Control method and device, vehicle and computer readable storage medium

Abstract

The embodiment of the application discloses a control method, device, vehicle and computer readable storage medium, the method comprises: in the case where the motor speed of the vehicle is greater than the speed threshold value, determining the current operation condition based on the current operation parameter of the vehicle, the current operation parameter comprises: at least one of motor torque, motor speed, load current, motor power; determining the target voltage utilization rate corresponding to the current operation condition, different operation conditions correspond to different voltage utilization rates, and the difference between the upper limit value of the voltage utilization rate and the minimum voltage utilization rate in the different voltage utilization rates is less than or equal to the first difference threshold value; control the inverter of the vehicle based on the target voltage utilization rate. In this way, the system efficiency of the vehicle can be improved.

Description

Technical Field

[0001] This application relates to the field of automotive motor controllers, and includes, but is not limited to, a control method, device, vehicle, and computer-readable storage medium. Background Technology

[0002] In the field of automotive motor controllers, voltage utilization rate measures the ability of a motor controller (inverter) to effectively convert direct current (DC) from the battery into alternating current (AC) required to drive the motor. A higher voltage utilization rate means that, for the same battery voltage, the motor can obtain a higher voltage, potentially resulting in greater power and torque output.

[0003] In scenarios where vehicle motors operate at high speeds, related technologies typically set the voltage utilization rate to a fixed value, and the difference between the limit value of the voltage utilization rate and this fixed value is relatively large, thus reducing the system efficiency of the vehicle. Summary of the Invention

[0004] In view of this, the control method, apparatus, vehicle, and computer-readable storage medium provided in the embodiments of this application can improve the system efficiency of a vehicle. The control method, apparatus, vehicle, computer-readable storage medium, and computer program product provided in the embodiments of this application are implemented as follows: A first aspect of this application provides a control method, the method comprising: When the vehicle's motor speed is greater than a speed threshold, the current operating condition is determined based on the vehicle's current operating parameters, which include at least one of the following: motor torque, motor speed, load current, and motor power. Determine the target voltage utilization rate corresponding to the current operating condition. Different operating conditions correspond to different voltage utilization rates. The difference between the upper limit of the voltage utilization rate and the minimum voltage utilization rate among the different voltage utilization rates is less than or equal to a first difference threshold. The vehicle's inverter is controlled based on the target voltage utilization rate.

[0005] The control method provided in this application determines the vehicle's current operating condition when the motor speed exceeds a speed threshold, i.e., when the motor is operating at high speed. Then, it determines the target voltage utilization rate corresponding to this current operating condition. Since different operating conditions correspond to different voltage utilization rates, meaning the target voltage utilization rate changes with the current operating condition, this application does not obtain a fixed voltage utilization rate. This improves the matching degree between the target voltage utilization rate and the current operating condition, enhancing the flexibility and accuracy of control. It also achieves the goal of dynamically determining the target voltage utilization rate. Furthermore, since the difference between the upper limit of voltage utilization rate and the minimum voltage utilization rate among all upper limits is less than or equal to a first difference threshold, the maximum value of this difference is taken as the first difference threshold. This difference refers to the difference between the upper limit of voltage utilization rate and the target voltage utilization rate determined by this application. Since different operating conditions correspond to different voltage utilization rates, there are cases where the difference is less than the first difference threshold. When the difference is less than the first difference threshold, it indicates that the difference between the upper limit of the voltage utilization rate and the target voltage utilization rate determined through the embodiments of this application is less than the first difference threshold, i.e., the gap between the two is reduced, thus improving the voltage utilization rate of the motor. Finally, this target voltage utilization rate is used to control the vehicle's inverter, thereby improving the vehicle's system efficiency.

[0006] A second aspect of the embodiments of this application also provides a control device, which includes: a first determining module, a second determining module, and a control module; The first determining module is used to determine the current operating condition based on the current operating parameters of the vehicle when the motor speed of the vehicle is greater than a speed threshold. The current operating parameters include at least one of the following: motor torque, motor speed, load current, and motor power. The second determining module is used to determine the target voltage utilization rate corresponding to the current operating condition. Different operating conditions correspond to different voltage utilization rates. The difference between the upper limit of the voltage utilization rate and the minimum voltage utilization rate among the different voltage utilization rates is less than or equal to the first difference threshold. A control module for controlling the vehicle's inverter based on the target voltage utilization rate.

[0007] A third aspect of this application provides a vehicle including an inverter, a memory, and a processor. The memory stores a computer program that can run on the processor, and the processor executes the program to implement the control method of this application.

[0008] In a fourth aspect of the embodiments of this application, a computer-readable storage medium is provided, on which a computer program is stored, which, when executed by a processor, implements the control method provided in the embodiments of this application.

[0009] A fifth aspect of the embodiments of this application provides a computer program product, including a computer program or computer executable instructions, which, when executed by a processor, implement the control method provided in the embodiments of this application. Attached Figure Description

[0010] To more clearly illustrate the technical solutions in the embodiments of this application, the drawings used in the embodiments will be briefly introduced below. Obviously, the drawings described below are only some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0011] Figure 1 This is a schematic diagram of the framework structure of a control system provided in an embodiment of this application; Figure 2 This is a schematic flowchart of a control method provided in an embodiment of this application; Figure 3 This is a schematic diagram illustrating a division of the current operating conditions provided in an embodiment of this application; Figure 4 This is a schematic diagram of a process for determining the target voltage utilization rate provided in an embodiment of this application; Figure 5 This is another schematic flowchart of the control method provided in the embodiments of this application; Figure 6A This is a geometric representation of a voltage limit value provided in an embodiment of this application; Figure 6B This is a schematic diagram illustrating one possible result of adjusting the voltage according to an embodiment of this application; Figure 7 This is a schematic diagram of a process for determining voltage provided in an embodiment of this application; Figure 8 This is a schematic diagram of a process for creating a mapping relationship provided in an embodiment of this application; Figure 9 This is a schematic diagram of the framework structure of the control method provided in the embodiments of this application; Figure 10 This is a schematic diagram of the control device provided in the embodiments of this application; Figure 11 This is a schematic diagram of the hardware structure of a vehicle provided in an embodiment of this application.

[0012] It should be noted that the terms "first" and "second" are used only to distinguish different options and do not represent the degree of superiority or inferiority of the options or their priority in the implementation process. Detailed Implementation

[0013] To make the objectives, technical solutions, and advantages of the embodiments of this application clearer, the specific technical solutions of this application will be further described in detail below with reference to the accompanying drawings of the embodiments of this application. The following embodiments are used to illustrate this application, but are not intended to limit the scope of this application.

[0014] Unless otherwise defined, all technical and scientific terms used herein have the same meaning as commonly understood by one of ordinary skill in the art to which this application belongs. The terminology used herein is for the purpose of describing embodiments of this application only and is not intended to limit this application.

[0015] In the following description, references are made to “some embodiments,” which describe a subset of all possible embodiments. However, it is understood that “some embodiments” may be the same subset or different subsets of all possible embodiments and may be combined with each other without conflict.

[0016] It should be noted that the terms "first, second, third" used in the embodiments of this application are used to distinguish similar or different objects and do not represent a specific order of objects. It can be understood that "first, second, third" can be interchanged in a specific order or sequence where permitted, so that the embodiments of this application described herein can be implemented in an order other than that illustrated or described herein.

[0017] Before providing a further detailed description of the embodiments of this application, the nouns and terms involved in the embodiments of this application will be explained, and the nouns and terms involved in the embodiments of this application shall be interpreted as follows.

[0018] 1) Operating condition refers to "working status" or "operating conditions". Operating condition describes a set of external and internal environmental parameters and load conditions that a vehicle's system, equipment, or component experiences within a specific time period. It can refer to a set of parameters related to load, speed, environment, and the vehicle's own state during a specific time period.

[0019] For example, operating conditions can include low-speed operating conditions and high-speed operating conditions. Low-speed operating conditions can include low-speed, low-torque operating conditions and low-speed, high-torque operating conditions. High-speed operating conditions can include high-speed, low-torque operating conditions and high-speed, low-torque operating conditions.

[0020] High-speed operating conditions describe the working state of the motor and its controller when the vehicle is traveling on a highway. High-speed operating conditions are not a precise numerical point, but rather a generalization of a range of states. Under high-speed operating conditions, the motor speed is very high (greater than the speed threshold), typically approaching or exceeding the motor's base speed in the constant power region (field weakening region). The required drive torque is relatively small, and the vehicle only needs to overcome air resistance and rolling resistance to maintain a constant speed.

[0021] High-speed low-torque operating condition is a further refinement and precision of the high-speed operating condition. It narrows the scope of the high-speed operating condition, referring to a specific operating range within the high-speed range where the torque demand is at a "low to medium" level. Under the high-speed low-torque operating condition, the motor speed is greater than the speed threshold, and the torque is less than the first torque threshold. This high-speed low-torque operating condition excludes high-speed acceleration (high torque) and high-speed coasting (zero or negative torque).

[0022] High-speed, high-torque operating conditions refer to a state where the motor speed exceeds a speed threshold and the output torque is close to the motor's peak capacity. This can be considered as the motor torque being greater than or equal to a first torque threshold. Scenarios corresponding to this high-speed, high-torque operating condition include rapid acceleration for overtaking on highways and high-performance vehicles exiting corners on racetracks.

[0023] 2) Voltage utilization rate measures the ability of the motor controller (inverter) to efficiently convert the DC bus voltage from the battery and output it to the motor. It is the ratio of the maximum fundamental phase voltage amplitude output by the inverter to the motor to the DC bus voltage. Voltage utilization rate is like the efficiency of a "voltage converter." The battery provides a fixed "voltage source" (DC bus voltage), and voltage utilization rate indicates the proportion of this source that the controller can convert into the "AC voltage product" required to drive the motor.

[0024] High voltage utilization plays the role of a "performance multiplier" and "range extender" in electric vehicles. Higher voltage utilization means the controller can output higher voltage, effectively overcoming the back electromotive force at high speeds and continuing to inject current into the motor. This allows the motor to maintain higher power output even in the high-speed region (field weakening region), thereby improving the vehicle's acceleration capability and top speed, i.e., enhancing its output capability in the high-speed range. A motor has a "base speed," below which it can output a constant maximum torque. High voltage utilization can delay the onset of field weakening control, thus increasing the base speed. This means the vehicle can achieve acceleration across a wider speed range (constant torque region), improving the driving experience and expanding the constant torque operating range. Under the premise of meeting equivalent motor performance (power and torque), high voltage utilization can reduce the requirements for battery voltage. This can reduce the number of cells connected in series in the battery pack, thereby reducing the cost and complexity of the battery system and optimizing system design and cost.

[0025] Voltage utilization directly reflects the optimization level of control strategies (such as space vector pulse width modulation) and the accuracy of algorithms such as dead-zone compensation. Voltage utilization connects the three core components: battery, controller, and motor. A system that can consistently maintain high voltage utilization indicates good matching between its three components, and that the controller can still operate stably under extreme conditions, representing an advanced level of system integration.

[0026] 3) An inverter is a power electronic conversion device. The core function of an inverter is to convert direct current (DC) to alternating current (AC). The role of an inverter is the opposite of that of a rectifier (which converts AC to DC), hence the name "inverter".

[0027] In electric vehicles, the inverter is usually the core power circuit part inside the motor controller, and the motor controller is also directly referred to as the "inverter".

[0028] In the drive system of an electric vehicle, the inverter plays a dual role as both the "power brain" and the "executor." The inverter converts the direct current (DC) supplied by the battery into three-phase alternating current (AC) required by the drive motor (permanent magnet synchronous motor, induction motor, etc.). By precisely controlling the frequency of the output AC, the motor speed is regulated. By precisely controlling the voltage and current amplitude of the output AC, the motor's output torque is regulated. This achieves precise control of vehicle speed and acceleration, fully responding to the driver's throttle commands. The inverter also possesses bidirectional energy flow capability. When the vehicle brakes or coasts, the motor becomes a generator, producing AC. At this time, the inverter operates in reverse, rectifying the AC generated by the motor into DC, which is then fed back to the battery, thus achieving regenerative braking and significantly improving driving range.

[0029] The inverter directly determines the quality and rhythm of the "blood" (electricity) delivered to the motor. A high-performance inverter allows the motor to achieve its maximum performance, highest efficiency, and smoothest operation. It can be considered the "heart" of an electric vehicle. The inverter's output capacity (voltage, current) and response speed directly determine the vehicle's acceleration, top speed, and hill-climbing ability.

[0030] To better understand the control method provided in the embodiments of this application, the control methods in related technologies and the existing technical problems will be explained first.

[0031] In the field of automotive motor controllers, higher voltage utilization leads to higher inverter output voltage, resulting in lower high-speed field-weakening current in the motor, i.e., lower phase current, and higher efficiency of the electric drive system. However, excessively high voltage utilization leads to problems such as large current fluctuations, high noise, vibration, and harshness (NVH). Furthermore, higher voltage utilization reduces the voltage margin available for the current loop and field-weakening loop regulation, and also increases voltage ripple, making control instability more likely. Voltage utilization in related technologies is generally between 1.0 and 1.04, while the physical limit of voltage utilization is 1.10. Therefore, it is clear that related technologies cannot fully realize the system's maximum efficiency potential.

[0032] In summary, the disadvantages of the relevant technologies include at least the problems of low voltage utilization and low system efficiency.

[0033] To address the aforementioned problems in related technologies, this application provides a control method. Since different operating conditions correspond to different voltage utilization rates, meaning the target voltage utilization rate changes with the current operating conditions, this application does not obtain a fixed voltage utilization rate. This improves the matching degree between the target voltage utilization rate and the current operating conditions, enhancing the flexibility and accuracy of control. It also achieves the goal of dynamically determining the target voltage utilization rate. Furthermore, since the difference between the upper limit of voltage utilization rate and the minimum voltage utilization rate among all upper limits is less than or equal to a first difference threshold, the maximum value of the difference is taken as the first difference threshold. This difference refers to the difference between the upper limit of voltage utilization rate and the target voltage utilization rate determined by this application. Because different operating conditions correspond to different voltage utilization rates, there are also cases where the difference is less than the first difference threshold. When the difference is less than the first difference threshold, it indicates that the difference between the upper limit of voltage utilization rate and the target voltage utilization rate determined by this application is less than the first difference threshold, thus reducing the gap between the two and improving the voltage utilization rate of the motor. Finally, the target voltage utilization rate is used to control the vehicle's inverter, thereby improving the vehicle's system efficiency.

[0034] The following describes exemplary applications of the vehicles provided in the embodiments of this application. These vehicles can be implemented as pure electric vehicles, hybrid electric vehicles, electric buses, electric trucks, special-purpose vehicles (sweepers, water trucks), electric excavators, electric loaders, electric forklifts, aerial work platforms, airport ground support vehicles (baggage tractors, aircraft guiding vehicles), electric motorcycles, electric tricycles, electric scooters, electric balance scooters, electric ships, and rail vehicles (subways, trams, light rail, high-speed trains), etc. Exemplary applications when the vehicle is implemented as a pure electric vehicle will be described below.

[0035] Figure 1 This is a schematic diagram of the framework structure of a control system provided in an embodiment of this application. Please refer to it. Figure 1 The control methods provided in the embodiments of this application can be applied to a vehicle 200. For example, the vehicle 200 can be a car equipped with a battery.

[0036] Taking the scenario of vehicle 200 traveling on a highway as an example, in order to support a control application, during the driving process of vehicle 200, vehicle 200 uses the control method provided in the embodiments of this application to control the inverter of vehicle 200, which can improve the voltage utilization of the motor and improve the system efficiency of vehicle 200.

[0037] In this embodiment, when the motor speed of vehicle 200 exceeds a speed threshold, i.e., when the motor of vehicle 200 is operating at high speed, the current operating condition of vehicle 200 is determined, and then the target voltage utilization rate corresponding to this current operating condition is determined. Since different operating conditions correspond to different voltage utilization rates, meaning the target voltage utilization rate changes with the current operating condition, this embodiment does not obtain a fixed voltage utilization rate. This improves the matching degree between the target voltage utilization rate and the current operating condition, enhancing the flexibility and accuracy of control. It also achieves the goal of dynamically determining the target voltage utilization rate. Furthermore, since the difference between the upper limit of voltage utilization rate and the minimum voltage utilization rate among all upper limits is less than or equal to a first difference threshold, the maximum value of the difference is taken as the first difference threshold. This difference refers to the difference between the upper limit of voltage utilization rate and the target voltage utilization rate determined through this embodiment. Since different operating conditions correspond to different voltage utilization rates, there are cases where the difference is less than the first difference threshold. When the difference is less than the first difference threshold, it indicates that the difference between the upper limit of the voltage utilization rate and the target voltage utilization rate determined through the embodiments of this application is less than the first difference threshold, i.e., the gap between the two is reduced, thus improving the voltage utilization rate of the motor. Finally, this target voltage utilization rate is used to control the inverter of the vehicle 200, thereby improving the system efficiency of the vehicle 200.

[0038] Figure 2 This is a flowchart illustrating a control method provided in an embodiment of this application. This control method can be applied to scenarios such as starting and accelerating, high-speed cruising, hill climbing and heavy load, deceleration and braking, low-speed creep and precise parking. It can also be used for scenarios such as multiple driving mode selection, fault diagnosis and safety tolerance, thermal management coordination, network communication and collaborative control. The executing entity of this control method can be a vehicle. Please refer to... Figure 2 The control method may include the following steps S201 to S203, which are described in detail below.

[0039] Step S201: When the motor speed of the vehicle is greater than the speed threshold, the current operating condition is determined based on the current operating parameters of the vehicle.

[0040] In this embodiment, the current operating parameters include at least one of: motor torque, motor speed, load current, and motor power. For example, the current operating parameters may include motor torque, or they may include both motor torque and motor speed; they may also include load current and motor speed; and they may include motor power, or they may include both motor power and motor speed. Alternatively, the current operating parameters may include motor torque, motor speed, load current, and motor power.

[0041] Motor torque, also called motor torque, is the force that causes an object to rotate. In a motor, motor torque refers to the magnitude of the rotational force that can be generated on the motor's output shaft. The unit of motor torque is Newton-meter (Nm). The peak torque of a motor determines the vehicle's acceleration capability. The greater the torque, the faster the acceleration and the stronger the "push-back" feeling. The rated torque of a motor determines the traction force that the vehicle can continuously and stably output. Motor speed refers to the number of revolutions the motor's output shaft makes per unit time, and the unit of motor speed is revolutions per minute (rpm). Motor speed directly determines the vehicle's travel speed. The higher the speed, the faster the vehicle. Motor speed and motor torque together determine the motor's output power. Load current refers to the amount of current drawn by the motor controller (inverter) when the motor is driving a load (such as wheels, compressors, etc.). The unit of load current is ampere (A). Load current is a direct reflection of motor torque; with constant motor parameters, the greater the load current, the greater the output motor torque. Motor power refers to the amount of work done by the motor per unit time; it is an indicator of the motor's overall output capability, and the unit of motor power is kilowatt (kW). The peak power of the motor directly determines the vehicle's top speed and ultimate performance.

[0042] In some embodiments, the speed threshold can be a value preset based on experience. For example, the speed threshold can be 5000 rpm, 5500 rpm, or 6000 rpm. The motor speed can be divided into high speed and low speed by this speed threshold. Based on this, if the vehicle's motor speed is greater than the speed threshold, the motor can be considered to be in a high speed state.

[0043] In some embodiments, if the current operating parameters include motor torque, the current operating condition can be determined based on the motor torque. If the current operating parameters include both motor torque and motor speed, the current operating condition can be determined jointly based on both motor torque and motor speed. In other words, the current operating condition is determined based on the information included in the current operating parameters. For cases where the current operating parameters include other information, the method for determining the current operating condition will not be elaborated here.

[0044] Taking determining the current operating condition based on motor torque as an example, different motor torque ranges correspond to different operating conditions. That is, motor torque is classified into levels, achieving a classification of motor torque. The same classification result corresponds to the same operating condition, while different classification results correspond to different operating conditions. Motor torque can be divided into low-to-medium torque and high torque, or it can be divided into low torque, medium torque, and high torque. Combined with the motor speed exceeding a speed threshold, the current operating condition can be either a high-speed low-to-medium torque condition or a high-speed high-torque condition.

[0045] For example, motor torques less than a first torque threshold can be defined as small to medium torques, while motor torques greater than the first torque threshold can be defined as large torques. The first torque threshold can be a value pre-set based on experience; for example, the first torque threshold can be 90 Nm, 100 Nm, 150 Nm, 160 Nm, etc.

[0046] Step S202: Determine the target voltage utilization rate corresponding to the current operating condition.

[0047] In this embodiment, different operating conditions correspond to different voltage utilization rates. The difference between the upper limit of voltage utilization rate and the minimum voltage utilization rate among the different voltage utilization rates is less than or equal to a first difference threshold. The upper limit of voltage utilization rate refers to the physical limit of voltage utilization rate, which is typically 1.1. The first difference threshold can be a value set in advance based on experience; for example, it can be 0.060, 0.058, 0.055, 0.050, etc.

[0048] In some embodiments, taking a voltage utilization upper limit of 1.1 and a first difference threshold of 0.060 as an example, the minimum voltage utilization rate among the above different voltage utilization rates is greater than or equal to 1.04. Except for the minimum value of the target voltage utilization rate, all non-minimum values ​​of the target voltage utilization rate are greater than 1.04.

[0049] In some embodiments, the target voltage utilization rate corresponding to the current operating condition can be obtained from the mapping relationship, wherein the mapping relationship stores the correspondence between multiple operating conditions and multiple voltage utilization rates.

[0050] In other embodiments, the current operating condition can be input into a trained first prediction model. This trained first prediction model then predicts the voltage utilization rate based on the current operating condition to obtain the target voltage utilization rate corresponding to that current operating condition. The trained first prediction model is obtained by training on sample operating conditions and corresponding sample voltage utilization rates.

[0051] Step S203: Control the vehicle's inverter based on the target voltage utilization rate.

[0052] In some embodiments, a target voltage amplitude can be determined based on a target voltage utilization rate. Then, a magnetic weakening loop determines a correction current based on this target voltage amplitude. Next, a current loop determines the voltage based on the correction current and converts the voltage into a switching signal; finally, this switching signal controls the inverter's operation, thereby driving the motor.

[0053] Through the above control method, when the vehicle's motor speed is greater than a speed threshold, i.e., when the vehicle's motor is operating at high speed, the current operating condition of the vehicle is determined, and then the target voltage utilization rate corresponding to this current operating condition is determined. Since different operating conditions correspond to different voltage utilization rates, meaning the target voltage utilization rate changes with the current operating condition, this embodiment does not obtain a fixed voltage utilization rate. This improves the matching degree between the target voltage utilization rate and the current operating condition, enhancing the flexibility and accuracy of control. Simultaneously, it achieves the goal of dynamically determining the target voltage utilization rate. Furthermore, since the difference between the upper limit of voltage utilization rate and the minimum voltage utilization rate among all upper limits is less than or equal to a first difference threshold, the maximum value of the difference is taken as the first difference threshold. This difference refers to the difference between the upper limit of voltage utilization rate and the target voltage utilization rate determined through this embodiment. Since different operating conditions correspond to different voltage utilization rates, there are cases where the difference is less than the first difference threshold. When the difference is less than the first difference threshold, it indicates that the difference between the upper limit of the voltage utilization rate and the target voltage utilization rate determined through the embodiments of this application is less than the first difference threshold, i.e., the gap between the two is reduced, thus improving the voltage utilization rate of the motor. Finally, this target voltage utilization rate is used to control the vehicle's inverter, thereby improving the vehicle's system efficiency.

[0054] In some embodiments, the implementation process of step S202 above may include the following two cases: Scenario 1: Under the current operating condition of the first condition, the motor torque corresponding to the first condition is less than the first torque threshold.

[0055] The implementation process of step S202 above may include: determining the first value as the target voltage utilization rate, the difference between the upper limit of the voltage utilization rate and the first value being less than or equal to a second difference threshold, and the second difference threshold being less than the first difference threshold.

[0056] In some embodiments, if the current operating condition is determined based on the motor torque, assuming the speed threshold is 5000 rpm and the first torque threshold is 150 Nm, then the first operating condition refers to a high-speed, low-torque operating condition where the motor speed is greater than 5000 rpm and the motor torque is less than 150 Nm.

[0057] In other embodiments, if the current operating condition is determined based on both motor speed and motor torque, then the first operating condition corresponds to different first torque thresholds at different motor speeds. Assuming the speed threshold is still 5000 rpm, for example, when the motor speed is between 5000 and 5100 rpm, the first torque threshold is 160; when the motor speed is between 5100 and 5200 rpm, the first torque threshold is 155; when the motor speed is between 5200 and 5300 rpm, the first torque threshold is 150; and so on, the first torque threshold decreases as the motor speed increases.

[0058] Figure 3 This is a schematic diagram illustrating a division of the current operating conditions provided in an embodiment of this application. Please refer to it. Figure 3 Region 301 represents the combination of motor speed and motor torque corresponding to the first operating condition. The voltage utilization rate corresponding to region 301 can be set to 1.09. This region 301 covers the driving conditions of light vehicles and the test procedures for light vehicles.

[0059] In some embodiments, the first value can be a value pre-set based on experience. This first value can be greater than 1.04, and its range can be between 1.08 and 1.10. For example, the first value can be 1.09. The second difference threshold can be a value determined based on the upper limit of voltage utilization and the first value. In implementation, the difference between the upper limit of voltage utilization and the lower limit of the first value can be determined as the second difference threshold. Assuming the upper limit of voltage utilization is 1.1, and the first value ranges between 1.08 and 1.10, the second difference threshold can be 0.02.

[0060] In other embodiments, the second difference threshold can be a value pre-set based on experience, which is less than the first difference threshold. For example, if the first difference threshold is 0.060, the second difference threshold can be 0.02, 0.03, 0.04, etc. Based on this, the first value can be determined by the upper limit of voltage utilization and the second difference threshold. For example, assuming the upper limit of voltage utilization is 1.1 and the second difference threshold is 0.02, the first value can be a value between 1.08 and 1.10, such as 1.08, 1.085, 1.09, etc.

[0061] Using the method described above to determine the target voltage utilization rate, under light load conditions with low torque demand, the current itself is very small, and the conduction loss is already very low. At this point, reducing switching losses through high voltage utilization becomes key to improving inverter efficiency. The reduction in switching losses directly leads to an improvement in the efficiency of the entire electric drive system. While pursuing high voltage utilization, the system also indirectly pushes the motor into its high-efficiency operating range under this load, thereby optimizing motor efficiency.

[0062] Scenario 2: When the current operating condition is the second operating condition, the motor torque corresponding to the second operating condition is greater than or equal to the first torque threshold.

[0063] The implementation process of step S202 above may include: determining the target voltage utilization rate based on the motor torque corresponding to the second operating condition.

[0064] In some embodiments, if the current operating condition is determined based on motor torque, assuming a speed threshold of 5000 rpm and a first torque threshold of 150 Nm, then the second operating condition refers to a high-speed, high-torque operating condition where the motor speed is greater than 5000 rpm and the motor torque is greater than or equal to 150 Nm.

[0065] In other embodiments, if the current operating condition is determined based on both motor speed and motor torque, please continue to refer to... Figure 3 Area 302 represents the combination of motor speed and torque corresponding to the second operating condition. Please continue to refer to [the relevant documentation / reference]. Figure 3 Curve 303 represents the external characteristics of the electric drive, i.e., the maximum operating range of the motor. The voltage utilization rate corresponding to region 302 can be set to 1.04. In the implementation process, region 302 can also be divided into sub-regions 3021 and 3022, that is, sub-regions 3021 and 3022 together constitute region 302. Among them, sub-region 3021 can be a transition region. The voltage utilization rate corresponding to sub-region 3022 can be set to 1.04, and the voltage utilization rate corresponding to sub-region 3021 can be between 1.04 and 1.09. For example, the voltage utilization rate corresponding to sub-region 3021 can be set to 1.05. This achieves a smooth transition of voltage utilization rate between 1.09 and 1.04.

[0066] It is worth noting that, Figure 3 Taking the charging area as an example, the voltage utilization rate of the power generation area can be set in the same way.

[0067] In some embodiments, under the second operating condition, different motor torque ranges correspond to different target voltage utilization rates. Based on this, the motor torque can be first classified to obtain torque classification results; then, the target voltage utilization rate corresponding to the torque classification results can be obtained.

[0068] In other embodiments, the motor torque corresponding to the second operating condition can be input into a trained second prediction model. This trained second prediction model then predicts the voltage utilization rate based on the motor torque corresponding to the second operating condition to obtain the target voltage utilization rate. The trained second prediction model is obtained by training sample motor torques and corresponding sample voltage utilization rates.

[0069] By using the method described above to determine the target voltage utilization rate, and by dynamically determining the target voltage utilization rate based on torque, the system can flexibly allocate valuable DC bus voltage resources. At moments requiring extremely high torque, the system can appropriately reduce the voltage utilization rate, leaving a margin for current output. This ensures that the current loop has sufficient voltage "space" to quickly build up and maintain the required large current, thus prioritizing powerful torque output and rapid dynamic response. By appropriately reducing the target voltage utilization rate, the system is kept away from the unstable overmodulation and current saturation regions, thereby improving the control robustness of the entire drive system and making operation smoother and more reliable under high torque output.

[0070] In some embodiments, Figure 4 This is a flowchart illustrating a method for determining target voltage utilization provided in an embodiment of this application. Please refer to it. Figure 4 The above-mentioned "determining the target voltage utilization rate based on the motor torque corresponding to the second operating condition" can be achieved through the following steps S021 to S023, which are explained in detail below.

[0071] Step S021: Determine whether the motor torque corresponding to the second operating condition is less than the second torque threshold.

[0072] In this embodiment, the second torque threshold is greater than the first torque threshold. Similar to the first torque threshold, the second torque threshold can be a value pre-set based on experience. For example, assuming the first torque threshold is 100 Nm, the second torque threshold can be 110 Nm, 150 Nm, 170 Nm, etc. Assuming the first torque threshold decreases as the motor speed increases, the second torque threshold can be either a fixed value greater than the maximum first torque threshold, or a dynamic value that decreases as the motor speed increases, but at the same motor speed, the second torque threshold is greater than the first torque threshold. For example, a first torque threshold of 160 Nm corresponds to a motor speed of 5000 rpm, and a second torque threshold of 170 Nm corresponds to the same motor speed.

[0073] In some embodiments, taking a fixed value of 170 Nm as an example for the second torque threshold, if the motor torque corresponding to the second operating condition is less than 170 Nm, then proceed to step S022. If the motor torque corresponding to the second operating condition is greater than or equal to 170 Nm, then proceed to step S023.

[0074] In other embodiments, if the second torque threshold is a dynamic value, the first motor speed corresponding to the second operating condition is first determined, then the second torque threshold corresponding to the first motor speed is determined, and finally, the relationship between the motor torque corresponding to the second operating condition and the second torque threshold is compared.

[0075] Step S022: Determine the second value as the target voltage utilization rate.

[0076] In this embodiment of the application, the difference between the upper limit of voltage utilization and the second value is greater than the second difference threshold and less than or equal to the third difference threshold, and the third difference threshold is between the second difference threshold and the first difference threshold.

[0077] At this point, since the motor torque corresponding to the second operating condition is greater than the first torque threshold, the motor torque corresponding to the second operating condition is greater than or equal to the first torque threshold and less than the second torque threshold. Based on this, the second value is determined as the target voltage utilization rate.

[0078] In some embodiments, the second value can be a value pre-set based on experience, which can be greater than 1.04 and less than the first value. For example, assuming the first value is 1.09, the second value can be 1.05, 1.06, 1.07, etc., or it can be any value greater than 1.04 and less than 1.09. The third difference threshold can be a value determined based on the upper limit of voltage utilization and the second value. Assuming the upper limit of voltage utilization is 1.1 and the second value is between 1.05 and 1.08, the third difference threshold can be 0.05.

[0079] In other embodiments, the aforementioned third difference threshold can be a value pre-set based on experience, which is between the second difference threshold and the first difference threshold. For example, if the first difference threshold is 0.06 and the second difference threshold is 0.02, then the third difference threshold can be 0.03, 0.04, 0.05, etc. Based on this, the second value can be determined by the upper limit of voltage utilization and the third difference threshold. For example, assuming the upper limit of voltage utilization is 1.1, the second difference threshold is 0.02, and the third difference threshold is 0.05, then the second value can be a value between 1.05 and 1.08, for example, the second value can be 1.05, 1.06, 1.07, etc.

[0080] Step S023: Determine the third value as the target voltage utilization rate.

[0081] In this embodiment of the application, the difference between the upper limit of voltage utilization and the third value is greater than the third difference threshold and less than or equal to the first difference threshold.

[0082] At this point, if the motor torque corresponding to the second operating condition is greater than the second torque threshold, then the third value will be determined as the target voltage utilization rate.

[0083] In some embodiments, the third value can be a value pre-set based on experience, which can be greater than or equal to 1.04 and less than the second value. For example, assuming the second value is 1.05, the third value can be 1.04, or it can be any value greater than or equal to 1.04 and less than 1.05. Based on this, the difference between the upper limit of voltage utilization and the third value is greater than a third difference threshold and less than or equal to a first difference threshold.

[0084] By using the method described above to determine the target voltage utilization rate, when the motor torque is greater than or equal to the second torque threshold, a lower target voltage utilization rate (the third value) is used to ensure that the system can inject a large current when extreme power is required (such as full acceleration). Sufficient voltage margin is reserved to ensure that the current loop has enough voltage "space" to quickly build up and maintain the required maximum current, thus prioritizing the preservation of the motor torque and ensuring peak torque output. When the motor torque is less than the second torque threshold, a moderately high target voltage utilization rate (the second value) optimizes efficiency (by reducing switching losses) while still maintaining sufficient voltage margin to handle minor load fluctuations and ensure good dynamic response. Ultimately, the relationship between torque and voltage utilization rate is refined from a simple switching relationship into a multi-stage, smoother mapping relationship, improving the precision of control.

[0085] Figure 5 This is another flowchart illustrating the control method provided in the embodiments of this application. Please refer to it. Figure 5 After step S203, the following steps S204 to S206 can also be performed, which will be explained in detail below.

[0086] Step S204: Determine the voltage based on the target voltage utilization rate.

[0087] In some embodiments, the target voltage amplitude can be determined by the target voltage utilization rate and the current DC bus voltage; then, the target voltage amplitude and the current output voltage amplitude are input to the magnetic weakening loop to output a correction current; next, the correction current and the torque current are input to the current loop to obtain the voltage. Here, the torque current is a "demand" or "target". The torque current is a desired current value used to generate the target torque, determined by the upper-level controller based on the driver's accelerator pedal opening, vehicle mode (e.g., Sport, Eco), vehicle speed, and system power limits. Typically, torque current specifically refers to the q-axis current command, as the q-axis current is directly related to the motor torque. The torque current is a command signal and the starting point for control. The value of the torque current can continuously vary between positive and negative (positive represents driving torque, negative represents braking torque). Within the system's capabilities, the controller will allow the actual current to track this command. For example, if the driver depresses the accelerator to 50%, the upper-level controller interprets this as requiring 200 Nm of torque, which, after conversion based on motor parameters, results in a required 300 amps of q-axis current. This 300 amps is the "original torque current command". In this embodiment, the current operating parameters may further include torque current. The voltage mentioned above refers to the voltage vector.

[0088] Step S205: When the voltage is greater than the voltage limit, adjust the voltage to obtain the adjusted voltage.

[0089] In the embodiments of this application, the adjusted voltage is less than or equal to the voltage limit value.

[0090] During the implementation process, Figure 6A This is a geometric representation of a voltage limit value provided in an embodiment of this application. Please refer to it. Figure 6A The voltage vector output by the inverter is synthesized from eight fundamental vectors—six non-zero vectors and two zero vectors—through pulse width modulation (PWM) switching. The vertices of the synthesized voltage vector cannot exceed the range of this hexagon. In other words, the inverter's output voltage is limited by this voltage hexagon, which originates from the eight effective switching combinations formed by the six switching transistors of the three-phase inverter. The six non-zero fundamental vectors are U1 to U6, with equal amplitudes and phases differing by 60 degrees. The two zero vectors are U0 and U7, located at the origin, indicating that either all upper or all lower transistors are conducting, resulting in a zero output voltage.

[0091] In some embodiments, the voltage and a voltage limit value can be compared. If the voltage is greater than the voltage limit value, the voltage is adjusted to reduce it, resulting in an adjusted voltage. In implementation, the adjusted voltage can be determined by multiplying the voltage limit value by a preset ratio, where the adjusted voltage refers to a voltage vector. This preset ratio is less than or equal to 1; for example, it could be 0.8, 0.9, or 1.

[0092] Step S206: Control the inverter operation using the adjusted voltage.

[0093] In some embodiments, the adjusted voltage can be converted into discrete switching signals using a PWM modulator to obtain PWM pulse signals. These PWM pulse signals are then used to control the operation of the inverter.

[0094] The above control methods prevent any voltage commands that might exceed the hardware safety threshold from being sent to the inverter bridge, thus protecting expensive power devices from overvoltage damage. Voltage clamping stabilizes the system within the linear modulation region or a controllable overmodulation region, ensuring the normal operation of the current loop and guaranteeing smooth and controllable torque output. Limiting the voltage within a safe range prevents motor magnetic circuit saturation, maintains controller accuracy, and suppresses abnormal increases in iron losses. Ultimately, this provides a robust, final voltage safety barrier for the entire electric drive system. The adjusted voltage sacrifices potentially jeopardizing system safety by increasing the reliability, stability, and lifespan of the entire system (inverter, motor, controller).

[0095] In some embodiments, Figure 7 This is a schematic flowchart illustrating the voltage determination process provided in an embodiment of this application. Please refer to it. Figure 7 The above step S204 can be achieved through the following steps S041 and S042, which will be explained in detail below.

[0096] Step S041: Determine the current based on the target voltage utilization rate and torque current.

[0097] In some embodiments, the target voltage amplitude can be determined by first multiplying the target voltage utilization rate and the current DC bus voltage; then the target voltage amplitude and the current output voltage are assigned to the weak magnetic ring, and the current is output through the PID controller. This current can be considered as a correction current command.

[0098] Step S042: Determine the voltage based on the current and the reference current corresponding to the current operating parameters.

[0099] In some embodiments, the current operating parameters may also include motor model parameters such as resistance, inductance, and permanent magnet flux linkage. Current and torque current are input to the current loop, and the current loop synthesizes the corrected current and torque current to obtain the voltage. This voltage refers to the voltage command.

[0100] By employing the aforementioned method for determining voltage, the torque demand and target voltage utilization rate are comprehensively considered in the initial stage of current (command) generation. This allows for the determination of a set of current (commands) that theoretically ensures the final voltage reaches the target utilization rate. This achieves feedforward, precise, and stable control of voltage utilization, avoiding delays and jitter caused by subsequent corrections. Furthermore, the system can automatically and seamlessly switch to the most suitable control mode (maximum torque-to-current ratio, field weakening, field attenuation) under any operating condition, achieving optimal global efficiency or performance. It also enables the current loop and inverter to respond immediately, establishing torque at the fastest speed allowed by the current DC bus voltage, reducing torque response delays.

[0101] In some embodiments, the implementation process of step S205 may include: when the voltage is greater than the voltage limit value, determining the voltage limit value as the adjusted voltage.

[0102] In some embodiments, the voltage limit value is determined as the adjusted voltage, that is, the preset ratio is set to 1.

[0103] Figure 6B This is a schematic diagram illustrating one possible result of voltage adjustment provided in an embodiment of this application. Please refer to it. Figure 6B The voltage (vector) U1 can be projected perpendicularly to the nearest hexagonal side using either the minimum error overmodulation algorithm or the square wave control algorithm, ensuring the minimum error path and obtaining the adjusted voltage (vector) U2. This minimizes the voltage vector error and guarantees system stability.

[0104] By employing the aforementioned adjustment methods, the voltage applied to the inverter's power devices is prevented from exceeding their maximum withstand voltage, fundamentally avoiding breakdown damage caused by overvoltage. Compared to dynamic adjustment algorithms that require complex calculations, this clamping strategy takes effect instantaneously, providing the fastest overvoltage protection response. This allows upper-level control algorithms to be designed and optimized within this defined "safety fence" without worrying about algorithm failure or dangerous voltage commands arising from extreme operating conditions. This simplifies the design of the upper-level controller and improves the predictability and reliability of the entire system.

[0105] In some embodiments, the current operating parameters include motor torque. Based on this, the implementation process of "determining the current operating condition based on the current operating parameters of the vehicle" in step S201 above may include: determining the first operating condition as the current operating condition when the motor torque is less than a first torque threshold; and determining the second operating condition as the current operating condition when the motor torque is greater than or equal to the first torque threshold.

[0106] In some embodiments, the relationship between the motor torque and a first torque threshold can be compared. When the motor torque is less than the first torque threshold, the first operating condition is determined as the current operating condition, that is, the high-speed, low-torque operating condition is determined as the current operating condition. Otherwise, the high-speed, high-torque operating condition is determined as the current operating condition.

[0107] By employing the aforementioned method for determining the current operating condition, a clear and simple judgment process simplifies complex control problems and achieves optimal allocation of system resources. This enables "refined energy management." Based on this, the system can accurately understand driving intentions (whether the driver wants to save power or accelerate) and dynamically and precisely allocate valuable system resources such as voltage and current to where they are most needed, thereby maximizing the system's energy efficiency potential while ensuring strong power.

[0108] In some embodiments, the implementation process of step S202 may include: determining the target voltage utilization rate based on the current operating conditions and the mapping relationship, wherein the mapping relationship stores the correspondence between multiple operating conditions and multiple voltage utilization rates.

[0109] In some embodiments, the target voltage utilization rate corresponding to the current operating condition can be obtained from the mapping relationship by looking up a table.

[0110] The method described above for determining the target voltage utilization rate is a highly efficient "lookup table" control strategy. It involves "experience reuse" and "pre-planning," pre-storing known optimal solutions for real-time recall by the control system. Different operating conditions within the system (such as "high-speed cruising," "high-speed acceleration," "urban crawling," and "rapid acceleration uphill") have different voltage utilization requirements; sometimes efficiency is prioritized, sometimes performance. Through predefined mapping relationships, an offline-optimized, globally optimal target voltage utilization rate can be directly assigned to each specific operating condition. Controller computation time is extremely valuable. Compared to complex online real-time calculations, directly obtaining the target voltage utilization rate through a lookup table is the fastest, typically requiring only a few clock cycles. This ensures the system can respond instantaneously to sudden changes in operating conditions without any computational delay. All complex optimization calculations (such as balancing efficiency, performance, and thermal load) are performed offline and stored in the mapping table. Furthermore, it simplifies the controller's online operating software logic, reducing code complexity and processor computational requirements. Simpler logic results in a lower probability of error, thereby improving the system's real-time determinism and reliability.

[0111] In some embodiments, Figure 8 This is a schematic diagram of a process for creating a mapping relationship provided in an embodiment of this application. Please refer to it. Figure 8 The current operating parameters include motor torque. Before performing the above "determine the target voltage utilization rate based on the current operating conditions and mapping relationship", the mapping relationship can be created through the following steps S001 to S004, which are explained in detail below.

[0112] Step S001: Set the first value to the target voltage utilization rate corresponding to the first operating condition.

[0113] In this embodiment of the application, the motor torque corresponding to the first operating condition is less than the first torque threshold.

[0114] In some embodiments, the first value is set as the target voltage utilization rate corresponding to a first operating condition. This first operating condition can be a high-speed, low-torque operating condition. The first value has already been described in the above embodiments and will not be repeated here.

[0115] Step S002: If the motor torque corresponding to the second operating condition is greater than or equal to the first torque threshold and less than the second torque threshold, the second value is set as the target voltage utilization rate corresponding to the second operating condition.

[0116] In this embodiment, the second torque threshold is greater than the first torque threshold, and the second value is less than the first value.

[0117] In some embodiments, when the motor torque corresponding to the second operating condition is greater than or equal to the first torque threshold and less than the second torque threshold, the second operating condition can be considered a high-speed, medium-to-high torque operating condition. Under this condition, the second value is set as the target voltage utilization rate. The second value has been described in the above embodiments and will not be repeated here.

[0118] For example, the first value is 1.09 and the second value is 1.05.

[0119] Step S003: If the motor torque corresponding to the second operating condition is greater than or equal to the second torque threshold, the third value is set as the target voltage utilization rate corresponding to the second operating condition.

[0120] In the embodiments of this application, the third value is less than the second value.

[0121] In some embodiments, when the motor torque corresponding to the second operating condition is greater than or equal to the second torque threshold, the second operating condition can be considered a high-speed, high-torque operating condition. Under this condition, the third value is set as the target voltage utilization rate. The third value has already been described in the above embodiments and will not be repeated here.

[0122] For example, the second value is 1.05 and the third value is 1.04.

[0123] Step S004: Create a mapping relationship based on the first working condition, the second working condition, the first torque threshold, the second torque threshold, the first value, the second value, and the third value.

[0124] In some embodiments, the second operating condition can be first divided into high-speed medium-high torque operating condition and high-speed high torque operating condition by using a first torque threshold and a second torque threshold; then, a mapping relationship between the first operating condition and the first value, a mapping relationship between the high-speed medium-high torque operating condition and the second value, and a mapping relationship between the high-speed high torque operating condition and the third value can be created to obtain the mapping relationship.

[0125] By establishing the mapping relationship as described above, the high-speed, high-torque operating condition (second condition) is further subdivided into high-speed, medium-high torque operating condition and high-speed, high-torque operating condition. The most suitable target voltage utilization rate is matched to each level to achieve a balance between efficiency and performance. By setting two torque thresholds (first and second torque thresholds) and three gradually changing voltage utilization rate levels (first, second, and third values), the change in the target voltage utilization rate of the system as torque (or load) gradually increases is step-wise and predefined. This avoids the control shock caused by a sudden jump from a single high value to a single low value, making the performance output and efficiency changes very linear and smooth, greatly improving driving feel and system stability. The system can intelligently identify whether the driver is "steadily accelerating" or "going all out" and automatically switch to the most suitable voltage utilization level, thereby improving scenario adaptability. The voltage margin reserved under medium-high torque (second value) provides a buffer zone to cope with uncertainties such as sudden changes in road resistance and battery voltage fluctuations, enhancing the system's anti-interference ability and thus improving system robustness.

[0126] The following will describe an exemplary application of the embodiments of this application in a practical application scenario.

[0127] Figure 9 This is a schematic diagram of the framework structure of the control method provided in the embodiments of this application. Please refer to it. Figure 9 The control block diagram includes a voltage utilization rate lookup table instruction module 901, a magnetic weakening loop 902, a current loop 903, and an error minimum overmodulation algorithm module 904. Specifically, the voltage utilization rate lookup table instruction module 901 executes step S202, the magnetic weakening loop 902 executes step S041, the current loop 903 executes step S042, and the error minimum overmodulation algorithm module 904 executes step S205.

[0128] The control method provided in this application achieves operating condition switching based on speed and torque lookup table commands, avoiding abrupt changes. It employs a minimum error overmodulation algorithm (vertical pull-back when the voltage vector exceeds the hexagonal limit) to achieve the highest voltage utilization output, while simultaneously resolving control stability issues due to its minimal voltage vector error.

[0129] The control method provided in this application enables dynamic adaptive adjustment of voltage utilization under various operating conditions, thereby improving system efficiency in most high-speed driving-related operating conditions encountered in daily use. For example, efficiency is improved by 0.3% under 100 km / h conditions. Simultaneously, it ensures control stability under high-speed, high-torque conditions, avoiding current fluctuations and NVH issues. Speed ​​and torque lookup commands can be smoothly switched, thus avoiding current surges during operating condition transitions. The minimum error overmodulation algorithm maintains control stability even at a voltage utilization rate of 1.10 and reduces ripple by at least 40%.

[0130] It should be understood that although the steps in the above flowcharts are shown sequentially according to the arrows, these steps are not necessarily executed in the order indicated by the arrows. Unless explicitly stated herein, there is no strict order restriction on the execution of these steps, and they can be executed in other orders. Moreover, at least some steps in the above flowcharts may include multiple sub-steps or multiple stages. These sub-steps or stages are not necessarily completed at the same time, but can be executed at different times. The execution order of these sub-steps or stages is not necessarily sequential, but can be performed alternately or in turn with other steps or at least some of the sub-steps or stages of other steps.

[0131] Based on the foregoing embodiments, this application provides a control device, which includes the included modules and the units included in each module, which can be implemented by a processor; of course, it can also be implemented by specific logic circuits; in the implementation process, the processor can be a central processing unit (CPU), microprocessor unit (MPU), digital signal processor (DSP) or field-programmable gate array (FPGA), etc.

[0132] Figure 10 This is a schematic diagram of the control device provided in the embodiments of this application. Please refer to it. Figure 10 In another aspect of the embodiments of this application, a control device is also provided, which includes: a first determining module 1001, a second determining module 1002 and a control module 1003; The first determining module 1001 is used to determine the current operating condition based on the current operating parameters of the vehicle when the motor speed of the vehicle is greater than a speed threshold. The current operating parameters include at least one of the following: motor torque, motor speed, load current, and motor power. The second determining module 1002 is used to determine the target voltage utilization rate corresponding to the current operating condition. Different operating conditions correspond to different voltage utilization rates. The difference between the upper limit of the voltage utilization rate and the minimum voltage utilization rate among the different voltage utilization rates is less than or equal to the first difference threshold. Control module 1003 is used to control the inverter of the vehicle based on the target voltage utilization rate.

[0133] In some embodiments, when the current operating condition is a first operating condition, the motor torque corresponding to the first operating condition is less than a first torque threshold; the second determining module 1002 is further configured to determine the first value as the target voltage utilization rate, wherein the difference between the upper limit of the voltage utilization rate and the first value is less than or equal to a second difference threshold, and the second difference threshold is less than the first difference threshold.

[0134] In some embodiments, when the current operating condition is the second operating condition, the motor torque corresponding to the second operating condition is greater than or equal to the first torque threshold; the second determining module 1002 is further configured to determine the target voltage utilization rate based on the motor torque corresponding to the second operating condition.

[0135] In some embodiments, the second determining module 1002 is further configured to: determine the second value as the target voltage utilization rate when the motor torque corresponding to the second operating condition is greater than or equal to the first torque threshold and less than the second torque threshold; the difference between the upper limit of the voltage utilization rate and the second value is greater than the second difference threshold and less than or equal to the third difference threshold, the third difference threshold being between the second difference threshold and the first difference threshold; the second torque threshold is greater than the first torque threshold; and determine the third value as the target voltage utilization rate when the motor torque corresponding to the second operating condition is greater than or equal to the second torque threshold, the difference between the upper limit of the voltage utilization rate and the third value being greater than the third difference threshold and less than or equal to the first difference threshold.

[0136] In some embodiments, the control module 1003 is further configured to: determine the voltage based on the target voltage utilization rate; adjust the voltage when the voltage is greater than the voltage limit value to obtain an adjusted voltage, wherein the adjusted voltage is less than or equal to the voltage limit value; and control the operation of the inverter using the adjusted voltage.

[0137] In some embodiments, the control module 1003 is further configured to determine the current based on the target voltage utilization rate and the torque current; and to determine the voltage based on the current and the reference current corresponding to the current operating parameters.

[0138] In some embodiments, the control module 1003 is further configured to determine the voltage limit as the adjusted voltage when the voltage is greater than the voltage limit.

[0139] In some embodiments, the current operating parameters include the motor torque; the first determining module 1001 is further configured to determine the first operating condition as the current operating condition when the motor torque is less than a first torque threshold; and to determine the second operating condition as the current operating condition when the motor torque is greater than or equal to the first torque threshold.

[0140] In some embodiments, the second determining module is further configured to determine the target voltage utilization rate based on the current operating condition and the mapping relationship, wherein the mapping relationship stores the correspondence between multiple operating conditions and multiple voltage utilization rates.

[0141] In some embodiments, the current operating parameters include the motor torque, and the device further includes a first setting module, a second setting module, a third setting module, and a creation module; The first setting module is used to set the first value to the target voltage utilization rate corresponding to the first operating condition, where the motor torque corresponding to the first operating condition is less than the first torque threshold. The second setting module is used to set the second value as the target voltage utilization rate corresponding to the second operating condition when the motor torque corresponding to the second operating condition is greater than or equal to the first torque threshold and less than the second torque threshold; the second torque threshold is greater than the first torque threshold and the second value is less than the first value. The third setting module is used to set the third value as the target voltage utilization rate corresponding to the second operating condition when the motor torque corresponding to the second operating condition is greater than or equal to the second torque threshold; the third value is less than the second value. A creation module is used to create the mapping relationship based on the first operating condition, the second operating condition, the first torque threshold, the second torque threshold, the first value, the second value, and the third value.

[0142] The descriptions of the above device embodiments are similar to those of the above method embodiments, and have similar beneficial effects. For technical details not disclosed in the device embodiments of this application, please refer to the descriptions of the method embodiments of this application for understanding.

[0143] It should be noted that, in the embodiments of this application... Figure 10 The module division of the control device shown is illustrative and represents only one logical functional division; in actual implementation, other division methods may be used. Furthermore, the functional units in the various embodiments of this application can be integrated into one processing unit, exist as separate physical units, or be integrated into one unit from two or more other units. The integrated units described above can be implemented in hardware, as software functional units, or in a combination of both.

[0144] It should be noted that, in the embodiments of this application, if the above-described methods are implemented as software functional modules and sold or used as independent products, they can also be stored in a computer-readable storage medium. Based on this understanding, the technical solution of the embodiments of this application, or the part that contributes to related technologies, can be embodied in the form of a software product. This computer software product is stored in a storage medium and includes several instructions to cause the vehicle to execute all or part of the methods described in the various embodiments of this application. The aforementioned storage medium includes various media capable of storing program code, such as USB flash drives, portable hard drives, read-only memory (ROM), magnetic disks, or optical disks. Thus, the embodiments of this application are not limited to any specific hardware and software combination.

[0145] Figure 11 This is a schematic diagram of a hardware structure of a vehicle provided in an embodiment of this application. Please refer to it. Figure 11 This application provides a vehicle, which may include, but is not limited to, pure electric vehicles, hybrid electric vehicles, electric buses, electric trucks, special-purpose vehicles (sweepers, water trucks), electric excavators, electric loaders, electric forklifts, aerial work platforms, airport ground support vehicles (baggage tractors, aircraft guiding vehicles), electric motorcycles, electric tricycles, electric scooters, electric balance scooters, electric boats, and rail vehicles (subways, trams, light rail, high-speed trains), etc. The functions implemented by this method can be achieved by the processor in the vehicle calling program code, and the program code can be stored in a computer-readable storage medium.

[0146] The internal structure diagram of the vehicle can be as follows: Figure 11 As shown, the vehicle includes a processor 1102, an inverter 1103, and a memory connected via a system bus 1101. The processor 1102 provides computing and control capabilities; it can be, for example, a CPU, or a combination of a CPU and a GPU, etc., without specific limitations. The vehicle's memory may include a non-volatile storage medium 1031 and internal memory 1032. The non-volatile storage medium 1031 stores an operating system, computer programs, and a database. The internal memory 1032 provides an environment for the operation of the operating system and computer programs in the non-volatile storage medium 1031. The vehicle's database is used to store data. When the computer program is executed by the processor 1102, it implements the aforementioned control method.

[0147] This application provides a computer-readable storage medium storing a computer program thereon, which, when executed by a processor, implements the steps of the method provided in the above embodiments.

[0148] This application provides a computer program product containing a computer program or computer-executable instructions, which, when run on a computer, causes the computer to perform the steps in the method provided in the above-described method embodiments.

[0149] Those skilled in the art will understand that Figure 11 The structure shown is merely a block diagram of a portion of the structure related to the present application and does not constitute a limitation on the vehicle to which the present application is applied. A specific vehicle may include more or fewer components than those shown in the figure, or combine certain components, or have different component arrangements.

[0150] In one embodiment, the control device provided in this application can be implemented as a computer program, and the computer program can be implemented in such a way as... Figure 11 The device operates on the vehicle shown. The vehicle's memory can store the various program modules that make up the above-described apparatus. The computer program comprised of the various program modules causes the processor to execute the steps of the methods in the various embodiments of this application described in this specification.

[0151] It should be noted that the descriptions of the computer-readable storage medium and vehicle embodiments above are similar to the descriptions of the method embodiments above, and have similar beneficial effects. For technical details not disclosed in the storage medium, storage medium, and device embodiments of this application, please refer to the descriptions of the method embodiments of this application for understanding.

[0152] It should be understood that the phrases "one embodiment," "an embodiment," or "some embodiments" mentioned throughout the specification mean that a specific feature, structure, or characteristic related to an embodiment is included in at least one embodiment of this application. Therefore, "in one embodiment," "in one embodiment," or "in some embodiments" appearing throughout the specification do not necessarily refer to the same embodiment. Furthermore, these specific features, structures, or characteristics can be combined in any suitable manner in one or more embodiments. It should be understood that in the various embodiments of this application, the sequence numbers of the above-described processes do not imply a sequential order of execution; the execution order of each process should be determined by its function and internal logic, and should not constitute any limitation on the implementation process of the embodiments of this application. The sequence numbers of the above-described embodiments are merely for descriptive purposes and do not represent the superiority or inferiority of the embodiments. The descriptions of the various embodiments above tend to emphasize the differences between the various embodiments; their similarities or commonalities can be referred to mutually, and for the sake of brevity, they will not be repeated here.

[0153] It should be noted that, in this document, 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. Unless otherwise specified, 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 that element.

[0154] In addition, each functional module in the various embodiments of this application can be integrated into one processing unit, or each module can be a separate unit, or two or more modules can be integrated into one unit; the integrated modules can be implemented in hardware or in the form of hardware plus software functional units.

[0155] Those skilled in the art will understand that all or part of the steps of the above method embodiments can be implemented by hardware related to program instructions. The aforementioned program can be stored in a computer-readable storage medium. When the program is executed, it performs the steps of the above method embodiments. The aforementioned storage medium includes various media that can store program code, such as mobile storage devices, ROMs, magnetic disks, or optical disks.

[0156] Alternatively, if the integrated units described above are implemented as software functional modules and sold or used as independent products, they can also be stored in a computer-readable storage medium. Based on this understanding, the technical solutions of the embodiments of this application, or the parts that contribute to related technologies, can be embodied in the form of a software product. This computer software product is stored in a storage medium and includes several instructions to cause the vehicle to execute all or part of the methods described in the various embodiments of this application. The aforementioned storage medium includes various media capable of storing program code, such as mobile storage devices, ROMs, magnetic disks, or optical disks.

[0157] The methods disclosed in the several method embodiments provided in this application can be arbitrarily combined without conflict to obtain new method embodiments.

[0158] The features disclosed in the several product embodiments provided in this application can be arbitrarily combined without conflict to obtain new product embodiments.

[0159] The features disclosed in the several method or device embodiments provided in this application can be arbitrarily combined without conflict to obtain new method or device embodiments.

[0160] The above description is merely an embodiment of this application, but the scope of protection of this application is not limited thereto. Any variations or substitutions that can be easily conceived by those skilled in the art within the scope of the technology disclosed in this application should be included within the scope of protection of this application. Therefore, the scope of protection of this application should be determined by the scope of the claims.

Claims

1. A control method, characterized in that, The method includes: When the vehicle's motor speed is greater than a speed threshold, the current operating condition is determined based on the vehicle's current operating parameters, which include at least one of the following: motor torque, motor speed, load current, and motor power. Determine the target voltage utilization rate corresponding to the current operating condition. Different operating conditions correspond to different voltage utilization rates. The difference between the upper limit of the voltage utilization rate and the minimum voltage utilization rate among the different voltage utilization rates is less than or equal to a first difference threshold. The vehicle's inverter is controlled based on the target voltage utilization rate.

2. The method according to claim 1, characterized in that, When the current operating condition is the first operating condition, the motor torque corresponding to the first operating condition is less than the first torque threshold. Determining the target voltage utilization rate corresponding to the current operating condition includes: The first value is determined as the target voltage utilization rate, and the difference between the upper limit of the voltage utilization rate and the first value is less than or equal to a second difference threshold, wherein the second difference threshold is less than the first difference threshold.

3. The method according to claim 1, characterized in that, When the current operating condition is the second operating condition, the motor torque corresponding to the second operating condition is greater than or equal to the first torque threshold. Determining the target voltage utilization rate corresponding to the current operating condition includes: The target voltage utilization rate is determined based on the motor torque corresponding to the second operating condition.

4. The method according to claim 3, characterized in that, Determining the target voltage utilization rate based on the motor torque corresponding to the second operating condition includes: When the motor torque corresponding to the second operating condition is greater than or equal to the first torque threshold and less than the second torque threshold, the second value is determined as the target voltage utilization rate; the difference between the upper limit of the voltage utilization rate and the second value is greater than the second difference threshold and less than or equal to the third difference threshold, the third difference threshold being between the second difference threshold and the first difference threshold; the second torque threshold is greater than the first torque threshold; When the motor torque corresponding to the second operating condition is greater than or equal to the second torque threshold, the third value is determined as the target voltage utilization rate. The difference between the upper limit of the voltage utilization rate and the third value is greater than the third difference threshold and less than or equal to the first difference threshold.

5. The method according to any one of claims 1 to 4, characterized in that, The inverter that controls the vehicle based on the target voltage utilization rate includes: The voltage is determined based on the target voltage utilization rate; When the voltage is greater than the voltage limit, the voltage is adjusted to obtain an adjusted voltage, which is less than or equal to the voltage limit. The inverter is operated using the adjusted voltage.

6. The method according to claim 5, characterized in that, The step of determining the voltage based on the target voltage utilization rate includes: The current is determined based on the target voltage utilization rate and torque current. The voltage is determined based on the current and the reference current corresponding to the current operating parameters.

7. The method according to any one of claims 1 to 4, characterized in that, The current operating parameters include the motor torque; Determining the current operating condition based on the vehicle's current operating parameters includes: When the motor torque is less than a first torque threshold, the first operating condition is determined as the current operating condition; If the motor torque is greater than or equal to the first torque threshold, the second operating condition is determined as the current operating condition.

8. The method according to any one of claims 1 to 4, characterized in that, Determining the target voltage utilization rate corresponding to the current operating condition includes: The target voltage utilization rate is determined based on the current operating conditions and the mapping relationship, wherein the mapping relationship stores the correspondence between multiple operating conditions and multiple voltage utilization rates.

9. The method according to claim 8, characterized in that, The current operating parameters include the motor torque. Before determining the target voltage utilization rate based on the current operating conditions and mapping relationship, the method further includes: Set the first value as the target voltage utilization rate corresponding to the first operating condition, where the motor torque corresponding to the first operating condition is less than the first torque threshold. When the motor torque corresponding to the second operating condition is greater than or equal to the first torque threshold and less than the second torque threshold, the second value is set as the target voltage utilization rate corresponding to the second operating condition; the second torque threshold is greater than the first torque threshold, and the second value is less than the first value; When the motor torque corresponding to the second operating condition is greater than or equal to the second torque threshold, the third value is set as the target voltage utilization rate corresponding to the second operating condition; the third value is less than the second value. The mapping relationship is created based on the first operating condition, the second operating condition, the first torque threshold, the second torque threshold, the first value, the second value, and the third value.

10. A control device, characterized in that, The device includes: The first determining module is used to determine the current operating condition based on the current operating parameters of the vehicle when the motor speed of the vehicle is greater than a speed threshold. The current operating parameters include at least one of the following: motor torque, motor speed, load current, and motor power. The second determining module is used to determine the target voltage utilization rate corresponding to the current operating condition. Different operating conditions correspond to different voltage utilization rates. The difference between the upper limit of the voltage utilization rate and the minimum voltage utilization rate among the different voltage utilization rates is less than or equal to the first difference threshold. A control module for controlling the vehicle's inverter based on the target voltage utilization rate.

11. A vehicle, characterized in that, The device includes an inverter, a memory, and a processor. The memory stores a computer program, which, when executed by the processor, causes the processor to implement the control method as described in any one of claims 1 to 9.

12. A computer-readable storage medium having a computer program stored thereon, characterized in that, When the computer program is executed by the processor, it implements the control method as described in any one of claims 1 to 9.

13. A computer program product, comprising a computer program or computer-executable instructions, characterized in that, When the computer program or computer-executable instructions are executed by the processor, the control method according to any one of claims 1 to 9 is implemented.

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