ratio by adjusting the vehicle's modulation ratio cycle by cycle, thus ensuring the stability of the vehicle during the modulation ratio switching process.

[0110] In one example, for the inverter, during motor control, the calibrated control current is typically obtained by looking up a table based on the current voltage, current speed, and current torque. This data table can be obtained through motor calibration on a test bench. This control current can then be used to generate the output DQ axis current command.

[0111] However, based on different modulation ratios, the control current of an inverter for the same voltage, speed, and torque is usually different. If the data for different modulation ratios are all stored in the controller, there will be problems such as large memory consumption and low table lookup efficiency.

[0112] To address this issue, this application proposes a strategy of storing calibration data for only one operating point. The controller can obtain the corresponding calibration data by looking up the calibration data table for that operating point. Then, based on the current data and the calibration data, the controller can calculate a current compensation coefficient and use this coefficient to compensate for the calibration data obtained from the table lookup, thereby ensuring parameter matching and preventing dynamic performance degradation and excessive overshoot due to decreased torque control accuracy, which would otherwise fail to meet expectations.

[0113] Optionally, the calibration data for this operating point is typically a data table for high modulation ratios. This is because, during vehicle operation, more time needs to be spent maintaining a high modulation ratio to ensure the vehicle's power requirements are met.

[0114] The modulation ratio corresponding to this operating point is the reference modulation ratio. The control current in the data table corresponding to this operating point is the reference control current.

[0115] Therefore, as Figure 4 As shown, in S122 above, based on the target modulation ratio of each adjustment cycle, and the preset reference modulation ratio and reference control current, the vehicle's modulation ratio is switched to the expected low modulation ratio. Taking one adjustment cycle as an example, it includes: S1221. Determine the current compensation coefficient based on the ratio of the target modulation ratio of the adjustment period to the preset reference modulation ratio.

[0116] For example, the controller can obtain the target modulation ratio for the adjustment period. The target modulation ratio is the modulation ratio that the vehicle needs to achieve at the end of the period.

[0117] The controller can acquire the reference modulation ratio corresponding to the calibration data. The controller can also acquire the ratio between this reference modulation ratio and the target modulation ratio. This ratio can be used as the current compensation factor.

[0118] The calculation of this compensation coefficient yields the rate of change between the target modulation ratio and the reference modulation ratio in the current table. The controller can use the ratio of the target modulation ratio to the reference modulation ratio as the current compensation coefficient.

[0119] In one implementation, the controller first determines whether the target modulation ratio is the same as the reference modulation ratio. If the target modulation ratio is the same as the reference modulation ratio, the controller does not need to correct the control current. Otherwise, if the target modulation ratio is different from the reference modulation ratio, the controller can continue to perform subsequent calculations based on the current compensation coefficient.

[0120] S1222. Based on the product of the preset reference control current and the current compensation coefficient, determine the target control current for each adjustment cycle.

[0121] For example, the controller can calculate the product of the reference control current and the current compensation coefficient, and use the product as the target control current for the adjustment period.

[0122] In one implementation, the controller can further optimize the target control current based on preset upper and lower limits, thereby ensuring the effectiveness of the target control current. For example, when the target control current exceeds the upper or lower limit, the controller can use the upper or lower limit control current as the target control current.

[0123] S1223. Using the target control current, control the vehicle to switch the modulation ratio to the target modulation ratio within the adjustment period.

[0124] For example, the controller can adjust the control current to a target control current within the current adjustment cycle. Based on this target control current, the vehicle's modulation ratio will be adjusted to the target modulation ratio corresponding to this adjustment cycle. In this way, the controller can achieve the effect of steadily adjusting the adjustment ratio to the expected modulation ratio.

[0125] In this example, by dividing the process into multiple adjustment cycles and cutting the change from the current modulation ratio to the expected modulation ratio according to the preset slope and the adjustment cycle, a smooth transition of the modulation ratio is achieved. This ensures a smooth transition of the modulation ratio during vehicle operation and avoids problems such as control overshoot, current control instability, and torque fluctuation that often occur when the inverter's modulation ratio changes.

[0126] In one example, the adaptive vehicle motor noise suppression method of this application further includes: S15. If the operating parameters meet the preset high modulation ratio control conditions, the expected high modulation ratio of the vehicle and the preset slope of the modulation ratio switching are calculated according to the operating parameters. Based on the preset slope and adjustment period, the target modulation ratio of each adjustment period is divided between the current modulation ratio and the expected high modulation ratio of the vehicle. The target modulation ratio of each adjustment period is used to control the vehicle to perform smooth switching of the modulation ratio.

[0127] For example, the controller may also preset a high modulation ratio control condition. When the controller determines that the vehicle's operating parameters meet the high modulation ratio control condition, the controller can determine a desired high modulation ratio. The controller can then control the vehicle to switch its modulation ratio to the desired high modulation ratio based on a preset slope.

[0128] In one implementation, the high modulation ratio control condition can be determined to satisfy the low modulation ratio control condition when the low modulation ratio preset condition is not met.

[0129] Alternatively, the high modulation ratio control condition may also include at least one of the following three: The operating parameters include a current speed that is greater than the upper limit of the preset speed range.

[0130] The operating parameters indicate that the vehicle is in sport mode, and the throttle opening in the operating parameters is greater than or equal to the opening threshold.

[0131] The current stator voltage included in the operating parameters is greater than or equal to the stator voltage threshold.

[0132] In one implementation, the preset slope when switching to the expected high modulation ratio can be different from the preset slope when switching to the low modulation ratio. Specifically, the preset slope when switching to the expected high modulation ratio is less than the preset slope when switching to the low modulation ratio.

[0133] The core objective of increasing the slope is to avoid current overshoot and control instability during the process of increasing the inverter modulation ratio.

[0134] In one implementation, the preset slope can be obtained by calibration on the whole vehicle or test bench under motor load and speed-up conditions. After calibration, it must meet the requirements of no overshoot and no instability in current control.

[0135] In one implementation, In this example, the modulation ratio can also be switched from low to high while the vehicle is in motion. This setting can further ensure the safety of the vehicle's modulation ratio switching.

[0136] In one example, based on the above steps S12 and S13, the vehicle's modulation ratio switching process can be as follows: Figure 5 As shown, it includes: The controller can obtain the current modulation ratio and the expected modulation ratio.

[0137] Furthermore, the controller can determine the corresponding preset slope based on the expected switching direction of the modulation ratio. When the expected adjustment ratio is a high expected modulation ratio, the controller can determine that the modulation ratio needs to be increased, and thus determine the expected slope to achieve a gradual increase in the modulation ratio. When the expected adjustment ratio is a low expected modulation ratio, the controller can determine that the modulation ratio needs to be decreased, and thus determine the expected slope to achieve a rapid decrease in the modulation ratio.

[0138] Finally, the controller can determine the change in modulation ratio based on the preset slope. Furthermore, the controller can determine the control current during this modulation ratio change based on the change in modulation ratio. The controller can then adjust the modulation ratio based on this control current.

[0139] Figure 6 This is a flowchart of a vehicle motor noise adaptive suppression method provided in an embodiment of this application. Figures 1 to 5 Based on the illustrated embodiments, as Figure 6 As shown, with the controller as the main execution entity, the process includes the following steps: S41. Determine whether the vehicle motor noise adaptive suppression method is enabled. If yes, proceed to step S42. Otherwise, proceed to step S46.

[0140] S42. Determine if the current speed of the motor is within the preset speed range. If yes, proceed to S43; otherwise, proceed to step S46.

[0141] S43. Determine whether the vehicle is in non-sport mode and whether the throttle opening is greater than or equal to the opening threshold. If yes, proceed to step S44. Otherwise, proceed to step S46.

[0142] S44. Determine whether the current stator voltage is greater than or equal to the stator voltage threshold. If yes, proceed to step S45. Otherwise, proceed to step S46.

[0143] S45. There may be a noise risk; control the vehicle to operate at a low modulation ratio.

[0144] S46. No noise risk, controls vehicle operation at high modulation ratio.

[0145] In this embodiment, three judgments are used to complete the adaptive judgment of vehicle motor noise, realize the determination and execution of the vehicle's expected modulation ratio, and achieve adaptive noise reduction of the vehicle.

[0146] Figure 7 This is a structural diagram of a vehicle motor noise adaptive suppression device provided in an embodiment of this application, as shown below. Figure 7 As shown, the vehicle motor noise adaptive suppression device 70 includes: The acquisition module 71 is used to acquire the operating parameters of the vehicle during operation; The switching module 72 is used to calculate the expected low modulation ratio of the vehicle and the preset slope of the modulation ratio switching based on the operating parameters if the operating parameters meet the preset low modulation ratio control conditions; based on the preset slope and adjustment period, divide the target modulation ratio of each adjustment period between the current modulation ratio and the expected low modulation ratio of the vehicle; and use the target modulation ratio of each adjustment period to control the vehicle to perform smooth switching of the modulation ratio.

[0147] In one example, switching module 72 is used for: The current speed included in the operating parameters is within the preset speed range; The operating parameters indicate that the vehicle is in non-sport mode, and the throttle opening in the operating parameters is greater than or equal to the opening threshold. The current stator voltage included in the operating parameters is greater than or equal to the stator voltage threshold.

[0148] In one example, switching module 72 is used for: Obtain the motor inflection point speed corresponding to the rated voltage, and determine the reference speed range based on the motor inflection point speed; Determine the speed correction factor based on the battery voltage and rated voltage included in the operating parameters; The reference speed range is corrected using a speed correction factor to obtain the preset speed range.

[0149] In one example, switching module 72 is used for: Based on the current speed and torque of the motor in the vehicle contained in the operating parameters, the motor operating condition range is determined; the motor operating condition range is either the constant torque operating range or the field weakening operating range. If the motor is in the field weakening operating range, the preset calibration value will be used as the preset slope. If the motor is operating in a constant torque region, the preset slope will be obtained by looking up the mapping table based on the current speed and current torque; the mapping table includes the mapping relationship between speed, torque and slope.

[0150] In one example, switching module 72 is used for: Plot the modulation ratio change curve based on the current modulation ratio, the expected low modulation ratio, and the preset slope; the horizontal axis of the modulation ratio change curve represents time, and the vertical axis represents the modulation ratio. Based on the duration indicated by the adjustment cycle, multiple adjustment cycle points are determined on the horizontal axis of the modulation ratio change curve. The modulation ratio value on the modulation ratio change curve corresponding to each adjustment cycle point is taken as the target modulation ratio for the adjustment cycle.

[0151] In one example, switching module 72 is used for: The current compensation coefficient is determined based on the ratio of the target modulation ratio to the preset reference modulation ratio during the adjustment period. The target control current for the adjustment period is determined based on the product of the preset reference control current and the current compensation coefficient. Using the target control current, the vehicle is controlled to switch the modulation ratio to the target modulation ratio within the adjustment cycle.

[0152] In one example, switching module 72 is used for: If the operating parameters meet the preset high modulation ratio control conditions, the expected high modulation ratio of the vehicle and the preset slope of the modulation ratio switching are calculated based on the operating parameters. Based on the preset slope and adjustment period, the target modulation ratio for each adjustment period is divided between the vehicle's current modulation ratio and the expected high modulation ratio. Using the target modulation ratio for each adjustment cycle, the vehicle is controlled to smoothly switch modulation ratios.

[0153] Further functional descriptions of the above modules and units are the same as those in the corresponding embodiments described above, and will not be repeated here.

[0154] In this embodiment, the vehicle motor noise adaptive suppression device is presented in the form of a functional unit. Here, a unit refers to an application-specific integrated circuit (ASIC), a processor and memory that execute one or more software or fixed programs, and / or other devices that can provide the above functions.

[0155] Figure 8 A structural diagram of a controller provided in an embodiment of this application is shown below. Figure 7 As shown, the controller 80 includes one or more processors 81, a memory 82, and interfaces for connecting the components, including high-speed interfaces and low-speed interfaces. The components communicate with each other via different buses and can be mounted on a common motherboard or otherwise as required. The processors can process instructions executed within the controller, including instructions stored in or on memory to display graphical information of a GUI on external input / output devices (such as display devices coupled to the interfaces). In some alternative implementations, multiple processors and / or multiple buses can be used with multiple memories and multiple memory modules, if desired. Similarly, multiple controllers can be connected, each providing some of the necessary operations (e.g., as a server array, a group of blade servers, or a multiprocessor system). Figure 8 Take the 81 processor as an example.

[0156] Processor 81 may be a central processing unit, a network processor, or a combination thereof. Processor 81 may further include a hardware chip. The hardware chip may be an application-specific integrated circuit (ASIC), a programmable logic device (PLD), or a combination thereof. The programmable logic device may be a complex programmable logic device (CAMP), a field-programmable gate array (FPGA), a general-purpose array logic (GPA), or any combination thereof.

[0157] The memory 82 stores instructions executable by at least one processor 81 to cause the at least one processor 81 to perform the method shown in the above embodiments.

[0158] The memory 82 may include a program storage area and a data storage area. The program storage area may store the operating system and applications required for at least one function; the data storage area may store data created based on the use of the controller. Furthermore, the memory 82 may include high-speed random access memory and may also include non-transitory memory, such as at least one disk storage device, flash memory device, or other non-transitory solid-state storage device. In some alternative embodiments, the memory 82 may optionally include memory remotely located relative to the processor 81, and these remote memories may be connected to the controller via a network. Examples of such networks include, but are not limited to, the Internet, corporate intranets, local area networks, mobile communication networks, and combinations thereof.

[0159] The memory 82 may include volatile memory, such as random access memory; the memory may also include non-volatile memory, such as flash memory, hard disk or solid-state drive; the memory 82 may also include a combination of the above types of memory.

[0160] The controller also includes a communication interface 83 for communicating with other devices or communication networks.

[0161] This application also provides a computer-readable storage medium. The methods described in this application can be implemented in hardware or firmware, or implemented as recordable on a storage medium, or implemented as computer code downloaded over a network and originally stored on a remote storage medium or a non-transitory machine-readable storage medium and subsequently stored on a local storage medium. Thus, the methods described herein can be processed by software stored on a storage medium using a general-purpose computer, a dedicated processor, or programmable or dedicated hardware. The storage medium can be a magnetic disk, optical disk, read-only memory, random access memory, flash memory, hard disk, or solid-state drive, etc.; further, the storage medium can also include combinations of the above types of memory. It is understood that computers, processors, microprocessor controllers, or programmable hardware include storage components capable of storing or receiving software or computer code. When the software or computer code is accessed and executed by the computer, processor, or hardware, the methods shown in the above embodiments are implemented.

[0162] This application provides a computer program product including computer instructions stored in a computer-readable storage medium. A controller's processor reads the computer instructions from the computer-readable storage medium and executes the computer instructions, causing the controller to perform the method of any embodiment of this application.

[0163] Although embodiments of this application have been described in conjunction with the accompanying drawings, those skilled in the art can make various modifications and variations without departing from the spirit and scope of this application, and all such modifications and variations fall within the scope defined by the appended claims.

[0164] The methods, apparatus, modules, or units described in the above embodiments can be implemented by a computer chip or entity, or by a product with a certain function. A typical implementation device is a computer. Specifically, the computer can be, for example, a personal computer, laptop computer, cellular phone, camera phone, smartphone, personal digital assistant, media player, navigation device, email device, game console, tablet computer, wearable device, or any combination of these devices.

[0165] For ease of description, the above devices are described separately by function as various units. Of course, in implementing this application, the functions of each unit can be implemented in one or more software and / or hardware.

[0166] Those skilled in the art will understand that embodiments of this application can be provided as methods, apparatus, modules, or units. Therefore, this application can take the form of a completely hardware embodiment, a completely software embodiment, or an embodiment combining software and hardware aspects. Furthermore, this application can take the form of a computer program product embodied on one or more computer-usable storage media (including but not limited to disk storage, CD-ROM, optical storage, etc.) containing computer-usable program code.

[0167] This application is described with reference to flowchart illustrations and / or block diagrams of methods, apparatus, modules, or units according to embodiments of this application. It will be understood that each block of the flowchart illustrations and / or block diagrams, and combinations of blocks in the flowchart illustrations and / or block diagrams, can be implemented by computer program instructions. These computer program instructions can be provided to a processor of a general-purpose computer, special-purpose computer, embedded processor, or other programmable data processing apparatus to produce a machine, such that the instructions, which execute via the processor of the computer or other programmable data processing apparatus, generate instructions for implementing the process. Figure 1 One or more processes and / or boxes Figure 1 A device that provides the functions specified in one or more boxes.

[0168] These computer program instructions may also be stored in a computer-readable storage medium that can direct a computer or other programmable data processing device to function in a particular manner, such that the instructions stored in the computer-readable storage medium produce an article of manufacture including instruction means, which are implemented in a process Figure 1 One or more processes and / or boxes Figure 1 The function specified in one or more boxes.

[0169] These computer program instructions may also be loaded onto a computer or other programmable data processing equipment to cause a series of operational steps to be performed on the computer or other programmable equipment to produce a computer-implemented process, thereby providing instructions that execute on the computer or other programmable equipment for implementing the process. Figure 1 One or more processes and / or boxes Figure 1 The steps of the function specified in one or more boxes.

[0170] It should also be noted that the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such a process, method, article, or apparatus. Without further limitation, an element defined by the phrase "comprising one..." does not exclude the presence of other identical elements in the process, method, article, or apparatus that includes said element.

[0171] The various embodiments in this specification are described in a progressive manner. Similar or identical parts between embodiments can be referred to mutually. Each embodiment focuses on its differences from other embodiments. In particular, since the embodiments are fundamentally similar to the method embodiments, the descriptions are relatively simple; relevant parts can be referred to the descriptions of the method embodiments.

[0172] The above description is merely an embodiment of this application and is not intended to limit the scope of this application. Various modifications and variations can be made to this application by those skilled in the art. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of this application should be included within the scope of the claims of this application.

[0173] Although embodiments of this application have been described in conjunction with the accompanying drawings, those skilled in the art can make various modifications and variations without departing from the spirit and scope of this application, and such modifications and variations all fall within the scope defined by the appended claims.

Claims

1. A method for adaptive suppression of vehicle motor noise, characterized in that, The method includes: Obtain the operating parameters of the vehicle during operation; If the operating parameters meet the preset low modulation ratio control conditions, then the expected low modulation ratio and the preset slope of the modulation ratio switching of the vehicle are calculated based on the operating parameters. Based on a preset slope and adjustment period, a target modulation ratio is defined for each adjustment period between the current modulation ratio of the vehicle and the expected low modulation ratio. Using the target modulation ratio for each adjustment cycle, the vehicle is controlled to perform smooth switching of the modulation ratio.

2. The method according to claim 1, characterized in that, The operating parameters meet preset low modulation ratio control conditions, including at least one of the following: The current speed included in the operating parameters is within the preset speed range; The operating parameters indicate that the vehicle is in non-sport mode, and the throttle opening in the operating parameters is greater than or equal to the opening threshold. The operating parameters include a current stator voltage that is greater than or equal to a stator voltage threshold.

3. The method according to claim 2, characterized in that, The method further includes: Obtain the motor inflection point speed corresponding to the rated voltage, and determine the reference speed range based on the motor inflection point speed; The speed correction coefficient is determined based on the battery voltage and the rated voltage included in the operating parameters; The reference speed range is corrected using the speed correction coefficient to obtain the preset speed range.

4. The method according to any one of claims 1-3, characterized in that, Based on the operating parameters, the preset slope for modulation ratio switching is calculated, including: Based on the current speed and torque of the motor in the vehicle included in the operating parameters, the motor operating condition region is determined; the motor operating condition region is either a constant torque operating region or a field weakening operating region. If the motor operating condition area is a field weakening operating area, then the preset calibration value is used as the preset slope; If the motor operating condition is a constant torque operating region, the preset slope will be obtained by looking up a mapping table based on the current speed and the current torque; the mapping table includes the mapping relationship between speed, torque and slope.

5. The method according to any one of claims 1-3, characterized in that, Based on a preset slope and adjustment period, a target adjustment ratio is defined for each adjustment period between the vehicle's current modulation ratio and the expected low modulation ratio, including: Based on the current modulation ratio, the expected low modulation ratio, and the preset slope, a modulation ratio change curve is plotted; the horizontal axis of the modulation ratio change curve is time, and the vertical axis is the modulation ratio. Based on the duration indicated by the adjustment cycle, multiple adjustment cycle points are determined on the horizontal axis of the modulation ratio change curve; The modulation ratio value on the modulation ratio change curve corresponding to each adjustment cycle point is taken as the target modulation ratio of the adjustment cycle.

6. The method according to any one of claims 1-3, characterized in that, Using the target modulation ratio for each adjustment cycle, controlling the vehicle to smoothly switch modulation ratios includes: The current compensation coefficient is determined based on the ratio of the target modulation ratio of the adjustment period to the preset reference modulation ratio. The target control current of the adjustment period is determined based on the product of the preset reference control current and the current compensation coefficient. Using the target control current, the vehicle is controlled to switch the modulation ratio to the target modulation ratio during the adjustment period.

7. The method according to any one of claims 1-3, characterized in that, The method further includes: If the operating parameters meet the preset high modulation ratio control conditions, then the expected high modulation ratio and the preset slope of the modulation ratio switching of the vehicle are calculated based on the operating parameters. Based on a preset slope and adjustment period, a target modulation ratio is defined for each adjustment period between the current modulation ratio of the vehicle and the expected high modulation ratio. Using the target modulation ratio for each adjustment cycle, the vehicle is controlled to perform smooth switching of the modulation ratio.

8. A vehicle motor noise adaptive suppression device, characterized in that, The device includes: The acquisition module is used to acquire the operating parameters of the vehicle during operation. The switching module is used to calculate the expected low modulation ratio of the vehicle and the preset slope of the modulation ratio switching based on the operating parameters if the operating parameters meet the preset low modulation ratio control conditions; based on the preset slope and adjustment period, divide the target adjustment ratio of each adjustment period between the current modulation ratio of the vehicle and the expected low modulation ratio; and use the target modulation ratio of each adjustment period to control the vehicle to perform smooth switching of the modulation ratio.

9. A controller, characterized in that, include: A memory and a processor, the memory and the processor being communicatively connected to each other, the memory storing computer instructions, the processor executing the computer instructions to perform the method of any one of claims 1 to 7.

10. A vehicle, characterized in that, The vehicle is equipped with a controller as described in claim 9, which, when running, can execute the method of any one of claims 1 to 7.

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