WO2025157208A1 - 一种电机零位角标定方法、车辆和存储介质 - Google Patents

一种电机零位角标定方法、车辆和存储介质

Info

Publication number
WO2025157208A1
WO2025157208A1 PCT/CN2025/074225 CN2025074225W WO2025157208A1 WO 2025157208 A1 WO2025157208 A1 WO 2025157208A1 CN 2025074225 W CN2025074225 W CN 2025074225W WO 2025157208 A1 WO2025157208 A1 WO 2025157208A1
Authority
WO
WIPO (PCT)
Prior art keywords
value
zero angle
calibration
mode setting
motor
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Pending
Application number
PCT/CN2025/074225
Other languages
English (en)
French (fr)
Inventor
孙宇
张文贤
黄冠中
张帅
高寒非
杨光
李韦良
田学超
王雪松
袁学礼
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Great Wall Motor Co Ltd
Original Assignee
Great Wall Motor Co Ltd
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Great Wall Motor Co Ltd filed Critical Great Wall Motor Co Ltd
Publication of WO2025157208A1 publication Critical patent/WO2025157208A1/zh
Anticipated expiration legal-status Critical
Pending legal-status Critical Current

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L15/00—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles
    • B60L15/20—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02P—CONTROL OR REGULATION OF ELECTRIC MOTORS, ELECTRIC GENERATORS OR DYNAMO-ELECTRIC CONVERTERS; CONTROLLING TRANSFORMERS, REACTORS OR CHOKE COILS
    • H02P23/00—Arrangements or methods for the control of AC motors characterised by a control method other than vector control
    • H02P23/0004—Control strategies in general, e.g. linear type, e.g. P, PI, PID, using robust control
    • H02P23/0031—Control strategies in general, e.g. linear type, e.g. P, PI, PID, using robust control implementing a off line learning phase to determine and store useful data for on-line control
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02P—CONTROL OR REGULATION OF ELECTRIC MOTORS, ELECTRIC GENERATORS OR DYNAMO-ELECTRIC CONVERTERS; CONTROLLING TRANSFORMERS, REACTORS OR CHOKE COILS
    • H02P23/00—Arrangements or methods for the control of AC motors characterised by a control method other than vector control
    • H02P23/14—Estimation or adaptation of motor parameters, e.g. rotor time constant, flux, speed, current or voltage
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02P—CONTROL OR REGULATION OF ELECTRIC MOTORS, ELECTRIC GENERATORS OR DYNAMO-ELECTRIC CONVERTERS; CONTROLLING TRANSFORMERS, REACTORS OR CHOKE COILS
    • H02P29/00—Arrangements for regulating or controlling electric motors, appropriate for both AC and DC motors
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02P—CONTROL OR REGULATION OF ELECTRIC MOTORS, ELECTRIC GENERATORS OR DYNAMO-ELECTRIC CONVERTERS; CONTROLLING TRANSFORMERS, REACTORS OR CHOKE COILS
    • H02P9/00—Arrangements for controlling electric generators for the purpose of obtaining a desired output
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02P—CONTROL OR REGULATION OF ELECTRIC MOTORS, ELECTRIC GENERATORS OR DYNAMO-ELECTRIC CONVERTERS; CONTROLLING TRANSFORMERS, REACTORS OR CHOKE COILS
    • H02P9/00—Arrangements for controlling electric generators for the purpose of obtaining a desired output
    • H02P9/009—Circuit arrangements for detecting rotor position
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02P—CONTROL OR REGULATION OF ELECTRIC MOTORS, ELECTRIC GENERATORS OR DYNAMO-ELECTRIC CONVERTERS; CONTROLLING TRANSFORMERS, REACTORS OR CHOKE COILS
    • H02P9/00—Arrangements for controlling electric generators for the purpose of obtaining a desired output
    • H02P9/02—Details of the control
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02P—CONTROL OR REGULATION OF ELECTRIC MOTORS, ELECTRIC GENERATORS OR DYNAMO-ELECTRIC CONVERTERS; CONTROLLING TRANSFORMERS, REACTORS OR CHOKE COILS
    • H02P2101/00—Special adaptation of control arrangements for generators
    • H02P2101/45—Special adaptation of control arrangements for generators for motor vehicles, e.g. car alternators
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/72—Electric energy management in electromobility

Definitions

  • the present application relates to the field of vehicles, and more specifically, to a method for calibrating a zero angle of a motor, a vehicle, and a storage medium in the field of vehicles.
  • the vehicle motor needs to use the zero angle to determine the direction of the main magnetic field of the motor rotor. Therefore, the value of the zero angle is closely related to the torque that the vehicle motor can provide. An inaccurate zero angle can easily cause the vehicle motor to fail to output the optimal torque, and may even cause torque reversal.
  • a signal can be sent to the vehicle motor to switch the vehicle motor to the calibration mode.
  • the vehicle motor recalibrates the zero angle in the calibration mode to obtain the accurate zero angle in the current state.
  • the vehicle motor needs to detect the accurate zero angle under no load.
  • the vehicle motor may receive electromagnetic interference such as electromagnetic pulses and radio frequency signals, the vehicle motor may recognize the wrong signal and enter the calibration mode for zero angle calibration under load, thereby obtaining an inaccurate zero angle, which affects the torque provided by the vehicle motor. It is necessary to propose a motor zero angle calibration method that can accurately obtain the zero angle.
  • the present application provides a motor zero angle calibration method, a vehicle and a storage medium.
  • the method can determine again whether the reserved bit value meets the preset calibration value after receiving the calibration mode setting signal. If it meets the requirement, it is determined to perform zero angle calibration to obtain an accurate zero angle.
  • the idle reserved bit is used as an identification bit to prevent the vehicle motor from mistakenly entering the calibration mode in the case of signal interference, thereby improving the accuracy of the zero angle calibration and further ensuring the normal operation of the vehicle motor.
  • a method for calibrating a motor zero angle comprising:
  • control signal sent by the vehicle control unit is a calibration mode setting signal
  • the reserved bit value of the calibration mode setting signal is read, and the state value of the calibration mode setting signal is the calibration mode setting value
  • the reserved bit value is a preset calibration value, performing zero angle calibration processing on the vehicle motor based on the calibration mode setting signal to obtain a calibrated zero angle;
  • the motor zero angle is updated based on the calibrated zero angle, and the updated motor zero angle is used to control the operation of the vehicle motor.
  • the reserved bit value meets the preset calibration value. If it meets the requirements, zero angle calibration is performed to obtain an accurate zero angle.
  • the idle reserved bit is used as an identification bit to avoid the vehicle motor from mistakenly entering the calibration mode in the case of signal interference, thereby improving the accuracy of the zero angle calibration and further ensuring the normal operation of the vehicle motor.
  • the method further includes:
  • the control signal is confirmed as a calibration mode setting signal.
  • the state quantity value in the control signal is used to determine which mode the vehicle motor needs to be adjusted to, thereby achieving flexible control of the vehicle motor state switching.
  • reading the reserved bit value of the calibration mode setting signal includes:
  • the first reserved bit value is a first preset calibration value, reading a second reserved bit value in the calibration mode setting signal;
  • the reserved bit value of the calibration mode setting signal is determined to be the preset calibration value.
  • the method further includes:
  • the calibration mode setting signal is ignored.
  • ignoring the calibration mode setting signal includes:
  • the calibration mode setting signal is ignored.
  • the method before updating the motor zero angle based on the calibrated zero angle, the method further includes:
  • a backup process is performed on the motor zero angle of the vehicle motor to obtain a historical zero angle, where the historical zero angle has the same value as the motor zero angle.
  • the method further includes:
  • the updated motor zero angle is restored based on the historical zero angle.
  • the torque request value and the actual torque value are compared to further determine whether the calibrated zero angle is correct. If it is inaccurate, it can be restored to ensure the normal operation of the vehicle motor, further avoiding the situation of incorrect zero angle calibration.
  • the method further includes:
  • the historical zero angle is deleted.
  • a motor zero angle calibration device comprising:
  • a reserved bit reading module configured to read a reserved bit value of the calibration mode setting signal if the control signal sent by the vehicle control unit is a calibration mode setting signal, wherein the state quantity value of the calibration mode setting signal is a calibration mode setting value;
  • a calibration processing module configured to perform zero angle calibration processing on the vehicle motor based on the calibration mode setting signal to obtain a calibrated zero angle if the retained bit value is a preset calibration value
  • the zero angle updating module is used to update the motor zero angle based on the calibrated zero angle, and use the updated motor zero angle to control the operation of the vehicle motor.
  • a vehicle comprising:
  • a memory for storing executable program code
  • a processor is used to call and run the executable program code from the memory, so that the vehicle executes the method in the above-mentioned first aspect or any possible implementation of the first aspect.
  • a computer program product comprising: a computer program code, which, when executed on a computer, enables the computer to execute the method in the first aspect or any possible implementation of the first aspect.
  • a computer-readable storage medium which stores a computer program code.
  • the computer program code runs on a computer, the computer executes the method in the above-mentioned first aspect or any possible implementation of the first aspect.
  • FIG1 is a schematic diagram illustrating an example of a vehicle motor entering a calibration mode according to an embodiment of the present application
  • FIG2 is a schematic flow chart of a motor zero angle calibration method provided in an embodiment of the present application.
  • FIG3 is a schematic flow chart of a motor zero angle calibration method provided in an embodiment of the present application.
  • FIG4 is a schematic diagram illustrating an example of a zero angle restoration process provided by an embodiment of the present application.
  • FIG5 is a schematic structural diagram of a motor zero angle calibration device provided in an embodiment of the present application.
  • FIG6 is a schematic structural diagram of a motor zero angle calibration device provided in an embodiment of the present application.
  • FIG7 is a schematic structural diagram of a vehicle provided in an embodiment of the present application.
  • first and second are used for descriptive purposes only and should not be understood to imply or suggest relative importance or implicitly indicate the number of technical features indicated. Therefore, a feature defined as “first” or “second” may explicitly or implicitly include one or more of the features.
  • the vehicle's electric motor can provide power and assist with engine starting.
  • the vehicle's electric motor can be an integrated starter generator (ISG).
  • ISG is a motor system used for starting and generating electricity for vehicle engines.
  • the ISG can be mounted on the vehicle's generator and connected to the engine's crankshaft. When the vehicle is started, it provides cranking power to bring the engine into operation, providing torque to help start the engine. Even while the engine is running, the ISG can provide additional torque to enhance the engine's power output. Furthermore, when the vehicle slows down or stops, the ISG can generate electricity, feeding power back into the vehicle's battery for charging.
  • the zero angle of the vehicle's electric motor reflects the angle of the motor caused by factors such as the motor's assembly structure.
  • the zero angle is a critical parameter for vehicle motor operation and can be used to determine the initial position of the motor rotor for motor control and torque measurement.
  • the zero angle is calibrated and recorded in the motor control system's memory for easy recall and updating.
  • the vehicle control unit can be an electronic control unit (ECU) in the vehicle, which is a microprocessor used to control and manage various vehicle systems.
  • the vehicle control unit can send various control signals to the vehicle motor to control the vehicle motor to be set to various modes, such as calibration mode, electric mode, and power generation mode.
  • calibration mode the vehicle motor calibrates the zero angle to obtain a calibrated zero angle, and updates the motor zero angle stored in memory based on the calibrated zero angle.
  • the vehicle motor is then controlled based on the updated motor zero angle.
  • electric mode the vehicle motor can provide torque to the vehicle generator to assist in engine starting or enhance the engine's power output.
  • the vehicle motor In power generation mode, the vehicle motor can charge the vehicle battery.
  • the motor zero angle calibration device is used to receive and identify control signals from the vehicle control unit and control the vehicle motor to switch between different modes.
  • the motor zero angle calibration device can be the vehicle motor or a motor control system module of the vehicle motor, or a module in the vehicle motor that implements the motor zero angle calibration method.
  • the control signal may be an ECU signal, and the state quantity SETMODE in the control signal is used to indicate different modes of the vehicle motor.
  • the control signal may be a motoring mode setting signal, used to control the vehicle motor to switch to motoring mode.
  • the control signal may be a generator mode setting signal, used to control the vehicle motor to switch to generator mode. Since the state quantity in the control signal can represent a value between 0 and 7, the motor zero angle calibration device may set the state quantity of the calibration mode to a calibration mode setting value other than 0 to 7.
  • a user or personnel may send an external signal to the vehicle control unit to control the vehicle control unit to generate a calibration mode setting signal.
  • the external signal may be an electromagnetic pulse signal or a radio frequency signal, for example, sent to the vehicle control unit.
  • the external signal may help the vehicle control unit set the state quantity to a calibration mode setting value other than 0 to 7 corresponding to the calibration mode, thereby controlling the vehicle control unit to generate the calibration mode setting signal.
  • the other interference signals may interfere with the state quantity of the vehicle control unit to the calibration mode setting value, thereby causing the vehicle motor to mistakenly enter the calibration mode under the presence of load, thereby obtaining an incorrect motor zero angle, affecting the subsequent normal operation of the vehicle motor.
  • the calibration mode setting signal sent by the vehicle control unit not only requires the state quantity to be set to the calibration mode setting value, but also requires the value of the reserved bit to be set to the preset calibration value, that is, the motor zero angle calibration device needs to read the reserved bit value after receiving the calibration mode setting signal before it can control the vehicle motor to enter the setting mode, wherein the reserved bit can be RSVD0 and RSVD1 in the identifier field of the ECU signal, RSVD0 can be located at the 4th bit, RSVD1 can be located at the 5th bit, and in general ECU signals, the reserved bits are all 0, so the preset calibration value can be set to a value other than 0, so that the motor zero angle calibration device can further identify the calibration mode setting signal.
  • Figure 2 is a schematic flow chart of a motor zero angle calibration method according to an embodiment of the present application. As shown in Figure 2, the method according to the embodiment of the present application may include the following steps S101-S103.
  • the motor zero angle calibration device can obtain the control signal sent by the vehicle control unit and read the state quantity value in the control signal. If the state quantity value is the calibration mode setting value, it means that the vehicle control unit sent the calibration mode setting signal, which is used to control the vehicle motor to enter the calibration mode to perform zero angle calibration processing.
  • the motor zero angle calibration device obtains the calibration mode setting signal, in order to avoid the calibration mode setting signal being erroneously generated by the vehicle control unit due to interference from other interference signals, the reserved bit value in the calibration mode setting signal can be read. Since the reserved bit is not enabled in the general ECU signal and the reserved bits are all 0, the motor zero angle calibration device can determine whether the calibration mode setting signal is an erroneously generated control signal through the reserved bit value.
  • the motor zero angle calibration device can determine that the calibration mode setting signal is not generated in error, that is, the vehicle motor is in a no-load state where zero angle calibration processing can be performed. The motor zero angle calibration device can then control the vehicle motor to switch to calibration mode based on the calibration mode setting signal, that is, perform zero angle calibration processing on the vehicle motor to obtain a calibration zero angle.
  • the calibration zero angle is the zero angle value detected by the vehicle motor when the calibration mode setting signal is received.
  • the preset calibration value can be a value other than 0, can be the initial setting of the motor zero angle calibration device, or can be set by the user or relevant staff.
  • the motor zero angle calibration device can update the motor zero angle stored in the memory based on the calibrated zero angle, that is, the motor zero angle after the update is the same as the value of the calibrated zero angle, and the motor zero angle calibration device can use the updated motor zero angle to control the operation of the vehicle motor.
  • the reserved bit value of the calibration mode setting signal is read, and the state quantity value of the calibration mode setting signal is the calibration mode setting value. If the reserved bit value is a preset calibration value, the vehicle motor is calibrated for zero angle based on the calibration mode setting signal to obtain a calibrated zero angle. The motor zero angle is updated based on the calibrated zero angle, and the updated motor zero angle is used to control the operation of the vehicle motor. After receiving the calibration mode setting signal, it is determined whether the reserved bit value meets the preset calibration value. If it meets the preset calibration value, it is determined that the zero angle calibration is performed to obtain an accurate zero angle. The idle reserved bit is used as an identification bit to avoid the vehicle motor from mistakenly entering the calibration mode in the case of signal interference, thereby improving the accuracy of the zero angle calibration and further ensuring the normal operation of the vehicle motor.
  • Figure 3 is a schematic flow chart of a motor zero angle calibration method according to an embodiment of the present application. As shown in Figure 3, the method according to the embodiment of the present application may include the following steps S201-S209.
  • the motor zero angle calibration device can obtain a control signal sent by the vehicle control unit.
  • the motor zero angle calibration device can confirm the control signal as the calibration mode setting signal, which is used to control the vehicle motor to enter the calibration mode and perform zero angle calibration processing.
  • the calibration mode setting value can be the initial setting of the motor zero angle calibration, or it can be set by the user or relevant personnel.
  • the state quantity value that can be represented in the ECU signal has a numerical range, for example, the numerical range can be 0 to 7, that is, the state quantity value in the signal generated by the ECU can only be represented as a value between 0 and 7.
  • the user or relevant staff can send an external signal to the vehicle control unit to change the state quantity value in the control signal to a value outside the numerical range, that is, the vehicle control unit cannot generate a calibration mode setting signal on its own, thereby avoiding the vehicle's internal error in generating a calibration mode setting signal, resulting in the vehicle motor incorrectly calibrating the zero angle. Therefore, the calibration mode setting value can be set to a value outside the numerical range, for example, it can be set to 12.
  • the reserved bit value in the calibration mode setting signal can be read. Since the reserved bit is not enabled in the general ECU signal and the reserved bits are all 0, the motor zero angle calibration device can determine whether the calibration mode setting signal is an incorrectly generated control signal through the reserved bit value.
  • the motor zero angle calibration device can determine that the calibration mode setting signal is not generated in error, that is, the vehicle motor is in a no-load state where zero angle calibration processing can be performed. The motor zero angle calibration device can then control the vehicle motor to switch to calibration mode based on the calibration mode setting signal, that is, perform zero angle calibration processing on the vehicle motor to obtain a calibration zero angle.
  • the calibration zero angle is the zero angle value detected by the vehicle motor when the calibration mode setting signal is received.
  • the preset calibration value can be a value other than 0, can be the initial setting of the motor zero angle calibration device, or can be set by the user or relevant staff.
  • the reserved bit can be a first reserved bit and a second reserved bit
  • the preset calibration value can be the first preset calibration value and the second preset calibration value respectively, for example, they can be RSVD0 and RSVD1 in the identifier field of the ECU signal, wherein the first reserved bit can be before the second reserved bit.
  • the motor zero angle calibration device can first read the first reserved bit value in the calibration mode setting signal. If the first reserved bit value is the first preset calibration value, it can continue to read the second reserved bit value in the calibration mode setting signal. If the second reserved bit value is the second preset calibration value, it is determined that the reserved bit value of the calibration mode setting signal is the preset calibration value.
  • the first preset calibration value and the second preset calibration value can be values other than 0, and the first preset calibration value and the second preset calibration value can be the same or different. For example, the first preset calibration value can be 1, and the second preset calibration value can be 4.
  • the motor zero angle calibration device can determine that the calibration mode setting signal is erroneously generated due to the vehicle control unit receiving an interference signal, and can ignore the calibration mode setting signal.
  • the ignoring process can include not responding to the calibration mode setting signal, not saving the calibration mode setting signal, and clearing the cache corresponding to the calibration mode setting signal. It does not respond to the erroneous signal and clears the corresponding cache. While saving storage resources and improving the utilization of computing resources, it can avoid the motor from erroneously entering the calibration mode due to erroneous operation signals or external interference signals, thereby further improving safety.
  • the motor zero angle calibration device If the motor zero angle calibration device reads that the first reserved bit value is the first preset calibration value, but the second reserved bit value is not the second preset calibration value, it can be determined that the reserved bit value is not the preset calibration value, and the motor zero angle calibration device can ignore the calibration mode setting signal. If the motor zero angle calibration device reads that the first reserved bit value is not the first preset calibration value, there is no need to continue reading the second reserved bit value. The motor zero angle calibration device can directly determine that the reserved bit value is not the preset calibration value, and ignore the calibration mode setting signal, thereby improving the efficiency of distinguishing the calibration mode setting signal.
  • the motor zero angle calibration device can back up the motor zero angle of the vehicle motor stored in the memory to obtain the historical zero angle. It can be understood that the historical zero angle has the same value as the motor zero angle.
  • the motor zero angle calibration device can update the motor zero angle stored in the memory based on the calibrated zero angle, that is, the motor zero angle after the update is the same as the value of the calibrated zero angle, and the motor zero angle calibration device can use the updated motor zero angle to control the operation of the vehicle motor.
  • the motor zero angle calibration device when the motor zero angle calibration device first acquires the electric mode setting signal after updating the motor zero angle, it can detect the updated zero angle to determine whether the updated zero angle is accurate.
  • the motor zero angle calibration device can first acquire the electric mode setting signal and torque request value sent by the vehicle control unit after updating the motor zero angle.
  • the electric mode setting signal and torque request value used for zero angle detection are the electric mode setting signal and torque request value first sent by the vehicle control unit after the zero angle is updated.
  • the electric mode setting signal is a control signal whose state quantity value is the electric mode setting value, which is used to control the vehicle motor to switch to the electric state.
  • the electric mode setting value can be 2.
  • the torque request value is the torque value that the vehicle motor can generate or consume, calculated in real time by the vehicle control unit based on parameters such as the vehicle motor's current, voltage, speed, and temperature.
  • the motor zero angle calibration device can control the vehicle motor to switch to electric mode, that is, control the vehicle motor to perform electric processing based on the updated motor zero angle, and obtain the actual torque value of the vehicle motor during the electric processing process.
  • the motor zero angle calibration device can then reset the updated motor zero angle based on the historical zero angle, restoring the motor zero angle to the historical zero angle value.
  • the torque difference threshold can be an initial setting of the motor zero angle calibration device or can be set by the user or relevant personnel, for example, 3 N.m.
  • the motor zero angle calibration device can delete the historical zero angle from the memory. Deleting the backed-up historical zero angle from the memory can free up memory space and avoid confusion between valid data and invalid data, ensuring that the motor can operate according to the accurate zero angle value, further improving the stability of the motor operation.
  • the motor zero angle calibration device can delete the historical zero angle.
  • FIG4 provides an example diagram of zero angle restoration processing for an embodiment of the present application.
  • the zero angle of the vehicle motor in the memory is The zero angle obtained after zero angle calibration is After the motor zero angle is updated using the calibrated zero angle, the updated motor zero angle is The historical zero angle is If the difference between the torque request value and the torque actual value is greater than the torque difference threshold, that is, the calibrated zero angle is inaccurate, the motor zero angle calibration device can adjust the motor zero angle stored in the memory. Perform restoration to restore the motor to zero angle And the historical zero angle in memory Perform deletion processing.
  • a control signal sent by a vehicle control unit is obtained, and the state quantity value of the control signal is read. If the state quantity value is a calibration mode setting value, the control signal is confirmed as a calibration mode setting signal. The state quantity value in the control signal is used to determine which mode the vehicle motor needs to be adjusted to, thereby achieving flexible control of the vehicle motor state switching. If the control signal sent by the vehicle control unit is obtained as a calibration mode setting signal, the reserved bit value of the calibration mode setting signal is read. If the reserved bit value is a preset calibration value, the vehicle motor is calibrated for zero angle based on the calibration mode setting signal to obtain a calibrated zero angle.
  • the motor zero angle calibration device can determine that the calibration mode setting signal is erroneously generated by the vehicle control unit due to an interference signal, and the calibration mode setting signal can be ignored. After receiving the calibration mode setting signal, the system re-determines whether the reserved bit value matches the preset calibration value. If so, it determines to perform zero angle calibration to obtain an accurate zero angle. Using the unused reserved bit as an identification bit prevents the vehicle motor from erroneously entering the calibration mode under signal interference, improves the accuracy of zero angle calibration, and further ensures the normal operation of the vehicle motor. The vehicle motor's motor zero angle is backed up to obtain a historical zero angle. The motor zero angle is updated based on the calibrated zero angle.
  • the vehicle motor is controlled using the updated motor zero angle.
  • the electric mode setting signal and torque request value sent by the vehicle control unit are obtained.
  • the vehicle motor is controlled to perform electric operation based on the updated motor zero angle.
  • the actual torque value of the vehicle motor during the electric operation is obtained. If the difference between the torque request value and the actual torque value is greater than a torque difference threshold, the updated motor zero angle is restored based on the historical zero angle.
  • the correctness of the calibrated zero angle is further determined by comparing the torque request value with the actual torque value. If inaccurate, the zero angle is restored to ensure the normal operation of the vehicle motor, further avoiding the situation of incorrect zero angle calibration.
  • FIG. 5 shows a schematic diagram of the structure of a motor zero angle calibration device provided by an exemplary embodiment of the present application.
  • the motor zero angle calibration device can be implemented as all or part of a device through software, hardware, or a combination of both.
  • the device 1 includes a reserved bit reading module 11, a calibration processing module 12, and a zero angle updating module 13.
  • a reserved bit reading module 11 is configured to read a reserved bit value of the calibration mode setting signal if the control signal sent by the vehicle control unit is a calibration mode setting signal, wherein the state value of the calibration mode setting signal is a calibration mode setting value;
  • a calibration processing module 12 configured to perform zero angle calibration processing on the vehicle motor based on the calibration mode setting signal to obtain a calibrated zero angle if the retained bit value is a preset calibration value
  • the zero angle updating module 13 is configured to update the motor zero angle based on the calibrated zero angle, and use the updated motor zero angle to control the operation of the vehicle motor.
  • the reserved bit value of the calibration mode setting signal is read, and the state quantity value of the calibration mode setting signal is the calibration mode setting value. If the reserved bit value is a preset calibration value, the vehicle motor is calibrated for zero angle based on the calibration mode setting signal to obtain a calibrated zero angle. The motor zero angle is updated based on the calibrated zero angle, and the updated motor zero angle is used to control the operation of the vehicle motor. After receiving the calibration mode setting signal, it is determined whether the reserved bit value meets the preset calibration value. If it meets the preset calibration value, it is determined that the zero angle calibration is performed to obtain an accurate zero angle. The idle reserved bit is used as an identification bit to avoid the vehicle motor from mistakenly entering the calibration mode in the case of signal interference, thereby improving the accuracy of the zero angle calibration and further ensuring the normal operation of the vehicle motor.
  • FIG. 6 shows a schematic diagram of the structure of a motor zero angle calibration device provided by an exemplary embodiment of the present application.
  • the motor zero angle calibration device can be implemented as all or part of a device through software, hardware, or a combination of both.
  • the device 1 includes a control signal receiving module 14, a reserved bit reading module 11, a disregard processing module 15, a calibration processing module 12, a backup processing module 16, a zero angle updating module 13, a restoration processing module 17, and a backup deletion module 18.
  • the control signal receiving module 14 is used to obtain the control signal sent by the vehicle control unit and read the state value of the control signal;
  • the control signal is confirmed as a calibration mode setting signal.
  • a reserved bit reading module 11 is configured to read a reserved bit value of the calibration mode setting signal if the control signal sent by the vehicle control unit is a calibration mode setting signal, wherein the state value of the calibration mode setting signal is a calibration mode setting value;
  • the reserved bit reading module 11 is specifically used to read the first reserved bit value in the calibration mode setting signal
  • the first reserved bit value is a first preset calibration value, reading a second reserved bit value in the calibration mode setting signal;
  • the reserved bit value of the calibration mode setting signal is determined to be the preset calibration value.
  • the ignoring processing module 15 is configured to ignore the calibration mode setting signal if the reserved bit value is not the preset calibration value.
  • the ignoring processing module 15 is specifically configured to ignore the calibration mode setting signal if the first reserved bit value is not the first preset calibration value;
  • the calibration mode setting signal is ignored.
  • a calibration processing module 12 configured to perform zero angle calibration processing on the vehicle motor based on the calibration mode setting signal to obtain a calibrated zero angle if the retained bit value is a preset calibration value
  • the backup processing module 16 is used to perform backup processing on the motor zero angle of the vehicle motor to obtain a historical zero angle, where the historical zero angle has the same value as the motor zero angle.
  • the zero angle updating module 13 is configured to update the motor zero angle based on the calibrated zero angle, and use the updated motor zero angle to control the operation of the vehicle motor.
  • a recovery processing module 17 configured to obtain an electric mode setting signal and a torque request value sent by the vehicle control unit
  • the updated motor zero angle is restored based on the historical zero angle.
  • the backup deletion module 18 is configured to delete the historical zero angle if the difference between the torque request value and the actual torque value is less than or equal to the torque difference threshold.
  • a control signal sent by a vehicle control unit is obtained, and the state quantity value of the control signal is read. If the state quantity value is a calibration mode setting value, the control signal is confirmed as a calibration mode setting signal. The state quantity value in the control signal is used to determine which mode the vehicle motor needs to be adjusted to, thereby achieving flexible control of the vehicle motor state switching. If the control signal sent by the vehicle control unit is obtained as a calibration mode setting signal, the reserved bit value of the calibration mode setting signal is read. If the reserved bit value is a preset calibration value, the vehicle motor is calibrated for zero angle based on the calibration mode setting signal to obtain a calibrated zero angle.
  • the motor zero angle calibration device can determine that the calibration mode setting signal is erroneously generated by the vehicle control unit due to an interference signal, and the calibration mode setting signal can be ignored. After receiving the calibration mode setting signal, the system re-determines whether the reserved bit value matches the preset calibration value. If so, it determines to perform zero angle calibration to obtain an accurate zero angle. Using the unused reserved bit as an identification bit prevents the vehicle motor from erroneously entering the calibration mode under signal interference, improves the accuracy of zero angle calibration, and further ensures the normal operation of the vehicle motor. The vehicle motor's motor zero angle is backed up to obtain a historical zero angle. The motor zero angle is updated based on the calibrated zero angle.
  • the vehicle motor is controlled using the updated motor zero angle.
  • the electric mode setting signal and torque request value sent by the vehicle control unit are obtained.
  • the vehicle motor is controlled to perform electric operation based on the updated motor zero angle.
  • the actual torque value of the vehicle motor during the electric operation is obtained. If the difference between the torque request value and the actual torque value is greater than a torque difference threshold, the updated motor zero angle is restored based on the historical zero angle.
  • the correctness of the calibrated zero angle is further determined by comparing the torque request value with the actual torque value. If inaccurate, the zero angle is restored to ensure the normal operation of the vehicle motor, further avoiding the situation of incorrect zero angle calibration.
  • vehicle 700 may include: at least one vehicle processor 701, at least one network interface 704, a user interface 703, a memory 705, at least one communication bus 702, and at least one belt-driven starter generator 707.
  • the communication bus 702 is used to implement the connection and communication between these components.
  • the user interface 703 may include a display screen (Display) and a camera (Camera).
  • the user interface 703 may also include a standard wired interface and a wireless interface.
  • the network interface 704 may optionally include a standard wired interface or a wireless interface (such as a WI-FI interface).
  • the vehicle processor 701 may include one or more processing cores.
  • the vehicle processor 701 utilizes various interfaces and circuits to connect various components within the vehicle 700. It executes instructions, programs, code sets, or instruction sets stored in the memory 705, as well as accesses data stored in the memory 705, to perform various functions and process data within the vehicle 700.
  • the vehicle processor 701 may be implemented using at least one of the following hardware forms: a digital signal processing (DSP), a field-programmable gate array (FPGA), or a programmable logic array (PLA).
  • DSP digital signal processing
  • FPGA field-programmable gate array
  • PDA programmable logic array
  • the vehicle processor 701 may integrate one or a combination of a central processing unit (CPU), a graphics processing unit (GPU), and a modem.
  • the CPU primarily processes the operating system, user interface, and application programs; the GPU is responsible for rendering and drawing content displayed on the display screen; and the modem handles wireless communications. It is understood that the modem may be implemented independently of the vehicle processor 701 and implemented as a separate chip.
  • Memory 705 may include random access memory (RAM) or read-only memory (ROM).
  • memory 705 may include non-transitory computer-readable storage medium.
  • Memory 705 may be used to store instructions, programs, code, code sets, or instruction sets.
  • Memory 705 may include a program storage area and a data storage area.
  • the program storage area may store instructions for implementing an operating system, instructions for at least one function (such as a touch function, sound playback function, image playback function, etc.), instructions for implementing the aforementioned method embodiments, etc.; the data storage area may store data related to the aforementioned method embodiments, etc.
  • Memory 705 may also optionally be at least one storage device located remotely from the aforementioned vehicle processor 701.
  • memory 705, as a computer storage medium may include an operating system, a network communication module, a user interface module, and a motor zero angle calibration acquisition program.
  • the user interface 703 is mainly used to provide an input interface for the user and obtain user input data; and the vehicle processor 701 can be used to call the motor zero angle calibration acquisition program stored in the memory 705 and specifically perform the following operations:
  • control signal sent by the vehicle control unit is a calibration mode setting signal
  • the reserved bit value of the calibration mode setting signal is read, and the state value of the calibration mode setting signal is the calibration mode setting value
  • the reserved bit value is a preset calibration value, performing zero angle calibration processing on the vehicle motor based on the calibration mode setting signal to obtain a calibrated zero angle;
  • the motor zero angle is updated based on the calibrated zero angle, and the updated motor zero angle is used to control the operation of the vehicle motor.
  • the vehicle processor 701 when executing the motor zero angle calibration method, the vehicle processor 701 further performs the following steps:
  • the control signal is confirmed as a calibration mode setting signal.
  • the vehicle processor 701 when the vehicle processor 701 reads the reserved bit value of the calibration mode setting signal, it specifically performs the following steps:
  • the first reserved bit value is a first preset calibration value, reading a second reserved bit value in the calibration mode setting signal;
  • the reserved bit value of the calibration mode setting signal is determined to be the preset calibration value.
  • the vehicle processor 701 when executing the motor zero angle calibration method, the vehicle processor 701 further performs the following steps:
  • the calibration mode setting signal is ignored.
  • the vehicle processor 701 when the vehicle processor 701 ignores the calibration mode setting signal if the reserved bit value is not the preset calibration value, the vehicle processor 701 specifically performs the following steps:
  • the calibration mode setting signal is ignored.
  • the vehicle processor 701 before executing the update process of the motor zero angle based on the calibrated zero angle, the vehicle processor 701 further performs the following steps:
  • a backup process is performed on the motor zero angle of the vehicle motor to obtain a historical zero angle, where the historical zero angle has the same value as the motor zero angle.
  • the vehicle processor 701 when executing the motor zero angle calibration method, the vehicle processor 701 further performs the following steps:
  • the updated motor zero angle is restored based on the historical zero angle.
  • the vehicle processor 701 when executing the motor zero angle calibration method, the vehicle processor 701 further performs the following steps:
  • the historical zero angle is deleted.
  • a control signal sent by a vehicle control unit is obtained, and the state quantity value of the control signal is read. If the state quantity value is a calibration mode setting value, the control signal is confirmed as a calibration mode setting signal. The state quantity value in the control signal is used to determine which mode the vehicle motor needs to be adjusted to, thereby achieving flexible control of the vehicle motor state switching. If the control signal sent by the vehicle control unit is obtained as a calibration mode setting signal, the reserved bit value of the calibration mode setting signal is read. If the reserved bit value is a preset calibration value, the vehicle motor is calibrated for zero angle based on the calibration mode setting signal to obtain a calibrated zero angle.
  • the motor zero angle calibration device can determine that the calibration mode setting signal is erroneously generated by the vehicle control unit due to an interference signal, and the calibration mode setting signal can be ignored. After receiving the calibration mode setting signal, the system re-determines whether the reserved bit value matches the preset calibration value. If so, it determines to perform zero angle calibration to obtain an accurate zero angle. Using the unused reserved bit as an identification bit prevents the vehicle motor from erroneously entering the calibration mode under signal interference, improves the accuracy of zero angle calibration, and further ensures the normal operation of the vehicle motor. The vehicle motor's motor zero angle is backed up to obtain a historical zero angle. The motor zero angle is updated based on the calibrated zero angle.
  • the vehicle motor is controlled using the updated motor zero angle.
  • the electric mode setting signal and torque request value sent by the vehicle control unit are obtained.
  • the vehicle motor is controlled to perform electric operation based on the updated motor zero angle.
  • the actual torque value of the vehicle motor during the electric operation is obtained. If the difference between the torque request value and the actual torque value is greater than a torque difference threshold, the updated motor zero angle is restored based on the historical zero angle.
  • the correctness of the calibrated zero angle is further determined by comparing the torque request value with the actual torque value. If inaccurate, the zero angle is restored to ensure the normal operation of the vehicle motor, further avoiding the situation of incorrect zero angle calibration.
  • This embodiment also provides a computer-readable storage medium, which stores computer program code.
  • the computer program code runs on a computer, the computer executes the above-mentioned related method steps to implement a method for calibrating the zero angle of a motor provided in the above embodiment.
  • This embodiment further provides a computer program product.
  • the computer program product When the computer program product is run on a computer, the computer is caused to execute the above-mentioned related steps to implement a method for calibrating the zero angle of a motor provided in the above embodiment.
  • the device, computer-readable storage medium, computer program product or chip provided in this embodiment are all used to execute the corresponding methods provided above. Therefore, the beneficial effects that can be achieved can refer to the beneficial effects in the corresponding methods provided above, and will not be repeated here.
  • the disclosed devices and methods can be implemented in other ways.
  • the device embodiments described above are merely schematic.
  • the division of modules or units is only a logical function division.
  • Another point is that the mutual coupling or direct coupling or communication connection shown or discussed can be through some interfaces, indirect coupling or communication connection of devices or units, which can be electrical, mechanical or other forms.

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Abstract

本申请提供了一种电机零位角标定方法、车辆和存储介质，该方法应用于车辆领域，该方法包括：若获取到车辆控制单元发送的控制信号为标定模式设定信号则读取标定模式设定信号的保留位数值，若保留位数值为预设标定数值，则基于标定模式设定信号对车辆电机进行零位角标定处理，获得标定零位角，基于标定零位角对电机零位角进行更新处理，采用更新处理后的电机零位角控制车辆电机运行。该方法能够接收到标定模式设定信号后再次确定保留位数值是否符合预设标定数值，采用闲置保留位作为标识位避免了车辆电机在信号干扰的情况下错误进入标定模式，提高了零位角标定的准确性，进一步确保了车辆电机的正常运行。

Description

一种电机零位角标定方法、车辆和存储介质
本申请要求于2024年01月23日提交国家知识产权局、申请号为202410097336.8、申请名称为“一种电机零位角标定方法、车辆和存储介质”的中国专利申请的优先权，其全部内容通过引用结合在本申请中。
技术领域
本申请涉及车辆领域，并且更具体地，涉及车辆领域中发明名称一种电机零位角标定方法、车辆和存储介质。
背景技术
车辆电机需要通过零位角来确定电机转子的主磁场方向，所以零位角的值与车辆电机所能提供的扭矩密切相关，不准确的零位角容易导致车辆电机无法输出最优扭矩，甚至可能出现扭矩反转的情况。为了确定零位角可以向车辆电机发送信号使得车辆电机转换为标定模式，车辆电机在标定模式下重新进行零位角标定，从而获取当前状态下准确的零位角，但是车辆电机需要在无负载的情况下才能检测出准确的零位角，由于车辆电机可能会接收到电磁脉冲、射频信号等电磁干扰导致车辆电机识别错误信号并在有负载的情况下进入标定模式进行零位角标定，从而获得不准确的零位角，给车辆电机提供的扭矩带来影响，需要提出一种可以准确获得零位角的电机零位角标定方法。
发明内容
本申请提供了一种电机零位角标定方法、车辆和存储介质，该方法能够通过接收到标定模式设定信号后再次确定保留位数值是否符合预设标定数值，符合则确定进行零位角标定从而获得准确的零位角，采用闲置保留位作为标识位避免车辆电机在信号干扰的情况下错误进入标定模式，提高零位角标定的准确性，进一步确保车辆电机的正常运行。
第一方面，提供了一种电机零位角标定方法，所述方法包括：
若获取到车辆控制单元发送的控制信号为标定模式设定信号，则读取所述标定模式设定信号的保留位数值，所述标定模式设定信号的状态量数值为标定模式设定值；
若所述保留位数值为预设标定数值，则基于所述标定模式设定信号对车辆电机进行零位角标定处理，获得标定零位角；
基于所述标定零位角对电机零位角进行更新处理，采用更新处理后的电机零位角控制所述车辆电机运行。
通过上述技术方案，接收到标定模式设定信号后再次确定保留位数值是否符合预设标定数值，符合则确定进行零位角标定从而获得准确的零位角，采用闲置保留位作为标识位，避免了车辆电机在信号干扰的情况下错误进入标定模式，提高了零位角标定的准确性，进一步确保了车辆电机的正常运行。
结合第一方面，在某些可能的实现方式中，所述方法还包括：
获取车辆控制单元发送的控制信号，读取所述控制信号的状态量数值；
若所述状态量数值为标定模式设定值，则将所述控制信号确认为标定模式设定信号。
通过上述技术方案，通过控制信号中的状态量数值，判断车辆电机需要调整为何种模式，实现车辆电机状态切换的灵活控制。
结合第一方面和上述实现方式，在某些可能的实现方式中，所述读取所述标定模式设定信号的保留位数值，包括：
读取所述标定模式设定信号中的第一保留位数值；
若所述第一保留位数值为第一预设标定数值，则读取所述标定模式设定信号中的第二保留位数值；
若所述第二保留位数值为第二预设标定数值，则确定所述标定模式设定信号的保留位数值为预设标定数值。
通过上述技术方案，只有当两个保留位数值均为预设标定数值时，才能确定将车辆电机切换为标定模式，进一步避免了错误信号混淆车辆电机在错误状态下进行零位角标定。
结合第一方面和上述实现方式，在某些可能的实现方式中，所述方法还包括：
若所述保留位数值不为所述预设标定数值，则对所述标定模式设定信号进行忽视处理。
结合第一方面和上述实现方式，在某些可能的实现方式中，所述若所述保留位数值不为所述预设标定数值，则对所述标定模式设定信号进行忽视处理，包括：
若所述第一保留位数值不为所述第一预设标定数值，则对所述标定模式设定信号进行忽视处理；
若所述第一保留位数值为所述第一预设标定数值，且所述第二保留位数值不为所述第二预设标定数值，则对所述标定模式设定信号进行忽视处理。
通过上述技术方案，在检测到第一保留位不为第一预设标定数值时可以直接进行忽视处理，进一步提高了针对标定模式设定信号的辨别效率，提高了电机控制信号的使用效率。
结合第一方面和上述实现方式，在某些可能的实现方式中，所述基于所述标定零位角对电机零位角进行更新处理之前，还包括：
对所述车辆电机的电机零位角进行备份处理获得历史零位角，所述历史零位角与所述电机零位角数值相同。
结合第一方面和上述实现方式，在某些可能的实现方式中，所述方法还包括：
获取所述车辆控制单元发送的电动模式设定信号和扭矩请求值；
基于所述更新处理后的电机零位角控制所述车辆电机进行电动处理，获取所述车辆电机在电动处理过程中的扭矩实际值；
若所述扭矩请求值和所述扭矩实际值的差值大于扭矩差值阈值，则基于所述历史零位角对所述更新处理后的电机零位角进行复原处理。
通过上述技术方案，通过比较扭矩请求值和扭矩实际值来进一步判断标定后的零位角是否正确，若不准确则可以进行复原处理以保证车辆电机正常运行，进一步避免了零位角错误标定的情况。
结合第一方面和上述实现方式，在某些可能的实现方式中，所述方法还包括：
若所述扭矩请求值和所述扭矩实际值的差值小于或等于所述扭矩差值阈值，则对所述历史零位角进行删除处理。
第二方面，提供了一种电机零位角标定装置，该装置包括：
保留位读取模块，用于若获取到车辆控制单元发送的控制信号为标定模式设定信号，则读取所述标定模式设定信号的保留位数值，所述标定模式设定信号的状态量数值为标定模式设定值；
标定处理模块，用于若所述保留位数值为预设标定数值，则基于所述标定模式设定信号对车辆电机进行零位角标定处理，获得标定零位角；
零位角更新模块，用于基于所述标定零位角对电机零位角进行更新处理，采用更新处理后的电机零位角控制所述车辆电机运行。
第三方面，提供一种汽车，包括：
存储器，用于存储可执行程序代码；
处理器，用于从所述存储器中调用并运行所述可执行程序代码，使得所述车辆执行上述第一方面或第一方面任意一种可能的实现方式中的方法。
第四方面，提供了一种计算机程序产品，该计算机程序产品包括：计算机程序代码，当该计算机程序代码在计算机上运行时，使得该计算机执行上述第一方面或第一方面任意一种可能的实现方式中的方法。
第五方面，提供了一种计算机可读存储介质，该计算机可读存储介质存储有计算机程序代码，当该计算机程序代码在计算机上运行时，使得该计算机执行上述第一方面或第一方面任意一种可能的实现方式中的方法。
附图说明
图1是本申请实施例提供的一种车辆电机进入标定模式的举例示意图；
图2是本申请实施例提供的一种电机零位角标定方法的示意性流程图；
图3是本申请实施例提供的一种电机零位角标定方法的示意性流程图；
图4是本申请实施例提供的一种零位角复原处理的举例示意图；
图5是本申请实施例提供的一种电机零位角标定装置的结构示意图；
图6是本申请实施例提供的一种电机零位角标定装置的结构示意图；
图7是本申请实施例提供的一种车辆的结构示意图。
具体实施方式
下面将结合附图，对本申请中的技术方案进行清楚、详尽地描述。其中，在本申请实施例的描述中，除非另有说明，“/”表示或的意思，例如，A/B可以表示A或B：文本中的“和/或”仅仅是一种描述关联对象的关联关系，表示可以存在三种关系，例如A和/或B，可以表示：单独存在A，同时存在A和B，单独存在B这三种情况，另外，在本申请实施例的描述中，“多个”是指两个或多于两个。
以下，术语“第一”、“第二”仅用于描述目的，而不能理解为暗示或暗示相对重要性或隐含指明所指示的技术特征的数量。由此，限定有“第一”、“第二”的特征可以明示或者隐含地包括一个或者多个该特征。
车辆中的车辆电机可以为车辆提供电力以及辅助发动机启动，例如，车辆电机可以为集成式启停发电机(Integrated Starter Generator，ISG)电机，ISG电机是一种用于汽车发动机启动和发电的电机系统，例如，ISG电机可以安装于车辆发电机上并与发动机的曲轴相连，可以在汽车启动时可以提供起动功率将发动机带入运转状态，即通过提供扭矩来帮助发动机启动，甚至在发动机运转时，ISG电机还可以提供额外的扭矩以增强发动机的动力输出，同时，当汽车在行驶过程中减速或停车时，ISG电机可以进行发电，从而将动力回馈到汽车电池中进行充电。车辆电机的零位角反映了由于车辆电机的装配结构等原因所导致的，车辆电机的角度，零位角为车辆电机运行的重要参数，可以用于确定电机转子的初始位置以便进行电机控制和扭矩测量。当车辆电机处于标定模式下时会对零位角进行标定，并记录在车辆电机的电机控制系统的内存中，以便调用和更新。
请一并参见图1，为本申请实施例提供了一种车辆电机进入标定模式的举例示意图，车辆控制单元可以为车辆中电子控制单元(Electronic Control Unit，ECU)，是一种用于控制和管理车辆各种系统的微处理器。车辆控制单元可以向车辆电机发送各种控制信号，以控制车辆电机设定为各种模式，例如标定模式、电动模式和发电模式等，在标定模式下车辆电机会对零位角进行标定处理从而获得标定零位角，并基于标定零位角对保存在内存中的电机零位角进行更新处理，从而基于更新处理后的电机零位角控制车辆电机运行，在电动模式下车辆电机可以向车辆发电机提供扭矩来帮助发动机启动或增强发动机的动力输出，在发电模式下车辆电机可以为车辆电池进行充电。电机零位角标定装置用于接收和识别车辆控制单元的控制信号，控制车辆电机切换为不同的模式，电机零位角标定装置可以为车辆电机或车辆电机的电机控制系统模块，也可以为车辆电机中用于实现电机零位角标定方法的模块。
其中，控制信号可以为ECU信号，控制信号的状态量SETMODE用于表示车辆电机的不同模式，例如当状态量SETMODE＝2时，控制信号可以为电动模式设定信号，用于控制车辆电机转变为电动模式，当状态量SETMOD E＝1时，控制信号可以为发电模式，用于控制车辆电机转变为发电模式。由于控制信号中的状态量最多可以表示0～7的数值，电机零位角标定装置可以将标定模式的状态量设置为0～7以外的标定模式设定值，例如可以设定标定模式设定值为12，即当状态量SETMODE＝12时，控制信号可以为标定模式设定信号。当由于车辆电机连续使用时间过长等原因时，用户或相关工作人员可以向车辆控制单元发送外界信号以控制车辆控制单元生成标定模式设定信号，其中外界信号为额外向车辆控制单元发送的电磁脉冲信号或射频信号等，外界信号可以帮助车辆控制单元将状态量设置为0～7以外的、标定模式对应的标定模式设定值，从而控制车辆控制单元生成标定模式设定信号。
可以理解的是，当车辆控制单元受到其他干扰信号的影响时，可能会出现其他干扰信号将车辆控制单元的状态量干扰为标定模式设定值的情况，从而导致车辆电机在存在负载的情况下错误进入标定模式，从而获得错误的电机零位角，影响车辆电机后续的正常运行。为了保证车辆电机能够接收到正确的标定模式设定信号、在正确的无负载情况下进入标定模式，车辆控制单元所发送的标定模式设定信号中，不仅需要状态量设置为标定模式设定值，还需要将其中保留位的数值设置为预设标定数值，即电机零位角标定装置在接收到标定模式设定信号后还需要读取保留位数值才可以控制车辆电机进入设定模式，其中，保留位可以为位于ECU信号的标识符(Identifier)字段中的RSVD0和RSVD1，RSVD0可以位于第4位，RSVD1可以位于第5位，在一般的ECU信号中保留位均为0，故预设标定数值可以被设定为不为0的数值，便于电机零位角标定装置进一步识别标定模式设定信号。
下面结合具体的实施例对本申请提供的电机零位角标定方法进行详细说明。
请参见图2，为本申请实施例提供了一种电机零位角标定方法的示意性流程图。如图2所示，本申请实施例的所述方法可以包括以下步骤S101-S103。
S101，若获取到车辆控制单元发送的控制信号为标定模式设定信号，则读取标定模式设定信号的保留位数值。
具体的，电机零位角标定装置可以获取车辆控制单元所发送的控制信号，并读取控制信号中的状态量数值，若状态量数值为标定模式设定值，则表示车辆控制单元所发送的是标定模式设定信号，用于控制车辆电机进入标定模式从而进行零位角标定处理。电机零位角标定装置获取到标定模式设定信号后，为了避免标定模式设定信号为车辆控制单元由于受到其他干扰信号的干扰而错误生成的，可以读取标定模式设定信号中的保留位数值，由于一般的ECU信号中并不启用保留位且保留位均为0，故电机零位角标定装置可以通过保留位数值来判断标定模式设定信号是否为错误生成的控制信号。
S102，若保留位数值为预设标定数值，则基于标定模式设定信号对车辆电机进行零位角标定处理，获得标定零位角。
具体的，若保留位数值为预设标定数值，则电机零位角标定装置可以确定标定模式设定信号不是错误生成的，即车辆电机此时处于可以进行零位角标定处理的无负载状态，则电机零位角标定装置可以基于标定模式设定信号控制车辆电机切换成标定模式，即对车辆电机进行零位角标定处理，获得标定零位角，标定零位角即为车辆电机在接收到标定模式设定信号时所检测到的零位角数值。其中，预设标定数值可以为不为0的数值，可以为电机零位角标定装置的初始设置，也可以由用户或相关工作人员进行设置。
S103，基于标定零位角对电机零位角进行更新处理，采用更新处理后的电机零位角控制车辆电机运行。
具体的，电机零位角标定装置可以基于标定零位角对保存在内存中的电机零位角进行更新处理，即更新处理后的电机零位角与标定零位角的数值相同，电机零位角标定装置可以采用更新处理后的电机零位角来控制车辆电机运行。
在本申请实施例中，若获取到车辆控制单元发送的控制信号为标定模式设定信号，则读取所述标定模式设定信号的保留位数值，所述标定模式设定信号的状态量数值为标定模式设定值，若所述保留位数值为预设标定数值，则基于所述标定模式设定信号对车辆电机进行零位角标定处理，获得标定零位角，基于所述标定零位角对电机零位角进行更新处理，采用更新处理后的电机零位角控制所述车辆电机运行。通过接收到标定模式设定信号后再次确定保留位数值是否符合预设标定数值，符合则确定进行零位角标定从而获得准确的零位角，采用闲置保留位作为标识位，避免了车辆电机在信号干扰的情况下错误进入标定模式，提高了零位角标定的准确性，进一步确保了车辆电机的正常运行。
请参见图3，为本申请实施例提供了一种电机零位角标定方法的示意性流程图。如图3所示，本申请实施例的所述方法可以包括以下步骤S201-S209。
S201，获取车辆控制单元发送的控制信号，读取控制信号的状态量数值。
具体的，电机零位角标定装置可以获取车辆控制单元所发送的控制信号，为了识别控制信号的用途，电机零位角标定装置可以读取控制信号的状态量数值。可以理解的是，不同的状态量数值对应不同的控制信号，例如若状态量数值SETMODE＝2时，控制信号可以为电动模式设定信号，当状态量数值SETMODE＝1时，控制信号可以为发电模式等。
S202，若状态量数值为标定模式设定值，则将控制信号确认为标定模式设定信号。
具体的，若状态量数值为标定模式设定值，则电机零位角标定装置可以将控制信号确认为标定模式设定信号，用于控制车辆电机进入标定模式从而进行零位角标定处理，其中，标定模式设定值可以为电机零位角标定的初始设置，也可以由用户或相关人员所设置。
可选的，ECU信号中所能表示的状态量数值存在数值范围，例如数值范围可以为0～7，即ECU产生的信号中的状态量数值只能表示为0～7中的数值，用户或相关工作人员可以向车辆控制单元发送外界信号以将控制信号中的状态量数值变更为数值范围外的数值，即车辆控制单元无法自行产生标定模式设定信号，从而避免车辆内部错误生成标定模式设定信号导致车辆电机错误标定零位角。所以，标定模式设定值可以被设置为数值范围之外的值，例如可以设置为12。
S203，若获取到车辆控制单元发送的控制信号为标定模式设定信号，则读取标定模式设定信号的保留位数值。
具体的，若电机零位角标定装置获取到的车辆控制单元发送的控制信号为标定模式设定信号，为了避免表标定模式设定信号为车辆控制单元由于受到其他干扰信号的干扰而错误生成的，可以读取标定模式设定信号中的保留位数值，由于一般的ECU信号中并不启用保留位且保留位均为0，故电机零位角标定装置可以通过保留位数值来判断标定模式设定信号是否为错误生成的控制信号。
S204，若保留位数值为预设标定数值，则基于标定模式设定信号对车辆电机进行零位角标定处理，获得标定零位角。
具体的，若保留位数值为预设标定数值，则电机零位角标定装置可以确定标定模式设定信号不是错误生成的，即车辆电机此时处于可以进行零位角标定处理的无负载状态，则电机零位角标定装置可以基于标定模式设定信号控制车辆电机切换成标定模式，即对车辆电机进行零位角标定处理，获得标定零位角，标定零位角即为车辆电机在接收到标定模式设定信号时所检测到的零位角数值。其中，预设标定数值可以为不为0的数值，可以为电机零位角标定装置的初始设置，也可以由用户或相关工作人员进行设置。
可选的，保留位可以为第一保留位和第二保留位，预设标定数值可以分别为第一预设标定数值和第二预设标定数值，例如可以为ECU信号的标识符字段中的RSVD0和RSVD1，其中第一保留位可以在第二保留位之前。电机零位角标定装置可以先读取标定模式设定信号中的第一保留位数值，若第一保留位数值为第一预设标定数值，则可以继续读取标定模式设定信号中的第二保留位数值，若第二保留位数值为第二预设标定数值，则确定标定模式设定信号的保留位数值为预设标定数值。第一预设标定数值和第二预设标定数值可以为不为0的数值，第一预设标定数值和第二预设标定数值可以相同也可以不相同，例如，第一预设标定数值可以为1，第二预设标定数值可以为4。
可选的，若保留位数值不为预设标定数值，则电机零位角标定装置可以确定该标定模式设定信号为车辆控制单元受到了干扰信号而错误生成的，可以对标定模式设定信号进行忽视处理，忽视处理可以为不对标定模式设定信号进行响应处理，并且不对该标定模式设定信号进行保存，并将标定模式设定信号对应的缓存进行清理，不对错误信号进行响应并清理对应缓存，在节省存储资源、提高算力资源利用率的同时，可以避免误操作信号或外部干扰信号导致电机错误进入标定模式，进一步提高了安全性。若电机零位角标定装置读取到第一保留位数值为第一预设标定数值，但第二保留位数值不为第二预设标定数值，则可以确定保留位数值不为预设标定数值，电机零位角标定装置可以对标定模式设定信号进行忽视处理，若电机零位角标定装置读取到第一保留位数值不为第一预设标定数值，则不需要继续读取第二保留位数值，电机零位角标定装置可以直接确定保留位数值不为预设标定数值，并对标定模式设定信号进行忽视处理，从而提高了针对标定模式设定信号的辨别效率。
S205，对车辆电机的电机零位角进行备份处理获得历史零位角。
具体的，为了进一步避免零位角标定处理异常导致的零位角异常更新，电机零位角标定装置可以对内存中所保存的，车辆电机的电机零位角进行备份处理获得历史零位角，可以理解的是，历史零位角与电机零位角的数值相同。
S206，基于标定零位角对电机零位角进行更新处理，采用更新处理后的电机零位角控制车辆电机运行。
具体的，电机零位角标定装置可以基于标定零位角对保存在内存中的电机零位角进行更新处理，即更新处理后的电机零位角与标定零位角的数值相同，电机零位角标定装置可以采用更新处理后的电机零位角来控制车辆电机运行。
S207，获取车辆控制单元发送的电动模式设定信号和扭矩请求值。
具体的，由于零位角对车辆电机的电动模式的影响比发电模式的影响更大，所以在电机零位角标定装置对电机零位角进行更新处理后第一次获取到电动模式设定信号时，可以对更新处理后的零位角进行检测，判断更新处理后的零位角是否准确。电机零位角标定装置可以在对电机零位角进行更新处理后，第一次获取车辆控制单元发送的电动模式设定信号和扭矩请求值，即用于对零位角进行检测处理的电动模式设定信号和扭矩请求值，为车辆控制单元在零位角更新处理后，首次发送的电动模式设定信号和扭矩请求值，其中电动模式设定信号为状态量数值为电动模式设定值的控制信号，用于控制车辆电机切换为电动状态，其中电动模式设定值可以为2。扭矩请求值为车辆控制单元根据车辆电机电流、电压、转速、温度等参数，实时计算得出的车辆电机可能产生或消耗的扭矩数值。
S208，基于更新处理后的电机零位角控制车辆电机进行电动处理，获取车辆电机在电动处理过程中的扭矩实际值。
具体的，电机零位角标定装置由于获取到了电动模式设定信号，电机零位角标定装置可以控制车辆电机切换为电动模式，即基于更新处理后的电机零位角控制车辆电机进行电动处理，并获取车辆电机在电动处理过程中的扭矩实际值。
S209，若扭矩请求值和扭矩实际值的差值大于扭矩差值阈值，则基于历史零位角对更新处理后的电机零位角进行复原处理。
具体的，若扭矩请求值和扭矩实际值的差值大于扭矩差值阈值，则表示更新处理后的电机零位角并不准确可能存在零位角标定处理异常，电机零位角标定装置可以基于历史零位角对更新处理后的电机零位角进行复位处理，即将电机零位角的数值复原为历史零位角的数值。其中，扭矩差值阈值可以为电机零位角标定装置的初始设置，也可以由用户或相关工作人员进行设置，例如可以为3N.m。
可选的，对更新处理后的电机零位角进行复原处理后，即电机零位角的数值复原为了历史零位角的数值，则电机零位角标定装置可以将历史零位角从内存中删除，将备份的历史零位角从内存中删除可以释放内存空间，还可以避免有效数据与无效数据混淆，确保电机可以按照准确的零位角数值进行运行，进一步提高了电机运行的稳定性。
可选的，若扭矩请求值和扭矩实际值的差值小于或等于扭矩差值阈值，则表示更新处理后的电机零位角为准确数值，电机零位角标定装置可以对历史零位角进行删除处理。
请一并参加图4，为本申请实施例提供了一种零位角复原处理的举例示意图，若内存中车辆电机的电机零位角为零位角标定处理后所得到的标定零位角为采用标定零位角对电机零位角进行更新处理后，更新处理后的电机零位角为历史零位角为若扭矩请求值和扭矩实际值的差值大于扭矩差值阈值，即标定零位角不准确，则电机零位角标定装置可以对内存中的电机零位角进行复原处理，复原为电机零位角并对内存中的历史零位角进行删除处理。
在本申请实施例中，获取车辆控制单元发送的控制信号，读取控制信号的状态量数值，若状态量数值为标定模式设定值，则将控制信号确认为标定模式设定信号，通过控制信号中的状态量数值，判断车辆电机需要调整为何种模式，实现车辆电机状态切换的灵活控制。若获取到车辆控制单元发送的控制信号为标定模式设定信号，则读取标定模式设定信号的保留位数值，若保留位数值为预设标定数值，则基于标定模式设定信号对车辆电机进行零位角标定处理，获得标定零位角。若保留位数值不为预设标定数值，则电机零位角标定装置可以确定该标定模式设定信号为车辆控制单元受到了干扰信号而错误生成的，可以对标定模式设定信号进行忽视处理。通过接收到标定模式设定信号后再次确定保留位数值是否符合预设标定数值，符合则确定进行零位角标定从而获得准确的零位角，采用闲置保留位作为标识位，避免了车辆电机在信号干扰的情况下错误进入标定模式，提高了零位角标定的准确性，进一步确保了车辆电机的正常运行。对车辆电机的电机零位角进行备份处理获得历史零位角，基于标定零位角对电机零位角进行更新处理，采用更新处理后的电机零位角控制车辆电机运行，获取车辆控制单元发送的电动模式设定信号和扭矩请求值，基于更新处理后的电机零位角控制车辆电机进行电动处理，获取车辆电机在电动处理过程中的扭矩实际值，若扭矩请求值和扭矩实际值的差值大于扭矩差值阈值，则基于历史零位角对更新处理后的电机零位角进行复原处理，通过比较扭矩请求值和扭矩实际值来进一步判断标定后的零位角是否正确，若不准确则可以进行复原处理以保证车辆电机正常运行，进一步避免了零位角错误标定的情况。
下面将结合附图5-附图6，对本申请实施例提供的电机零位角标定装置进行详细介绍。需要说明的是，附图5-附图6中的电机零位角标定装置，用于执行本申请图1-图4所示实施例的方法，为了便于说明，仅示出了与本申请实施例相关的部分，具体技术细节未揭示的，请参照本申请图1-图4所示的实施例。
请参见图5，其示出了本申请一个示例性实施例提供的电机零位角标定装置的结构示意图。该电机零位角标定装置可以通过软件、硬件或者两者的结合实现成为装置的全部或一部分。该装置1包括保留位读取模块11、标定处理模块12和零位角更新模块13。
保留位读取模块11，用于若获取到车辆控制单元发送的控制信号为标定模式设定信号，则读取所述标定模式设定信号的保留位数值，所述标定模式设定信号的状态量数值为标定模式设定值；
标定处理模块12，用于若所述保留位数值为预设标定数值，则基于所述标定模式设定信号对车辆电机进行零位角标定处理，获得标定零位角；
零位角更新模块13，用于基于所述标定零位角对电机零位角进行更新处理，采用更新处理后的电机零位角控制所述车辆电机运行。
在本申请实施例中，若获取到车辆控制单元发送的控制信号为标定模式设定信号，则读取所述标定模式设定信号的保留位数值，所述标定模式设定信号的状态量数值为标定模式设定值，若所述保留位数值为预设标定数值，则基于所述标定模式设定信号对车辆电机进行零位角标定处理，获得标定零位角，基于所述标定零位角对电机零位角进行更新处理，采用更新处理后的电机零位角控制所述车辆电机运行。通过接收到标定模式设定信号后再次确定保留位数值是否符合预设标定数值，符合则确定进行零位角标定从而获得准确的零位角，采用闲置保留位作为标识位，避免了车辆电机在信号干扰的情况下错误进入标定模式，提高了零位角标定的准确性，进一步确保了车辆电机的正常运行。
请参见图6，其示出了本申请一个示例性实施例提供的电机零位角标定装置的结构示意图。该电机零位角标定装置可以通过软件、硬件或者两者的结合实现成为装置的全部或一部分。该装置1包括控制信号接收模块14、保留位读取模块11、忽视处理模块15、标定处理模块12、备份处理模块16、零位角更新模块13、复原处理模块17和备份删除模块18。
控制信号接收模块14，用于获取车辆控制单元发送的控制信号，读取所述控制信号的状态量数值；
若所述状态量数值为标定模式设定值，则将所述控制信号确认为标定模式设定信号。
保留位读取模块11，用于若获取到车辆控制单元发送的控制信号为标定模式设定信号，则读取所述标定模式设定信号的保留位数值，所述标定模式设定信号的状态量数值为标定模式设定值；
可选的，所述保留位读取模块11具体用于读取所述标定模式设定信号中的第一保留位数值；
若所述第一保留位数值为第一预设标定数值，则读取所述标定模式设定信号中的第二保留位数值；
若所述第二保留位数值为第二预设标定数值，则确定所述标定模式设定信号的保留位数值为预设标定数值。
忽视处理模块15，用于若所述保留位数值不为所述预设标定数值，则对所述标定模式设定信号进行忽视处理。
可选的，所述忽视处理模块15具体用于若所述第一保留位数值不为所述第一预设标定数值，则对所述标定模式设定信号进行忽视处理；
若所述第一保留位数值为所述第一预设标定数值，且所述第二保留位数值不为所述第二预设标定数值，则对所述标定模式设定信号进行忽视处理。
标定处理模块12，用于若所述保留位数值为预设标定数值，则基于所述标定模式设定信号对车辆电机进行零位角标定处理，获得标定零位角；
备份处理模块16，用于对所述车辆电机的电机零位角进行备份处理获得历史零位角，所述历史零位角与所述电机零位角数值相同。
零位角更新模块13，用于基于所述标定零位角对电机零位角进行更新处理，采用更新处理后的电机零位角控制所述车辆电机运行。
复原处理模块17，用于获取所述车辆控制单元发送的电动模式设定信号和扭矩请求值；
基于所述更新处理后的电机零位角控制所述车辆电机进行电动处理，获取所述车辆电机在电动处理过程中的扭矩实际值；
若所述扭矩请求值和所述扭矩实际值的差值大于扭矩差值阈值，则基于所述历史零位角对所述更新处理后的电机零位角进行复原处理。
备份删除模块18，用于若所述扭矩请求值和所述扭矩实际值的差值小于或等于所述扭矩差值阈值，则对所述历史零位角进行删除处理。
在本申请实施例中，获取车辆控制单元发送的控制信号，读取控制信号的状态量数值，若状态量数值为标定模式设定值，则将控制信号确认为标定模式设定信号，通过控制信号中的状态量数值，判断车辆电机需要调整为何种模式，实现车辆电机状态切换的灵活控制。若获取到车辆控制单元发送的控制信号为标定模式设定信号，则读取标定模式设定信号的保留位数值，若保留位数值为预设标定数值，则基于标定模式设定信号对车辆电机进行零位角标定处理，获得标定零位角。若保留位数值不为预设标定数值，则电机零位角标定装置可以确定该标定模式设定信号为车辆控制单元受到了干扰信号而错误生成的，可以对标定模式设定信号进行忽视处理。通过接收到标定模式设定信号后再次确定保留位数值是否符合预设标定数值，符合则确定进行零位角标定从而获得准确的零位角，采用闲置保留位作为标识位，避免了车辆电机在信号干扰的情况下错误进入标定模式，提高了零位角标定的准确性，进一步确保了车辆电机的正常运行。对车辆电机的电机零位角进行备份处理获得历史零位角，基于标定零位角对电机零位角进行更新处理，采用更新处理后的电机零位角控制车辆电机运行，获取车辆控制单元发送的电动模式设定信号和扭矩请求值，基于更新处理后的电机零位角控制车辆电机进行电动处理，获取车辆电机在电动处理过程中的扭矩实际值，若扭矩请求值和扭矩实际值的差值大于扭矩差值阈值，则基于历史零位角对更新处理后的电机零位角进行复原处理，通过比较扭矩请求值和扭矩实际值来进一步判断标定后的零位角是否正确，若不准确则可以进行复原处理以保证车辆电机正常运行，进一步避免了零位角错误标定的情况。
请参见图7，图7为本申请实施例提供的一种车辆的结构示意图。如图7所示，车辆700可以包括：至少一个车辆处理器701，至少一个网络接口704，用户接口703，存储器705，至少一个通信总线702，至少一个皮带驱动起动发电机707。
其中，通信总线702用于实现这些组件之间的连接通信。
其中，用户接口703可以包括显示屏(Display)、摄像头(Camera)，可选用户接口703还可以包括标准的有线接口、无线接口。
其中，网络接口704可选的可以包括标准的有线接口、无线接口(如WI-FI接口)。
其中，车辆处理器701可以包括一个或者多个处理核心。车辆处理器701利用各种接口和线路连接整个车辆700内的各个部分，通过运行或执行存储在存储器705内的指令、程序、代码集或指令集，以及调用存储在存储器705内的数据，执行车辆700的各种功能和处理数据。可选的，车辆处理器701可以采用数字信号处理(Digital Signal Processing，DSP)、现场可编程门阵列(Field-Programmable Gate Array，FPGA)、可编程逻辑阵列(Programmable Logic Array，PLA)中的至少一种硬件形式来实现。车辆处理器701可集成中央处理器(Central Processing Unit，CPU)、图像处理器(Graphics Processing Unit，GPU)和调制解调器等中的一种或几种的组合。其中，CPU主要处理操作系统、用户界面和应用程序等；GPU用于负责显示屏所需要显示的内容的渲染和绘制；调制解调器用于处理无线通信。可以理解的是，上述调制解调器也可以不集成到车辆处理器701中，单独通过一块芯片进行实现。
其中，存储器705可以包括随机存储器(Random Access Memory，RAM)，也可以包括只读存储器(Read-Only Memory，ROM)。可选的，该存储器705包括非瞬时性计算机可读介质(non-transitory computer-readable storage medium)。存储器705可用于存储指令、程序、代码、代码集或指令集。存储器705可包括存储程序区和存储数据区，其中，存储程序区可存储用于实现操作系统的指令、用于至少一个功能的指令(比如触控功能、声音播放功能、图像播放功能等)、用于实现上述各个方法实施例的指令等；存储数据区可存储上面各个方法实施例中涉及到的数据等。存储器705可选的还可以是至少一个位于远离前述车辆处理器701的存储装置。如图7所示，作为一种计算机存储介质的存储器705中可以包括操作系统、网络通信模块、用户接口模块以及电机零位角标定获取程序。
在图7所示的车辆700中，用户接口703主要用于为用户提供输入的接口，获取用户输入的数据；而车辆处理器701可以用于调用存储器705中存储的电机零位角标定获取程序，并具体执行以下操作：
若获取到车辆控制单元发送的控制信号为标定模式设定信号，则读取所述标定模式设定信号的保留位数值，所述标定模式设定信号的状态量数值为标定模式设定值；
若所述保留位数值为预设标定数值，则基于所述标定模式设定信号对车辆电机进行零位角标定处理，获得标定零位角；
基于所述标定零位角对电机零位角进行更新处理，采用更新处理后的电机零位角控制所述车辆电机运行。
在一些实施例中，车辆处理器701在执行所述电机零位角标定方法时，还执行以下步骤：
获取车辆控制单元发送的控制信号，读取所述控制信号的状态量数值；
若所述状态量数值为标定模式设定值，则将所述控制信号确认为标定模式设定信号。
在一些实施例中，车辆处理器701在执行读取所述标定模式设定信号的保留位数值时，具体执行以下步骤：
读取所述标定模式设定信号中的第一保留位数值；
若所述第一保留位数值为第一预设标定数值，则读取所述标定模式设定信号中的第二保留位数值；
若所述第二保留位数值为第二预设标定数值，则确定所述标定模式设定信号的保留位数值为预设标定数值。
在一些实施例中，车辆处理器701在执行所述电机零位角标定方法时，还执行以下步骤：
若所述保留位数值不为所述预设标定数值，则对所述标定模式设定信号进行忽视处理。
在一些实施例中，车辆处理器701在执行若所述保留位数值不为所述预设标定数值，则对所述标定模式设定信号进行忽视处理时，具体执行以下步骤：
若所述第一保留位数值不为所述第一预设标定数值，则对所述标定模式设定信号进行忽视处理；
若所述第一保留位数值为所述第一预设标定数值，且所述第二保留位数值不为所述第二预设标定数值，则对所述标定模式设定信号进行忽视处理。
在一些实施例中，车辆处理器701在执行基于所述标定零位角对电机零位角进行更新处理之前，还执行以下步骤：
对所述车辆电机的电机零位角进行备份处理获得历史零位角，所述历史零位角与所述电机零位角数值相同。
在一些实施例中，车辆处理器701在执行所述电机零位角标定方法时，还执行以下步骤：
获取所述车辆控制单元发送的电动模式设定信号和扭矩请求值；
基于所述更新处理后的电机零位角控制所述车辆电机进行电动处理，获取所述车辆电机在电动处理过程中的扭矩实际值；
若所述扭矩请求值和所述扭矩实际值的差值大于扭矩差值阈值，则基于所述历史零位角对所述更新处理后的电机零位角进行复原处理。
在一些实施例中，车辆处理器701在执行所述电机零位角标定方法时，还执行以下步骤：
若所述扭矩请求值和所述扭矩实际值的差值小于或等于所述扭矩差值阈值，则对所述历史零位角进行删除处理。
在本申请实施例中，获取车辆控制单元发送的控制信号，读取控制信号的状态量数值，若状态量数值为标定模式设定值，则将控制信号确认为标定模式设定信号，通过控制信号中的状态量数值，判断车辆电机需要调整为何种模式，实现车辆电机状态切换的灵活控制。若获取到车辆控制单元发送的控制信号为标定模式设定信号，则读取标定模式设定信号的保留位数值，若保留位数值为预设标定数值，则基于标定模式设定信号对车辆电机进行零位角标定处理，获得标定零位角。若保留位数值不为预设标定数值，则电机零位角标定装置可以确定该标定模式设定信号为车辆控制单元受到了干扰信号而错误生成的，可以对标定模式设定信号进行忽视处理。通过接收到标定模式设定信号后再次确定保留位数值是否符合预设标定数值，符合则确定进行零位角标定从而获得准确的零位角，采用闲置保留位作为标识位，避免了车辆电机在信号干扰的情况下错误进入标定模式，提高了零位角标定的准确性，进一步确保了车辆电机的正常运行。对车辆电机的电机零位角进行备份处理获得历史零位角，基于标定零位角对电机零位角进行更新处理，采用更新处理后的电机零位角控制车辆电机运行，获取车辆控制单元发送的电动模式设定信号和扭矩请求值，基于更新处理后的电机零位角控制车辆电机进行电动处理，获取车辆电机在电动处理过程中的扭矩实际值，若扭矩请求值和扭矩实际值的差值大于扭矩差值阈值，则基于历史零位角对更新处理后的电机零位角进行复原处理，通过比较扭矩请求值和扭矩实际值来进一步判断标定后的零位角是否正确，若不准确则可以进行复原处理以保证车辆电机正常运行，进一步避免了零位角错误标定的情况。
本实施例还提供一种计算机可读存储介质，该计算机可读存储介质中存储有计算机程序代码，当该计算机程序代码在计算机上运行时，使得计算机执行上述相关方法步骤实现上述实施例提供的一种电机零位角标定的方法。
本实施例还提供了一种计算机程序产品，当该计算机程序产品在计算机上运行时，使得计算机执行上述相关步骤，以实现上述实施例提供的一种电机零位角标定的方法。
其中，本实施例提供的装置、计算机可读存储介质、计算机程序产品或芯片均用于执行上文所提供的对应的方法，因此，其所能达到的有益效果可参考上文所提供的对应的方法中的有益效果，此处不再赘述。
通过以上实施方式的描述，所属领域的技术人员可以了解到，为描述的方便和简洁，仅以上述各功能模块的划分进行举例说明，实际应用中，可以根据需要而将上述功能分配由不同的功能模块完成，即将装置的内部结构划分成不同的功能模块，以完成以上描述的全部或者部分功能。
在本申请所提供的实施例中，应该理解到，所揭露的装置和方法，可以通过其它的方式实现。例如，以上所描述的装置实施例仅仅是示意性的，例如，模块或单元的划分，仅仅为一种逻辑功能划分，实际实现时可以有另外的划分方式，例如多个单元或组件可以结合或者可以集成到另一个装置，或一些特征可以忽略，或不执行。另一点，所显示或讨论的相互之间的耦合或直接耦合或通信连接可以是通过一些接口，装置或单元的间接耦合或通信连接，可以是电性，机械或其它的形式。
以上内容，仅为本申请的具体实施方式，但本申请的保护范围并不局限于此，任何熟悉本技术领域的技术人员在本申请揭露的技术范围内，可轻易想到变化或替换，都应涵盖在本申请的保护范围之内。因此，本申请的保护范围应以权利要求的保护范围为准。

Claims (15)

  1. 一种电机零位角标定方法，其特征在于，所述方法包括：
    若获取到车辆控制单元发送的控制信号为标定模式设定信号，则读取所述标定模式设定信号的保留位数值，所述标定模式设定信号的状态量数值为标定模式设定值；
    若所述保留位数值为预设标定数值，则基于所述标定模式设定信号对车辆电机进行零位角标定处理，获得标定零位角；
    基于所述标定零位角对电机零位角进行更新处理，采用更新处理后的电机零位角控制所述车辆电机运行。
  2. 根据权利要求1所述的方法，其特征在于，所述方法还包括：
    获取车辆控制单元发送的控制信号，读取所述控制信号的状态量数值；
    若所述状态量数值为标定模式设定值，则将所述控制信号确认为标定模式设定信号。
  3. 根据权利要求2所述的方法，其特征在于，所述标定模式设定值处于所述状态量数值的数值范围之外。
  4. 根据权利要求1所述的方法，其特征在于，所述读取所述标定模式设定信号的保留位数值，包括：
    读取所述标定模式设定信号中的第一保留位数值；
    若所述第一保留位数值为第一预设标定数值，则读取所述标定模式设定信号中的第二保留位数值；
    若所述第二保留位数值为第二预设标定数值，则确定所述标定模式设定信号的保留位数值为预设标定数值。
  5. 根据权利要求4所述的方法，其特征在于，所述方法还包括：
    若所述保留位数值不为所述预设标定数值，则对所述标定模式设定信号进行忽视处理。
  6. 根据权利要求5所述的方法，其特征在于，所述若所述保留位数值不为所述预设标定数值，则对所述标定模式设定信号进行忽视处理，包括：
    若所述第一保留位数值不为所述第一预设标定数值，则对所述标定模式设定信号进行忽视处理；
    若所述第一保留位数值为所述第一预设标定数值，且所述第二保留位数值不为所述第二预设标定数值，则对所述标定模式设定信号进行忽视处理。
  7. 根据权利要求6所述的方法，其特征在于，所述对所述标定模式设定信号进行忽视处理，包括：
    不对所述标定模式设定信号进行响应处理，并对所述标定模式设定信号对应的缓存进行清理。
  8. 根据权利要求1所述的方法，其特征在于，所述基于所述标定零位角对电机零位角进行更新处理之前，还包括：
    对所述车辆电机的电机零位角进行备份处理获得历史零位角，所述历史零位角与所述电机零位角数值相同。
  9. 根据权利要求8所述的方法，其特征在于，所述方法还包括：
    获取所述车辆控制单元发送的电动模式设定信号和扭矩请求值；
    基于所述更新处理后的电机零位角控制所述车辆电机进行电动处理，获取所述车辆电机在电动处理过程中的扭矩实际值；
    若所述扭矩请求值和所述扭矩实际值的差值大于扭矩差值阈值，则基于所述历史零位角对所述更新处理后的电机零位角进行复原处理。
  10. 根据权利要求9所述的方法，其特征在于，所述获取所述车辆控制单元发送的电动模式设定信号和扭矩请求值，包括：
    获取所述车辆控制单元在更新处理后，首次发送的电动模式设定信号和扭矩请求值。
  11. 根据权利要求9所述的方法，其特征在于，所述若所述扭矩请求值和所述扭矩实际值的差值大于扭矩差值阈值，则基于所述历史零位角对所述更新处理后的电机零位角进行复原处理，包括：
    若所述扭矩请求值和所述扭矩实际值的差值大于扭矩差值阈值，则基于所述历史零位角对所述更新处理后的电机零位角进行复原处理，并对所述历史零位角进行删除处理。
  12. 根据权利要求9所述的方法，其特征在于，所述方法还包括：
    若所述扭矩请求值和所述扭矩实际值的差值小于或等于所述扭矩差值阈值，则对所述历史零位角进行删除处理。
  13. 一种电机零位角标定装置，其特征在于，所述装置包括：
    保留位读取模块，用于若获取到车辆控制单元发送的控制信号为标定模式设定信号，则读取所述标定模式设定信号的保留位数值，所述标定模式设定信号的状态量数值为标定模式设定值；
    标定处理模块，用于若所述保留位数值为预设标定数值，则基于所述标定模式设定信号对车辆电机进行零位角标定处理，获得标定零位角；
    零位角更新模块，用于基于所述标定零位角对电机零位角进行更新处理，采用更新处理后的电机零位角控制所述车辆电机运行。
  14. 一种车辆，其特征在于，所述车辆包括：
    存储器，用于存储可执行程序代码；
    处理器，用于从所述存储器中调用并运行所述可执行程序代码，使得所述车辆执行如权利要求1至12中任意一项所述的方法。
  15. 一种计算机可读存储介质，其特征在于，所述计算机可读存储介质存储有计算机程序，当所述计算机程序被执行时，实现如权利要求1至12中任意一项所述的方法。
PCT/CN2025/074225 2024-01-23 2025-01-23 一种电机零位角标定方法、车辆和存储介质 Pending WO2025157208A1 (zh)

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